Mazda MX-5's 25th birthday bash

As the world reacts to the imminent release of the next-generation Mazda MX-5, it’s easy to forget that 2014 represents the 25th anniversary of this revolutionary roadster.

Mazda itself certainly hasn’t slipped, releasing a 25th Anniversary special edition of the outgoing NC series. Of the 1000 produced, Mazda Australia has been allocated a mere 40 of these kitted-out, retractable-roof anniversary editions; 24 manual (as tested here) and 16 automatic.

Available in metallic Soul Red for the first time, the 25th Anniversary MX-5 is distinguished from the pack with black-painted A-pillars, door mirrors and roof, and also gains commemorative badging.

Inside there’s off-white leather seats and door trims with black leather arm rests, steering wheel and shift knob, all with red stitching. 25th Anniversary scuff plates and a decorative red panel complete the package, which is otherwise mechanically identical to the existing MX-5.

Priced at $48,380 (plus on-road costs), this special MX-5 is priced only $1100 over the existing model, and is destined to become a future classic... and what better way to celebrate this than by introducing the model to its illustrious ancestors?

Powered by a raspy 1.6-litre DOHC four-pot (with cam covers eerily similar to a Lotus Twin Cam engine) driving the rear wheels via a five-speed manual gearbox, the first MX-5 produced 85kW at 6500rpm, 135Nm at 5500rpm and pushed a mere 960kg. Even for the time, straight-line performance was only adequate, but the MX-5 was about tactility, feedback and elemental immersion.

This mint red example, owned by David James, has travelled only 194,410km from new. Despite the tight fit (I have to really hunker down to fit beneath the windscreen top), the simplicity of the NA’s interior makes you smile, with its simple three-spoke, fixed Momo, stumpy gear shifter and manually-adjustable exterior mirror.

Flick the headlight stalk and the previously-smooth bonnet line is broken by two pop-up light cases, which are not only cute, but serve as useful reference points when cornering.

While the clutch is easy to use and gearbox snappy, the wooden brake pedal hints at where technology has advanced the game; there’s little feel or retardation to be found. But if the brakes are behind the times, the unassisted steering shows where modern sports cars are lost. With 185-section tyres and narrow 14-inch diameter alloys, the NA’s steering isn’t overly heavy at parking speeds, yet at speed it becomes intuitive, linear to your inputs, and writhing with feedback.

Despite sluggish acceleration, the NA proves a wonderful winding-road companion, so long as you can maintain momentum. It’s also friendly to multiple cornering options, from smooth applications to throwing it in and working with the lightweight chassis’ response on the edge of grip.

Even 25 years on, the NA is immense fun.

In contrast to the largely cosmetic 25th Anniversary, the ‘10AE’ has some decent mechanical modifications to set it apart. It was the first MX-5 to gain a six-speed manual gearbox and it also gained a torque sensing limited-slip differential and Bilstein shock absorbers for improved handling.

Each was finished in a shade called ‘Innocent Blue Mica’ with blue soft top and tonneau, while inside followed a two-tone theme, contrasting black and blue throughout with an airbag-equipped Nardi leather steering wheel (still not adjustable for reach or height) and shift knob.

The pistons, conrods and flywheel were also balanced to ‘optimise smoothness and responsiveness’, though power and torque of the now-1.8-litre engine (106kW/165Nm) remained unchanged.

Compared to the cutesy NA, this NB (owned by Fabian Mastronadi) looks larger all-round, and at 1026kg it’s around 60kg heavier to boot. The exterior is more grown-up with its safer fixed headlights and 15-inch alloys, while anti-lock brakes and dual airbags point to the future.

If that Nardi isn’t the most elegant solution to an airbag wheel you’ve ever seen, please let us know. As well as being beautiful to look at, it’s stunning in application. The 10AE has power steering, but without the hindrance of electric assistance it strikes the perfect balance between slow-speed effort and high-speed feedback. You steer, it points; and you can feel the nuances of the road through the rim. Sublime.

The 10AE rides reasonably well, too. Smoothing out with speed the chassis is poised, balanced and intuitive. Sure, taller driver’s sightlines may still be interrupted by the windscreen surround and the seats are still narrow, but you quickly forget that as you settle into enjoying the drive.

Engine-wise, the larger 1.8-litre unit has slightly more response low in the rev-range, and thanks to the internal engine work the 10AE will still rev to 7200rpm, but acceleration remains leisurely overall. Thankfully, the six-speed gearbox is direct and wrist-flick quick, adding another layer of tactile delight.

The brainchild of long-time Mazda Motorsport boss Allan Horsley, the NB-Series MX-5 SP was an Aussie special, with only 100 cars built.

The SP addressed perhaps the single greatest criticism of the MX-5 concept – a lack of real grunt – by incorporating Garrett ball-bearing turbocharger and front-mount intercooler to extract 157kW at 6800rpm along with 289Nm at 4600rpm.

Amazingly, the internals of the 1.8-litre engine remained stock, even down to the 10:1 compression ratio; thank the relatively low (8PSI) boost pressure for that. A turbo-friendly exhaust and larger inlet system – including an exquisite carbon airbox -- were also incorporated, along with larger injectors, upgraded ECU and a larger radiator.

Given Horsley’s credentials, which included masterminding the RX-7 SP’s multiple Bathurst 12-Hour successes, it’s perhaps surprising that the rest of the MX-5 SP was largely untouched. The standard brakes, clutch, six-speed manual gearbox and open differential remained, and the SP had to put its power down via narrow 205/45 R 16 tyres.

Inside, things were kept understated with another wonderful Nardi steering wheel and alloy highlights to the dash, vent surrounds and gear knob.

The immaculate black SP of Rodney Laitt and Alastair Dennis is mechanically stock, but does benefit from a limited-slip differential. The immediate turbocharged hiss and wastegate whoosh indicate that the SP is in another accelerative dimension, but despite that high compression ratio the real kick arrives in a big hurry from 3000rpm.

Besides that big kick of torque, and subsequent traction management, the SP actually feels similar to a regular NB, with similar steering weight and accuracy, intuitive short-throw gearbox and pointable front-end.

Even the stock brakes – a potential worry beforehand, given the power – prove fine in road use, having been upgraded for the NB Series 2 released shortly beforehand.

Now almost capable of housing a six-footer comfortably with the roof closed, the NC 25th Anniversary retains the 2.0-litre engine and six-speed manual gearbox (auto optional) of its regular brethren. There’s 118kW on tap, along with 188Nm, but the MX-5 has to lug 1167kg, thus continuing the theme: MX-5s are more about fun than grunt.

To its credit the engine sounds throaty, though doesn’t seem to rev with the vigour of the earlier machines. But that gearbox – a long-time MX-5 standout – has been honed to perfection. It’s just a pity that the pedal spacing isn’t conducive to heel-and-toe downshifting, something that is natural in the earlier vehicles.

Riding on sticky 205/45/17 Bridgestone Potenza RE050As there’s a surfeit of tyre grip available, but it’s the steering that lets the NC down. ‘Disconnected’ is a word that comes up more than once throughout the day, the electrically-assisted rack removing any semblance of road connection.

There’s little response to initial lock, then suddenly the MX-5 bites and pierces for the apex. Problem is, it reacts without linearity, so you are never quite sure the thing is going to turn. With time, you know the grip will be there, but that initial aloofness – combined with a rear-end that seems to wiggle to its own tune – means the MX-5 needs confidence to drive as its maker intended.

Eventually you learn the NC will understeer slightly when pushed, but will reward confidence with previously-hidden agility. The ride is acceptable; the drive position best-of-all in this collection, and the simple roof operation and more modern interior add comfort.

Rather than the instant sparkle of the earlier cars, however, the NC takes time to appreciate.

The next phase
The Paris motor show confirmed a 1.5-litre petrol engine for the next-generation MX-5, complete with SKYACTIV technology. With a design harking back to the original, and acclaimed 1020kg kerb weight, it appears Mazda is seeking a return to lightweight response and revability for the cheeky roadster’s next phase.

That it should also lob for under $40,000 should see its market appeal broaden.

If it can have the zest of the NA, the handling of the NB, a hint of the SP’s grunt and the gearbox of the NC, Mazda will have created roadster perfection.