Mazda MX-5 review (2009 onwards)

What – Mazda MX-5
Where – Naples, Italy
Price – £16,345-£21,695
Available – April 2009
Key rivals – Peugeot 207 CC, Audi TT Convertible, Lotus Elise, Daihatsu Copen, Smart ForTwo Brabus Cabriolet, Honda S2000, MG TF LE500, Mini Convertible

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Summary

The ever-popular MX-5 gets a fresh look, detail upgrades, an auto option and slight improvements to both emissions and fuel efficiency

so much fun to drive, rear-wheel drive balance, improved 2.0-litre engine, quick and easy manual hood, fuss-free Roadster-Coupé optionDislikes: people who dismiss it as a hairdresser’s car, automatic doesn’t suit it, steering still a little numb, emissions could be lower, we don’t get the Recaro seats

First Impressions

Why wouldn't you want to own a MX-5? If your answer is you need more than two seats then fair enough. But if you're about to mouth the words 'because it's a hairdresser's car' you're wrong. End of. Because the Mazda roadster here in new facelifted form is about as joyful a car as you could wish to drive.The formula is timeless and yet 20 years ago everyone thought Mazda was mad to launch its modern interpretation of the classic British two-seat roadster. 850,000 sales and endless accolades later the MX-5 gets the last laugh and yet still nobody has managed to match its arch combination of driver appeal, affordability and all-round fun.

And some still just don't get it. They snigger at its lack of masculinity and then go off and buy a turbocharged front-wheel drive hot hatch, missing the fact that mechanically the MX-5 is more pure-bred sports car than many supposedly more macho performance cars.Launched in 2005 and followed a year later by the folding hardtop Roadster-Coupé version - which we're currently running as a long-term test car - this third-generation MX-5 was a big departure from the closely related mark one and two. This facelift brings the usual aesthetic finessing and spec revisions, big news including a higher-revving 2.0-litre engine and modifications to the front suspension to calm the occasionally twitchy steering.

Performance

'Just enough' sums up the MX-5's performance, this update bringing detail changes to the engine and running gear, plus the dubious addition of an automatic gearbox for the first time in the UK. The entry level 126hp 1.8-litre is sweet rather than potent and gets a five-speed gearbox and 16-inch wheels small but significant details as we'll see. The bigger changes come on the 2.0-litre engine, which gains a number of internal upgrades aimed at boosting response and allowing a more generous redline - up 500rpm to 7,500rpm. With 160hp there's a useful amount of extra power, 2.0-litre cars also getting a limited-slip differential and, on Sport models, a six-speed manual gearbox and uprated Bilstein dampers.

The 1.8 is charming and, starting at £16,345, affordable with it but with 0-62 in 9.9 seconds is no faster than many repmobiles. Drop the roof and point it at a twisty backroad and the irrelevance of such comparisons become clear though, the zingy twin-cam engine and click-clack gearshift more than making up for any apparent spec sheet deficiencies. That said, the 2.0-litre is a lot more potent. It's not quite as free-revving and soulful as a Honda S2000 but the new top-end urge and acoustically engineered engine howl is addictive. And the automatic? Avoid, in a word. It blunts the performance, hunts for ratios and, like a CVT gearbox, leaves the engine screaming at high revs.

Ride and handling

Countless sports cars over the years have used the MX-5's set up of a front-mounted engine driving the rear wheels, a low kerb weight and all-independent suspension. Why? Because it works a treat. It's all about balance and in a world now dominated by front-drivers the little Mazda really stands out, especially at this price point. If, like many people these days, you've never driven a rear-wheel drive car the MX-5 is a lesson in why geeks like us prattle on about its benefits. And it's not like you have to have it sideways off every roundabout to appreciate it, the MX-5's natural balance exploitable at every speed.

The 1.8 feels softer than the 2.0, thanks to the suspension and taller tyre sidewalls. It's very benign though, pitching and rolling if you're heavy handed but clearly communicating how much grip is available. The 2.0 Sport on the Bilstein dampers feels edgier and harsher, holding on harder but eventually letting go more suddenly.

The 2.0-litre has a more pronounced rear-driven feel thanks to both the extra power and the limited-slip differential too and if you're a back road blaster it's the one to go for. If, however, you're simply out to soak up the sun and enjoy the ride the more pliant and friendlier 1.8 is a lot cheaper.

Interior

Cabin updates include revised dashboard trim, a Bose stereo and climate control on high-spec models and a standard aux-in socket. It is fundamentally a bit plasticky though. Leather (standard on Sport and autos) lifts the ambience but for some inexplicable reason we won't be getting the lovely Recaros fitted to our Euro spec test car. Shame. The manual hood is brilliantly quick; just undo the clip and fling it backwards whenever the sun comes out. The metal roofed Roadster-Coupé offers more security and roof-up refinement for a £2,000 premium and isn't much slower to fold, the boot adequate for a weekend away assuming you and your companion can pack lightly.

Economy and safety

Mazda's 'gram strategy' of sensible weight saving offsets what is otherwise a fairly conventional drivetrain lacking the direct injection, turbos or other trickery now common among rivals. There are slight improvements for the 2.0-litre engine, fuel consumption improving 7% to 37.1mpg and CO2 falling to 181g/gm, the five-speed version a useful VED band less at 177g/kmYou shouldn't need another reason to avoid the automatic but if you still hadn't got the message it's also thirstier and has higher CO2, with 35.7mpg and 188g/km. Safety, meanwhile, gets a boost with the arrival of standard fit stability control (DSC) on all but 1.8s in addition to the existing front and side airbags and fixed rollover hoops.

The MSN Cars verdict

We love the MX-5. You could spend a lot more and get nothing like the driver enjoyment it offers. The Roadster-Coupé version also answers all the practical concerns if a soft-top puts you off. The engine mods unleash a wilder side to the 2.0 too, the 1.8 a purer, comfier and significantly cheaper alternative.

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Our long-term Mazda MX-5

Also consider

Lotus Elise
Daihatsu Copen
Audi TT Convertible
Peugeot 207 CC
Honda S2000
Mini Convertible