I returned home from the MX-5 launch with a troubled mind. I had travelled to the event, four hours each way, in a much more powerful, much more prestigious, illustrious and valuable car. I had enjoyed the MX-5 more.
A Driving Gem
I won’t beat about the bush. I attended the press launch in the Highlands and my colleague John Steele attended a similar event at St Andrews. We are both in absolute agreement about the result. The car is a fantastic drive. We can talk about the looks later, but the view in this picture is the one you want. You want to be in the car, on the open road.
If you don’t believe me, here is John Steele giving you his impressions in a short video.
Handling and Ride
We drove both the 1.5 and 2.0 litre engine varieties of the car and there are aspects common to both. Both are easy to drive, with loads of feedback and precise steering. The grip is immense. Mazda sent us on our way on some of Scotland’s most demanding roads. The conditions were damp and the road surfaces were…….typically highland…….but the wee car has big car confidence.
Chucking the car into turns on damp roads, through standing water, the rear of the car stayed completely planted and a wee touch of the throttle just tightened up the line, it didn’t throw you into the spectacular scenery. It’s a firm ride but there is just enough give in the setup to stop the car being crashy and nervous. We drove through the highlands for hours and arrived at each stop feeling pretty fresh and excited about the experience. No dentists or osteopaths were required.
This Mk4 MX-5 is a full 100kg lighter than the previous model and is the lightest since the original Mk1 (seen below in Mazda’s very swish loch-side marquee). The application of Mazda’s SkyActive “gram strategy” chassis principles has focussed on a lighter stiffer car which is the best to drive for a long while.
Controls and Driving Position
The view from the driving seat is good with the pronounced wing edges, which seem to divide opinion on the outside, framing the view of the bonnet really well from the inside and giving a good reference for the width of the car.
The pedals are nicely spaced with room for a clutch rest too. The steering wheel, which is a little too large for my liking, adjusts for rake but not for reach. The position was perfect for me, but there were some testers who found the wheel a touch too far away. This didn’t suppress the smiles from their faces for more than a nanosecond.
The car has strong progressive brakes and a gearshift that is just a delight. Frankly, this has always been one of the MX-5’s strengths and if Mazda had gotten that wrong then it would have been a mistake of historic proportions. Thankfully they didn’t. It has a short quick throw but still maintains a chunky mechanical feel.
The infotainment screen is positioned very well for a quick glance without taking your eyes entirely off the road, but it isn’t as well integrated into the dash as on some other cars. If it were you could argue it was too low down.
Those of you used to driving single track roads will appreciate the large “thankyou” switch (ok, ok it’s the hazard lights) positioned perfectly for an outstretched hand from the top of the gearstick.
Engines
When talking about the two different engines, you need to bear in mind that there are some handling differences too. 2.0 litre cars have an extra strut brace and in Sport trim they also get Bilstein dampers and a limited slip differential. This shows through in the handling with the 1.5 feeling like a fizzier, lighter thing and the 2.0 litre feeling just a shade more planted. The cars also come with different rubber, so this could also be affecting that impression.
The engines themselves are both very worthy, but the 2.0 litre is the perfect compliment to that chassis. After several hours in the 2.0 litre, I had the opportunity to drive the 1.5. I was really impressed. The car feels alive and although you need to rev it harder than the bigger engine, it remains smooth and the delivery is very linear, pulling hard from just under 4000 revs. If you could guarantee the road to yourself, it is all the engine you need for an enjoyable and involving drive. It was only when faced with an overtaking requirement on a twisty road without huge long straights that I started to yearn to be back in the 2.0 litre. I really had to plan the move a lot more carefully in the 1.5.
The larger engine is impeccably well suited to the car. It has real grunt. The 1.5 doesn’t really have enough urge to trouble the chassis and you could be in a front-driven car for all you know. The 2.0 litre cars come with better suspension but the extra grunt is still just enough to exploit the chassis and remind you that the power is being applied at the rear. It’s all very subtle; the car isn’t overpowered, but lines can be tightened and the traction control is more likely to make an occasional appearance.
The higher torque of the 2.0 litre really does change the driving experience. It makes for a more relaxed drive with far fewer downshifts needed. Overtaking becomes all about line of sight and safety, not “do I have enough legs to do this”- you do. It’s a brilliant pairing, and yet we still delivered 37 mpg after a long and (very!) spirited drive.
Interior
The interior of the MX-5 follows the trend set by the Mazda 2 and CX-3. Material choices are good and the sense is one of class and quality with interesting touches.
The body coloured door tops are a nice touch but time will tell if the lacquer is good enough to withstand wedding rings and watch straps. When in the passenger seat I kept wanting to put my left arm on the top of the door and then my watch caught the corner of my eye just before it made contact and I decided my arm was better at my side.
The plastics on the side of the transmission tunnel are also a little hard. Perhaps its just my bandy legs, but I often find myself resting my left knee to the side when cruising in top in proper sports cars with substantial transmission tunnels. This wasn’t so comfortable in the MX-5, but I’m sure I’d learn to cope.
Seats are good whether cloth or leather. The aforementioned lack of requirement for osteopaths is testament to the comfort levels.
Mazda’s latest infotainment system is also present and correct in the MX-5 with SE-L trim levels and above bringing the colour touch screen, smartphone integration and access to cloud-based audio services.
Noise
I used to own a Mk1 MX-5 and was always impressed with the noise levels for a soft-top. In the Mk4 it is even more impressive. The roof is shorter and clunks shut in a couple of seconds, resulting in a very well insulated driving compartment. We certainly had the weather to test it and wind noise was not an issue.
Road noise was as you would expect in a sports car on rough highland tarmac, but certainly not a problem.
The most interesting noises were from the transmission. The car sounds incredibly and gratifyingly mechanical. There is something akin to a feint supercharger whine and frankly it is quite addictive. Moving up and down the gears delivers more mechanical soundtrack and it was making the petrolhead in me grin from ear to ear. I implore you to go and drive it for this and many other reasons.
Looks
This new MX-5 has divided opinion somewhat. There are those who think the headlights look too low, especially contrasted with the sharp wing tips. I can see what they mean, but it does give the car a meaner look. Given its driving credentials, I think its time we gave the MX-5 a break and allowed the award for “car most likely to feature a travel curling-tong equipment option” to pass to BMW for the 1-series and Mini convertibles.
Pricing
Recently, Mazda haven’t been too shy with prices. Their cars are not cheap. Whether they are good value is the question. Equipment levels are generous and the Mazda PR team often brandish the customer loyalty statistics with glee. On this occasion, they were keen to point out that the £18,495 starting price is only a fiver more than the Mk3 and that the Mk1’s similar launch price, if adjusted for inflation, would be £33,000 in today’s money. Not bad for a car that has sold getting on for a million units (all models).
On this occasion, its not as if the car is an entrant into a competitive and crowded sector. For a driving machine at this price point you can just about get into one of the Toyobaru GT86 coupes, but the MX-5 takes on their “driving purity” principle and does it better and with a folding roof.
The MX-5 remains pretty unique, so the correctness of the price is all down to whether the car appeals to you enough and whether it’s practical limitations fit in with your life. If it fits then I could scarcely recommend it highly enough.
I suggest that the 2.0 litre engine is well worth the extra £850. If £22,695 for the 2.0 Sport is too much, then skip down past £21,845 for the 1.5 Sport and get the 2.0 SE-L Nav at £20,695 and treat yourself to the “Soul Red” paint and a nice cosy jacket for all that top-down motoring you have to look forward to.
Meanwhile I’m off to have a serious think about what I’m really getting out of these Italian and German thoroughbreds I keep buying.
TT Rating: 
