New MX-5
It's hard to underestimate the importance of the MX-5 to Mazda. The original car started life as a backroom project in the late '80s, but after two generations and a total of over 700,000 sales it's already proved itself the most successful sports car in the history of the world. More than that, it's also become the bedrock on which Mazda's entire worldwide 'Zoom-Zoom' marketing campaign is based - the dynamic core of the entire brand. Which is why it's so vital to the company that the all-new third generat
Evolution lies at the core of the design brief. 'Everybody knows what an MX-5 is,' explains Mazda's product supremo, Joe Bakaj. 'And we respect that. What we have to make clear is that this car has evolved in rational, necessary directions.'
The new car's styling is immediately familiar - similar to the current model but with hints of the Ibuki concept roadster that appeared at last year's Tokyo show. Thankfully the new MX-5 seems to have, uniquely among the Mazda range, escaped from the chintzy five-sided corporate radiator grille. 'If you think it hasn't changed much from the previous model I would see that as a compliment,' admits Yasushi Nakamutu, the chief designer. 'Think of it in the same way as a Porsche 911 or the new Mini, as a design homage to the original.'
Beneath the familiar skin, more extensive changes have been made to the new MX-5. Extensive use of high-strength and ultra-high-strength steel means that the weight of the undressed bodyshell has fallen by 22kg (total weight has risen by just 10kg) and torsional rigidity has improved by 47 per cent. Dimensions are pretty much identical to the current car - overall length has increased by just 20mm and height by 25mm, although, at 2330mm, the wheelbase has grown by 65mm. But behind the front double wishbones the engine location has been moved backwards (by a not inconsiderable 135mm) meaning the MX-5 stays with the increasingly fashionable 'front midship' configuration. It keeps the existing car's 50:50 weight distribution, but benefits from reduced yaw inertia. Mass has also been lowered in the car to help reduce the height of the centre of gravity - the fuel tank sits nearer the road and the engine is canted with a 10deg slant to the right. Aluminium arms are used for the front suspension wishbones to reduce unsprung weight, while the new multi-link set-up at the back is based on that offered in the RX-8. Front track has increased by 75mm and rear track has gone up by 55mm, which, in conjunction with a minimum tyre size of 205/45 17, means that grip levels certainly won't be an issue. Mazda insists the new MX-5 has kept the original's dynamic purity, too, and the chassis team has been charged with giving a 'stable rear end and a lively front.' Anti-dive and anti-squat have been incorporated into the suspension geometry.
The 1.6 engine of the current car won't be appearing in the new model, the new base unit being a development of the existing 1.8-litre four-cylinder. Which, oh-so-subtly, has allowed Mazda UK to claim broadly like-for-like pricing while trying to move the whole range upmarket. With 125bhp at 6500rpm and 124lb ft of torque at 4500rpm, the new engine has less urge than the current 1.8 motor (down by 20bhp), but will offer a useful increase in performance over the outgoing 1.6.
More exciting is the arrival of an all-new 2-litre engine, with vital stats of 158bhp (at 6700rpm) and 135lb ft (at 5000rpm), and which shares the same high compression ratio as the 1.8 (10.8:1), said by Mazda to be integral to improvements in both economy and emissions. Both engines are already capable of passing the Euro V emissions standard. Transmission choices include a five-speed manual 'box for the 1.8 and an all-new six-speeder for the 2-litre. This includes triple-cone synchromesh on first to fourth gears, and Mazda is promising outstanding shift feel and smoothness. A six-speed 'Activematic' auto will also be sold in the US and Japan, including steering wheel shift switches, but won't be coming to Europe.
It's inside its cabin that the new MX-5 feels most clearly different to the current generation. The driving position has been greatly improved by a steering column that now adjusts for both reach and rake and more space around the driver's seat. The 'A' pillar has been carefully designed not to get in the way of a driver's view of an apex, too. Most of the dark, cheap-feeling plastics have been replaced, and the centre console now has smart, neatly integrated heating and audio controls. And the options list is set to expand dramatically too, with side airbags, DSC stability control, keyless entry and high quality BOSE stereo packages all available as options.
Officially, UK pricing hasn't been finalised, but the plan is for the 1.8-litre model to come in at a similar level to the existing 1.8 (despite having less power) - with a healthy premium being extracted for the 2-litre. In a market in which Mazda no longer enjoys default dominance, and which also now features the 2-litre BMW Z4, that could be an interesting strategy. We also hear that a Mercedes SLK-alike retractable hard-top version may follow in a year, aimed at the 'less dynamically oriented' market, while the ragtop gets pushed to the dedicated as the purer driving machine.
