, , Price and equipment, , HERE we test the flagship Coupe Sports variant, which retails for a smidgen under $50,000 before on-road costs ($49,885). , , The list of standard equipment is a little sparse, here the MX-5 shows its age – the lack of Bluetooth connectivity and a USB input rankles especially. , , Standard features on all variants include 17-inch alloy wheels, body-coloured power mirrors, a chrome exhaust tip, cruise control, drilled aluminium pedals and footrest, silver seat-back bars and leather seats, steering wheel, gearshift knob and handbrake handle., , Also included is a 200-Watt premium seven-speaker Bose sound system (no touchscreen) with a six-disc CD stacker, auxiliary input (3.5mm MP3 player-compatible) and steering wheel with audio and cruise control switches., , The flagship Coupe Sports variant we’ve driven adds Recaro seats and aftermarket BBS alloy wheels., , Interior, , IN SHORT, rather snug and sparse, but with wonderful Recaro seats and spot-on ergonomics. , , It almost seems remiss to commence this review writing about the cabin and equipment, because the MX-5 is unequivocally about the drive. , , Yet here we are. The instrument panel is largely unchanged since 2005, and while everything is within easy reach and a cinch to operate, it’s starting to look a little dated. Large friendly dials and buttons are a boon on bumpy or twisting terrain. , , Being taller than most, your correspondent had to contort and squeeze into the tight two-seater cabin. Once ensconced, we found a distinct lack of kneeroom and headroom. There’s no steering wheel adjustment, but we still found a comfortable driving position. , , Still, those compact interior dimensions make for a slightly claustrophobic cabin, and the tiny side mirrors don’t help external visibility , , Storage is in short supply, with a small cubby between the seats and a tiny boot, but handy touches like the decent centre console and door-mounted cup-holders add some relief., , The steel folding roof is only semi-automated, with the driver required to release a latch above the rear-view mirror. , , Engine and transmission, , UNDER the bonnet is a rev-happy 2.0-litre normally aspirated petrol engine, producing 118kW at 7000rpm and 188Nm of torque from a high 5000rpm., , A recent facelift saw Mazda adjust the throttle management in manual models, supposedly rendering the car more responsive when accelerating out of corners – though engine outputs are unchanged., , With small turbo engines fast becoming ubiquitous, it’s almost refreshing to experience the linearity of an engine such as this. Good thing the six-speed manual gearbox is a delight, because you’ll be working it. , , We also found the pedal box a bit crowded, with the clutch pedal too close to the brake pedal, something we imagine could cause accidental left-foot braking when preparing to reach for another ratio. , , To get the best from this little port injected engine, you need to grab it by the metaphorical scruff of the neck, but doing so rewards you with a sweet little howl. it’s simple and rather basic, but a lot of fun. , , The MX-5 has never been a firebrand, but as purists will tell you, this has never been the point. At 1167kg, the Mazda is still relatively lithe (even though there is no longer a lighter fabric roof available – which we reckon is a crying shame). , , Because of its rev-happy ways, the claimed combined fuel consumption figure of 8.1 litres per 100km proved hard to attain., , Ride and handling, , HERE we go. , , THE ageing MX-5 may have fallen behind in cabin presentation, but there’s almost nothing at this price point – or any, for that matter – that can match the purity and joy the little Mazda gives on a twisty road. , , With top down, wind in hair, and sporty steering wheel in hand, its almost fun enough to forget the sparse equipment list, tight knee-room and lack of outright pace. , , As ever, the little MX-5 combines a rigid body with a perfectly balanced rear-drive/front-engine configuration. , , Hydraulic steering systems are rare as hen’s teeth these days, as manufacturers ditch them for frugal electric versions. But the upside of the old-school version still used in the MX-5 is the communication between the wheels at the front and the one in your hand., , Always a highlight of the Mazda, the steering remains razor sharp off-centre and full of feel, while remaining averse to kickback over mid-corner bumps and ruts. It almost feels alive., , The rigid body remains free of scuttle shake over corrugations, helping body control, and it’s a breeze the tail kick out mid-corner with some lift-off oversteer – not that you’ll want to lift off the throttle in a car so dependent on maintaining momentum., , We also found the ride from the all-round independent suspensions to be on the right side of harsh, and the road noise more subdued than usual for this sort of vehicle. , , We don’t discount the possibility that the road noise is merely drowned out by the large amount of wind noise entering through the metal roof, however. , , Safety and servicing, , ONLY four airbags are fitted (two front and side) because there isn’t room for curtain bags overhead. There is no ANCAP or Euro NCAP score for the current generation., , ABS brakes, stability control and Limited Slip Diff are standard (LSD on manuals only), while good roadholding makes it easier to avoid a collision in the first place. , , Mazda Australia has ditched the slow-selling fabric roof, and while we reckon this takes away some of the purity and character of the car, it’s safer from the prying fingers of crims.

, , Service intervals are every six months or 10,000km, which is fairly regular for the modern age. Unlike most volume brands in Australia, Mazda does not offer capped-price servicing, meaning service costs may vary from dealer to dealer or state to state., , Mazda provides a three-year/100,000km warranty, and a 24-hour roadside assistance scheme is available. , , Verdict, , NO LONGER an absolute bargain, but the MX-5 remains an utter joy the hurl around a twisty road. , , Until the topless Toyota 86 emerges, the Mazda is still the car of choice for regular, wind-in-the-hair diehards., , Rivals, , Toyota 86 coupe.
, From $29,990 plus on-road costs.
, Yes, it’s not a roadster, but like the MX-5 offers superb dynamics courtesy of its light weight, rear-drive layout and balance – all for $20k less than the Mazda. If you don’t mind a fixed roof, it’s hard to look past (same goes for its Subaru BRZ identical twin). , , Mini Cooper Roadster.
, From $37,500 plus on-roads.
, Front-drive, but still a hoot. Not to mention uber-chic Mini styling. The ride is hard as nails, though, and ultimately not as rewarding as the more pure MX-5. , , Data, , MAKE/MODEL: Mazda MX-5 Roadster Coupe Sports
, ENGINE: 2.0-litre normally aspirated petrol
, LAYOUT: Front-engined, rear-wheel drive
, POWER: 118kW @ 7000rpm
, TORQUE: 188Nm @ 5000rpm
, TRANSMISSION: Six-speed manual
, 0-100km/h: Approximately 7.6 seconds
, FUEL: 8.1L/100km
, WEIGHT: 1167kg
, SUSPENSION: Double wishbone (f), Multi-link (r)
, STEERING: Hydraulic rack and pinion
, BRAKES: 290mm ventilated disc (f)/ 280mm solid disc (r)
, PRICE: From $49,885 before on-roads