More power to the Mazda MX-5
Friday, 5 October 2018
After almost 30 years in production, the world's best-selling roadster is showing no signs of slowing its perky local sales pace.
If anything, soon-to-land updates for the Mazda MX-5 lend opportunity for the model to pick up its step, the distributor believes.
While Mazda New Zealand is not yet ready to discuss an exact introduction timing or if pricing revisions will apply, it has been happy to open up a little about its forecast for the impending update for the current ND series.
One point it is keen to impress is that the current car is far from being a threatened species and, if anything, provides proof that this 1989 debutante has not lost its ability to attract customers.
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Set to continue representing as it does now, in full roadster and folding hardtop RF coupe formats, MX-5 is clearly niche; just 44 NZ-new registrations year to date reflects as much.
Yet marketing services manager Maria Tsao says the ND is nonetheless selling as strongly here as the original NA did for its first three years.
'The ND series has performed well, ahead of original expectations,' she said.
She's confident, all the same, the updated line has potential to raise the count, given it delivers cognoscente-sought revisions.
The big one is a power boost for the market-favoured 2.0-litre.
Says Tsao: 'With the high-power engine we do envisage increased interest from existing MX-5 owners as well as open-top sports car enthusiasts.'
It's always been apparent the ND could cope with more. Power and torque respectively leap 17kW and 5Nm to 135kW and 205Nm. Maximum power is now delivered 1000rpm higher in the rev range at 7000rpm (pushing the redline from 6800rpm to 7500rpm), while maximum torque arrives 600rpm lower at 4000rpm.
The entry-level 1.5-litre undergoes more minor revision to gain 1kW and 2Nm for a total of 97kW and 152Nm respectively, the first offering at 7000rpm as before, but torque peaking 300rpm lower.
What else? A key alteration that's an astounding first for MX-5 is introduction of a tilt and reach adjustable steering column. Tall and, erm, bigger-bodied types will appreciate that one.
Thicker seat recline levers, more rigid inner seat frames, an improved door close feel, sharper review camera resolution and a redesign of the detachable cupholders to reduce wobble might seem evidence of an unhealthy pursuit of perfection, but another genuine excitement is that the exhaust note has gained snap.
In essence, though, this is all just finessing for a car that got it right from day dot.
The most popular roadster of all time, cleverly modelled after legendary but fragile British roadsters, continues to prove the value of history and that small and nimble two-seaters offer great driving experiences.
If you have ever met an MX-5 owner, you'll know that they likely have nothing but good things to say. Here are five things that make the MX-5 awesome.
Celebrates the manual transmission
Even though half of all buyers prefer the automatic – fun fact: The Cayman PDK was the benchmark – the brand itself says it remains totally committed to the one with a mere mortal planetary box, because it says the car would lack mojo without it.
Feels hard through being soft
Being small and light helps nimbleness, but so too does a factor you might not imagine suits a sports car: body roll.
That's actually a MX-5 tradition Mazda is none-too-keen to excise, arguing that movement helps inform novice drivers of the car's proximity to its handling limits while also delivering that the seat-of-the-pants feel enthusiasts revel in.
That's not to say it cannot be improved. The aftermarket loves the MX-5 and simple things such as stickier tires, bigger brake pads and a beefier sway bar enhance performance for low cost.
Engine upgrades? Yeah, these too. Yet notwithstanding the long-time aftermarket dalliance with turbocharging or complete transplants (I've seen some wicked Lexus V8-engined cars), and the ND's power lift, Mazda has always set out to prove that horsepower isn't everything.
Pleasure without law-breaking pain
Mx-5s are good at speed; but sub-100kmh smiles are easily achieved, too. Which is why they work so wickedly well on slow, winding country roads.
This all comes back to the proposal that, rather than pure punch, it's the power-to-weight ratio that is most important for driving pleasure. Jinbai Ittai, everyone!
It's never been complicated
Even though the ND is necessarily more advanced than the NA so as to meet all legal and safety requirements, it nonetheless maintains the minimal mechanical complexity a modern car can have. It sticks to what it knows best.
One core consideration that's never changed is achieving a perfect 50/50 weight distribution - which means the vehicle has the same weight on both the front and rear axles. No easy feat, but achieved by all four iterations.
It's indestructible
Mazda marketing people might argue the only thing the wrong with the MX-5 is that it's too good, not least in its first generation.
The ongoing benefit of its impressive engineering is an astounding durability, particularly well expressed by the NA. The variants that came after have also been tough, but the initial model has proven so resilient (and such a benchmark for fun) it has probably cost Mazda: owners simply see no reason to trade up.
The durability and the car's easy availability – through thousands of used imports having come here – enhances its appeal for a local and thriving club scene and also for the toughest challenge of all: motorsport.
Perception-deflating fact: This supposed effete popster is one of the world's most raced cars. While we don't have the brand-run MX-5 Cup, the Manfeild-centred NA series racing is a geriatric success story that works just as well. Cheaply bought and converted road cars generally with at least 200,000km are lapping up the punishment.
Disclaimer: The author and his wife each own NA editions; hers for the road, his for the track.
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