Mazda MX-5 2005 review: snapshot

Rather than a mid-life update, this model is new.

Mazda promises that the MX-5, due in Australia in October, will still be as much fun and as agile as the original but with improvements, including a spacious interior.

The new MX-5 has a fresh look, with pumped-out guards, slit headlights and a rounded bonnet that sits higher than the previous one.

Explore the 2005 Mazda MX-5 range

• Mazda MX-5 SE 2004 review
• Mazda MX-5 2004 review
• Mazda MX-5 manual 2004 review
• Mazda MX-5 2005 review: snapshot
• Mazda MX-5 2005 review: road test

Many of the design themes, including the bonnet shape and flared guards have been carried over from the Ibuki roadster concept that Mazda showed at the 2003 Tokyo Motor Show, but are toned down slightly.

Mazda wanted the new shape to look forward, but also to retain the theme of the original MX-5. The two-seater has become a cult car because it is simple, light and fun to drive, attributes that Mazda says will form the core of the new model.

"We are convinced this car is going to please the purists – the flock of faithful MX-5 buyers around the world – and attract new converts," Mazda research and development chief Joe Bakaj says.

Some of the new converts are going to be taller and larger people who were too cramped in the MX-5 to enjoy it.

Mazda has made the new car 4cm wider, 2cm taller and 2cm longer and increased interior space with more leg and shoulder room.

So does this mean that the MX-5 is another Japanese classic that's got bigger and heavier?

Not really. The body strength is increased (for handling and safety reasons) and the car is only 10kg heavier for a total of 1100kg.

Because keeping weight down for a car such as the MX-5 is vital, Mazda used aluminium for several chassis parts, the bonnet and the bootlid and stayed with a fabric roof.

It even resisted power operation, because that would have added weight. Even so, the new roof is easier to put up and down than the last and you don't have to worry about electric motors failing.

To improve weight distribution, engineers moved the engine back 13.5cm. It still sits in front of the driver, but behind the front axle.

The four-cylinder engine, up from 1.8 litres to 2.0, with variable intake valve timing, generates 118kW at 6700 revs and 188Nm at 5000 revs.

This is down on the present mildly turbocharged MX-5 SE's output of 121kW and 206Nm, but Mazda steered clear of a turbo in the new car because it wanted it to have smooth, progressive power delivery.

With four valves a cylinder, electronic throttle, a lighter flywheel and stiffer driveshaft, the car is more responsive to driver input.

The engine hits redline at 6700 revs and engineers have tuned it to emit what they call a "powerfully resonant" engine note above 5000 revs.

Mazda is making it clear that the new MX-5 is not about setting the best 0-100km/h time, and has not yet provided one, but is more about matching engine performance to the car, with handling a priority.

Mazda has increased body stiffness and pushed the wheels farther out from the centre of the car, widening the track. And the distance between the front and rear wheels (wheelbase) is now 6.5cm longer, all of which should improve handling.

The MX-5 uses the RX-8 sportscar's six-speed manual transmission, and a six-speed automatic will be an option.

Optional side airbags will be offered for the first time.

Pricing for Australian models is yet to be confirmed, but Mazda says they will not be too far from the present $43,690 model.

Would you buy the new MX-5? We'd like to know.