1990 Mazda MX-5 Reviews

Ewan Kennedy road tests and reviews the used 1989-2014 Mazda MX-5.

Not only becoming the biggest selling roadster of all time, but also nudging many other car makers into building open-top cars, something that had previously seemed to be impossible due to ever tightening safety regulations.The Mazda sportscar is a delight to drive, with pin-sharp steering, excellent road grip, near-neutral balance and the ability to change direction mid corner at the merest hint through the wheel that it’s needed. Many owners love to take them for a quick blast along their favourite stretch of road on a sunny Sunday morn.They usually drive with the top down of course, even if the weather is threatening. That’s because the soft-top only takes seconds to send down and pack up again. You can do it when stopped at a red light, though it does require you to have a supple body, because a fair bit of upper body twisting and shoulder strength is needed.A folding hardtop roof made things much simpler when introduced in September 2006. It not only works neatly, but has added a minimum of weight to the car and takes little away from luggage carrying capacity. So popular did the folding hardtop become in Australia that imports of the soft-top slowed to a crawl and in the latest model, introduced in November 2012, the hardtop became the only unit offered in Australia. You may be able to get one on special order by speaking to your Mazda dealer.The Mazda MX-5 was launched in Australia in October 1989 and remained almost unchanged in its body until March 1998, when a near-new car was introduced. The original model had pop-up lights, the latter one fixed units. At the same time, an increase in boot space made the MX-5 a more practical car, one that could be used as a daily driver by a couple.A facelift in October 2000 saw the rounded grille replaced by what Mazda calls a five-point grille to bring it into line with the styling of the rest of the Mazda family. An all-new MX-5 arrived in October 2005. It was slightly larger than before, though weight rises were kept to a minimum.Engine power isn't quite as impressive as the chassis dynamics; the original MX-5 only had 1.6 litres. That was lifted to 1.8 litres in November 1993 in a new engine that was slightly modified but, surprisingly, wasn’t as happy to rev as in its previous incarnation although torque was fattened out.The 1998 model change kept the engine at the same size but gave it a little more punch, although still not quite enough. In October 2000, the engine received a new variable valve timing system to improve power and torque. Response was significantly improved with that latest engine but is still nothing to get excited about.A 2.0-litre engine was introduced in the new 2005 model and is arguably the best yet. Changes to the 2.0-litre engine in 2009 and 2012 saw it able to rev to higher numbers, yet it was improved in the low down grunt department at the same time.Anyway, half the fun of driving a little roadster like this is rowing it along on the gearbox, going for the right gear at the right time to make the best of the engine’s limited power. The gearchange on the original Mazda MX-5 is one of the sweetest units you will ever meet, with short positive changes that not only work well but feel great at the same time. So the relative lack of engine power is actually a bonus in the minds of some owners.Earlier gearboxes were five-speed manual units. A six-speed was used in the 10th Anniversary limited edition of 1999, and became standard in the October 2000 model. The six-speed is a close-ratio unit, having a similar ratio in top gear in both boxes. To our way of thinking the six-speed isn't quite as pleasant in its feel as the latter five-speed, but it’s still an excellent unit.An automatic transmission with six forward ratios became an option in 2005. Believe it or not, it's almost as nice to sit behind as a manual because of the very-sporty programming of its electronics. Good design and high build quality mean the MX-5 is reliable. It’s fairly easy for a good amateur mechanic to work on and spare parts are normally reasonably priced. The Mazda dealer network isn't huge but works effectively and we have heard of no real complaints about availability.Insurance can be expensive, particularly for young and/or inexperienced drivers so it’s worth shopping around to get the best deal. As always, make sure you understand what you are getting for your premium dollar.WHAT TO LOOK FORIn early models look for stitching that's worn or even broken in the soft-tops and for discolouration in the plastic rear window in early models. A glass rear window was used in the new model of 1998. Check under the carpets for dampness as the car may have been caught with its top down in the rain. It's best to ask the owner of the car for permission before pulling up the carpets.It's probably best to keep clear of MX-5s that have been used in lap dashes at race tracks or in rallies. These can often be recognised by tyre scrubbing (if they haven't just been renewed to hide the fact) and by the fitment of a rollcage, fire extinguisher or extra instruments. Also look for heavy deposits of brake dust on the callipers and the inside of the wheels.Check that the Mazda's engine starts easily, idles reasonably smoothly and doesn't blow smoke from the exhaust under hard acceleration. The gearbox should be light and positive in its change action and not baulk or crunch even on the fastest of changes. The third-second change is usually the first one to show up any troubles.Look for crash damage that's been repaired, indeed it may be very wise to call in a professional if you are in any way suspicious.CAR BUYING TIPBeware the sports car that has actually been used as a car in sport - these are comparatively rare and may be in need of expensive repairs.

When the Mazda MX5 was launched in 1989 it was like a breath of fresh air to a country starved of sports cars for almost 20 years and it ushered in a new era in fun motoring. Now in its mid-life the original MX5 is a reliable and affordable entry level sports car, particularly for anyone keen to enter motor sport and enjoy events such as the annual Grand Prix Rally and the many other mostly social road rallies that are now so popular.The MX5 changed the way we looked at cars. After a decade or more when cars were viewed as evil polluting monsters it was no longer antisocial to enjoy motoring and the clearest sign of that was the MX5’s instant acceptance by the car buying public.We’d been starved of real sports cars since 1972 when Leyland halted local production of the MGB, the last of the traditional British sports cars, which first hit the roads in 1962. The lack of sports cars meant enthusiasts had to keep the old MG going well beyond its use-by date if they wanted to continue to enjoy the thrill of wind-in-the-hair motoring.Ironically the arrival of the MX5 gave the venerable old MG a new lease on life. Those who held nostalgic memories of the sporty British roadster went looking for another one to rekindle their youth, while others turned to the ageing sportster as a substitute when they couldn’t afford the $29,550 Mazda was asking for the MX5.For a time the price of MGBs climbed as the demand increased and it wasn’t long before clean, original cars were going for $20,000-plus. Restorers were flat-out trying to keep up with the call for fully rebuilt cars, for which they were getting up to $40,000.Underpinning the MGB’s price was the fact that the MX5 defied the natural laws of depreciation and its price on the used car market held up well against the trend. Anyone waiting for the price to fall was left disappointed.It’s only in the last year or so that the price of used MX5s has dipped below $20,000, and ironically the bottom has dropped out of the MGB market as the price of MX5s has dropped. Now with early examples around $15,000, unless you’re a died-in-the-wool MG enthusiast, there’s no reason to buy an MGB with its breathless performance, oil leaks and unreliable British electrics.MODEL WATCHIt’s no secret that Mazda used the MGB for inspiration when they sat down to create the MX5. In the nearly 20 years it was in production the MGB became the biggest selling sports car ever, and in many ways the MX5 is a modern remake of it.When it was first launched the MX5 had a cute innocence with its clean curves, pop-up headlights and youthful proportions.Power was from a double overhead camshaft, fuel-injected 1.6-litre four-cylinder engine that produced 86 kW, and it had a delightful four-speed gearbox and drove through the rear wheels.Suspension was independent front and rear and there were disc brakes on all corners.It was well equipped with power steering, power windows, leather-trimmed steering wheel and gearshift knob, and radio/cassette sound, but air-conditioning was optional. The roof was manual, but simple to use.Performance was brisk with a top speed of 188 km/h and the ability to reach 100 km/h 8.6 seconds from rest, but its nimble chassis was clearly capable of more and Mazda finally succumbed to calls for extra power and installed a larger 1.8-litre engine in November 1993.At the same time the chassis was stiffened, and a new Clubman model, with a limited-slip differential and sports tuned suspension, was added to the range.An all-new model replaced the first generation MX5 in March 1998.IN THE SHOPThe first generation MX5 has stood the test of time well, and few problems are being reported from the trade.One source reported a weakness in the gearbox with second gear synchro needing replacement at around 60,000 km, and noisy input shaft bearings necessitating an $800-$900 rebuild under 100,000 km.Generally it seems there are few problems, but prospective owners should be aware that with the cars having done 100,000-150,000 km on average that they could face some major service items, like clutch replacement, camshaft timing belt replacement, and overhauling the brakes.The first generation MX5 had a plastic rear window and this can become discoloured over time, particularly if it’s been folded when wet, but any trimmer can fit a replacement.