2002 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.

From the moment the Mazda MX5 was launched there were calls for more power, calls that were finally answered in 2002 when the locally developed turbocharged SP went on sale. The MX5’s chassis always seemed as though it could handle more grunt, and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable that it would eventually be turbocharged.Mazda itself had no plans to turbocharge their sweet little roadster, so it was left to Mazda Australia and its veteran motorsport manager Allan Horsley to see the project through to realityAlthough the SP project was a Mazda Australia initiative it only happened once approval came down from Mazda headquarters.MODEL WATCHThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open top cars socially acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone was of the view it should have more grunt, the original 1.6-litre engine was plenty for most owners, but those with more of a motorsport bent wanted more power to exploit the little roadster’s very competent chassis.Mazda first responded by increasing the size of the engine to 1.8-litre, and then refined it with sequential valve timing, but some owners wanted still more.Finally that came early in 2002 when Mazda delivered the first of 100 SP models developed and built right here in Australia.Allan Horsley led the development of the car, but it was built by Prodrive in Melbourne, the company that builds FPV performance Fords in partnership with Ford.The heart of the SP was its turbocharged engine. Mazda took the MX5’s 1.8-litre double overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44 kW and torque by 108 Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157 kW at 6800 revs and 289 Nm at 4600 revs.It was enough to have the little two-seater racing to 100 km/h in six seconds, impressive given the standard car required 8.5 secs for the same journey.An air-to-water intercooler was employed to help get the incoming charge to the engine, a big-bore exhaust carried the spent gases away after they were expelled from the engine, larger radiator was installed to handle the extra heat the turbo engine generated and higher flow injectors were used to deliver the fuel the engine needed.Other features of the SP included anti-skid ABS brakes, 16-inch alloys, remote central locking, power windows, CD player, dual airbags, along with special touches like a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.IN THE SHOPThe main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn’t necessarily harmful if the car has been well serviced, but if it hasn’t been serviced competition can be detrimental to a car’s health.Look for holes that have been drilled in the body work for things like a roll bar, fire extinguisher, and other equipment under the bonnet.It’s best to reject a car that has clearly had a hard life, but don’t be so concerned about one that has been used for the occasional club event.It’s highly likely that most SPs will have been owned by members of the MX5 club so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes so be suspicious of a car that has sludge in the engine.Inspect brakes for disc wear to avoid the potential cost of replacement, also check tyres for wear as they tend to use them up.Keep an eye on the exhaust while driving looking for any smoke from the engine.IN A CRASHSafety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful antiskid disc brakes are a potent recipe when it comes to avoiding collisions.Add to that dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.OWNER’S VIEWSRob Spargo is a committee member of the Mazda MX5 Club of Victoria and owns SP number 82, bought in 2002 after convincing his wife, an MX5 owner herself, that it would be an investment much like the Falcon GT HO Phase III. It has now done over 83,000 Km and has had a couple of exhaust brackets replaced after they broke, the intercooler piping had to be realigned to correct a build problem, and the power steering pump and blow-off valve have been replaced. Rob says that it is just brilliant as a daily driver and fun machine.LOOK FOR• agile sports car handling• high performance from turbo engine• potential for increase in vale as a classic• be wary of cars used in competition• check history of use• ensure it has been regularly servicedTHE BOTTOM LINEThe MX5 was finally given the power to match the chassis and a great sports car was the result. Good potential for value to increase in the future as it becomes recognised as a classic.RATING75/100

In a world in which it is becoming increasingly difficult to enjoy driving cars the Mazda MX5 stands out as a beacon of old fashioned fun. Mazda’s little sports car isn’t the most expensive, it isn’t the most powerful, and it certainly isn’t the fastest car on the road, but it has to be the most fun of any currently putting rubber to road. It’s one of those cars that can be enjoyed even while parked at the kerb, a car that puts a smile on your face the moment you see it.The MX5 is a thoroughly modern car, but at the same time it’s a blast from the past, built to the time proven formula that produced some of the great old sports cars. It’s a beguiling blend of cute looks, light weight, an agile chassis and adequate power at an affordable price.Mazda launched the original MX5 in 1989 and gave the sports car a place in the world of modern motoring. Before the MX5 sports cars had virtually disappeared from our roads, it was only the very well heeled who could afford Ferraris and Porsches and the like. Sports car motoring had become the pastime of the rich and famous.The MX5 changed all of that.MODEL WATCHThe MX5 was an instant hit when it arrived in showrooms in 1989. It was snapped up by sports car fans that’d been deprived of their fun for almost 20 years since the last MGB left Leyland’s Sydney production line in the early 1970s. The MX5 was very much the spiritual successor of the old MG.Once the euphoria had died down, however, some found fault with the MX5’s modest performance and rather rubbery chassis. Simply, while they loved the MX5 they wanted more.It was inevitable that the MX5 would evolve as Mazda strove to meet the demands of the market, and ward off the growing number of rivals that were spawned on the back of its runaway success.The MX5’s evolution continued with the 1998 update, which is instantly recognised by its new face.While it looked like its predecessor there was a number of detailed changes that set it apart. It had fixed headlamps in place of the pop-up units that were part of the original model, the gaping mouth was reshaped according to Mazda’s corporate look at the time, the front and rear guards were given new lines that gave the MX5 a tougher look overall.The same 1.8-litre double overhead cam four-cylinder engine could be found under the bonnet, but it was then producing 106 kW at 6500 revs and 165 Nm at 4500 revs to boost the performance of the 1026 kg two-seater roadster.Variable valve timing further boosted power and torque to 113 kW and 181 Nm in October 2000.A locally developed turbocharged model was added to the list to satisfy those with a need for more speed. That engine’s output was up to 157 kW at 6800 revs and made the MX5 a more lively ride.One of the delights of the MX5 from the beginning was the gearshift with its precise short throw that made gear changing fun. In the 1998 update the throw was reduced to make it even more fun.Underneath, the MX5 retained its double wishbone independent suspension, which was enhanced by power-assisted rack and pinion steering and four-wheel disc brakes.The MX-5 was always a responsive little car with an agile chassis, but the body was stiffened in the 1998 update and it became even more responsive.There were a number of changes aimed at improving the MX5’s comfort. A glass rear window replaced the old flexible one making it even easier to operate the roof and eliminating the problem of fogging that eventually claimed the old window. There was also a wind blocker that reduced wind turbulence in the cockpit and made topdown motoring a little more comfortable.IN THE SHOPThere’s not much to be concerned about with the MX5. Check the usual things like a service record to confirm regular maintenance and body condition for evidence of a traffic tangle, but the little roadster generally stands up well.It’s worth taking a close look for evidence of motor sport use, which can be the presence of a roll bar in the cockpit, extra holes drilled in the body, the fitment of a fire extinguisher, or extra bonnet pins or tie-downs.Although the MX5 will cope quite well with amateur competition it’s probably worth walking away from cars that have been used in motor sport and look for one that’s obviously been used in more leisurely pursuits.IN A CRASHDual airbags provided the ultimate crash protection in the MX5, but it shouldn’t come to that given the little roadster’s nimble chassis and powerful four-wheel disc brakes, which were ABS assisted after 2000.OWNERS’ VIEWSGiuseppe Baratti owns an MX5 SE. From when he first saw it he says he wanted one because it looked smarter, was faster and handled better than the non-turbocharged model, while only being marginally more expensive. It inspires confidence in the driver, he says. the steering is quick, gearbox precise, handling sharp, and grip levels ridiculously high. A trip to the shops will never be the same. It has been 100 per cent reliable and running costs are quite reasonable. If you really try, he says, you might convince yourself that the MX5 is a sensible car. But there is only a token effort at practicality, with snug driving position and a tiny boot.Col Nicholl has been driving for 34 years and says he still gets excited when he drives his 1999 10th Anniversary Edition MX5, which he says has become one of the most sort after models since the MX5’s inception in 1989. Col’s is one of 150 sold here and was packed with special features like Innocent Blue Mica paint, black leather/blue suede interior, Bilstein suspension; tower strut brace; ABS; six-speed gearbox, polished alloy wheels, blue soft-top, etc.Kristian Curcio is the proud owner of a 2002 MX5 with 52,000 km on the clock. He bought it one year ago after taking one for a test drive and noticing the perfect balance and road holding, and the magnificent gearbox. The power is not great, but it is very nippy especially when run on 98 RON fuel. It says it looks great and he’s happy with the fuel economy.LOOK FOR• modifications that suggest motor sport use• generally robust and reliable mechanically• avoid grey imports with an unknown history• great handling• modest, but adequate power• small cockpit can be tight• tiny boot• cute head turning looksTHE BOTTOM LINEThe perfect tonic after a boring day in the office, the MX-5 is what sports car motoring is all about.RATING85/100

The MX5's chassis always seemed as though it could handle more grunt and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable it would eventually be turbocharged.But Mazda had no plans to turbocharge its sweet little roadster and it was left to Mazda Australia and its veteran motorsport manager, Allan Horsley, to see the project through to realityThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open-top cars acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone believed it should have more grunt. The original 1.6-litre engine was plenty for most owners, but those with a motorsport bent wanted more power to exploit the roadster's competent chassis.Mazda responded by increasing the size of the engine to 1.8 litres and it was then refined with sequential valve timing. But some owners wanted more. That came early in 2002 when Mazda delivered the first of 100 SP models developed and built in Australia.The heart of the SP was its turbocharged engine. Mazda took the MX5's 1.8-litre double-overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44kW and torque by 108Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157kW at 6800 revs and 289Nm at 4600 revs.It was enough to have the little two-seater racing to 100km/h in six seconds, impressive given the standard car required 8.5 seconds for the same journey.Other features of the SP included anti-skid brakes, 16-inch alloys, remote central locking, power windows, CD player, and dual airbags.There were also some extra touches such as a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.The main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn't necessarily harmful if the car has been well serviced, but if it hasn't been serviced, competition can be detrimental to a car's health.Look for holes that have been drilled in the body work for things such as a roll bar, fire extinguisher, and other equipment under the bonnet. It is best to reject a car that has clearly had a hard life, but don't be so concerned about one that has been used for the occasional club event.It is highly likely most SPs will have been owned by members of the MX5 club, so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes.Safety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful anti-skid disc brakes, are a potent recipe when it comes to avoiding collisions. Add dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.