2004 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.

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

Yes, if you wear a skirt then getting in and out of this car may mean you expose more of yourself than you want too. I even practised trying to elegantly step out of it to avoid flashing to the world.Whether I succeeded, I will never know, but hopefully passers-by were more interested in this convertible's curvaceous silver body.Yes, this is a hot little toy, and if only the weather had been as hot while I was testing it, instead of bucketing down.On the bright side, I can report the soft-top is just as waterproof as a hardtop when it's pelting outside and with the added bonus of having that charming rain-on-the-roof acoustics. Add a bit of Pete Murray on the six-stacker CD (the speakers are directly behind your head) and it's very romantic inside.Hmm, yes, this car exudes va va voom. Luckily, a break in the weather meant I had the chance to take the top down – it's a manual roof but all it takes is a quick flick of a latch or two and a solid shove.To avoid windswept hair, there's a built-in "windblocker" aero board, but I could still feel my shortish locks blowing around as the 1.8-litre, turbocharged engine MX5 hit the 110km/h zone. But who cares about that when you're behind the wheel of a hot convertible? Once you grab hold of the muscly, racer-style wheel, settle back into the snug leather seats and put the short, solid shift into gear, then the only thing that matters is where you are headed.There's no cruise control – this is a car you actually want to drive for the pleasure of it.Six speeds were at my disposal, but for me, the exhilaration came in second and third gears when the power of the turbo kicked in. It took off with such force that it caused me to gasp in delight.And being so low to the ground, you feel almost every groove in the road, but the faster you go the lighter and nimbler the MX5 feels. It is surefooted into the turns and those wide, sexy, low-profile tyres keep a solid grip on the road.This is a low little car but there's nothing tinny or cheap about it.Yes, so low is this car that the petrol tank valve has been positioned on top of the boot, so you don't have to bend down far to fill it up.Now, if the exterior doesn't do it for you, inside the tidy dash is as flashy as they come. Laid out in red, white and black during the day, it turns to a sexy red when the lights go down.And the black leather, red-stitched upholstery ... what else can I say?Yes, I am besotted, but I am getting sick of looking at truck tyres.

The MX-5 SP was a wild and outrageous thing, almost dangerous you might say in the hands of an inexperienced driver.Only 100 examples at 55 grand a pop were produced which in hindsight is probably a good thing.Since then Mazda has obviously pondered the exercise and has finally delivered a detuned, factory- built version of the car.It is a last hurrah for the current model that is due for replacement in the very near future, but a very good one.The MX-5 SE (the nondescript moniker gives little away) is a brilliant example of what can be achieved with a little thought and refinement.It lifts the cute little sportster to a level beyond a bit of fun to that of a real performance machine, while retaining some sense of self preservation.The original SP produced a formidable 157kW at 6800rpm and 289Nm at 4600rpm and was capable sprinting from rest to 100km/h in a fraction over six seconds.The SE in comparison delivers a conservative 121kW at 6000rpm and maximum torque of 206Nm at 4500rpm, with 0-100km/h expected in 7.8 seconds.This compares to 107kW and 168Nm for the standard model.While the increases in power and torque may not appear terribly great, in real terms they translate to a car that offers very strong performance across the entire rev range.The significant increase in torque and an earlier peek, deliver a car that is quicker off the line and much easier to manage in day to day driving.It's no WRX, but then the WRX is no MX-5 either.What the MX-5 SE is, is a fantastic, all round sports car in the classic sense of the term.Just like the days of old, it's awkward to get in and out of, vision is terrible with the hood up and there's not much room for anything besides the driver and their passenger.And although it is reasonably well equipped, the cabin is not what you'd call opulent, it's pretty noisy inside and the ride is harsh on anything but smooth roads.The steering is direct, the six-speed manual short, sharp and close on hand and it handles like a go kart, with a rear end that likes to hang out in the breeze if you're not careful – but it's all great fun?The SE features significant mechanical improvements, including for the first time 17-inch alloys with 205/40 series unidirectional tyres and a torque-sensing limited slip diff.It also comes with a body kit, large exhaust pipe and coloured brake calipers. The body kit includes a new front spoiler incorporating a more prominent air intake and recessed fog lamps, a boot spoiler and rear under spoiler.Inside, the interior also features a number of luxury features and can be optioned with leather trim for another $1000.The MX-5 SE is priced from $45,490 plus on-road costs.

Mazda's venerable MX-5 is one such car and it is heartening to find that although the next generation is almost with us, the company has not given up striving to improve.The MX-5 has been a benchmark for affordable soft-top motors. It was designed as a driver's car. Creature comforts were minimal but what a chassis! The model has soaked up a string of power increases without so much as a hiccup and is essentially unchanged in more than a decade.If there was a pinnacle for the car it was surely the limited run of 100 turbo SP models out of the Australian garages of Mazda Motorsport boss Allan Horsley.What a cracker. Mazda Japan said it couldn't be done; wouldn't be done. Mazda Australia said it could and it would. With the Turbo SE, headquarters has sort of said, "we were wrong" in a very face-saving way. The new SE – shamelessly and thankfully aimed to keep up the interest in MX-5 until the all-new car arrives late next year – is a low-blow version direct from the factory with only a fraction of the extra power, torque and sheer in-your-face attitude of the locally-developed car.However, for its $45,490 – a mere $5000 more than the naturally aspirated model – the SE comes with limited slip differential, 17-inch alloys shod with 40-series rubber, a body kit including a restrained rear spoiler and signature exhaust, painted brake callipers, drilled sports pedals and new seat trim. The Turbo SE adds some 14 per cent to the MX-5's power output, lifting it to a handy 121kW, but more significantly boosts torque by almost 25 per cent, taking it to 206Nm for the 1.8-litre four.The delivery is noticeably different for both the normally-aspirated model and the SP. While the turbo cuts in about 2000rpm to provide an initial surge, there is a clear second effort at just over 4500rpm when the engine appears to be most comfortable. Why it is there at all is a question even Mazda can not answer.Keeping the revs in the play range takes a little getting used to and can prove costly in regard to fuel economy but the rewards are so satisfying that the occasional spirited drive should be budgeted for. While the suspension, as good as it is, can still be unsettled by sharp corrugations, ride quality is good for the class of car. The MX-5's suspension comes into its own in sweeping bends where the shift in direction is absorbed seamlessly allowing the driver to press on with confidence-inspiring balance.The addition of the slippy diff only enhances the car's ability to drive out of corners under load, and while the 17-inch rubber and sharpened steering ratio have changed the feel of the car on turn-in, it is all for the better. The SE comes as a six-speed manual only – a precise and enjoyable box with ratios to encourage a maximum of time spent in third, fourth and fifth.Inside the SE is a typical MX-5. Space can feel at a premium but once you have settled in it fits like a well-cut suit.Roof operation remains manual and can be a little fiddly. It is easier to drop than put back on with the need to operate twin locks.Airconditioning is optional ($2000) and leather is an extra $1000 but neither is essential to the enjoyment of the car.

The nightmare from which I have clawed my way out of was a flash of me hanging on for grim death as I tried to make a turbocharged Daihatsu Charade go around a corner.It's a recurring theme and harks back to the days when a turbocharger was seen as a panacea for wheezy engines.The big problem was the turbo (literally) blew the manufacturer's budget and there was no more money for suspension work.Time has improved these early woes. Since playing with Mazda's latest effort of plumbing a turbo under the MX-5's aluminium bonnet, my nightmare hasn't returned. Mazda's concept isn't new. This version, the SE, is a factory job and comes after a limited run of rorty Australian-engineered turbo versions called the SP.The SE is restrained, quiet and although it's quick – but not up to the SP – it hasn't the rawness of the SP.Which is possibly what Mazda intended; a roadster that is a bit faster than the standard version and a touch more exclusive but doesn't harm tradition or upset the loyalists.Power goes up 15kW and – more importantly – torque is up 41Nm over the standard MX-5, while handling improves with a lowered body, Bilstein shocks and 17-inch doughnuts.The already acclaimed MX-5 fun factor goes up in proportion to the performance, so once again the MX-5 is a hard car to leave idle in the driveway.Unlike the blown Charade, it hunts out and eats corners with go-kart handling and pin-sharp steering – all aided by a willing engine and crisp six-speed gearbox.Despite firmer suspension, the ride is compliant. The engine has virtually no turbo lag, with a pleasant lineal power flow that gets a kick at 5000rpm as the variable-valve system changes to performance mode.One look under the bonnet shows a lot more performance potential, such as a bigger intercooler to replace the A4-size cooler.It's not dramatically better than the standard model but merely gives the buyer more oomph for $5000.With the roof up, it is snug and warm. The turning circle is tiny making it very city friendly and the fuel economy only goes out the window when you cane it.There's a nice six-speaker sound system, personal storage space within the cabin is minimal, and the airconditioner is a $1953 option – but with the top down, who needs it?

A replacement will be here in about two years but in the meantime, we will have to make do with a turbo MX5 - hardly an imposition.Long talked about, threatened even, the turbo MX5 came about as a result of an Australian force-fed MX5. Mazda Australia cooked up its own SP turbo MX5 a year or so ago and it absolutely rocked the socks off Mazda's MX5 chief designer.The SP was a hugely powerful and quick car capable of almost running with the Ferrari/Porsche wolf pack.And only a few were made.The SE on the other hand is a genuine factory turbo and is significantly tamer than the fire breathing SP.It will keep sales of the sporty Mazda ticking over beyond the 700,000 mark which it achieved this month.All have been built at at Mazda headquarters in Hiroshima.The SE runs a 1.8-litre, twin cam, four cylinder engine with a light pressure turbo boosting output to 121kW/206Nm driving the rear wheels.Complementing the extra urge are dynamic enhancements such as larger 17in wheels with low profile tyres and a torsen limited slip differential.The SE also gains a large outlet exhaust and mild body aero enhancements.Just 7.25psi blows through the turbo which breathes through an air-to-air intercooler.One wonders how long before someone turns up the turbo wick for more power and performance.Mazda says the SE will sprint from 0-100km/h in 7.8 seconds which seems realistic.It is a fabulous driver's car, even in non-turbo form, offering precise handling, flat cornering and powerful braking.The SE takes everything to a higher plane with even greater grip, faster response and more kick off the line.It is hindered a little by turbo lag and a torque drop-off at intermediate revs. But once the correct mode of driving is mastered, it's a quick thing.Enthusiast drivers will seek out winding roads to extend the car's handling but the SE will usually exceed the driver's ability.Sitting in the close fitting cockpit is a treat, complemented by the slick six-speed gearshift, direct stering and powerful brakes.The roof is manually retracted but it doesn't take long to flick off or on.A classic?Sure is, especially considering the MX5 is responsible for resurrecting the whole compact ``sports car'' genre.