Mazda MX-5

MODEL TESTED: Mazda MX-5 2.0 Sport Nav PRICE: £23,695 ENGINE: 2.0-litre 4cyl, 158bhp

THE Mazda MX-5 has been around for the best part of three decades and is the world’s best-selling roadster. Now in its fourth generation, the Japanese machine has stayed true to the original’s template of simple and affordable driving thrills. There’s a choice of 1.5 and 2.0-litre petrol engines and four trim levels. Here we test the flagship 2.0 Sport Nav model, which weighs in at £23,695.

Styling 4.2/5

WHILE Fiat has looked to the past for the Spider’s design inspiration, the MX-5’S styling is bang up to date. With its mix of sharp creases and flowing curves, the Mazda is packed with head-turning appeal.

There’s little to separate our duo in terms of size, but the MX-5 looks more compact, as its taut lines give the impression that the panels have been shrink wrapped over the mechanicals. All versions of the Mazda get distinctive LED headlamps and a racy twin exhaust, while our range-topping Sport Nav model is identified by its gunmetal grey 17-inch wheels. Yet look closely, and the Fiat and Mazda’s shared parentage is easy to spot. They feature the same fabric roof, windscreen and twin rollover hoops.

Even less has been done to distinguish the two cars inside, as the MX-5 shares its dashboard, steering wheel, seats, stalks, instruments and infotainment system with the Fiat. Only the bright body-colour door inserts, red stitching on the seats, Mazda steering boss and spherical, leather-wrapped gearlever separate the MX-5 from its sister vehicle.

On the plus side, the Mazda’s cabin looks good and is solidly constructed from decent-quality materials. It’s well equipped, too, matching the Spider’s tally of sat-nav, heated and leather-trimmed seats, keyless go and powerful Bose surround sound hi-fi set-up.

Driving 4.6/5

WHILE brands such as Fiat are committed to downsizing their engines, Mazda is sticking to a policy of ‘rightsizing’. That means the MX-5 gets a large-capacity 2.0-litre naturally aspirated unit, rather than the Spider’s smaller turbo. Despite its size advantage, the Mazda can’t match the 124’s torque output, but the 158bhp four-cylinder engine delivers more power and revs higher.

As a result, the MX-5 blasted from 0-60mph in just 7.0 seconds, which was three-tenths faster than its rival. The Mazda extended its advantage during the 30-70mph sprint through the gears. However, away from the track it was the Fiat that held the upper hand, thanks in no small part to its greater mid-range muscle.

With 40Nm less torque, which is developed over 2,000rpm higher up the rev range, the MX-5’S engine had to be worked hard to keep pace with the more relaxed Spider. The Mazda’s unit boasts a sharper throttle response at very low speed, a greater appetite for revs and a sportier soundtrack, but it’s not as smooth and there are some tingly vibrations as it closes in on the 7,000rpm red line.

This frenetic nature is carried through to the rest of the driving experience, which places the emphasis on driver fun. Our contenders share the same basic suspension set-up, but 2.0-litre MX-5S get firmer Bilstein dampers and a cross brace that joins the front suspension struts to improve chassis stiffness.

In combination with the Mazda’s lighter steering set-up, these changes make the MX-5 feel more alert than its rival. There’s the same sublime rear-wheeldrive balance, but the MX-5 turns into bends more quickly, plus its attitude is much more throttle sensitive – even small lifts or stabs on the accelerator cause the car to alter its line through a corner.

As a result, you have to concentrate harder and be quicker with your inputs to keep the Mazda on your desired line. It’s great fun for keen drivers, but newcomers to this type of car might find the MX-5’S excitable handling a little unnerving. On the plus side, the MX-5 gets a limited-slip diff, which boosts traction out of corners and makes the car’s behaviour more predictable when it does begin to slide.

This emphasis on agility means the Mazda doesn’t cope with bumps as well as the 124 Spider. The stiffer dampers deliver a more brittle ride and the car fidgets more on the motorway and crashes into potholes. The firmer set-up also exaggerates flex in the chassis, making the MX-5 more prone to scuttle shake.

Ownership 3.3/5

MAZDA has always prided itself on delivering dependable and well built cars, and that’s reflected in its very respectable ninth place finish in our Driver Power 2016 survey. Yet while owners are happy with the reliability and build quality of their cars, they’re less impressed with the service from the network, placing it a disappointing 19th in the dealer poll.

Given its focus on driving thrills and low weight, the MX-5 gets a decent haul of safety kit. Four airbags, tyre pressure monitoring and stability control are all included, while Sport Nav models add lane departure warning and adaptive LED headlamps. Auto high beam control, blind spot monitoring and rear cross traffic alert are all part of a £400 upgrade package.

Running costs 3.6/5

THERE’S nothing to separate our duo when it comes to standard equipment, but the Mazda features a list price that’s £400 more than the Fiat’s. To make matters worse, weaker predicted residuals mean the Mazda will be worth around £1,000 less than its rival after three years. Private buyers will have to pay £40 a year extra for road tax, too, while our return of 36.0mpg was only a fraction ahead of the Fiat’s.

Business users will also have to fork out more for the Mazda, as its combination of high CO2 emissions of 161g/km and a heftier P11D value attracts a heftier Benefit in Kind rate of 29 per cent. However, the MX-5’S £499 three-year maintenance plan looks good value for money, while longer service intervals of 12,500 miles mean fewer trips to the garage.

Practicality 2.8/5

THE latest MX-5 is actually a fraction smaller externally than its predecessor, but clever packaging means the cabin actually feels more roomy. You sit low in the Mazda and there’s a decent range of seat adjustment. Taller occupants will find the car a little claustrophobic, particularly with the hood raised, but visibility is good and there’s plenty of useful storage.

The fabric roof is shared with Fiat, which means lowering is a one-handed job that takes a matter of seconds. Better still, when it’s stowed it doesn’t eat into luggage space – although with a 130-litre capacity, the Mazda’s boot is 10 litres down on the Fiat.