Mazda MX-5
The Mazda MX-5 is a perennial bargain. It revitalised the market for affordable sports cars which had been in limbo for years following proposals to ban open roadsters from the US market. Thankfully, that never happened, and the MX-5 arrived in 1989 after being conceived by Mazda’s Bob Hall in the US in the early Eighties, when rear-drive two-seat roadsters were thin on the ground. Design teams in Tokyo and Irvine, California, produced competing concepts with the American design making it to production. Inspired by the Lotus Elan it was in truth a quite different kind of car – bigger and heavier, much more robustly constructed, safer and easier to live with. But it was also great fun to drive, and so it remains 30 years on.
Settling into David Gange’s 1991 car, I notice that the shapely seats have been retrimmed in leather, which some dealers did in period in response to customer demand to add a touch of class to the cabin. It looks good, though I think there’s something to be said for the warmth of the original cloth. But the cockpit remains a snug place with just enough space for two and no more, and it’s all the better for being beautifully simple. Clear white-on-black instruments sit in a binnacle on top of the facia behind a leather-rimmed Momo three-spoke steering wheel. Little force is required at the wheel rim and that’s matched by the rest of the controls, making the MX-5 as easy to drive as any Japanese supermini. Power-assisted steering was common, but not universal on the MX-5 MKI, and it helps when parking while doing little to hinder the flow of feedback on the move. The helm is precise and direct, and I can flick the little Mazda into bends with barely any effort. Tiny tyres – 185/60 x 14s on 5.5in rims – mean grip levels are never very high, so the MX-5 can be steered on the throttle where the situation allows. Weight distribution is virtually 50:50 with driver aboard, contributing to the innate balance that makes the Mazda such a joy to drive. It doesn’t have the scalpel-like sharpness to its handling that characterises an Elan or a Toyota MR2, say, but it has a poise that makes tackling a switchback both simple and rewarding.
Extracting the most from the engine takes a bit more work, using the five-speed gearbox with its light, short-throw lever to keep it spinning hard. With 114bhp propelling just over a tonne, the MX-5 is never going to be lightning quick in a straight line – but it’s fast enough to be fun. More power was available through Brodie Brittain Racing, which offered a turbo kit, and from 1994 the MX-5 gained a more powerful (128bhp) 1.8-litre engine, a longer final drive, bigger front discs and additional body stiffening, but some enthusiasts prefer the earlier cars. Many ex-japanese market Eunos Roadsters have been imported – they are virtually identical to MX-5S, but often have air con and a metric odometer. Automatic transmission was a rare option in Japan and the US but not available in the UK.
The engines are reliable and will usually last beyond 100,000 miles if well maintained, though the earliest cars are known for crankshaft wear. Minor oil leaks from the cam cover are common. Clutches last well unless abused and gearchanging problems are usually down to a failing slave cylinder which is easily fixed. Springs
‘Weight distribution is virtually 50:50, contributing to the innate balance that makes the Mazda such a joy to drive’
can corrode and crack, but generally the light overall weight of the MX-5 gives the running gear little trouble. Only the last MKI cars were offered with ABS. Windows can stick in their runners, but cleaning and lubrication are all the remedy that is required. The convertible roof lasts well, though seals can deteriorate over time and the windscreen header rail clips can wear. It’s important to raise and lower the roof when checking a potential purchase to ensure all the parts are present and work correctly. Rust can attack the wheelarches, sills, floor and A-pillar bases. It’s important to ensure drain holes in the body and doors are kept clear to avoid rot.
Project cars can be had for £1000 and even the best MKI MX-5S rarely sell for much beyond £5000, so they’re still very affordable. Though 400,000 of the first generation were built before it was replaced by the MKII in 1998, completely standard cars are becoming scarce. Owner David Gange says the lively MX-5 community is one of the highlights of owning the car, with a thriving owner’s club and Facebook groups like the ‘Bunch of Fives’.