ESSENTIAL CHECKS

Rot is the biggest problem by far, especially in the sills and rear

wheelarches. Repair sections have only just become available for the latter, while the sills are hidden behind plastic covers, so any rust is invisible. There’s a box section that runs alongside the sill and contains the

seatbelt mounting. It looks like the floorpan but it rots from the inside out, and by the time corrosion is evident it’s too late, although repairs aren’t that tricky. On each side at the back there’s a brace that runs between the rear subframe and the floorpan. It bolts into place and rots away, but it isn’t hard to replace, or especially costly at around £200 per side. MX-5 engines are generally strong if the coolant is changed on time and oil level is maintained. In a healthy engine up to half a litre can be used every 1000 miles and if the level is allowed to drop too low the engine will be damaged, so listen for the rods knocking. Rattling from the front suspension suggests the anti-roll bar drop links have worn. New OE parts are around £35 per set or you can buy adjustable ones for £60. Rear suspension rattles are down to the damper internals failing, but thankfully new units aren’t costly to fit. The major service is due at 62,500 miles which is when the spark plugs have to be replaced. Genuine Mazda items are best; budget £300 for this service, but that doesn’t include a new cambelt as the MKIII’S engine is chain-driven, unlike the MKI and MKII units. It’s essential that decent-quality tyres are fitted and that they are maintained at the correct pressure, or you will never get the very best out of an MX-5 dynamically. The same goes for suspension alignment – it’s worth investing in a four-wheel alignment check every couple of years to ensure that all of the wheels are pointing in the right direction.

Brake calipers can seize, especially on cars driven sparingly. The problem will be given away by the car pulling to one side as you brake, but cleaning up the calipers isn’t a big job.