I like my tatty and unreliable MX-5 Mk2 so much though that I have decided to get a better one. Nice Mk2’s exist, but they are getting hard to find, and I don’t want a project. A bit of man maths has convinced me that, in terms of cost of ownership, a much newer car might not be much more expensive to own over the next few years.
I never really warmed to the Mk3/3.5, but the new Mk4 seems to have made a good impression. So I went to drive one yesterday.
Available engines are 1.5 129bhp, and 2.0 158bhp. The 1.5 is a bit cheaper to buy, fuel and insure and a number of reviewers have preferred it to the 2.0, despite (or sometimes because of) the addition of stiffer springs and uprated dampers on the 2.0. So, I rang up the local dealer and fixed up a drive in a 1.5 SE-L Nav convertible.
My first concern was whether I would have enough room. The Mk4 has been described as “crampedâ€. I have the seat and backrest in the Mk2 as far back as they will go, despite not being unusually tall. Actually I found I had a couple of adjustment steps to spare in the Mk4 so no worries on that score.
One certainly sits in it, rather than on it, and there is little spare space. But as I was in what felt to me like the right position, it didn’t feel as tight as it looked.
But next thing I did was to bang my elbow on the cupholders, which are poorly positioned between the seat backrests. They don’t fold, although they can be removed, but having discovered they were there I didn’t knock them again and they don’t interfere with gear changing, so maybe they can stay.
I had a fiddle with the “Multimedia Commander†before I set off. A BMW driver would recognise it. The knob controls the ‘music’, navigation, some internet (via phone) functions, Bluetooth connection etc in conjunction with the 7†touch screen – the touch bit doesn’t work above 6mph; some of the functions can be controlled from the steering wheel, but owners will need to master the knob which seems straightforward. Other than the screen, there is no obvious ‘radio’ panel. There is a CD slot behind the occupants just above the elbow-nudging cupholders, and a couple of USB sockets in the centre console.
Start up is keyless. Key in pocket, foot on clutch, press button. As expected, the gear lever is stubby, short throw, quick and precise. On the move, the steering didn’t, to me, feel as dead as every other electric-assist I have driven. It did feel slightly less ‘connected’ than the Mk2 that I had just driven to the dealer’s, but that could be psychological – it is certainly direct and precise.
Mazda intended this car to get back to its roots and, bells and whistles aside, getting out of a 1999 Mk2 (pretty much a Mk1 without the pop-up headlights) into the 2017 car required almost no acclimatisation at all.
It’s doddle to just drive - flexible, docile, light intuitive controls, good visibility, easy gear shifting – but in ‘pootle’ mode, in the low to mid rev range, it does not feel and isn’t in the least quick. Hardly surprising as it musters only 125Nm of torque, and that peak comes at 4,800 rpm.
It is in complete contrast to the now ubiquitous small capacity turbocharged engines. Like its ancestor, it is a proper twin cam naturally aspirated 4 cyclinder, now with direct injection. If you want spritely acceleration, you have to drive it. Peak power is at 7000rpm. At higher rpm, the throttle response is noticeably sharper than that of a turbocharged car.
It’s said to be 100Kg lighter than a Mk3/3.5. At 1050Kg including a 75Kg driver, it’s probably still a touch heavier than the Mk2 1.8. The 2.0 is heavier than the 1.5, and the RF tin targa top a bit heavier still, all reasons to stick with the 1.5 convertible – no need to paint the lily.
Ride is compliant, soft even, on standard suspension. Again, not much different to the Mk2 – perhaps a bit more roll. But it does go round corners, beautifully, and inspires confidence that it will do so – no fears about mid corner adjustments at any reasonable speed.
This is not a high performance (as in speed and acceleration) car. But it is a joy to drive, and feels wonderful on a country road with the top down. Legal speeds, and sensible acceleration, are well within its ability. I should probably try a 2.0, but it’s too easy to be seduced by power - I won’t be racing it, and while it would be a bit easier to drive quickly, that isn’t the point.
I won’t pretend I explored the handling on my half hour, public roads, test drive. I have no reason to think it will not be as good as the Mk2, tested (almost to destruction I suspect) at Castle Combe a couple of years ago. Except of course for the addition of DSC and traction control, which I happily accept as a benefit.
The hood merits a mention, as it’s a convertible. One central latch, it can be raised and lowered from the driving seat, and takes literally 3 seconds each way. No need for an electric tin top. Hood up, it's pleasant enough, allowing for the rearwards visibility limitation. Hood down, perfect, and not too blustery with the windows up..
Boot is good enough – it will take two carry-ons apparently, but obviously soft luggage would be better. I don’t think my Mk2 would take the cases. The fact that there is no spare wheel (the Mk2 has a pram wheel) helps with the boot size.
I loved it. Enough to leave a £500 returnable deposit for first refusal on a 2 year old 1.5 Sport Nav that is coming in as a p/x in a couple of weeks. It is in exactly the colour and trim combination I would choose – Soul Red metallic, with Sand leather - Mrs Fenlander might approve. The only other colour I would choose is a light met blue- all the others are shades of white or grey. It has 28,000 miles, reflected in the price, and I was able to check the history on the Mazda system - both services done exactly to mileage and on time, 2 new tyres fitted, no warranty work.
If the car is as good as described I should be the new owner by this time next month. If I’m really lucky I might have it in time for a week in the lakes in early September.
Pictures of a similar car here -
www.autotrader.co.uk/classified/advert/201610148782450?
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