Mazda MX-5, presentation and road test in Barcelona

The Mazda MX-5 is one of those iconic models in the automotive world. Everyone knows which car we mean when we talk about the “Miata”.

We have already had the opportunity to experience first-hand the merits of the latest generation, known as ND, before its market launch.

Exterior design

The design of a roadster is always one of the most important factors in attracting potential customers. The car has to “catch the eye”, look attractive and appealing. Mazda has completely redesigned the lines of the MX-5, making it shorter, lower and wider.

The result is sensational. Although the core lines keep the MX-5 fully recognisable, the modernity of its lines has little in common with previous generations. The front end is shorter and lower than ever. The front overhang is very small, and the Miata keeps that friendly “look” formed by the headlights – with LED technology and smaller than ever – and the trapezoidal grille.

The daytime running lights, also LED, have been moved to the lower ends of the bumper, further enhancing the sense of width. The side profile of the model remains that of a small convertible created expressly for that purpose. A slightly sloping bumper, with sufficient height, and lots of flowing lines running from the nose to the tail. The wheel arches are well balanced with the wheels, whether 16″ or 17″.

The rear has also changed its design. The rear light clusters are more compact than in previous generations, and feature LED technology for the position and brake lights. The small boot lid is opened via a button located at the level of the number plate light.

It is a somewhat unusual solution that forces us to crouch slightly in certain circumstances, but which on the other hand eliminates any visible switch or button. The exhaust pipes change position and both now sit on the right-hand side.
Overall, we can speak of a very clean design, pleasing to the eye. Even with the roof up, the Miata offers a simple look, free of excess.

Interior design and quality

The interior of the MX-5 ND shows a much more modern design from the moment we open the doors. To start with, on the doors themselves we find the first charming detail, with the upper trim painted in the same colour as the bodywork. Following the minimalist style of the brand’s latest models – such as the Mazda 2 and the CX-3 – the dashboard layout has been completely reworked.

Once settled into the semi-bucket seats – more sporty ones signed by Recaro will be available as an option – the first thing that catches our attention is the very low driving position, specifically 15 mm lower than the previous version. As a curious detail, they come with speakers in the seat backs. They are also equipped with heating that warms both the back and the legs very effectively. The instrumentation has been changed to resemble that of the brand’s most recent models, with the rev counter as the main element.

The steering wheel, small in size with three spokes, fits the hands perfectly and is adjustable for height but not for reach. The ergonomics of the interior are very well resolved, and as soon as you get comfortable and adjust the seat and steering wheel, you realise that the gear lever falls perfectly within reach of the right hand. On the downside, when the driver sets the seat relatively close to the steering wheel – as is the case with this writer – the left-hand mirror sits too far back and you have to turn your head too much to get an effective view.

On the dashboard, the most eye-catching feature is, of course, the 7″ colour touchscreen. It is a display fitted as standard (MZD Connect), to which we can later add satellite navigation if we wish. It can be operated with the fingers or with the rotary controller that Mazda calls HMI, located on the centre console behind the gear lever.

Below the screen, two small air vents, one round, more directed at the driver, and one rectangular. It is a solution similar to that used in the Mazda 2. The climate controls are also derived from those used in the Mazda 2 and CX-3. At the bottom we find a recess with non-slip rubber, very useful for placing the car keys – the engine is started by a button – or the smartphone.

The centre console keeps the width of previous generations, although it does not become overbearing. We find both the gear lever and the control for the multimedia system, as well as a lid beneath which there is a small compartment for coins and small objects.

Between the two seats there is also a fairly deep recess which, in addition, serves as the glovebox, which on this model has been removed from its traditional location.
Therefore, the overall lines are clearly differentiated by the vertical axis marked by the steering wheel and instrumentation, and the horizontal axis marked by the stitching running across the width of the dashboard.

The materials used in the construction of the interior are, for the most part, hard plastics. The panel fit is good, the gaps between parts are very small, and creaks, rattles and spurious noises are practically non-existent unless we drive over potholes.

The soft top is still manually operated, with a really simple mechanism. All that is needed is to pull a handle and fold it back until it locks into place in the designated position. It is an operation that can be carried out with one arm and takes no more than 10 seconds. Raising the roof is exactly the same operation in reverse. A ten for Mazda in this respect. The fit of the roof is good, and the aerodynamic noise with the roof up is not bothersome up to about 130 km/h.

Engine and driving

Let us leave theory aside and move on to practice. In this first contact we have been able to try the two engines that, for now, will reach our country. Both are petrol, naturally aspirated and mounted longitudinally behind the front axle. The entry level is a 1.5 SkyActiv-G producing 131 CV and 150 Nm. Paired with a 6-speed manual gearbox, it accelerates from 0 to 100 km/h in 8.3 seconds, reaching a top speed of 204 km/h. Its homologated average consumption is 6 litres per 100 km, and it has a kerb weight (without driver but with fluids) of 975 kg.

This engine is an absolute delight. In our test we were able to drive it for a long stretch on the motorway with consumption hovering around 5.5 litres per 100 km, while on twisty roads, pushing it hard, we found an engine capable of delivering strong response from as low as 2,500 rpm and able to rev up to 7,500 rpm. The sound, very mechanical and clean, is addictive when performing a double-clutch or heel-and-toe downshift.
It is an engine of great refinement and pleasantness. Very responsive, the slightest touch of the accelerator pedal and it revs eagerly.

The larger engine is a 2.0 SkyActiv-G producing 160 CV and 200 Nm. Also paired with a 6-speed manual gearbox, it accelerates from 0 to 100 km/h in 7.3 seconds, reaching a top speed of 214 km/h. Its average consumption is 6.9 litres, although with us it hovered around 8 litres.

This engine does not rev as high (its limit is 6,500 rpm) nor does it do so as quickly, but it is undoubtedly still a very pleasant engine in its response. With this engine the car is quicker and recovers better, but in the real world the difference is not as significant as it seems. In fact, as a personal preference, my choice would be the 1.5.

Once on the move – with either of the two models – the Miata behaves masterfully. The corners are nothing more than a source of fun; it seems the little Japanese car has a castor wheel bolted to the centre of the car, as it is practically capable of turning on the spot.

The chassis of the Miata is masterfully resolved, resulting in a package that is practically unbeatable in terms of fun. It is one of those few cars where you do not need to go especially fast to have a thoroughly good time. The steering, electrically assisted for the first time on an MX-5, is very quick and responsive, communicating precisely what is happening under the front wheels.

The suspension consists of double wishbones at the front and a multi-link layout at the rear. The result is a car that practically does not know the meaning of the words body roll and inertia. The sensation is that of driving a solid car, without any weaknesses. However, and partly thanks to its low weight, the engineers at Mazda have not had to fit excessively firm damping, which makes it relatively comfortable for everyday use.

The braking system brings the car to a halt swiftly despite not fitting “extras” such as drilled discs or fixed-caliper brakes. The 1.5 version fits 258 mm ventilated front discs and 255 mm solid rear discs, while the 2.0 variant uses ventilated front discs and solid rear discs too, both 280 mm in diameter. The tyre sizing is surprisingly sensible for today’s times, with 195/50 R16 for the 1.5 version and 205/45 R17 for the 2.0.

Equipment and prices

The Mazda MX-5 launches on our market with a starting price of €25,000, corresponding to the 1.5 SkyActiv-G Style version. In this version we already find ample equipment including air conditioning, a leather steering wheel, cruise control, LED headlights and DSC stability control.

The next step up refers to the same engine with the Style+ equipment, which adds extras such as light and rain sensors, leather upholstery, heated seats and automatic climate control. Its price is €26,600. The best-equipped variant for the 1.5 engine is the Luxury, which, with a recommended retail price of €27,800, adds to the other two trims elements such as the Bose Premium sound system, rear parking sensors, keyless entry and start, and automatic high-beam assist.

For the 2.0 engine, the first trim available is the Style+ at €27,800, followed by the Luxury, which adds the i-Stop intelligent start-stop system with i-Eloop, a torsion bar, a limited-slip differential and Bilstein sport suspension. Its price is €29,000. Finally, there is the Luxury Sport version, which adds Recaro sport seats and adaptive cornering lights. Mazda asks €30,600 for this version. It should be noted that all the equipment items mentioned with the 2.0 engine are exclusive to that powertrain and cannot be fitted to the 1.5 SkyActiv-G.

From these prices €2,000 must be deducted as the brand’s launch discount, to which a further €650 could be added from the bonus if we take out finance on the price.

Photography | Daniel Valdivielso

Technical specifications of this car

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