The evolution of the Mazda MX-5

Nobuhiro Yamamoto candidly admits that Mazda's enthusiast owners didn't warm to the second- and third-generation MX-5 roadsters as much as they did the original, ground-breaking, first-generation NA model.

And this is the prime reason that he, as the program manager of the latest ND model MX-5, worked so hard to re-create the character and essence of the roadster that rocked the world from its introduction in 1989, 27 years ago.

"Our MX-5 customers' enjoyment of driving the NB and NC wasn't as great as the NA," volunteers Yamamoto.

"I cannot deny that those who loved the NA didn't want to change to the later generation MX-5s." 

This was obviously bad news for a company keen to attract repeat business. Mazda needed to review the bait it was using.  Yes, each successive MX-5 was invariably better, and instantly identifiable as possessing much of the tangible character of the first iconic roadster. But not necessarily as endearing. The latest ND is much improved, and with lashings of personality.  It has its own terms of endearment.

"With the new ND MX-5, we came back to the original for inspiration, which is why long-time owners love this fourth-generation car.  They love the way it drives and appreciate it also has modern features."  Like Bluetooth, sat nav and even cupholders.

While generational changes to models are inevitable due to regulatory forces and evolving technology, Yamamoto insists that the key to the MX-5's ongoing success is to keep it saturated with its generous personality. And its playfulness and driving enjoyment.

These were to the fore through its first 27 years, and are, says Yamamoto, still the vital ingredients for the next quarter of a century.

Happy customers will dictate the MX-5's lifespan, and perhaps the biggest challenge isn't far away with the imminent focus on autonomous motoring.

"I don't believe MX-5 owners will swap their driving involvement for autonomous transport," says Yamamoto firmly.

So will we ever see an electric-powered MX-5?  Yamamoto-san needed no time to ponder.  "No!" he fires back with emphasis.

Yamamoto also takes the chance to respond to one criticism of the latest ND version, the absence of telescopic steering wheel adjustment.  "We obviously have the engineering available.  But it does put extra weight into the car, and the steering wheel rim also potentially obscures the gauges." 

With more than one million sales since its launch in 1989, the MX-5 tells a compelling tale of consistent appeal to a cross-section of owners with a rusted-on affection. 

So, we've come to Wodonga to recall that story, from the beginning right through to today, and chart the evolution of the MX-5. To do so, we're on a closed road (some may call it a track) for no other good reason than to drive an example of every generation of the MX-5, from 1989 to 2016.  It's about feeling and noting the differences, as well as the common themes that have pushed the Mazda roadster to loveable icon status. 

Plus we'll grab a few laps in the left-hooker MX-5 Cup car imported from the US.

The MX-5 has always been the sporty roadster that could be a daily commuter, carry overnight luggage or the groceries, and deliver satisfaction every time the driver squeezed behind the wheel.

Side by side, the size and styling variations are more striking. The original, with its now-pass? pop-up headlights, is a size smaller and a snug fit for anyone above average weight and height.  A quarter of a century ago it came with a 1.6-litre engine of 85 kW and a five-speed manual; there were no alternatives, at least initially. 

In search of an ideal weight balance, the little engine was slotted in behind the front axle line. The MX-5 had independent double wishbone suspension, and four disc brakes to handle its lean 980 kilos.  It took 8.8 seconds for it to reach 100km/h, which is leisurely progress for a sports car. And It was a Spartan sporty machine with 14-inch wheels and manual steering. But it did love a twisty road - or ten - which was what it all about.  

Automatic versions followed. Boo, hiss. Who cares?

Sports car driving enjoyment is not always about the kick in the tail; it comes from the targeted flair evident in the whole package, the engagement with the driver, the virtuous manners in any company, the satisfaction that flows from extracting the maximum from a trim and taut rear-wheel-drive machine open to the skies with a slick short-throw manual transmission, delightfully communicative steering and an overall balance that confirms the thoroughness of clever engineers.

Wriggling back into the tight driver-focussed cockpit of the original MX-5 today, the high seating position registers; giraffe-like, my head is poking above the roofline. The cabin itself seems a little dark and dull and snug.

But on the track, its character takes over.  The 85 kiloWatts seem adequate enough under the right slipper, and the notchy, short grab gearshift feels so precise.  The NA is flingable and fun, very throttle reactive, and with some body roll to help it point.  The steering is not power assisted but nor is too heavy, and the car obeys every occasion you move the tiller.

Just don't mention its acceleration - or lack of it!

The incontrovertible truth is that every generation and every mid-life upgrade of the small and, yes, impractical but irresistibly engaging, Mazda MX-5 has done its bit to progressively cement its place in history as the most popular roadster of all time.

The MX-5's philosophy of a lightweight two-seater drop-top with engine up front driving the rear wheels was and is loosely based on a succession of British sports cars of the 1950s and '60s, including the MGA, MGB, Triumph Spitfire, Austin-Healey Sprite, and the Lotus Elan.

The difference, certainly, is that whilst the British cars had questionable reliability, the Mazdas are well-built, trustworthy, and they don't leak.

If copying is a serious form of flattery, Mazda must feel the sycophancy from Toyota and Subaru, who more recently conjured up a pair of similarly configured cars, the 86 and BRZ respectively, though both are offered only with a fixed roof.

After almost a decade, Mazda introduced the second-generation NB and enthusiasts were pleased with the option of a more powerful 1.8-litre twin cam but disappointed that it had also bulked up notably. It was still fun, but had lost some of its sports car purity.  The pop-up headlights had gone too and the organic look of the original given some obvious sculpting.

In Australia, Mazda responded to the softer demand for the NB by offering a limited-run of 100 peppier turbocharged MX-5 SP versions with 157kW of power and 280Nm of torque.

Introduced in 2002 at a cost of $55,540, the Aussie-developed SP still impresses 14 years on, its fat mid-range torque giving it a flexibility missing from the naturally aspirated models.  Firmly sprung to give it the dynamics commensurate with its greater urge, it feels like it could have been ? should have been ? a full production MX-5.

Reacting to the modest demand for the NB, Mazda ordered a comprehensive re-design for the third-gen NC, prioritising weight paring, more contemporary styling but with some of the rounded cues from the first-gen car. 

With the NC, the MX-5  truly moved into the 21st century, with its more adult styling, pleasing cabin environment and new features included cruise control, a limited slip differential (on manual models), and 17-inch wheels. It got a more powerful 118kW 2.0-litre engine, a bonnet bulge, and the roomiest cabin yet (though everything's relative). 

The NVH levels were down too, along with the driving position!  On the circuit, the NC was unmistakably an MX-5 with modern accoutrements but not quite nailing the most agreeable levels of fun and driving satisfaction. It was as if it had grown up faster than we had.

The latest ND-model MX-5 is certainly more advanced, yet it retains the true driving spirit of the original car with a lighter body plus enhanced performance and efficiency.  It comes with today's expected features including internet connectivity, sat nav, stability and traction control, tyre pressure monitoring, air con, and new electric power steering.  The GT gets a Bose sound system with speakers positioned in the headrest of each seat, making listening to music and making calls clearer when the top is down. The seating has been lowered a further 20mm too with benefits in knee room and head clearance (when the roof is raised).

Power from the base 1.5-litre SkyActiv four is just 96kW but in past drives we learned the more efficient engine feels willing enough. Helping the performance cause is the reduction in weight which makes it the lightest since the original, despite additional equipment. So it doesn't feel any less lively to drive.  The use of aluminium guards and bonnet help the weight and balance and the 1.5's zero-100km/h takes 8.5secs, a little swifter than the gen-one version. 

While the gen four is shorter in length than the original, it is - like the rubber - wider, and not as tall as any of its predecessors. It also has the lowest centre of gravity of any of the four generations, which means the grip levels are as high as ever  ? higher, we think.

For those who simply must have a little more grunt, there is an 118kW/200Nm 2.0-litre variant, which is the one we sampled in Wodonga.  Costing $3k more than the 1.5 and way more popular with buyers, it's our preference, because, let's face it, we're greedy and one can never have enough power, especially in an MX-5.  And there is enough urge, just, to kick the tail out and flick into a modest drift. It's ability to knock out triple figures in a nifty 7.1secs showcases just how much quicker it feels.

Mazda may be tempted - with justification - to claim that the MX-5 is the most raced car on tracks around the world (although perhaps Porsche would get close). It is certainly a top choice with club racers thanks to its affordability, user-friendly dynamics, and availability of cheap mods. There's also the fun factor.

Today, there are one-make Mazda MX-5 Cup competitions in various parts of the globe (though not in Australia - yet). But Mazda Australia has imported a Cup MX-5 for evaluation and for the media to have a play in, suggesting that a Cup race series might be possible if a place on the calendar can be found.

With some kilos removed, slick tyres, more power, and competition suspension and brakes, it is a lively little package, and an extension of the road car's fun factor.  The biggest challenge is climbing aboard through the complex roll cage.

The price in US dollars is $59,000 but BYO seat.

At the end of the day, there is an appreciation that while there are common themes and an instant, easy familiarity across all four generations of MX-5, the evolutionary process has made for interesting differences. In some ways, it's a case of the more that's changed, the more the MX-5 has stayed the same. And in others, it has genuinely moved with the times.

In any case, one thing hasn't just over the last 27 years; the MX-5's fun factor remains just as engaging today as it did when it first arrived.

Visit Drive's Mazda showroom for latest details 

Price: from $29,990 plus on roads (1989)

Engine: 1.6-litre four cylinder petrol

Power/torque: 85kW/130Nm

Transmission: 5-speed manual, RWD

Weight: 980kg

0 to100km/h:  8.8 secs

What did you get?: No airbags, air con or power steering initially (these were added later). But 14-inch alloy wheels with 185/60 tyres and power windows. Sold in red or white only initially - then blue. The soft top's acrylic window had to be unzipped and laid flat before lowering the roof to prevent damage. Mid-life update in 1994 introduced a 98kW 1.8 litre engine with power steering, four-speed auto option, a power antenna and CD player.

Australian sales: 6123 units

Mazda MX-5 NB (1998-2005)

Price: from $39,800 plus on roads (1998)

Engine: 1.8-litre four cylinder petrol

Power/torque: 106kW/165Nm    

Transmission: 5-speed manual / 4 speed auto (option), RWD

Weight: 1026kg

0-100km/h: 8.6secs

What did you get?: Driver and passenger airbags, standard 15-inch wheels, more colours and a hardtop option. Soft top now with glass rear window and demister. Upgrade in 2000 introduced S-VT engine with power increased to 113kW and torque to 181Nm, and 16-inch wheels. Six-speed manual introduced in 2001. Australia-only turbocharged MX-5 SP introduced in 2002 with 157kW and 280Nm. Only 100 units produced.

Australian sales: 5037 units

Mazda MX-5 NC (2005-2015)

Price: From $41,860 plus on road (2005)

Engine:  2.0-litre four cylinder petrol

Power/torque:  118kW/188Nm

Transmission: 6-speed manual / 6-speed auto (option), RWD

Weight: 1129kg

0-100km/h: 7.9secs

What did you get?: Third-gen NC was all-new with new engine and transmissions plus 17-inch alloys, cruise control, and LSD (manual models). Folding hard top model added.

Mazda MX-5 ND (2015-present)

Price: from $31,990 plus on roads

Engine: 1.5 litre four cylinder/2.0-litre four cylinder petrol

Power/Torque:  96Nm/150Nm (1.5L)/ 118kW/200Nm (2.0L)

Transmission: 6-speed manual / 6-speed auto (option), RWD

Weight: 1009kg (1.5L); 1033kg (2.0L)

0-100km/h: 8.5s (1.5L); 7.1s (2.0L)

What do you get?: Lightest generation MX-5 since launch, new 1.5-litre engine, lightweight suspension, electric power steering, fourth gen Mazda MX-5 is only $2000 more than the original 1989 launch price, but with significantly more features, including Bluetooth connectivity and sat nav. Buyers have preferred the 2.0L (73 per cent) over the 1.5L (27 per cent).

MX-5 Sales History ? Australia

• 19,128 units sold in Australia since launch to the end of Aug 2016
• Greatest annual sales: 1468 units in 2006
• Greatest monthly sales: 220 units, Aug 2015
• ND sales in Australia are 2197 to the end of Aug 2016