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Mazda MX-5: original and latest examples of the world's bestselling roadster driven

Either the latest version or the original MX-5 is perfect for sunny country lanes
Either the latest version or the original MX-5 is perfect for sunny country lanes

Truth be told, this piece was originally scheduled to run next February to coincide with the Mazda MX-5’s 30th anniversary celebrations. However, with Britain currently basking in a heatwave it seemed prudent to jump the gun, what with the MX-5 being one of the world’s most accessible convertibles. 

So, for our take on this soon-to-be significant milestone we’ve decided to see just how far the MX-5 has come in the past, erm, 29 and a half years, and in doing so provide an indication of how close an early example gets to delivering the thrills of the current, fourth-generation model. 

The Mk1 MX-5 used in this test is a 40,000-mile example that serves on Mazda UK’s heritage fleet. Built in 1995, it now leads a pampered existence, maintained to a no-expense-spared standard, although it is still used regularly.

For our new contender, meanwhile, we’ve plumped for the latest Z-Sport special edition, which combines the larger of the two engines currently available in the MX-5 with extras such as leather seats, a red roof, BBS alloy wheels and Machine Grey metallic paint. It retails for £25,610 and is limited to 300 examples.

The first thing you notice about both cars is just how diminutive they are. Indeed, it’s a testament to Mazda that the MX-5 has grown so little in the past three decades while still conforming to modern safety standards.

Mazda MX-5 Z-Sport special edition (2018)
The latest MX-5 is just as compact and nimble as the original. This example is the limited edition Z-Sport, costing £25,610

Only when you park the two nose to nose do you notice the moderately beefier bodywork and higher bonnet line of today’s MX-5, the latter exaggerated by 2018’s 17-inch alloy wheels versus the 14-inch rims of 1989.

I hop into the new car first and, releasing a simple catch and swinging of my left arm, drop the roof and lock it into place with a click. No electric motors, no unnecessary weight or complication, and certainly no fuss. In that one simple movement you just know Mazda still has its priorities right with the MX-5.

The 2.0-litre, 168bhp engine starts via a button rather than a key, and emits an enjoyably deep-chested growl. And from here on the magic begins. The six-speed gearbox is perfect, with a short throw and a precise action that makes it a joy to use; throttle response is instant, reminding you of the virtues of a naturally-aspirated engine over its ubiquitous turbocharged equivalent; the brakes are powerful and easy to modulate; and the steering is sensational, surprisingly light but also quick, faithful and communicative. 

Mazda MX-5 Z-Sport special edition (2018)
There's a lot more equipment these days, but Mazda is to be applauded for retaining the minimalist appeal that has been key to the MX-5's success

Add all of these things together in a small body that is easy to place on the road, and the result is a simply wonderful driver’s car. Getting from 0-62mph, incidentally, takes 7.3 seconds, which might not sound terribly quick, but part of the joy of any MX-5 is that it is so small and immediate that it makes even normal speeds feel fast.

On the equipment front the Z Sport has enough of the modern day essentials to keep most people happy. There’s climate control, heated seats and a reasonable infotainment system that, save for the lack of Apple Carplay or Android Auto, does just about everything you could wish for. 

Mazda MX-5 Z-Sport special edition (2018)
The bodywork is more muscular and the wheels larger, but the formula of a reliable two-seat roadster has endured

It rides pretty well too, and certainly falls within the standards one would expect of a two-seat sports car. As for complaints, a bit more lower back support in the seats wouldn’t go amiss, and on the motorway the instant off-centre response of the steering requires you to make frequent small corrections to maintain your trajectory.

Otherwise it is difficult to think how Mazda could have done a better job with this car.

Out with the new and in with the old: 1995 MX-5 Mk1 

Mazda MX-5 Mk1 (1995) - Mazda heritage fleet
The original MX-5 was an unashamed take on the classic British roadsters of the 1950s - only it didn't leak oil or break down

No pressure on the old-timer, then. It gets off to a good start, mind, because the retro door handles are as delightful now as they were in 1989, and the solid thunk as you pull the door shut speaks volumes of the build quality.

Once in, the driving position is not as well resolved as in today’s MX-5, sitting you slightly higher, with pedals that are offset to the right and no height adjustment in the steering wheel. That wheel itself also feels massive, and would most likely brush the thighs of anybody over six-foot tall. The lack of airbags also serves as a reminder of the “classic” element of Mk1 MX-5’s modern classic status.

As indeed does the paucity of equipment, with wind-up windows, no air-conditioning, and only an FM radio and cassette player for entertainment. Mind you, all will be forgiven when you find the switch for the pop-up headlights.

Mazda MX-5 Mk1 (1995) - Mazda heritage fleet
Simple but effective: the Mk1's interior has few frills, but who needs gizmos when the top is down and you're blatting along a country lane?

The engine starts cleanly and quietly with – novelly, these days – a twist of the key. To be honest, until you give it some revs it sounds rather ordinary, despite this being the more powerful 1.8-litre unit that was introduced to the MX-5 range in 1994. For reference, it produces 128bhp it will get you from 0-62mph in 8.2 seconds, although like the latest version it feels faster still. 

You notice straight away that although a lighter car than the new MX-5 (by 85kg), this Mk1 is significantly heavier to drive, with a stiff (albeit precise) gear change and, on this car, no power steering. You need to be doing at least 20mph before that steering finds its natural weight; any slower and getting the wheel past a quarter turn requires real heft - if you’re in the market for a Mk1, try to find one with power steering.

As you’d expect of a heritage fleet car, this particular Mk1 feels as tight as a drum once up to speed, the engine pulling cleanly, the ride well controlled and the brakes having loads of bite at the top of the pedal’s travel.

Mazda MX-5 Mk1 (1995) - Mazda heritage fleet
The first MX-5s to reach the UK in 1989 had a 1.6-litre engine. This later Mk1 has the 1.8-litre engine

There’s a bit more initial body lean than you’ll find in the latest MX-5, and the suspension is noisier, particularly as the rear clatters over larger bumps, but it is still reasonably comfortable and a lot of fun.

The motor likes to be revved, and above 5,000rpm delivers the rush of noise and power you’d expect of a sports car. But it’s the way this old car flows along a British B-road that makes it so enjoyable, again being small enough to chuck around, keen to change direction and beautifully balanced on account of the front-engined, rear-wheel-drive layout that has always served the MX-5 so well.

With the roof down, the smells and sounds of the countryside on tap, and the wind blowing around your neck, it’s a simply fantastic driving experience. 

Mazda MX-5 Mk1 (1995) - Mazda heritage fleet
After driving the latest and original back to back, the most telling thing was how similar they are

Again it’s not a motorway car, particularly so due to the lack of a sixth gear. Also the roof is heavier to operate than in the new car, and requires two clips to secure rather than just one, plus it’s a good idea to unzip the plastic rear screen before folding away to prevent it from becoming creased. 

These, however, are the kind of niggles that are inevitable given that (almost) 30 years separate our two Mazdas. The new car was always going to be better, of course it was. What’s telling after driving the two back-to-back, however, is it is actually the similarities that you remember, rather than the differences.

And so if you have the urge to scratch that convertible itch this summer, rest assured you’ll find the same core appeal in an older MX-5 as you can in today’s brilliant offering.

Whatever way you cut it, that can only be a very good thing indeed.

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