Driven: Mazda MX5 RF 2L 135kW/ 184PS (2019)

 Hello Petrolheads!

 

Today in focus we have the latest-generation Mazda MX5, aka Miata, in its top version. This generation MX5, internally-known as ND, has been on sale since 2015, and it marked an important turn in the life of the most popular sports car of them all: it was significantly smaller and lighter than its predecessor (NC), with the aim to return as close as possible to the original receipt, first introduced in 1989.

2018 saw some modifications to the range, but mostly technical - as far as I could tell, the only exterior panel which has been changed is the bootlid, and even that only for units featuring a rearview-camera.

The biggest update was, by far and away, the introduction of a heavily reworked 2-litre engine, much similar in character to the 1.5-litre which has been on sale since market introduction (this received detail tweaks only). The driven car had this engine option, in combination with the sweetest 6-speed manual gearbox I know.

The first impression when you get inside of the car is that you don't much sit in it, but more wear it. Now, I'm only 1,77m tall and weigh 66kg, therefore anything but a big bloke, so can already imagine how much of a tight fit it would be for more... substantial, so to speak, people. The second impression is that the seat is not that low either, and due to the receded positioning of the windshield, your head ends up uncomfortably close to its upper frame. Both these remarks are even more astonishing since I own both Smart Roadsters and Mercedes R170 SLKs, cars which are more than comparable to the MX5 in terms of exterior dimensions and concept. In comparison, the Merc feels like a living room... and the Smart like a go kart.

Naturally, the MX5 comes into its stride when you start driving it. And it doesn't disappoint there.

 

The steering is, by far and away, the weakest link. At low speeds and/ or commitment, there's a numbness to it that isn't understandable. There is no feel, Mazda's engineers should drive a Ford hatchback in order to learn how to make a brilliant electric power-assisted rack. Funnily, it does improve a bit when you up the ante… or drive like an Italian. Other remarks: deliciously direct and precise - neither do you need much lock to achieve plenty of turning, you can also pinpoint the car into a corner with tremendous accuracy.

The remaining controls are much better. Brake pedal feel is reassuring and, again, exudes precision. Clutch actuation has plenty of mechanical feel and the weighting is spot on as well.

Then we come to the powertrain. Honestly, this engine/ gearbox pair should be an example in chapter one lesson one in any sports-car developing manual. 

Starting with the engine. At first, one even doubts there are two litres of displacement, as it certainly isn't a torque monster. But it allows city driving in fifth or even sixth gear, with enough poke to keep up with traffic, without ever feeling like struggling, even if you floor it at 1500 rpm.

Then you acknowledge a redline at over 7000 rpm, so start to delay upshifts a bit. There is a non-threatening, light bass to the exhaust note that makes the vulgar 4-cylinder sound somewhat special, and certainly not overdone, unlike in most "sports" cars nowadays (the ridiculous F-Type Jaguar immediately comes to mind). 

This is a rev-hungry piece of kit. When you assimilate that, and shift accordingly late, then the little Mazda feels like a pocket rocket! And that's the thing: feels. When you glance at the speedo, you're always going slower than you think, which only adds to the theatre any great sports car must excel at.

Then there is the gearbox. Honestly, if you think a Golf GTI - or any mass-produced VW-Group car, if I'm honest (excluding Porsche) is wonderful... trust me, you will be amazed at what Mazda achieved. It's perfect. Gearlever throws are short, mechanical and precise in equal (high) measures. It’s also very fast, and because there's the feeling the engine has low inertia, it's rare to cock up a gearchange. It's a pair set up in heaven: the engine begs to be revved, the gearbox begs to be used to achieve that. As harmonious drivetrains go, for sports cars... this one is a case study.

 

Handling and ride-wise are other fields where the Mazda excels at. The low weight and center of gravity do wonders during hard cornering, and it's the most progressive thing on earth when you have set up your brain for attack mode. On alpine roads, whether with good or bad tarmac, there are no hidden rude manners to be found. Even the numb steering seems to come alive during those moments, as to highlight the whole experience.

As for the ride, even though this 2-litre comes standard with 17" wheels, shod in 45-section tires, it's more than acceptable, especially for the species we are talking about. The biggest downside you notice regards the impact the big alloys have on the structure, which much more scuttle shake than you would expect from a modern roadster. From what I have learned with my own cars, the situation could easily be improved massively if they went down one size, in this case, to 16". Don’t know if the 2-litre’s standard bigger brakes would allow that though.

 

The leather-clad Recaro seats in this unit are very good. Not only are they very ergonomic - your body doesn't ache, even after a long motorway drive - but they firmly keep it in check during enthusiastic driving. On top of it, they look the part.

Regarding the RF specification: I imagine it brings some extra insulation and security to the interior, but personally, would never go for it. The simplicity of the manual soft top is plain genius, and truth be told, when on Motorways, the biggest source of cacophony is, by far, the engine, not aerodynamics. It would only make practical sense for someone living in a city, who parks outside all-year round. Yet, it does change the looks of the car quite a bit, so you might go for it for aesthetic reasons as well.

 

The MX5 is, nowadays, the last example of a dying breed: the pure, affordable sports car. As the Lotus Elise isn't even relevant anymore - who wants to pay 10k € more for a slower, only slightly lighter but extremely compromised car - and Fiat Barchettas, MGFs and Smart Roadsters belong to the pages of history, this is, today, the only way left to go if you still value undiluted driving pleasure where, crucially, nothing has been overdone. A mistake nowadays made by Audi, Toyota and everyone else in between.

 

Verdict: the true sports car’s sunset. Enjoy it while you can!

 

Official vital data:

Engine and transmission:

1998 cc, inline-4 cylinder, DOHC, 4 valves per cylinder, all aluminium (Otto)

184 PS (135 kW)/ 7000 rpm

205 Nm/ 4000 rpm

Red line: 7500 rpm

6-speed, manual transmission

 

Dimensions and weights:

Length/ wheelbase/ width/ height: 3,915/ 1,735/ 1,235 metres

Turning circle: 10,3 metres

Weight: 1168 kg

Boot: 127 litres (VDA, both in coupé and targa forms)

Fuel tank: 45 litres

Tires: 205/45R17, Bridgestone Potenza

Performance:

Top speed: 220 km/h (137 mph), reached in 5^th and 6^th gears

0-100 km/h (0-62 mph): 6.8 seconds

Fuel consumption (WLTP, urban/extra-urban/average): 8.4/ 5.9/ 6.9 l/100km (30/ 48/ 41 UK mpg)

CO₂ emissions: 155 g/km (Euro 4)

 

3000 rpm, 6^th gear: 120 km/h (speedo)

 

Main equipment: electrically-foldable hard top, air conditioning, twin front airbags, sidebags, radio with bluetooth connectivity, sat nav, leather steering wheel and gearbox knob, leather Recaro seats with heating, cruise control, drive lock, power steering, LED headlights, 17” alloy wheels, ABS+ASR+ESP, driver assyst with traffic signal recognition, rear-view camera and emergency city braking.

 

German price in 2019: 32 000€.

 

Rating: 18 out of 20