Price Range: 15,000 to 19,695
Assets
Fun to drive, auto's quick changes, looks great, huge levels of grip, decent ride.
Drawbacks
Auto doesn't 'hold' gears, cramped cabin, noisy on the motorway.
Verdict
Manual is more engaging, but the auto MX-5 remains an involving sportcar.
Overview
Mazda may have lost the plot.
In an act of pure insanity, the Japanese firm has seen fit to saddle its sublime-driving MX-5 roadster with a power-sapping automatic option.
Ignore the exciting-sounding 'Powershift' tag: the new 'box is a traditional slushmatic, rather than a fast-shifting trick twin-clutch jobbie.
And it gets worse. The automatic version ditches the traction-boosting limited slip differential and fantastic Bilstein dampers that are standard on even the entry-level 2.0-litre. It seems Mazda has turned its back on real drivers.
But not so fast. Mazda is especially good at making enthusiastic autos and has a wealth of experience with automatic versions of the MX-5, available in non-UK markets ever since the car was conceived over 20 years ago.
Combine this with a car that combines rear-wheel drive, a near 50:50 weight distribution, and exotic front double wishbone and rear multi-link suspension and you still have the foundations for a damn fine sportscar.
Read on to find out if a roadster that can change gears for you still has the ability to move you.
Reliability and Quality
Like most Japanese manufacturers, Mazda has a good reliability record and owners have been very positive about their cars. In the 2008 JD Power customer satisfaction survey the old MX-5 finished 17th out of 100 models - a reasonable performance - and Mazda itself came 9th out of 28 in the manufacturers table.
As cabins go, the MX-5 has always lacked a cabin that feels as special as an Audi TT, but over the years the quality of materials has increased dramatically. What it lacks in aesthetics it makes up in fine build and simplicity.
On the road
Let's start off with the not so good.
Even with the full 158bhp from the 2.0-litre petrol, the performance figures don't sound too hot, posting an 8.5s dash to the 62mph benchmark. That's nearly a second slower than the manual.
Off the mark the MX-5 does feels lacklustre - but remember, this is an engine that demands revs. Indeed, its maximum 139 lb-ft torque peak only peaks at a heady 5,000rpm.
Helping it keep it on the boil are a pair of paddles and two buttons fixed to the steering wheel. The paddles change up the gears, the buttons down. We wish Mazda had kept it simple and just had two paddles, but the system is far less confusing than the similar approach in Porsche's PDK 'box.
Frustratingly, in manual mode (pull the selector over to the right), the six-speed auto will not hold gears at the red line. The last thing you need when coming into a corner is a destabilising gear change. The auto can also be reluctant to downchange and can be a little jerky in extremes.
But keep the revs up and the MX-5 is fast. It's also fun: we thought we'd miss the limited slip diff, but even in slippery conditions we were surprised at the amount of traction the 17" wheels afforded. We think you'll only miss the LSD in slower corners or on roundabout.
Finally, the Powershift receives the suspension tweaks the rest of the revised third-gen MX-5 recently received and they are just as welcome here. Roll on turn-in feels reduced and, again, grip overwhelms. They've even managed to give the Mazda a decent composed ride.
If a Lotus Elise is a little too hardcore and you can live with two seats, this MX-5 could well be the pick of the class. The balanced rear-wheel drive handling means even the talented Mini Convertible doesn't come close.
Safety and Security
This time around Mazda hasn't bothered to enter an MX-5 in the voluntary Euro NCAP tests, but if it did there's every reason to suggest the Mazda roadster would perform admirably. The last generation scored a (back then) impressive four star verdict for adult occupation.
All models come with ESP and two airbags as standard, higher-spec models get side airbags.
All models come with a Thatcham Category 1 alarm and immobiliser.
Running Costs
The Powershift averages 35.6mpg and emits 188g/km of carbon dioxide - that's only 1.6mpg and 7g/km worse than the manual. This means the auto slips into VED Band J for raod tax while business users are liable for a 25% Benefit-in-Kind tax bill.
Sounds good, but a Mini Convertible auto is better. That car averages 38.7mpg and emits 170g/km of CO2, sitting in the lower 21% company car tax bracket and cheaper VED band H.
Comfort and Equipment
Those with romantic visions of cruising down to Saint-Tropez might want to roadtest the MX-5 on the motorway, so they know what they're letting themselves in for. It's not terrible, but there's enough added road noise to make a good case for upgrading the stereo to the more powerful Bose unit.
The tall will struggle to fit in the snug cabin, both behind the wheel and in the passenger seat, because of a rear bulkhead that prevents sliding the seat further backwards.
The ride's reasonable, soaking up most of what traditionally poorly surfaced B-roads can throw at it.
Base MX-5 come equipped with 16" alloys, electric heated mirrors, MP3 connection and a Cat 1 alarm and immobiliser. The Powershift adds bigger 17" wheels, front fogs, leather seats, Bluetooth, climate control and a more powerful Bose stereo.
Used Value
Three years 36,000 miles down the line expect the Mazda to claw back between 42-43% of the value spent on it new.
Not terrible, but Mini Convertible owners won't be able to hide their smugness. They should see back between 54-57% of its new value.
