Jinba ittai. Rider and horse. That was the design philosophy of the Mazda MX-5. In English, it meant a blend of compactness, lightness, front-mounted engine, rear-wheel drive, well-judged suspension, no more than two people on board, and a 50/50 front/rear weight distribution.
Talking of big girls, despite quite a few male buyers helping it to become the best-selling sports car of all time by the year 2000 and then helping it to remain in the Mazda brochure for 44 years, the MX-5 has always been negatively pigeonholed as a female sort of car because, well, you tell us.
Even in the States you had a job finding a Mazdaspeed because fewer than 1,500 were made, but if you missed out on one in period you only had a few months’ wait for a similar sort of power output in the shape of the gen-three NC MX-5. This all-new creation had a 47 per cent stiffer body than the NB plus new multi-link suspension at the rear and modern driver aids like traction and stability control. The 158hp 2.0 L-series engine was new to the MX-5 too. OK, so the 2.
Sure enough, the most recent MOT on our car in March ’22 revealed corrosion to a rear coil spring, rear subframe and suspension arm. The tester said they weren’t seriously weakened but remember this was nearly a year ago, which in MX-5 metallurgical time is equivalent to about ten years.
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