Mazda MX-5 Old v New Comparison: First-generation NA v fourth-gen ND Journalist 20 Apr 2016 Whether you’re old enough to remember them or not, the 1980s were cool. Icons such as Madonna and Prince were at the height of their success and big hair wasn’t just acceptable, it was wholeheartedly encouraged. But on February 10, 1989, something particularly special happened: the Mazda MX-5 made its global debut at the Chicago motor show, giving birth to one of the world’s most successful nameplates ever. The car that started it all was the first-generation NA Mazda MX-5 . Launched locally in October 1989, the original MX-5 notched up 157 registrations by the end of its first month on sale. And the immaculate example pictured here, belonging to Nicholas Bodey from Victoria, is the 38th to have ever arrived.

Powered by a naturally aspirated 1.6-litre four-cylinder engine with double overhead camshafts, the 940kg first iteration of the classic rear-wheel-drive Japanese soft-top had 85kW of power at 6500rpm and 130Nm of torque at 5500rpm. Available in Mariner Blue, Crystal White, and, of course, Classic Red, for the first five months, Silver Satin was added to the MX-5 palette in March 1990, followed by Neo Green in October of that year. The NA MX-5 was a properly affordable sports car for its day, with prices starting from $29,990 – or more than $160k less than a year-equivalent 964 Porsche 911 Carrera Cabriolet. It was petite too. Measuring 3955mm long, 1675mm wide, and 1235mm tall, the first-gen ‘Max 5’ rode on a 2265mm wheelbase.

And while early cars, such as Nick’s, came standard with a leather-wrapped steering wheel, power windows, four-wheel disc brakes (ventilated fronts, solid rears) and 14-inch alloy wheels, weight was kept to a minimum thanks to the use of an aluminium bonnet and the exclusion of power steering, anti-lock brakes (ABS) and airbags. As we lap the Gippsland Car Club’s 1.3-kilometre Haunted Hills (Bryant Park) hillclimb circuit, in Nick’s NA MX-5, the 18-year-old tells us a bit about the car. “It’s… a genuine Mazda MX-5, not a Eunos Roadster,” Nick says. “So it wasn’t imported by anyone, it was brought over by Mazda.” Despite owning such an automotive icon, Nick says he’d never really heard of the MX-5 before a car collector friend of his father recommended the model as a car more likely to appreciate in value than depreciate. “The idea [of buying the car] was to have a two-seater car that I can drive on my Red Ps… it’s not too powerful, so I’m not going to get myself into too much trouble.

And because it’s a 1989 model, I can put it on club registration if I’m not driving too much.” Nick tells us some of his favourite aspects of the NA MX-5 are the unique pop-up headlights, its weighty but accurate steering and the reaction other people have to the smiley-faced little drop-top. Since production of the NA ceased in October 1997, the Mazda MX-5 has evolved through several generations and gone on to sell over one million models worldwide, cementing its title as the world’s best-selling two-seater sports car. And it was in early September 2014 – twenty-five years after the NA’s Chicago debut – that Mazda unveiled the fourth-generation ND MX-5 at simultaneous events in the US, Spain and Japan. Eleven months later, the all-new convertible went on sale in Australia with an entry price of $31,990 , making it not only $15,290 more affordable than the previous third-gen NC MX-5, but comfortably the most affordable MX-5 sold in Australia since the original.

With Mazda’s goal being to more closely reunite the MX-5 with the Jinba-ittai (horse and rider) spirit of the original, the all-new fourth-generation ND returned to being properly small and light. How small and light? At 3915mm long, 1730mm wide, and weighing 1009kg, the newest MX-5 is 40mm shorter, 65mm wider and a mere 69kg heavier than the original. It has the same overall height too and its 2315mm wheelbase is only 50mm off the original. What makes these figures even more impressive, is the fact Mazda has still been able to squeeze in a raft of modern-day must-haves, including LED headlights and tail-lights, cruise control, air conditioning, electrically-assisted power steering, 16-inch alloy wheels, a push-button start, and a six-speaker stereo with Bluetooth phone connectivity and audio streaming.

With the two cars sitting side-by-side, it’s also great to see some equipment mirrored, notably the leather-wrapped steering wheel, gear knob and manual handbrake, and the proper ‘soft’-top – not the folding hard-top used on the previous NC. And while it may not be as obvious, the bonnet is again made of aluminium. Although for 2016, so is the boot lid, front fenders and front and rear bumper reinforcements. Colour choices too have only grown by one since the NA, with the ND available in Soul Red, Ceramic (Silver), Crystal White Pearl, Jet Black, Meteor Grey and Blue Reflex. Anti-lock brakes are another point of difference – still with ventilated discs up front and solid discs in the rear though – along with four airbags and 10mm wider, lower profile tyres. The ND’s entry-level engine too, is the smallest capacity engine ever offered in an MX-5.

Although a larger-capacity 2.0-litre is available , with 118kW of power at 6000rpm and 200Nm of torque at 4600rpm, the base 1.5-litre four-pot brings 96kW at 7000rpm and 150Nm at 4800rpm to the party. That’s 11kW and 20Nm more than Nick’s original 1.6-litre NA. And jumping into the driver’s seat, Nick reckons you can feel every bit of it. “It’s a lot more powerful… But then again, the MX-5 isn’t all about the power. It’s about what you can do with what power you’ve got,” Nick says. “The steering’s a lot different. You’ve sort of more got to follow through with every movement, whereas the NA is a lot smoother and [requires] less adjustment – it’ll follow through the corners like it’s on rails. “[It] definitely still feels like an MX-5.

It feels more refined than the original… but considering there’s 26-years difference between the two, it’s expected, obviously as a newer car, it’s going to feel a little bit different.” As much as he likes the new ND though, after only a few laps, Nick says he wouldn’t trade it for his NA. “…But, for a new MX-5, it definitely ticks all the boxes of the perfect cornering and the 50:50 weight ratio – so it’s still a great MX-5.” With our MX-5 ‘expert’ having driven both cars, it was time for us to pinch Nick’s keys and slide into the NA for a few smile-inducing laps. And smile-inducing it just what the NA Mazda MX-5 is. It feels small and light. It changes direction well. And everything about the car is immediate, direct, and fun. From the steering to the pedals to the seat of the pants, the NA MX-5 is a car bristling with feedback, letting the driver know exactly what’s happening all the time.

Without the aid of hydraulics or electrics, the steering is definitely heavier in the NA than in the ND, but it’s consistent, full of feel and loads up beautifully coming into and going through corners. With 1989/1990 emissions being rather less stringent than today’s, the NA is noticeably louder than the ND. But with more engine and exhaust noise, it’s arguably more characterful than the ND too. Twenty-six years on, the engine and gearbox still make a sensational combination. The engine likes to be revved and enjoyed and the super-notchy short-throw ‘box is the same – there to be played with and relished, rather than ever feeling like a chore to have to use. Despite the car’s age and lack of ABS, the brakes still feel positive under foot, even when negotiating Haunted Hills’ significant elevation changes. For us, though, the icing on the cake really is that unique view over the bonnet. With those happy pop-up lights in their upright position, there’s simply no mistaking what car you’re behind the wheel of.

The NA Mazda MX-5 is not only an impressively complete car, it’s one that impeccably combines together all of its individual elements to make an incredibly fun car, and a car you just want to keep driving, quickly or not. As a fan of the MX-5, it’s no surprise that Nick agrees with this sentiment. But in a positive step for Mazda – and for die-hard MX-5 enthusiasts the world over – it’s clear from this Old v New comparison , that while several generations of MX-5 may have strayed somewhat from the original, the all-new fourth-generation ND Mazda MX-5 is a very welcome return to form for the lightweight, affordable little sports car, originally built for those who not only love cars, but love driving. Note: CarAdvice would like to extend a huge thank you to Nicholas Bodey for his time, enthusiasm, patience and, of course, his stunning little 1989 NA Mazda MX-5. Click on the Photos tab for more 1989 NA Mazda MX-5 and 2016 ND Mazda MX-5 images by Tom Fraser. Videography by Igor Solomon. Editing by Mitchell Oke.

2016 Mazda MX-5 Miata Convertible Roadster | Mazda USA Your Privacy Policy Rights 1 Up to an EPA-estimated 27 city/36 highway MPG for 2016 Mazda MX-5 Miata models with automatic transmission. Manual transmission models, 27 city/34 highway MPG. Actual results will vary. 2 Curb weight (lbs): 2,332 (manual transmission); 2,381 (automatic transmission). 3 Starting at $24,915 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Sport models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details. 4 Starting at $28,600 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Club models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details.

5 Starting at $30,065 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Grand Touring models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details. 6 MSRP excludes tax, title, license fees and destination charge of $835 (Alaska $880). Model shown priced higher. Actual dealer price will vary. 7 MSRP excludes tax, title, license fees and $900 destination charge (Alaska $945). Model shown priced higher. Actual dealer price will vary. Legal Disclaimers 1 Up to an EPA-estimated 27 city/36 highway MPG for 2016 Mazda MX-5 Miata models with automatic transmission. Manual transmission models, 27 city/34 highway MPG. Actual results will vary. 2 Curb weight (lbs): 2,332 (manual transmission); 2,381 (automatic transmission).

3 Starting at $24,915 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Sport models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details. 4 Starting at $28,600 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Club models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details. 5 Starting at $30,065 MSRP plus $835 destination (Alaska $880) for 2016 Mazda MX-5 Miata Grand Touring models with manual transmission. MSRP excludes taxes, title and license fees. Actual dealer price will vary. See dealer for complete details. 6 MSRP excludes tax, title, license fees and destination charge of $835 (Alaska $880). Model shown priced higher. Actual dealer price will vary.

7 MSRP excludes tax, title, license fees and $900 destination charge (Alaska $945). Model shown priced higher. Actual dealer price will vary. Legal Disclaimers MGF MG TF history : AROnline Tweet The cars : MGF/TF development history The MGF was an appealing mid-engined sports car that showed genuine engineering flair when it was launched – thanks to the use of VVC and Hydragas suspension. Adding icing on the cake, it was developed on a shoestring, used countless carry-over parts from the Metro and 200/400 range, and it proved a commercial success. So much so, that the Chinese company, Nanjing, decided that re-launching it in 2007 was too good an opportunity to miss. MG comes full circle During the 1980s Austin Rover was very keen to see that the MG marque would not drop out of the public eye. With the plethora of saloon models and the active involvement in motor sport, there was no way that the company would allow customers to forget!

Of course, the only problem with this plan was that in the mind’s eye of the average customer, MG spelled convertible – and no way would tuned saloons with red seat belts fit the bill. Austin Rover was working on proper MGs, and had been since 1984 with the AR6-based MG Midget, but of course, these early projects were well out of the public eye. What the company really needed was a way of announcing to the world, their sporting intent for the marque. MG EX-E: re-invigorating the marque That is where the MG EX-E came into the story. In the closing months of 1984, the decision was made to build an all-out MG sports car prototype with the sole intention of being displayed at international motor shows and reminding people that Austin Rover were a forward thinking company with ambitious plans for MG. The new concept would also give the company the opportunity to show off to the world what BL Technology had achieved in terms of construction techniques and aerodynamic packaging. The styling team, newly headed by Roy Axe were also given the chance to flex their creative muscles; Gordon Sked and Gerry McGovern would both very publicly make their names because of the success of the new MG.

It was Austin Rover’s chairman and chief executive Harold Musgrove that ensured that the car was premiered at an international motor show rather than Birmingham – his reasoning being that Austin Rover needed to re-establish their image on the continent – and so it was: on September the 14th 1985, a raiding party from the Midlands stormed the Frankfurt motor show with the startling MG EX-E. What set the MG EX-E as being particularly significant was the fact that the Canley styling studio had moved the MG name forward in one massive step – the styling was radical; being ahead of its time featuring a cab-forward stance and like the ECV3 before it – a drag co-efficient of 0.24Cd. The MG EX-E also boasted a structure design that was similar to the ECV3, comprising of a bonded aluminium skeleton clothed with plastic external panels.

The concept allowed for a very lightweight car, but it was extremely expensive to employ in a production car – and the reticence of the company to commit to this in a production car was echoed in Gordon Sked ’s comments: ‘It is a structure we are currently proving and clearly we wouldn’t risk the car if we weren’t confident in the system.’ This slightly evasive comment was somewhat at variance with the motor show PR-speak, which hinted at a production run. Sked again: ‘We have put a lot of thought into how it might be put into production’. The engine dipped into the more exotic end of the Austin Rover Group’s parts bin: interestingly, the decision was to use the compact and light MG Metro 6R4 engine in a fairly mild state of tune (250bhp) hooked up to its four wheel drive transmission. The hi-tech theme was carried into the interior as well. Much thought was expended on how to optimise dashboard ergonomics, and the solution that the Canley design team was certainly startling. The main instrument cluster was presented in digital form (as was the fashion in the mid-1980s) using fluorescent red LEDs.

Above that – a head up display was projected onto the windscreen, which would show engine revs under hard acceleration and road speed when cruising – the idea being that only relevant information was relayed to the driver. Austin Rover even gave this system a remarkably self-important name: the “Reflex information monitor”. Despite the title, the system certainly had benefits – especially so, considering priority warnings would also be relayed in the same way. All in all, the MG EX-E looked like a remarkably exciting concept car – and the frisson of excitement generated by the merest possibility of its production certainly had the desired effect of boosting the image of MG no end. Roy Axe certainly received much praise for the design his studio had produced, and he summed up his pride in the EX-E by saying, ‘it’s nice to see a real sports car’. Once the glare of the motor show lights had faded – work continued back in Cowley on a road going MG convertible – and one thing was for sure; it would not resemble the MG EX-E in any meaningful way. F Takes a bow… Gerry McGovern’s MG F-16 was the first MG project to follow hard on the heels of the EX-E.

This delicious convertible looked reasonably similar to the eventual MGF but it was actually front engined and front wheel drive. The body formed the basis of the later PR1, PR2 and PR3 prototypes – and therefore, can be considered the point at which the ‘F was born… Between 1985 and 1989, work on a neat little front-engined two-seater convertible, called the MG F-16 showed that many within Austin Rover were keen on re-entering the sports car market. The reasoning behind the car was simple: MG as a marque was ripe to be exploited, and what better way to do it than to develop a new sports car; something to finally replace the MGB? Although, the F-16 was never much more than a rolling design study, fashioned in the sidelines, it certainly softened management’s attitude to the idea of a new MG-badged sports car. All the designers were extremely keen to follow through the concept; especially their director – Roy Axe.

The background to why the development of this car never really gained momentum throughout the last half of the decade can be put down to uncertainty over the company’s finances, the failure of the mid-range saloons on the market – and the government’s keenness to farm out Rover to private sector. The new MG convertible was not regarded a priority in Rover’s forward planning and although the F16 was advanced enough to have been mocked-up as a full-size prototype, management approval was not forthcoming. However, the idea never went away and given the right climate, a 2-seater MG convertible would make a return. After the sale of the Rover Group to British Aerospace in 1988, the climate began to look more favourable, and many within the design team did believe that the F-16 concept could make the leap to production reality. in 1989, there was finally light at the end of the tunnel and thanks to the improved financial position of Rover, the MG idea began to gain momentum right the way through the company. The pivotal moment in the gestation of the MGF came later in 1989, when the Japanese launched their modern interpretation of the Lotus Elan.

Upon seeing the Mazda MX-5 for the first time, Gordon Sked knew that the designers had been right all along in pushing for a new MG convertible. It was obviously a bitter-sweet moment for him, and he has been quoted as saying that the MX-5’s announcement made him feel like crying. There was an obvious reason for this – work on the F-16 had been underway at Canley since 1985 – and had the company given the project its blessing, they could have had the car (or a derivative of it) on the market before the Mazda ever saw the light of day. Thanks to the MX-5, the world had now changed – for the better – but it meant that any manufacturer who launched a mass-market 2-seater convertible subsequently would undoubtedly be accused of jumping on the MX-5 bandwagon. However, the MX-5 had appeared and following the critical acclaim it received in the press, Rover management had no doubt that they needed to produce an MG to compete in the same market. The Mazda’s sales success in the months that followed backed that up… The MG was on! From concept to reality The final piece of the MGF jigsaw was the formation of Rover Special Products.

The raison d’etre of this division was simply to take on Rover Group projects that were considered too marginal for the mainstream design teams to consider working on. RSP was manna from heaven for the new MG, simply because it allowed for much in the way of flexibility during the design process without actually taking too many resources away from the mainstream design team, who were busy working on upcoming Rover saloons and hatchbacks. As a result, the project was given some direction, and a commitment to production looked much more likely. An overall designation of, ‘Phoenix Revival’ (or ‘Phoenix Route’) was assigned, and in an exercise to work out what was the best route to follow in devising the new car, three subsequent MG convertible prototypes would be given PR designations. Under the direction of Rover Special Projects division, the PR3 project was designed and developed by Steve Harper, during the first months of 1991. The design theme, inspired by the TWR XJR15, was first sketched in the January of 1991, and then developed over the next month, in which time, the distinct shape of the MGF was soon established.

Full size clay modelling began in March, and the ‘red car’ was first shown to Rover management that same month. PR1 This was a continuation of the F16 project, being front engined, front wheel drive. Motor Panels built the running prototype and based it upon Maestro running gear, but using the 2-litre M16 engine. PR2 PR2 was built by Reliant on a Scimitar SS1 chassis. Layout was classical – front engine, rear wheel drive and the power was provided by a 3.9-litre version of the venerable Rover V8 engine. PR3 PR3 was produced by the Luton-based automotive consultants ADC and was a mid/rear design, echoing the layout of the Fiat X1/9 and Toyota MR2 . More… The PR1/2/3 exercise was an extremely astute one: outside contractors were used in order to keep costs down, and each of the three parties were given an F-16 body to work with and a mechanical configuration to adhere to. Within the space of a few months, RSP had received the finished prototypes from Reliant, ADC and Motor Panels, and serious evaluation of the road behaviour of each one ensued.

Each car had its fans within the company, but it was decided that the best way to settle the issue would be to undertake and management drive exercise, in which the three cars would be seriously tested back-to-back. One attendee was John Towers , who was there in his role as Director of Product Development. The exercise was most interesting, for all those that attended, and although the build quality of the prortypes was a little rough and ready in places, a good impression of each car could be reached. Although technically very interesting, PR1 was the first to be ruled out, because of its front wheel drive layout. It was felt that although it offered an extremely competent compromise in the handling department, its reliance on the Maestro floorpan meant that it would be running on soon-to-be-obsolete componentry. The choice was, therefore, between the hairy 3.9-litre rear wheel drive car, and the more sophisticated mid-engined layout.

Both layouts had their adherents, but in the end, the more forward looking of the two was chosen… After much deliberation, RSP settled on the mid-engined layout for the new car, dubbed the PR3, because of the superior road behaviour offered by the layout – this was in the days before the Lotus Elan proved once and for all that front wheel drive cars could be made to handle as well as their rear wheel drive counterparts. Previous MG Midget and F16 prototypes may have been front engine/front wheel drive, but that was because of the ease of employing existing running gear. Although the front engine/rear wheel drive option had its fans inside Special Products, it was ruled out on cost grounds: a mid-engined car could use an existing engine/gearbox package without major modification, whereas a rear driven car would require an entirely new platform and running gear. In January 1991, with Rover’s own design department working feverishly on the Rover 600 and the rest of the so-called Portfolio range, Special Products sensibly commissioned PR3 styling proposals from MGA Developments, IAD, ADC and MGA Developments.

MGA Development’s styling mock-up for the PR3, dating back to 1991 shows that the MGF package was already pretty much defined: the mid-engined layout, body shape survived through to the final model. Out of the three companies. MGA Development’s version was deemed the most suitable by management, and it was from this proposal that the final MGF shape was created. The design brief given by Rover was open – there needed to be a conceptual relationship with the MG EX-E, as well as more contemporary rival convertibles. It also needed to be unmistakably an MG, with an overall feeling of Britishness. Rover’s management reviewed MGA’s PR3 proposal and liked what they saw: Steve Harper, a member of the team that worked on the PR3 for MGA recalled their reaction, ‘The feedback we got was very positive.

The high rear deck went down well, as did the bodyside surfacing and the car’s squat stance, but the front end treatment drew some criticism – too anonymous, not MG.’ MGF comes in-house By May 1991, MGA signed off their PR3 proposal and passed it over to Canley for final productionsation by EX-E stylist, Gerry McGovern and Gordon Sked . Many subtle changes were made at this stage of the process – the windscreen became lower, flanks were lowered and the overhangs shortened. Significantly, major changes were made to the front of the car, where fuller, rounder headlights were incorporated and a traditional MG grille arrangement that aped the post-1976 MGB. Happily, the Gerry McGovern arrangement was considerably more stylish than the rather heavy-handed original. So the styling was an amalgam of new-age thinking and traditional MG design cues, the engineering and concept owed nothing at all to any previous production cars by the marque. The MG ADO21 and EX-E may have shared its mid-engined layout, but neither was anywhere near being a production reality.

Gerry McGovern sketch shows clearly that the MGA PR3 was a suitable starting point, but major changes to the overall appearance of the car would result from his alterations. Clearly evident from this rendering is the striking similarity to the EX-E of 1985 – especially to the rear of the hard top version. So thanks to Rover’s insistence that the PR3 was to be as British as bangers and mash, it was heart warming to see that the Rover parts bin was raided – and no Honda at all crept into the design, a temptation for any Rover engineer during the early 1990s. There was only one choice for the power unit: the K-series engine, but surprising for observers, the suspension used was Dr Alex Moulton ’s Hydragas – hardly an obvious choice, given the cars in which it was previously used. But Hydragas worked especially well with the mid-engined MG because it could be tuned specifically to provide accurate response during direction changes, without being too nervy. As Alex Moulton related in Autocar magazine at the launch of the MGF, “it de-fidgets the car” because of its best property – the front/rear connection.

Being short of wheelbase, the car was potentially very susceptible to becoming unsettled on rough surfaces – but the interconnected MG suffered far less than its rivals. Hood up or down, the profile of the MGF looked good – the low profile hood was engineered by Pininfarina, the only part of this roadster that could be construed as not being British. The 1.8-litre version of the K-series engine is an engine that was never originally designed for. As has been relayed elsewhere in this book, the K-series engine was an optimised package for installation in small and medium sized hatchbacks – and as a result, it was an extremely compact power unit. However, Rover Group Powertrain were faced with the pressing need to replace the bought-in Honda 1.6-litre engines – and as a result of this need, the big block K-series was born. Some very ingenious engineering solutions were employed to squeeze extra capacity from the K-series engine, chief of these were new cylinder liners, called damp liners, which allowed an increased cylinder size by fitting bigger bores into the same block size.

The result was four cylinders squeezed into the same size block – a longer throw crankshaft effected the enlargement from 1.6 to 1.8-litres. Continuing Rover’s loaves and fishes reputation, the entire budget for the engine programme was, ‘less than £200 million’. For the faster version of the MGF various methods of boosting engine power were investigated. Alex Stephenson, Rover Group Powertrain’s managing director stated, ‘we looked at everything, including turbos and superchargers, but VVC offered the best package…’ Basically, Variable Valve Control (VVC) was a concept that Rover had been working on since the launch of the K-series engine in 1989. Under the codename Hawk, the intention was to boost power by continuously varying the inlet cam period – and this was finally achieved in their first development engine, run in 1993. The secret to the VVC system was a clever mechanical link between the inlet camshaft and its drive – the engine management system altered the relationship between the camshaft and crankshaft.

The result was that at high revs, the valves were held open to boost power, but at low revs, the valves remained closed longer, thus increasing torque. The step-over point was at 4000rpm, it all meant that VVC enabled versions of the K-series exhibited the likeable quality of being nicely torquey and driveable at low revs, but when you wanted to press-on, the power would come in gradually above 4000rpm. The effect was somewhat akin that that of the Honda VTEC engine, but with the advantage of having better low-down torque characteristics. At last… a new MG When the MGF was launched on the 8th March 1995, the impact it made on the press and public was significant. Following over a decade of Rover’s Anglo-Japanese products, RV8 aside, here was the first all-British car produced by Rover since the Austin Montego. And as Car magazine related at the time, ‘even more heart-warming is that some of the people involved with it are figures from some of the happier chapters of BL’s troubled past.

Dr Alex Moulton , engineer Brian Griffin is the son of Charles Griffin , once the engineering chief of Austin-Morris. Peter Parker, who worked on MG’s variable-valve-control system, cut his teeth on Austin’s experimental gas-turbine cars.’ The press loved the car – and the MGF was soon making friends in the showrooms, too. The MG was welcomed back into the realms of mainstream sports cars – sales were brisk and the car enjoyed a very positive image. Following the launch of the Rover 200 and 400, the MGF soon became a member of the Rover “Niche” line-up, which included the 200 Cabriolet, Coupe and Tourer – and it began to win new custom for the company. Certainly, the MGF compared with the then current crop of opposition, which included the FIAT Barchetta and Mazda MX-5. Where the MGF scored heavily against both cars was because of its mid-engined layout and cuddly, but sexy looks.

Autocar were impressed with the new car and it showed in their road test verdict of the 1.8i version: “It would have been so easy for Rover to stick an MG badge on the nose of a mediocre car and once more rely on the marque’s image to do the selling. This has not happened. Rover has instead created what is, in all probability, the world’s most complete and affordable open two-seater. From traditional MG fans to those wanting something more stylish than the chopped-about hatchbacks that pass for convertibles these days, the MGF should prove a blessing. It is an all-British car of which we can be unusually proud.” The interior may not have been quite as avant-garde as the exterior, but it was certainly a successful effort. The “twin cabin” theme managed to look both interesting and cohesive – the cream dials also added visual interest to the fascia. Handling and ride were marked as being exemplary – and although as a mid-engined car with its low polar movement of inertia, it should have been more ragged at its limits and it was not.

Rover’s engineers had engineered a massive safety margin into the chassis, and ensured that the MGF was all-but impossible to oversteer, let alone spin. However, the Hydragas sprung chassis did exactly what Moulton promised – it “de-fidgeted” the car. The downside was that along with the electric power steering, it managed to desensitise the car a little too much. OK, the limits of adhesion were way beyond cars such as the Mazda MX-5, but that all-important feel was a little bit muddied. This may have been disappointing to the road testers, but as ex-Formula One driver Mark Blundell put it when speaking about the MGF, ‘I feel, for the average driver, that this is much safer because you can back off the throttle and bring in the front end, as opposed to trying to use a lot of ability to catch it.’ Russell Bulgin put it in these terms when comparing the MGF to its arch-rival, the Mazda MX-5: ‘The MGF is for chaps, the MX-5 is a bloke’s car. Chaps like to reminisce about the MGB, talk about their purchase down at the pub.

All a bloke craves is a quiet road with some invigorating bends and the odd off-camber surprise. So why have Rover been clever with the MGF? Because there’s a strong argument for saying that, to the everyday user, the MX-5 is too much sports car. The MGF feels amiable for commuting and would be a great motorway companion, too. Roomy inside, with a decent boot and a civility, which is more than skin-deep, this is a sports car for the driver who isn’t too sure about sports cars. Is satisfying that person such a terrible mistake for Rover to make?’ Of course, the answer was no – and sales of the MGF backed this opinion. Unfortunately, plans for exporting it to the USA were put on ice by BMW, who felt that it would threaten their own newly launched Z3 model. The company cited homologation costs as a reason, but engineering the MGF to be as user-friendly as it was points to a development programme aimed squarely at the US market – and BMW did not want their British division to spoil the party. MGF Trophy 160 signalled the company’s new found sporting intent.

The MGF was left pretty much untouched during the BMW years, but scant months after the formation of MG Rover, new versions of the car began to appear – the intention was to increase the driver appeal of a car that had been criticised at launch for being uninvolving. The first signs that the regime was serious about MG and its products was the arrival of the MGF Trophy 160 – an uprated version of the VVC car, which sported firmer suspension settings, redesigned bumpers and larger wheels. The Trophy may have not been subtle, but it certainly signalled the intent to give MG a harder image than perhaps BMW had cultured during their tenure. Plans were already afoot to thoroughly update the MGF, though – and in January 2002, the results were launched: the MG TF. The renamed MG TF evoked memories of its 1953 forebear , but only the nameplate was common. The new car was totally contemporary – and unlike many facelifts, the results of Peter Stevens ’ work were totally successful, stylistically. Sadly, the TF received new and conventional suspension: out went Moulton’s Hydragas displacers, in came springs and dampers.

The TF, therefore, marked the end of the road for the Hydragas suspension system – arguably one of the finest features employed in the BL range during the 1970s and 80s (…and 90s!) The MG TF gained handsome styling, but lost its Hydragas suspension – some people mourned the loss of one of those features that made the MGF so unique in modern terms, but it did allow MG Rover to tune the chassis to give more sporting, immediate response. The MGTF sold well for MG Rover – and should have been good enough to go on and lead a long life… However, due to the company’s slide into oblivion in April 2005, it ended up dying before its time. Ten years into the life of the ‘F-type’ MG, when it finally went to meet its maker, the TF still looked better than the MGB ever did. What the MGF and TF achieved during their lifetime was to re-establish the marque in the eyes of the buying public, but also re-invent the brand.

Following the closure of Abingdon, there was a misty-eyed nostalgia for the products of MG, and yet although they never offered anything more than simple, crude convertibles and badge engineered BMCs and then Austin-Rover products. There was definitely magic in the name, but a real risk that as MGs fans aged and moved on, the brand could have gone to seed – Rover was clever with the MGF because although the company played lip service to the products of the past, it engineered an advanced car which looked forwards. Because of the brave and bold decision to make the MGF the car it was, MG moved forwards. It seems so sad that the plug was pulled when it was – when the TF remained the best selling car in its class in the UK. Chinese comeback Unveiled at the Shanghai Motor Show in 2007, the NAC-MG produced MG TF had only detail changes… Nanjing Automotive, which owns the rights to the MG nameplate as well as the production tooling, began production of the TF at Longbridge – and although initial cars were almost identical to their MG Rover counterparts of 2005, there were a number of engineering and production improvements incorporated.

Most significantly, the entire production process would take place under one roof (so no more need to ship in bodies from STADCO, nee Mayflower), although a significant amount of parts would now be imported from China. Longbridge was officially re-opened in May 2007, at which point, the company rolled out its lightly facelifted version of the TF. Although the changes were minor, the event marked a new beginning for the Longbridge plant, which for a long time looked to have no future in carmaking. New front bumper is evident here… compare it with the original 2005 Phoenix-built TF. A coupe version is planned for production in the USA at the Ardmore Air Park in Ardmore, Oklahoma, with construction of the Ardmore assembly facility early in 2007 with production to start by the third quarter of 2008. However, problems between the Americans partners and Nanjing Auto over differences of opinion regarding MG’s future, led to delays, including the resignation of the venture’s high-profile spokesperson, Duke T. Hale.

Coupe version looks promising… MGF Facts The MGF was so-named because the ADO21 was called MGD during development and the MG EX-E covered the MG-E name nicely. Even though the MGD name was used during the development of the car, the media for once were wide of the mark when the speculated that the new car would be launched as the MGD. The MGF was not the first production MG to sport a mid-engine – that accolade went to the MG Metro 6R4. The bore and stroke measurements of the 1.8-litre K-series engine were all but identical to the B-series found in the MGB – 80.0mm x 89.3mm compared with 80.3mm x 88.9mm. Rover’s VVC system started life with piston manufacturer AE. Then the patent lapsed and Rover keenly stepped in. Share this and spread the word: About the Author: Keith Adams Created in 2001 and built it to become the world's foremost reference source for all things BMC, Leyland and Rover Group, before renaming it AROnline in 2007.

Is the Editor of the Parkers website and price guide, formerly editor of Classic Car Weekly, and launch editor/creator of Modern Clsssics magazine. Has contributed to various motoring titles including Octane, Practical Classics, Evo, Honest John, CAR magazine, Autocar, Pistonheads, Diesel Car, Practical Performance Car, Performance French Car, Car Mechanics, Jaguar World Monthly, MG Enthusiast, Modern MINI, Practical Classics, Fifth Gear Website, Radio 4, and the the Motoring Independent... Likes 'conditionally challenged' motors and taking them on unfeasable adventures all across Europe. Mazda MX-5 - Mazda UK Mazda MX-5 - Mazda UK My Mazda has been upgraded and you may need to reactivate your account. You can find instructions on activation in a recent email from Mazda. Alternatively, request another activation email. Send me an activation email Forgotten Password? To create a new password, please first supply the answer to your memorable question. You must supply an answer to your security question Next Now set a new password New password Please enter a password Your password must be between 6 and 15 characters and only contain letters and numbers. Please try again.

Confirm password Your passwords do not match Submit To retrieve your username, enter the email address you used to set up your account. Enter your account's email address Please enter a valid email address Send The iconic, bestselling roadster - built for pure driving pleasure Going back to its roots, Mazda MX-5 embodies everything this iconic car is famous for and more. Experience outstanding agility and driving dynamics combined with thrilling rear wheel drive, whilst enjoying the latest in-car connectivity. Also new for this exciting sports car is our award-winning SKYACTIV Technology , ensuring you can enjoy the exhilaration of those twists and turns without compromising your fuel economy. Mazda MX-5 really does offer the best of both worlds! *Figures apply to all-new Mazda MX-5 131ps models 139g/km* Galleries Explore the finer details from every perspective Colours View the colour range from every angle Features Discover what makes this car special My Mazda The home of private Mazda owners Discover My Mazda My Mazda is the personalised ownership platform for private Mazda customers. It allows you to keep all important Mazda ownership documents, manuals, service history and schedule, tutorials and warranty information in one place. It is available on desktop and as a mobile app.

Read more Awards Winning recognition for innovative design Mazda MX-5 has won the contest of highest distinction, the 2016 World Car Design of the Year award. The iconic MX-5 triumphed over other finalists Audi A4 Sedan/Audi A4 Avant and Mercedes-Benz GLC at the New York International auto show on March 24th 2016. In addition of winning the main award this year, the MX-5 has also been awarded World Car Design of the Year. This is the first time in the history of the awards that a single model has taken both titles. Read more Mazda MX-5 has added to its growing trophy collection by taking the prestigious Best Convertible title at the 2016 What Car? Awards. The latest generation of Mazda’s iconic Roadster was also named as the best Convertible buy for under £25,000 at the annual awards ceremony. Mazda MX-5 has been named the winner of the Roadsters and Spiders category in ‘The Sunday Times Top 100 Cars’. Judged by the editorial team of the Sunday Times Driving motoring supplement, this annual feature names the top 100 cars on sale.

All-new Mazda MX-5 has been awarded with the Red Dot Design Award: best of the best 2015, a prize for high design quality. The international jury only awards this sought-after seal of quality to projects that set themselves apart significantly from comparable projects thanks to their excellent design. Mazda MX-5 is named UK Car of the Year 2016. An independent set of awards specifically aimed at naming the best new cars on the market in the United Kingdom, the UK Car of the Year awards are judged by 27 of Britain’s leading automotive journalists with road tests carried out on British roads. The Legend is Back Get inside the fourth generation of the world’s favourite roadster Class-defying handling Award-winning KODO design Going back to its roots, Mazda MX-5 embodies everything this iconic car is famous for and more. Outstanding agility and driving dynamics combined with thrilling rear wheel drive come together to create your ultimate reason to drive.

Mazda MX-5 Miata Reviews - Mazda MX-5 Miata Price, Photos, and Specs - Car and Driver TWEET Ever since the fourth-generation Mazda MX-5 Miata debuted last year, our imagination has run wild concocting new body styles like a Miata coupe , a Miata retractable hardtop , and even a Miata shooting brake . But we didn’t predict the 2017 Mazda MX-5 Miata Retractable Fastback (RF), which combines a power-retractable targa top with a gorgeous fastback roofline. In other words, it’s the Miata coupe you’ve been waiting for, only better. The Miata RF’s power-folding targa top operates like the Porsche 911 Targa ’s intricate roof in concept, although it’s somewhat simpler in practice. The 12-second roof-opening process can be performed at speeds up to 6 mph and works thusly: The two roof panels over the occupants’ heads fold while the rear window lowers itself behind the seats and the two flying-buttress supports lift up to accommodate the folded top.

Those sail panels, by the way, are a visual trick, wrapping around a conventional trunklid that opens to a cubby with the same 4.6 cubic feet of cargo space as in the Miata softtop. Retractable Hardtop is Dead, Long Live the Retractable Fastback Why did Mazda abandon the previous generation’s more conventional folding hardtop that brought so many buyers into the Miata camp? According to Mazda’s North American president Masahiro Moro, the fourth-generation ND Miata’s shorter overall length doesn’t leave enough space to accommodate a full retractable hardtop like that on the third-gen NC Miata. The RF’s slightly smaller foldable roof fits in the same cubby space that the regular Miata’s softtop folds into behind the seats, keeping the car’s weight balance and interior space uncompromised. That the design allowed Mazda to craft this wonderful roofline that has already won us over is purely a bonus. With the top up, the Miata RF looks like a true Miata fastback coupe, with those gently sloping flying buttresses giving the car a vague resemblance to the Jaguar F-type coupe .

We love it, although from the rear, the visual trick is revealed, as the back window stands flat like that on early C3 Corvettes. With the roof down, the RF reminds us of the 1990s Honda Civic del Sol —although Mazda surely would rather we compare it with the 911 Targa. Our only real complaint about the new roofline is the addition of strange rear-three-quarter windows that are actually blacked-out trim pieces made to look like windows. We expect the thriving Miata aftermarket will devise a half-dozen alternatives in no time. Uncompromised Mechanicals Mazda isn’t yet talking specific weight figures, but we’re told that the mass difference shouldn’t vary far from that between the previous retractable hardtop and its softtop sibling. That suggests the RF will carry 130 to 150 extra pounds, which we’re hoping is nominal enough to keep the 10Best Cars–winning Miata’s wonderfully nimble driving dynamics intact. The only other significant difference is that the RF’s roofline is 0.2 inch higher than the softtop’s, not that you’d be able to tell by looking at it.

The drivetrain is unchanged from the Miata we know and love , with a 1.5-liter four-cylinder available in other markets and a 2.0-liter Skyactiv four-cylinder as standard equipment in the United States. Six-speed manual and six-speed automatic variants remain on the menu. The preproduction car Mazda is showing at the 2016 New York auto show has an automatic and is trimmed in Machine Gray paint with red nappa leather inside. The colors, inside and out, are new to the Miata, with the gray paint sourced from the 2016 CX-9 crossover and the interior being the first red Miata cabin we can remember since the 1993 LE special-edition model. Look for more information to come on the Miata RF’s trim-level structure later this year. We predict it’ll be available in the Miata’s top Grand Touring trim at first, with other variants possible to follow. As for pricing, the 2017 Mazda MX-5 Miata RF should add about $2000 to the MX-5’s bottom line if the previous retractable hardtop is any indication.

Now excuse us, because we’re off to fantasize about the next Miata variant—MX-5 pickup, anyone? News Oct 2015 News Aug 2015 Auto Shows Apr 2014 Auto Shows Apr 2014 Comparison Test Jul 2004 By THE EDITORS OF CAR AND DRIVER Auto Show News Mazda MX-5 review: our drive of the entry-level 1.5-litre MX-5 | Top Gear Mazda MX-5 review: our drive of the entry-level 1.5-litre MX-5 It’s the all-new, fourth-generation Mazda MX-5 , or Mazda MX-5 ‘Miata’, if you’re an American. And by all-new, you mean ‘a bit different to the old one’? No, all-new. Fresh from the ground up, and both lighter and smaller than the car it replaces. The MX-5 has lost 10 per cent of its body weight, over 100kg, and is now even shorter than the 1989 original. That’s virtually unheard of. It looks dinky in the flesh, but has real presence, and yet there’s more cabin space.

The MX-5 is a very, very clever piece of packaging, as you’ll deduce if you open the bonnet and see that the whole of the engine sits behind the front axle line. That’s good for weight distribution, and the only penalty is a lump in the footwell underneath your calf, where the gearbox is. Moreover, the engine is mounted lower in the chassis, which means the bonnet is lower. Thanks to that, the driver’s hip point has been dropped, too. So you sit nice and snug in it. Looks smart, too… Doesn’t it just? In fact, with its scowling eyes there’s a newfound edge of aggression to the fourth-gen MX-5. Lightweight aggression, though. A bit of cheekiness. And the back end is very nicely sculpted indeed, even better than the front. There’s a harmony to the design of the fourth-generation car that’s been absent since the first one. How’s the cabin? I’ll tell you what’s most impressive. You know how you can see where corners have been cut in cheap cars? In the MX-5 you can’t, despite the fact prices are likely to start around £19,000.

I got in it for the first time at night and was immediately struck by how strong the headlights were, how simple the infotainment was to operate, that the stereo had good clarity, that the seats were brilliantly shaped (if a bit narrow across the shoulders), and how well assembled everything was. It was even remarkably refined, too, with just a rustle of wind noise from the tops of the doors where glass meets roof. For a car that weighs less than a tonne, that’s fantastic. The boot’s deep, there’s somewhere to put your phone, and even a pair of USB slots. There’s a lovely body-colour door cap that, when you sit in the car, makes a line that runs past the A-pillar, straight out along the front wing. The MX-5 melds interior and exterior design better than any car I can think of. No fussy electric roof? No, a simple manual with a single latch in the centre. Unclip that, throw it back and press down to click it in place. Simple. It takes about three seconds without moving from the driver’s seat, and if you’ve got a bit of shoulder strength it’s just as quick to throw it back up.

There’s a feeling with the Mazda, before you even drive it, that there’s real integrity to the design and engineering. They’ve kept it simple, but made sure they’ve done the simple stuff well. How is it to drive? It’s just fun. Not wide-eyed fun like a Porsche GT3, or sweaty-palm fun like a muscle car. Just light, easy, peppy fun. The MX-5 moves really, really well, asking nothing of you but darting merrily along like it’s having the time of its life. It seems to whistle cheerily to itself all the time. The chassis is a peach, and because there’s little weight involved, the skinny 195-section tyres grip better than you’d believe. Keep the power on and some squealing will eventually occur, but the front end doesn’t give up on you. Doesn’t it have electric power steering? Is that a good thing? Rarely, and if I’m honest it’s the same here. There’s not much feel, it’s a bit light for my taste, and personally I’d like the nose to have a little more bite on the way into corners.

But the MX-5 has been designed for your aunt as well as you, and aside from that, and the slight chassis shimmer over cats’ eyes, there are few dynamic complaints. The damping is great: gone is the weird initial lurch you got from early Mk3s when you turned into a corner. Well, most of it. It’s capable of acting the grown-up on motorways, and is a proper hoot in towns: city car small, and with a responsive, perky engine. Is it thirsty? According to the trip computer, our car did 50.5mpg on a 100-mile trawl northwards out of Barcelona. On that evidence, you could well decide this little 1.5 litre four pot is all about efficiency. After all, with only 129bhp it’s hardly a ripsnorter, is it? But if I hadn’t been told otherwise, I’d have sworn blind this was the 2.0-litre. It may not be turbocharged, but the base-engined MX-5 has enough low-down pick-up, and enough mid-range to run with it.

True, it’s not fast-fast - though Mazda hasn’t released official performance stats, you’re probably looking around eight seconds to 60mph - but it’s got enough punch to make exiting corners fun. And, although not as charismatic as a Honda VTEC, the little four-pot has a certain amount of character and a cheeky exhaust note. I also love that it gives you 500rpm more than you need when you fire it up, a chest-puffing little flare of revs. Good gearshift? The best. A cracker of a six-speed manual, and the pedals are nicely positioned for a spot of heel-and-toe if you like that sort of thing. Which you will do in this, as it comes so naturally. A good egg, then? Completely. The MX-5 is a simple car, but the simple stuff has been done really well. It hasn’t been overcomplicated with active-this and electronic-that. It’s a great little mover, one that enjoys being thrashed and always has a spring in its step. With many European cars you get the sense that the marketing men identified a niche, and the engineers had to build something to fit it.

The new MX-5, however, does what it’s always done, but does it better, I think, than ever. It’s got the design, engine and handling chops that have been absent as a package for a couple of generations. So why have other car makers abandoned the small roadster market? Who knows? Maybe they don’t think they can better the MX-5, a car which, let’s not forget, has now sold almost a million examples. More likely it doesn’t fit their marketing strategy, and it would be too expensive to develop a compact rear-drive chassis. Shame. I’m just glad the MX-5 exists. The world deserves a small roadster as good as this. It brightens things up, and we all need a bit of that in our lives. The competition About Mazda Email Save There are affordable cars, and then there are cars that offer thrilling performance. Rarely do the two ever converge, but Japanese automaker Mazda has made it a tradition of coming up with vehicles that combine both of these eminently desirable traits. Read more Mazda history There are affordable cars, and then there are cars that offer thrilling performance.

Rarely do the two ever converge, but Japanese automaker Mazda has made it a tradition of coming up with vehicles that combine both of these eminently desirable traits. The Toyo Cork Kogyo Company, founded in 1920 in Hiroshima, Japan, used the name "Mazda" for its first three-wheeled truck, built in 1931. Company founder Jujiro Matsuda chose the word "Mazda" because it was the name of the Zoroastrian god of good and light. Work on a small sedan began in the late 1930s, but development was halted so the company could pitch in with Japan's war effort. In the wake of World War II and the rebuilding that followed, the company refocused its efforts on car development and manufacturing. By 1960, the first Mazda automobile -- the R360 coupe -- was developed, and the company's foray into the production of passenger vehicles began in full force. Other landmark developments were soon to follow.

In 1961, the company entered into a technical partnership with NSU and Wankel to develop and produce rotary engines, a union that led to Mazda's distinguishing itself as the only manufacturer to offer three engine configurations: conventional gasoline piston, diesel and rotary. The '60s also saw the introduction of the company's first pickup, the B-Series 1500, as well as its first rotary-engine vehicle, the 110S Cosmo Sport. Mazda began selling cars in the U.S. in 1970. In the early part of the decade, the automaker rolled out the RX-2. Powered by the noted 12A rotary, the RX-2 introduced America to Mazda's effort to build cars that were affordable and fun to drive. The decade also saw the introduction of the RX-3, RX-4 and now iconic rotary-powered RX-7 sports car. In 1979, Ford Motor Company purchased a 25 percent stake in Mazda after the Japanese company encountered a number of financial difficulties. The 1980s was a decade of rebirth for Mazda.

The company officially took on the Mazda name (though all its vehicles since its launch in the '20s have carried that brand). It also witnessed an upswing in sales sparked by successful new products like the 323 (which was first called the GLC in the American market) and 626. The 1990 model year saw the launch of a car that would prove a huge hit for Mazda: the MX-5 Miata. Lauded for its ultra-responsive handling and affordability, the drop top has been a consistent favorite, and now holds the distinction of being the world's best-selling roadster. Mazda began the 1990s with a bang by winning Le Mans with the 787B; it was the first time a Japanese automaker had won the prestigious race, and marked the only win for a rotary engine. Vehicles like the RX-7 and MX-5 Miata scored kudos from automotive journalists, and landed on many top 10 lists. However, save for the Miata, the company's vehicles experienced declining sales in the U.S., and the company's fortunes suffered as a result.

The new millennium has seen Mazda regain its stride, as the automaker has invested in new development. Models like the Mazda 2 and CX-9 have broadened the lineup and won over a whole new generation of fans, while the enthusiast-oriented RX-8 and Mazdaspeed performance models have exemplified the company's spirited philosophy. Most recently, Mazda has focused on designing its cars to be as fuel-efficient as possible while also still being fun to drive and affordable to own. Hide Mazda History

Question: Launched in 1989 the MX-5 is a car made by which company?
Answer: MAZDA