Mazda MX-5 Mk3 Review (2005-2015)

What is the Mazda MX-5?

The third-generation MX-5 represented quite the visual revolution compared with previous versions. Based on the 2003 Ibuki concept car, the styling was much chunkier that of the lithe models that came before it, but it still hung onto their core values. It’s an open-top, rear-wheel drive, two-seater sports car for those who want to enjoy fuss-free, year-round, fun-filled motoring.

You do need to choose your MX-5 wisely, though, as some examples are now suffering from rust and the engines need to have had regular maintenance. Find one that has, though, it should be one of the most reliable sports cars around.

This thrid-generation NC model was replaced by the fourth-generation ND version in 2015.

How practical is it?

Nobody buys a two-seater sports car with practicality in mind, but if you’re tall or well built, you may prefer the MX-5 mk3 to the more recent mk4, because its cabin is broader and will more easily accommodate those over six feet. It’s also roomy enough for various cubbies and storage trays, including bins in the doors for drinks bottles, and there's a 150-litre boot. Some of the interior plastics are on the hard side and prone to scratching, but the cabin and facia still look fresh and modern; you don’t feel as though you’re in an old car.

The MX-5 mk3’s fabric hood is well engineered, and can be pushed back one-handed once you’ve released the catch on the windscreen rail. It’s not exactly wind-free with the top down, but you’re not going to get beaten up by the breeze either. In 2006, Mazda introduced the Roadster Coupe, commonly known as the RC, with an electric hardtop that can fold down in 12 seconds at the press of a button. Enthusiasts bemoan the extra weight the RC carries (it is only 40kg) but this was a popular model and, towards the end of the MX-5 mk3’s, production was the only way you could have one with a 2.0-litre engine.

What's it like to drive?

Regardless of their year, all MX-5 mk3s are available with essentially the same two petrol engines – a 1.8-litre four-cylinder with 124bhp, and a 158bhp 2.0-litre. The 1.8 and base 2.0 models feature a five-speed manual gearbox, while the 2.0 Sport has a six-speeder and after a facelift in, 2009, the option of a six-speed automatic called Powershift. All the 2.0-litre cars have a limited-slip differential for improved handling, and the 2.0 Sport also has Bilstein dampers and a front strut-brace to further sharpen the driving characteristics.

While the mk3 doesn’t feel quite as precise or as agile as the two earlier MX-5s, it also doesn’t seem quite so twitchy when driven hard, and the ride is superior. That’s not to say that it doesn’t drive like a proper little sports car, because it most assuredly does. Owners who want to make it feel more involving still tend to lower the suspension using aftermarket parts, although when the mk3 was new, Mazda dealers offered customers the choice of factory-approved lowering springs.

The later facelifted models are a little sharper to drive but steer clear of the Powershift automatic transmission. It sold in small numbers in the UK anyway, but the MX-5’s short, snappy manual gearshift is among its highlights, so there’s very little reason to go for the auto.

Technology, equipment & infotainment

The standard SE model is reasonably well equipped for a sports car of this age, and includes the likes of air conditioning, electric windows, and alloy wheels.

Sport models are the ones to go for, though, and they’re unlikely to cost masses more than the SE by now. They’re sharper to drive, courtesy of larger alloy wheels, a limited-slip differential, and sharper suspension. Purists might prefer a fabric roof, but the RC model’s electric folding hard-top makes the MX-5 that bit easier to live with and more desirable as a used buy. Assuming it’s been well maintained, we reckon a late 2.0-litre RC is hard to beat.

Mazda MX-5 running costs

An important early purchase for your new (to you) MX-5 is a hood drain hole cleaning brush. These typically cost £10 or less, although a trombone cleaning brush works equally well. Regular cleaning of the drain holes will prevent them from blocking and sending water into places within the bodywork, such as the inside of the sills, which are a known rust spot.

Another pre-emptive purchase is a couple of small plastic clips that hold the cowl in place at the base of the windscreen. When these clips fail with age, it allows water to seep into the front footwells, meaning damp carpets and possibly a nasty smell. New clips are typically less than £5 each, so replace them before the originals cause trouble.

You should service your MX-5 mk3 once a year, even if it’s only to refresh the oil. There is no shortage of good independent MX-5 specialists and they usually do not charge the earth for service work; there’s also a burgeoning aftermarket parts network, and the MX-5’s popularity means prices are not unreasonable.

The brake fluid needs a change every couple of years, as does the aircon, and the engine coolant will need renewing every four years. Remember to check the type of coolant because it’s specific to the car. You might also want to consider a full suspension geometry set-up, which can make an amazing difference to the way your car drives.

Mazda MX-5 reliability

The MX-5 mk3 is generally a reliable car, but there are some caveats. The engines have a thirst for oil – up to half a litre every 1,000 miles in extreme cases – and a great intolerance for the low levels. Breaker's yards are awash with seemingly good condition MX-5s with blown engines after their owners didn’t check the oil weekly. If the engine in the car you’re looking at sounds a bit rattly at idle, makes knocking noises when you blip the throttle (potentially worn out crankshaft bearings), puffs out more smoke from the tailpipe than seems reasonable, or the oil level on the dipstick isn’t very near full, it may be time to look at another car.

A whining from the other end of your MX-5 could be the rear differential in need of lubrication. Mazda’s recommended interval for renewing the diff oil are way too long, and MX-5 specialists suggest that you do it every couple of years.

Now that early examples of the third-generation MX-5 are quite old and often have high mileages, wires in the coil packs are starting to snap, causing rough running and misfires. Rust is beginning to take its toll on the ABS trigger ring affixed to the driveshaft, which will illuminate the ABS warning light on the dashboard. There are also reports of electric door locks beginning to fail, which can be expensive to replace.

If you’re buying a Roadster Convertible, make sure the metal roof folds itself into the boot space in the claimed 12 seconds (or at least close to it) and does so without any noise or juddering from the rear deck. The latter can jump off its cogs, and a Mazda dealer may ask for four figures to fix it, although some MX-5 specialists offer cheaper repairs.

More trivial, but nevertheless annoying, is the driver’s sun visor, which is prone to breaking. The electric window switches in the centre console can also fail and are a swine to replace, while the driver’s seatbelt tensioner can wear and slacken over time, meaning the belt won’t retract and can get caught in the door.