Jubilee M agazine - Five

Transcription

m{zd{
MX-5
Jub i l e e
M a g a z i n e
JEFFREY H. GUYTON –
President & CEO,
Mazda Motor Europe
I
saw my first MX-5 in 1990 when I was a graduate
student in Ann Arbor, Michigan. It rounded the
corner in front of the State Theater at State Street
and Liberty Street, Mariner Blue, top down, with
the long dark hair of its owner following behind in
the wind – and snow! In that moment, the mission
of the MX-5 became clear to me.
Mazda has talked a lot over the years about how
the MX-5 is part of the heart and soul of Mazda,
but in my opinion these words, however
meaningful, do not do our roadster justice. This
little car has elicited a big emotional response in
people for 20 years, and I’m one of them. While
working in Hiroshima, my Roadster was British
Racing Green with tan leather and a wood steering
wheel. With it, I became another one of nearly a
million drivers around the world who simply love
this car. The impressive thing about these
enthusiasts is that they can’t be described by
demographics like “affluent” or “female” or
“American.”
Mazda MX-5 has always delivered addictive sports
car fun at an affordable price, which makes its fan
base more diverse (and fanatically loyal) than the
hand-full of other cult vehicles still being produced
today. Affordability, acclaimed handling, and a
design that is modern yet classic – the recipe of
the Roadster’s success. And this is why, after 20
years, it’s still the car people first think of when
they hear the word “Mazda.”
„MX-5’s introduction marked
a milestone in automotive
history.“
For our brand, the MX-5 was both a new beginning
in 1989, and a logical next step from the company
that had given the world rotary-engine sports cars.
Mazda has always been willing to take a risk to
provide its customers with something truly special.
We did it with the Cosmo Sport, the RX-7, and again
when we introduced the very first MX-5. We’ve
built about 870,000 MX-5’s, and on the first warm
day of spring in Cologne, Germany, where I now
live, it seems like they’re all here! MX-5’s introduction marked a milestone in
automotive history. For the future, its original
lightweight, two-seater concept will continue to
evolve to meet changing customer tastes around
the world. This will include further refining the
roadster with smart and simple solutions – like the
12-second retractable hard top of today’s Roadster
Coupe. It will include improvements in safety, fuel
economy and onboard entertainment as well. But
one thing will never change – driving dynamics
that deliver Jinba Ittai, Japanese for “oneness
between horse and rider.” This will always be our
focus, and will ensure that the MX-5 continues to
put a smile on the face of its drivers!
Impressum
Mazda Motor Europe GmbH
Public Relations
Hitdorfer Strasse 73
51371 Leverkusen
Germany
Printed by: Druck Thaler, Hafnerstr. 122, A-8045 Graz - Austria
editorial
3
6
The Birth of
an Icon
nflc[_Xm\kfY\cfn
n\`^_kÆXZ\ekiXc
ZfeZ\gkk_XkDXq[X`j
]fZljè^fen`k_`kj
Zlii\ekcè\$lgXjn\cc
ÆXe[]ifdk_`jXccfk_\i
Xkki`Ylk\jf]k_\ZXi
Zflc[Y\[\m\cfg\[%K_`j
nXjXcjfk_\]è[è^jf]X
jkl[p[fe\YpDXq[XEfik_
8d\i`ZXeFg\iXk`fejXkk_\k`d\%
K_\dfjk`dgfikXekZi`k\i`Xf]X
ifX[jk\i#k_\jkl[pjX`[#n\i\cfnn\`^_k
Xe[iffd]fifecpknfgXjj\e^\ij%K_\\e^è\
j_flc[Y\Xkk_\]ifek#[i`m\j_flc[Zfd\]ifdk_\
i\XiXoc\#k_\i\j_flc[jl]]`Z`\ek\e^è\gfn\iXe[
k_\ZXij_flc[Y\\oZ`kè^kfcffbXk%
H
fnDXq[XËj
ifX[jk\in\ek]ifd
Y\è^Xe`[\Xf]Xe
DO$,kfXefg\e$kfg
c\^\e[%
N`k_k_`j#k_\gXiXd\k\ijn\i\j\k]fik_\I;
:\eki\è@imè\#:Xc`]fie`X#n_`Z_nXj\jkXYc`j_\[
è(0/(%9lkk_\i\nflc[Y\efj\i`flj[ì\Zk`m\
]ifdDXq[X_\X[hlXik\ijè?ìfj_`dXèjkilZkè^
k_\k\XdkfY\^è[\m\cfgd\eklek`c(0/*%;liè^
k_`jg\i`f[PXdXdfkf#KXeXbXXe[?XccZfekèl\[
kfY\\oZ`k\[XYflkk_\ifX[jk\iXe[kfgcXe%K_\
]ìjk[\j`êjkl[`\jn\i\dX[\#Ylk`knflc[efkY\
lek`cPXdXdfkfnXjgifdfk\[kfGi\j`[\ekf]
DXq[XDfkfi:figfiXk`fek_Xkk_\gifa\Zk^fkk_\
jlggfik`ke\\[\[%?\nXjjk`ccXjkXleZ_jlggfik\i
f]k_\`[\XXe[Zi\Xk\[Xjg\Z`Xc[\m\cfgd\ek
gifîXdkfdfm\`k]finXi[ZXcc\[ÈF]]cè\#>f
>fÉ%%
=ifekXe[i\Xi\e[[\j`êjj_fikY\]fi\k_\gi\$j\i`\jdf[\ci\Z\`m\[`kj]è`j_è^kflZ_\jXk
DXq[XEfik_8d\i`ZXeFg\iXk`fejè:Xc`]fie`X%
A
c\^\e[XcnXpjY\^èjn`k_Xe`[\X%K_\DXq[X
DO$,#k_\dfjkjlZZ\jj]lcifX[jk\ièk_\
nfic[#nXjfecpX_èkf]Xe`[\XYXZbèDXiZ_
(0.0%@knXjd\ek`fe\[XcdfjkègXjjè^[liè^X
Zfem\ijXk`feY\kn\\eDXq[XËj_\X[f]
[\m\cfgd\ekXkk_\k`d\#B\e`Z_`PXdXdfkf#Xe[
k_\8d\i`ZXeaflieXc`jk9fY?Xcc%8kk_\\e[f]
k_\ìèk\im`\n#?Xccjl^^\jk\[k_XkDXq[XYl`c[X
Èc`^_kn\`^_kjgfikjZXi%ÉK_\i\n\i\i\Xccpef
Zfdg\k`kfij]fijlZ_XZXiXkk_\k`d\%?Xcc#n_f
ÈK_\[\j`ê\ijXe[\e^è\\ijn\i\
efnnfibè^feXeXlkfdfY`c\k_Xk
g\i]\ZkcpdXkZ_\[n_Xkk_\p
`dX^è\[kfY\%É
_X[[i`m\e9i`k`j_ZXij]ifdD>#CfkljXe[
Ki`ldg__`jn_fc\c`]\ÆXeefp\[Ypk_\ì
[`jXggfèkè^hlXc`kpÆjb\kZ_\[_`j`[\Xèk_`Zb
Z_Xcbcè\jfeXYcXZbYfXi[%N`k_k_`jjb\kZ_#_\
nXid\[k_\_\Xikjf]j\m\iXcDXq[X\e^è\\ij#
Xe[Y\^Xek_\Zfdgc`ZXk\[gifZ\jjXeXlkfdfY`c\
dXel]XZkli\ii\hlì\jkfklieXe`[\XèkfX
c\^\e[%
-
K_\]XZkk_Xkk_\[\j`ê\ijXe[\e^è\\ijn\i\
efnnfibè^feXeXlkfdfY`c\k_Xkg\i]\Zkcp
dXkZ_\[n_Xkk_\p`dX^è\[`kkfY\#YlknXjX
e`Z_\m\_`Zc\XZZfi[è^kfdXib\k[\]è`k`fej#_X[
k_\X[mXekX^\k_Xkk_\pn\i\efkgi\jj\[]fik`d\%
Efe\k_\c\jj#]fiDXq[XdXeX^\ijXifX[jk\ic`b\
k_`jdljkefkfecpYièâfpkfZljkfd\ij#`kj_flc[
XcjfdXb\Xgif]`k%=fik_`ji\Xjfek_\[\Z`j`fenXj
dX[\ÆYXj\[feYljè\jje\Z\jj`kpÆkf_fc[X
23
A Design Icon
jkfiX^\ZfdgXikd\ekj#dfi\XìXe[_\Xkm\ekj
Xe[X[\\g\iYffk%O\efe_\X[cXdgj#b\pc\jj
\ekipXe[jkXik#Xe[Xe\n9fj\jfle[jpjk\d
n\i\èkif[lZ\[kfk_\cè\$lg]fik_\]ìjkk`d\Xj
fgk`fej%
Effe\befnjn_Xknflc[_Xm\_Xgg\e\[#_X[
k_\j\jlZZ\jj]lcdXeX^\ijXe[\e^è\\ijnfibè^
fegifa\ZkG.)0efkZfd\kf^\k_\i%=XZk`j#X]k\i
è`k`Xc[\Z`j`fejn\i\dX[\XYflkk_\gifa\Zk
YXj\[fek_\k_i\\cXpflkj#XZiXZbk\Xdf]
\og\ikjnXjXjj\dYc\[k_XkèZcl[\k_\_\X[f]
[\m\cfgd\ek?ìX`#DXq[XËj]lkli\[\j`ê[ì\Zkfi
J_`^\efi`=lbl[X#k_\gifî\jj`m\n\jk\ie$
fi`\ek\[KfdDXkXef#Xe[k_\8d\i`ZXe[\j`ê\i
DXibAfi[Xe%KfdDXkXefY\ZXd\_\X[f]k_\
[\j`êjkl[`fè@imè\%@ejgì\[Yp_`jAXgXe\j\
dè[j\kXe[_`jbefnc\[^\f]k_\8d\i`ZXenXpf]
c`]\#_\`[\ek`]`\[k_fj\Xkki`Ylk\jk_Xknflc[
\m\eklXccpY\Zfd\k_\j\Zi\kY\_è[k_\Xgg\Xcf]
DXq[XËjifX[jk\i%@kËjk_\_è[hlXik\ijk_Xk[i`m\X
_fij\]finXi[#Xe[k_\i`[\in_fjkXY`c`q\j`kXkk_\
]ifek#n_`Z_Zi\Xk\jXjkife^Yfe[Y\kn\\e_`d
Xe[k_\_fij\%K_`jnXjDXkXefËjXi^ld\ek]fi
gcXZè^k_\\e^è\le[\ik_\]ifekYfee\kXe[
[i`mè^k_\ZXim`Xk_\i\XiXoc\%K_\AXgXe\j\
=ìjkk_\i\nXjXcfkf]g\ijlX[è^kf[f#Xe[
PXdXdfkfXe[?Xccj\XiZ_\[]fiXcc`\jÆX]k\iXcc#
k_\ì`[\Xj_flc[Y\Zfd\Xi\Xcgif[lZk%8Yflk
k_`jk`d\#?XccXkk\e[\[k_\G\YYc\9\XZ_
:feZflij[Ë<c\^XeZ\fek_\Dfek\i\pg\eèjlcX
Xe[iXeèkfjfd\d\dY\ijf]k_\ifkXipjgfikj
ZXiDXq[XIO$.[\m\cfgd\ekk\Xd%K_\d\e
Z_Xkk\[Xd`XYcpjliifle[\[Yp\og\ej`m\mèkX^\
ZXij#Xe[k_\eJ_lea`KXeXbXjX`[k_\dX^`Znfi[j
Æc`^_kn\`^_kjgfikjZXi#fiCNJ]fij_fik%K_`j
nflc[Y\Zfd\k_\dfjk`dgfikXekXkki`Ylk\f]k_\
jk`cc^\idèXkè^DXq[XifX[jk\i`[\X%K_\ZXi
K_\(%-$c`ki\g\kifc\e^è\nXj[ifgg\[]fi^ff[
n`k_k_\k_ì[$^\e\iXk`fe#Xe[Xe\n)%'$c`ki\
g\kifcgfn\ikiXèn`k_((/bN&(-'GJnXjX[[\[
k_XkZflc[Y\fi[\i\[n`k_k_\jkXe[Xi[]`m\$jg\\[
kiXejd`jj`fe#fin`k_XeXcc$e\njò$jg\\[dXelXc
kiXejd`jj`fe%K_\(%/$c`ki\nXji\kXè\[#Ylkn`k_
c\jjgfn\iY\]`kkè^`kje\ngfj`k`feè^#Xk
0*bN&()-GJ#Xe[Zflgc\[kfk_\]`m\$jg\\[
dXelXckiXejd`jj`fe%K_\k_ì[$^\e\iXk`feZ_Xjj`j
i\kXè\[`kjZcXjj`ZcXpflkXe[`[\Xc,'&,'n\`^_k
[`jki`Ylk`fe#Ylk`kje\nYf[pj_\cc_X[Xe\m\e
cfn\iZ\eki\f]îXm`kp#X+.g\iZ\ekXe[))
g\iZ\ek`dgifm\d\ekèkfij`feXcXe[]c\oliXc
jk`]]e\jj#i\jg\Zk`m\cp#Xe[cXi^\i[`jZYiXb\jÆ
)0'ddèk_\]ifek"),dd Xe[)/'ddèk_\
YXZb")0dd %DO$,ËjjX]\kpgXZbX^\efn
èZcl[\[e\nj`[\XìYX^jXe[[peXd`ZjkXY`c`kp
Zfekifc;J: XjjkXe[Xi[èdfjkdXib\kj%
DO$,IfX[jk\i:flg\Æ
K_\8cc$e\nGfn\iI\kiXZkXYc\
?Xi[kfg
8p\XicXk\i#è)''-#DXq[XX^Xè[`[k_\
le\og\Zk\[Ypèkif[lZè^k_\]ìjk$\m\igfn\i
i\kiXZkXYc\_Xi[kfgDO$,%K_`jnXjèi\jgfej\kf
èZi\Xjè^[\dXe[]fifg\e$kfg[i`mè^n`k_k_\
X[[\[Zfd]fikf]X_Xi[kfg%DXq[XX^Xègifm\[
kfY\k_\Y\kk\iifX[jk\idXel]XZkli\iYp
[\c`m\iè^X_Xi[kfgk_Xki\kiXZk\[èaljk()
;\j`ê\ijf]DXq[XËje\ngfn\ii\kiXZkXYc\
_Xi[kfgm\ij`fe_X[ZXgkli\[k_\cffbf]XZcXjj`Z
9i`k`j_Zflg\Xjèjgìè^cpXjk_\ìZfcc\X^l\j
_X[n`k_k_\jf]kkfgifX[jk\i%9lk\m\eY\kk\i
k_Xek_`jÆk_\i\n\i\efnknfm\ij`fejkfZ_ffj\
]ifd%
@eAle\)''0DXq[X[\dfejkiXk\[_fn#n`k_
k\Z_e`ZXcXe[fgk`ZXc]è\jj\#pflZXedXb\
jfd\k_è^^ff[\m\eY\kk\in_\e`kcXleZ_\[k_\
k_ì[$^\e\iXk`feDO$,]XZ\c`]k#n_`Z_`jk_\Zlii\ek
m\ij`fef]k_\ZcXjj`ZifX[jk\i%Df[`]`ZXk`fejfe
k_\]ifekYldg\iXe[k_\j`[\j`ccj#]fièjkXeZ\#
n\i\le[\ikXb\ekffgk`d`j\X\if[peXd`ZjXe[
_\cgk_\DO$,Zlkk_ifl^_k_\nè[kfXe\m\e
î\Xk\i[\î\\%Jljg\ej`fe]è\$kleè^Xcjf
dXb\jk_\Zlii\ekifX[jk\ii\XZk\m\edfi\
gi\Z`j\cpkfjk\\iè^èglk%
Three
generations
2001 AXelXip
K_\j\Zfe[^\e\iXk`feDO$,^\kj`kj
]ìjk]XZ\c`]k%
DEVELOPMENT STORY
0
30
j\Zfe[j#k_\]Xjk\jkfek_\dXib\k#Xe[Yp
[\j`êè^`kkf]fc[èkfk_\jgXZ\Y\_è[k_\j\Xkj
c\Xmè^YffkjgXZ\lekflZ_\[%K_\i\Xi]\e[\ij
Xe[k_\YffkXi\Xn\i\^`m\ejlYkc\Z_Xe^\jkf
gifm`[\\efl^_jgXZ\]fik_`j%K_\]ifek\[^\f]
`kji\Xi[\Zbc`[#]fi\oXdgc\#nXjgcXZ\[+'dd
_`^_\ik_Xek_\jf]kkfg%Kf\ejli\k_Xkk_\DO$,
IfX[jk\i:flg\efkjXZi`]`Z\Xepf]`kjcfnjgfikj$
ZXiZiflZ_#[\j`ê\ijiX`j\[k_\Yffkc`[)'dd#
n_`Z_Xccfnjk_\iff]cè\kf]Xccjf]kcpèkfk_\
YXZbf]k_\ZXi#Xe[X[[\[dfi\gifdè\eki\Xi
n_\\cXiZ_\j%
K_ì[^\e\iXk`feDO$,=XZ\c`]k$DXb\
jfd\k_è^^ff[\m\eY\kk\i
DO$,:cXpDf[\c
26
G\k\i9ìkn_`jkc\#
:_`\];\j`ê\i#
I;:\eki\#
DXq[XDfkfi<lifg\
I\Zfi[Yi\Xbè^()j\Zfe[jkfi\kiXZkk_\_Xi[kfg]ifdk_\ifX[jk\iZflg\
Nff[\edf[\cjn\i\k_\YXj`j]fik_\
ZfejkilZk`fef]k_\]ìjkDXq[XDO$,gifkfkpg\
/
.
DEVELOPMENT STORY
@knflc[Y\k\ep\XijY\]fi\k_\]ìjkgif[lZk`fe
df[\cjXn^cfYXcgi\d`\i\#n_\ek_\]ìjkDXq[X
DO$,kffbk_\jkX^\Xkk_\:_`ZX^f8lkfJ_fn%Efk
fecpnXj`kX]XekXjk`ZifX[jk\i#`knXjXcjfk_\
i\jlckf]Xelegi\Z\[\ek\[ZfccXYfiXk`fef]
\e^è\\ij#[\j`ê\ijXe[k\jk$[i`m\ij]ifdAXgXe
Xe[k_\LJ8%Le[\ik_\Zf[\eXd\ÈG.)0#Ék_\
ifX[jk\igifa\Zk_X[Y\\em\i`]`\[#jb\kZ_\[#
k\jk\[Xe[\mXclXk\[Ypn_XkÆk\ep\Xij\Xic`\iÆ
_X[Y\\eXjdXccîflgf]d\e%K_`jîflgnflc[
\m\eklXccpY\Zfd\X[\m\cfgd\ekk\Xdn_fj\
AXgXe\j\n_fc\_\Xik\[e\jjZfdYè\[n`k_
AXgXe\j\g_`cfjfg_pZi\Xk\[XZXik_Xknflc[i\$
XnXb\ek_\afpf]dXeèg\i]\Zk_Xidfepn`k_
dXZ_è\%9p\dgcfpè^k_\AèYX@kkX`ZfeZ\gkf]
Èfe\e\jjY\kn\\e_fij\Xe[i`[\iÉ]ifd
kiX[`k`feXcAXgXe\j\Zlckli\#Xjkife^Yfe[
Y\kn\\e[i`m\iXe[ZXiZflc[Y\i\Xc`q\[%K_`j
]fidlcX`jXkk_\èe\iZfi\f]k_\DXq[XDO$,%
=ifdk_`jjgiXe^Xcck_\Xkki`Ylk\jk_Xknflc[
dXb\k_\ifX[jk\ijlZ_XjlZZ\jj%9lkXkk_\jkXik
f]k_$0/'j#k_\nfic[nXjeËki\X[p]fi`kp\k%
12
Zfdg\k`k`feèk\ieXccp
XkDXq[Xkf[\k\idè\
k_\Y\jkbè[f]
ifX[jk\iZfeZ\gk%K_i\\
j\gXiXk\jgfikjZXi
cXpflkjn\i\\mXclXk\[%
@e@imè\#XZcXjj`ZZfeZ\gk
n`k_]ifek$\e^è\i\Xi$
n_\\c[i`m\nXjnfib\[fe#
n_`c\èAXgXeZfeZ\gkjljè^
]ifek$\e^è\]ifek$n_\\c[i`m\Xe[
d`[$\e^è\i\Xi$n_\\c[i`m\cXpflkj
n\i\\ogcfi\[Xjn\cc%K_\\ekì\G.)0
gifa\ZknXjc\[Xkk_\k`d\YpDXjXbXkjlBXkf#
n_fk_\e[\Z`[\[kfdfm\kfk_\I\j\XiZ_;`m`j`fe
Xkk_\jkXikf](0/-%?`jdXeX^\d\ekgfj`k`fenXj
kXb\eYpKfj_`_`bf?ìX`#n_fnXji\cXk`m\cppfle^
]fik_`jdXeX^\d\ekafYYpAXgXe\j\jkXe[Xi[j%
9lkXj`jf]k\ek_\ZXj\#k_\gifZ\jjf]klieè^X
gifa\ZkèkfXjlZZ\jj]lcgif[lZk`j[\g\e[Xekfe
k_\i`^_kg\fgc\Zfdè^kf^\k_\iXkk_\i`^_kk`d\%
13
14
2002 AXelXip
Fg\eè^f]k_\Fcpdg`Z>Xd\jè
JXckCXb\:`kp#LJ8%
2005 DXiZ_
@ekif[lZk`fef]k_\*i[^\e\iXk`fe
DO$,XjXJf]kKfgm\ij`fe%
2005 8gi`c
KfkXcDO$,gif[lZk`fei\XZ_\j
.''#'''le`kj%
))
2006 Alcp
DXq[Xèkif[lZ\jk_\IfX[jk\i
:flg\#k_\]ìjk$\m\ii\kiXZkXYc\
_Xi[kfgm\ij`fef]`kjifX[jk\i%
:_Xe^\jn\i\[fe\kfk_\\e^è\jkff%K_$%'$
c`ki\X^î\^Xk\^fkXdXafifm\i_Xlc%@kjk`cc
[\m\cfgj((/bN&(-'GJXe[dXo`dldkfihl\f]
(//Ed#Ylk`jefn\m\e_`^_\ii\mmè^#i\XZ_è^
dXo`dldflkglkXk.#'''igdiXk_\ik_Xe-#.''
XjY\]fi\%DXq[X\e^è\\ijXcjffgk`d`q\[Xcc
Zfdgfe\ekjk_Xkè]cl\eZ\\e^è\jfle[#n_`Z_
i\jlckjèX[\\g\i#jgfik`\iîfnc#n_`c\cfn\iè^
ef`j\c\m\cjèk_\ZXYè`kj\c]]fidfi\Zfd]fik%
=l\cZfejldgk`fef]k_\]XZ\c`]kËj)%'$c`ki\\e^è\
`jefncfn\i%N`k_k_\]`m\$jg\\[#`kefnlj\j.%+
c`ki\jg\i(''bd#n_`Z_`j+g\iZ\ekc\jj#Xe[n`k_
k_\jò$jg\\[dXelXc`klj\j.%-c`ki\j#n_`Z_`j
.g\iZ\ekc\jj%K_$%/$c`ki\0*bN&()-GJ\e^è\
_XjXe\n]èXc^\XiiXk`fk_Xk_\cgjdXb\`k\m\e
dfi\\]]`Z`\ek%K_`jlg[Xk\[g\kifcefnlj\j.%'
c`ki\jg\i(''bd#n_`Z_`j
+g\iZ\ekc\jjk_XeY\]fi%
=fik_\]ìjkk`d\\m\iè<lifg\#Xjò$jg\\[
XlkfdXk`ZkiXejd`jj`fe`jefnXmX`cXYc\n`k_k_\
cXi^\ig\kifc)%'$c`ki\\e^è\%@kZfd\jn`k_
dXelXc$j_`]kdf[\ljè^jk\\iè^n_\\cgX[[c\j
]fiXjgfikp[i`mè^\og\i`\eZ\#\jg\Z`Xccpèk_\
Zlim\Xe[n_\eXZZ\c\iXkè^kfgXjj%
Fek_\èj`[\#k_$''0DO$,]XZ\c`]k`j[fdèXk\[
XjXcnXpjYpZc\Xi#ZcXjj`Z]fidj%8e[hlXc`kp]\\c`j
\e_XeZ\[Ypk_\èkif[lZk`fef]e\ndXk\i`Xcj#
ZfcfliZfdYèXk`fej#[\ZfiXk`m\[\kX`cè^Xe[
giXZk`ZXc]\Xkli\j%
2009 DXp
=XZ\c`]kf]k_\*i[^\e\iXk`feDO$,`jèkif[lZ\[
Jf]kKfgXe[IfX[jk\i:flg\
2010 =\YilXip
Gif[lZk`fef]k_\DO$,ifX[jk\i
i\XZ_\j/.,#'''le`kj
20 YEARS OF PURE ROADSTER FEELING
)*
)-
34
DXq[XIfX[jk\i)'k_8ee`m\ijXip:fdd\dfiXk`m\;i`m\#
Dpfj_`#AXgXe)''0
A Design Icon
ÈK_\gfj`k`fef]k_\]ifekXìèkXb\Xe[`kj
i\cXk`fej_`gkfk_\_\X[cXdgj`jk_\
j`êXkli\f]k_\[\j`ê%È
?fnZXepfli\Zfê`j\XDXq[XDO$,6
[\dXe[è^dfi\Zfd]fik%8jXi\jlck#k_\cXk\jk
df[\c_XjXdlZ_dfi\cloli`flj]\\cfek_\
èj`[\%
G\k\i9ìkn_`jkc\#:_`\];\j`ê\i
8d\i`ZXej#k_\ifX[jk\if]k_\]ìjkXe[j\Zfe[
^\e\iXk`fe_X[Y\Zfd\kffjdXcc%
[\j`êjkl[`fjèAXgXe#k_\LJ8Xe[>\idXep
efnZi\Xk\[[\j`êgifgfjXcj]fik_\gif[lZk`fe
df[\c%
=lik_\idfi\#[\dXe[i\hlì\[jkife^\i\e^è\j
k_XkXcjfdXeX^\[kflj\c\jj]l\c%=fik_\]ìjk
k`d\#\c\Zkife`ZXjj`jkjpjk\djc`b\;J:Xe[
kiXZk`feZfekifcn\i\fek_\ZXiËjn`j_$c`jkÆXcfe^
n`k_Xc`d`k\[$jc`g[`]]\i\ek`XcXkk_\i\XiXoc\#Xe[
_\X[Xe[ZlikXèXìYX^j%9\j`[\jXjf]kkfg
ifX[jk\i#Xm\ij`fen`k_Xi\kiXZkXYc\_Xi[kfg
dX[\f]gcXjk`Zj_flc[XcjfY\gfjj`Yc\%
K_\gifa\Zk$gcXeeè^g_Xj\]fik_`jZfdgc\k\cp
e\nk_ì[$^\e\iXk`fedf[\ccXjk\[i\cXk`m\cpcfe^
[l\kfk_\eldY\if]gcXee\[èefmXk`fej%K_\i\
n\i\Xcjf[`jZljj`fejXYflkn_\k_\ik_\`Zfe`Z
[\j`êcXe^lX^\f]k_\ifX[jk\ij_flc[Y\ZXii`\[
]fik_#fij_flc[n\i`jbXiX[`ZXcjk\g%9\j`[\j
gifgfjXcj]ifdk_\AXgXe\j\[\j`êk\Xdè
?ìfj_`dXXe[`[\Xj]ifdk_\]`\c[f]]`Z\è@imè\#
dp[\j`êk\Xd]ifdFY\ilij\cXcjf_X[]fli
df[\cjkfèkif[lZ\%K_\pn\i\_Xi[cp
i\Zfê`jXYc\Xjk_\DO$,%8]k\iXcfkf]Zljkfd\i
Zcè`Zj#k_\[\Z`j`fenXj]èXccpdX[\Æfgk`ZXccp#
]Xejf]k_\ZXinXek\[kfj\\Xj]\nZ_Xe^\jXj
gfjj`Yc\%@ek_\\e[#k_\YXj`ZDO$,[\j`êk_\d\
i\dXè\[lekflZ_\[XZifjjk_\k_i\\^\e\iXk`fej
ÆXj`dgc\#]cl`[Yf[pn`k_k_\Z_XiXZk\i`jk`ZcXdg
j_X[\jXe[cfn\i]ifekXìèkXb\%
?X[`kXci\X[pY\\e[\Z`[\[_fnk_\k_ì[
^\e\iXk`fenflc[cffbXkk_`jgfèk6
Efkp\k%K_\XZklXc[\m\cfgd\ekf]k_\ZXiZflc[
efn^\kle[\inXp%;\m\cfgd\eknXjc\[Yp:_`\]
;\j`ê\iPXjlj_ÈXbXdlkXXe[?\X[<e^è\\i
KXbXfBà`dX%9Xj\[fek_\jg\Z`]`ZXk`fejk_Xk
[\]è\[XccXkki`Ylk\jf]k_\ZXi#k_\k_i\\DXq[X
).
8e[n_`Z_f]k_\gifgfjXcjn\ekèkfk_\
gif[lZk`feZXi6
@kËjXdòY\kn\\ek_\AXgXe\j\Xe[k_\<lifg\Xe
df[\cj#Xe[k_\èk\i`fi[\m\cfg\[è<lifg\nXj
Xcjflj\[%@ek_`jnXp#k_\E:df[\cnXjYl`ckXjX
Zfdgc\k\cpe\nDO$,n`k_Xe\ngcXk]fidk_Xk`j
Xcjflj\[Ypk_\DXq[XIO$/%
MX-5 Clubs around
the world
NXjk_\èk\i`fi[\j`êXYc\kf]fccfnk_\
\mfclk`fef]k_\\ok\i`fi[\j`ê6
K_\èk\i`fi[\j`ê_XjgifYXYcpkXb\eXcXi^\i
jk\g]finXi[XjX[\j`ê\ogi\jj`fe%K_\]ìjkE8
df[\cèk\i`finXjhl`k\YXj`Z%=fik_\cXk\jk
df[\c#fliZljkfd\ij_X[Y\Zfd\fc[\iXe[n\i\
n nn%do ,ZclY%
cl YY \e
Europe
DO$,JfZ`XcE\
knfibè^F]]`Z`X
@eJ\gk\dY\i
)''0#]Xejf
j`k\
]k_\DO$,Zfl
j`fe]fiDXq[
c[j_Xi\k_\ì
XËjifX[jk\iX
gXj$
kXi\mXdg\[
e\knfibè^n
m\ij`fef]k_
\Yj`k\nnn%d
\jfZ`Xc
o$,%Zfd%K_\e
Zfdgc\k\cpi\
\nn\Yj`k\nX
$\e^è\\i\[l
j
jè^<g`j\im\i
E\knfibè^g
$I\cXk\[Xe[J
cXk]fidj#Xe[
fZ`Xc
`jefnfe\f]
f]`kjbè[fe
k_\dfjkèe
k_\èk\ie\k%
fmXk`m\
JèZ\k_\e#`k
f]k_\cXi^\jk
_Xjîfneèkf
f]`kjbè[n`k
fe\
_fm\i0#'''
d\dY\ij^cf
YXccp%
cN\Y
nnn%do, fZ%Z
f%lb
*.
EDITORIAL
eXe
k#n
È@_X[X
jd`jj`f
\cJgfi
\ekc\m
\[kiXe _`Zc\
\hl`gd
jò$jg\
\e^è\# iZ_]fik_`jm\ X[aljk
('.bN
j\X
ek`Xc%8 Xb[\Xc\i#n_f_ kgi`Z\%@
[`]]\i\
Xî\X
kXJcfm
]fiÆXk
Xccdp
\e[\[X
ffbè^
¿@jfc[
Xjc
Ylp
dp
n_Xk@n i\\[Xpjkf
ekèkf
pk_
q[Xn\ \\Xie\[
_X[fec
k_\DX
\
n\_Xm
XijXe[
Z\k_\e #Y\ZXlj\n\Xi
fk_\iZ
X^\%Jè
\e$
e\n^Xi d\MX^XYfe[j \knff]lj#
beX
kè^
k`d\#k_
k_\e`Z
Xcck_\
[j#kn`j
fX[
e
ifX
kiX`^_k
fek_\i
]fi^fkk\ \
e[c\jjj ^Zf]]\\Xk
\fe
afpè^\
@]jfd
ebè
_liip¿ è\j_Xm\
Xe[[i`
Zlim\j
m\ièX
XZ_
`j
k`feje\ ZXijXe[d
\i\
jkX
kk_
^Xj
_Xk
k_X
lYk\[k
jgiff]
d%É
\m\i[f
DO$,`
\f]k_\
_\edp
Xjflc#k c`^_kèj`[\jfd
f]
X]cXd\
8qg`c
\cc[\$
<[lXi[f Y\i
`ZXccpn
`Zj#`kj
Xk\Z_e
\d
:FKPD O,`jefkfecp XbXYc\d\Z_Xe è
Di;XZ
Xcjffn
Xe[_\
df[\c#
B
@eXepZXj\#Y\]fi\k_\]ìjkDO$,\m\i_`kk_\jki\\kj
k_\_pg\Zfdè^]ifdk_\8d\i`ZXejnXj[i`mè^
k_\<lifg\XejZiXqp%@knXjZc\Xicp:Xc`]fie`X_pg\#
k_\nfic[Zfej`jkè^f]k_\Xi\XY\kn\\eJXe=iXe$
Z`jZfXe[JXe;`\^f%G\fgc\Zflc[eËkjkfgkXcbè^
XYflkÈD`XkXÉefkÈDO$,É Xe[k_\i\nXjXi\XcD`X$
kX$dXe`X%N\_X[j\\ejfd\ZiXqpZXijkl]]èfli
[Xp#Ylkk_`jkfgg\[k_\dXcc%
@dgfikXek<lifg\XeglYc`ZXk`feji\gfik\[]ifdk_\
JkXk\jcfe^Y\]fi\`knXj_\i\ k_Xkk_\D`XkXnXj
Èk_\]ìjkAXgXe\j\ZXièXlkfdfk`m\_`jkfipkfY\
^fè^Xk\oZ\jj`m\gi`Z\j%ÉN\n\i\eËkcfe^ènfe$
[\iè^n_p%@_Xm\kfX[[k_Xkknfg_\efd\eXcgif[$
lZkjnflc[j_Xb\k_\nfic[è(0/0%K_\]ìjknXjk_\
dfjk[ì\Zk$i\XZkè^ZXi\m\iÆj_fik#hl`Zb#jdXik#
^ff[$k\dg\i\[Xk(+#''' Æk_\j\Zfe[Xe\nbè[
f]Zfddle`ZXk`fek_XknXjXcjfj_fik#hl`Zb#jdXik#
^ff[$k\dg\i\[n`k_efJG8D %K_\]ìjkG:jn\i\
XmX`cXYc\Xe[\m\ek_fl^_k_\@ek\ie\k_X[efkp\k
^fe\^cfYXc#Xgifkf$\dX`cjpjk\d_X[Xci\X[pY\^le
èk_\LJ%F]Zflij\#g\fgc\fek_\N\jk:fXjkn\i\
jfd\f]k_\]ìjkkfZfddle`ZXk\k_`jnXpn`k_\XZ_
fk_\i#Xe[_X[dX[\_`jkfipn`k_k_\ì[\c`^_k]lc
j_fikd\jjX^\j%K_\ZfdYèXk`fef]D`XkX#:Xc`]fi$
e`XXe[]XjkZfddle`ZXk`fenXjXg_\efd\efek_Xk
nXjjf]lccf]gifd`j\Xe[]le#k_Xkn\<lifg\Xej
Zflc[_Xi[cpnX`kkfkXb\gXikè`k%
k_\
i\[dp
[#@
\[k_Xk
È@fi[\
e^g\i`f
eefleZ
e^nX`k`
]`Z`XccpX
(00'%
è^Xcf
nXjf]
#]fccfn
f]Ale\
\[Xp`k
k_\jXd Jn\[\eK_\e Xifek_\]ìjk i\[kfX
(0/0$
fi
j[\c`m\
lgk_\Z
\jfc[è
kfg`Zb DO$,k_XknX [`kfi$è$Z_`\]]
nflc[Y
\[dp
XjXYc\
ìjk
k@nXj\ @_Xm\\eafp i`m\`k
]èXccpn `knXjk_\]
k_X
kf[
\cp
_\cg\[ %JèZ\k_\e
\k`d\
Dfjkc`b
ifYXYcp
\
[`kËj
@cXZbk_
\i`kg
k_\k`d
eXk\cp
fd\k\iXe
Zljkfd
qè\Xk
kdX^X d\iYlkle]fikl 'bdfek_\f[
9`cjgfi
#''
\ipjld
jaljk*
DO$,\m %K_\ZXi_X
Xek
c`b\@n
e\n%É
jk`ccc`b\
Motorsport
,*
-+
4
28
32
33
e`m\ijXipiXk\k_\
\c\Y
)'k_8e
XeZ\%
DXej`^_c`^_k\m\ekjkfZ
Z\è=i
ffbgcX \d\kXkk_\
DO$,C\
Ëj_
DO$,k
<lifg\
ifg
j\IfdXe[\
jj`fe:clYJl`j
DXq[XDO$,GX
++
56
Jf@\dYXib\[kfCfj8e^\c\jèk_\jldd\if]
(0/0%K_\8d\i`ZXejn\i\dXbè^Xcfkf]ef`j\
XYflkk_\ZXi#Ylkk_\ìj\i`flje\jjnXjkflZ_è^
kff%K_\ZXinXj`dgfikXek\efl^_k_Xk[\Xc\ij
n\i\gXpè^,'g\iZ\ekdfi\kf^\kk_\dèk_\ì
j_fniffdj%=fik_fj\n_f_X[Yfl^_kfe\f]k_\
]ìjkj_`g$cfX[]ifdAXgXe#k_\ZXinXj\m\edfi\
`dgfikXek%8c\kk\i]ifdXjk\X[]Xjkcfm\if]k_\
ifX[jk\ikf_`jcfZXcD`XkXZclYjX`[ÈN_\e@Ëdfc[
Xe[î\pXe[j`kkè^XkXYi`[^\kXYc\èXefc[]fcbj
_fd\#k_\d\dfipf]XZ\ikXèjdXccjgfikjZXin`cc
nXidd\Y\kk\ik_Xek_\k_fl^_kf]XY\k@nfefe
jfd\_fij\kiXZbf]c`]\%8kk_`jgfèk@n`ccn`j_@_X[
XcnXpjY\\ek_\afZb\p%É
62-63 Reliability
62
A long term love affair
nnn%do, $gXj
j`fe %Z_
pf]k_\ Xccfm\i<l
Fe\f]
\c\YiXk\
e`m\ijXi
fd
'0kfZ
O$,j]i
le\)' Xk`fej_`g`k
)'k_Xe
])''D
(*$(+A
i\c
DXejfe k_\jg\Z`Xc _\i\nXjX
8kfkXcf
jf]C\
Xe[
\%K
\Xi
)+?fli
X[jk\i#
fic[n`[
`gXekje
Zlckif
]Xejn
igXik`Z
k_\
DXq[XËj
Xe[jf]
_k_flj dgi\j\im\[]f nXj^`m\e]fi
_Xjn`k
:X
eXnXi[ \\m\ek%
DXq[X
e[X
Z`Xc
`kX
^k_
jg\
iZl
Xkk\e[è
DXejZ`
k_\C\
cDO$,É
\Xlk`]l
ÈDfjk9
CLUBS
Interview: Peter Birtwhistle
MX-5 Superlight Version
MX-5 Concept Cars
64 Memories of Crisp shifting
65 The Benchmark for Success
66 Awards
+,
*0
The Benchmark for Success
65
Jfd\ZXijXi\XjlZZ\jj]ifdk_\jkXik%M\ip]\nXi\jlZZ\jj]lc\m\e
Y\]fi\k_\jkXik%
DXq[XDO$,nfek_\(0/0:_`ZX^fDfkfi
J_fnËjÈDfjk=leÉm\_`Zc\XnXi[#Y\]fi\Xep$
fe\flkj`[\DXq[X_X[\m\i[i`m\e`k%8dfek_
cXk\i#IfX[KiXZbèk_\LJ8nifk\È@kjZfd$
YèXk`fef]Zfddle`ZXk`fe#i\jgfej`m\e\jj#
gi\[`ZkXY`c`kpXe[]fi^`m\e\jjdXb\`kk_\Y\jk$
_Xe[cè^knf$j\Xk\i@Ëm\[i`m\eèi\Z\ekd\d$
fip%É;\ee`jJ`dXeXk`j %K_\jXd\dfek_#k_\
LBËj8lkfZXi_X[Xi\gfikXYflk`kn`k_k_\
k`kc\È9i`cc`XekÉE\njf]DXq[XËj\oZ`kèîfX[$
jk\ijffei\XZ_\[Zljkfd\ij#Xe[k_\i\n\i\
jfdXepfi[\ijèk_\\Xicp(00'jÆdXepf]
k_\d]ifddfkfiaflieXc`jkjÆk_XknX`kè^g\$
i`f[jf]j\m\iXcdfek_jn\i\efkleljlXc%
DXq[XnXjjffeYl`c[è^[`jgcXpZXj\j]fik_\
kifg_`\jk_\ifX[jk\infe%@e(0/0#`kkffb
_fd\((XnXi[jèk_\LJ8Xe[AXgXeÆn_\i\
`knXj]ìjkcXleZ_\[ÆèZcl[è^È:flg\f]k_\
P\XiÉèk_\LJ8Xe[k_\È9\jkJgfikp:XiÉè
k_\Bè^f]:XijZfek\jkèAXgXe%@e(00'#`k
nfek_\]ìjkÈ8lkfdfY`c\f]k_\P\XiÉXnXi[è
k_\LJ8#È9\jke\nDf[\cÉèAXgXeËj9\jk
:Xijè(0/0XnXi[#Xe[k_i\\dXafiXlkfdf$
k`m\XnXi[jè8ljkiXc`X%
)'p\XijXe[(/+XnXi[jcXk\i#k_\DO$,`jjk`cc
aljkXjgfglcXiXj`k\m\inXj%K_\k_ì[$^\e\i$
Xk`fenfeÈ:Xif]k_\P\XiÉèAXgXeXe[E\n
Q\XcXe[#nXjeXd\[ÈIfX[jk\if]k_\P\XiÉè
k_\LB#Xe[k_\_Xi[kfgIfX[jk\i:flg\nfe
Kfg>\XiËjÈIfX[jk\if]k_\P\Xi#Éaljkkfd\e$
k`feX]\n%Dfi\`dgfikXekcp#dfi\k_Xe
/,'%'''g\fgc\_X[gliZ_Xj\[XDXq[XDO$,
fm\ik_\p\Xij#dXbè^`kXkil\Y\eZ_dXib]fi
jlZZ\jj%
34-43 MX-5 Clubs around the world
70-71 MX-5 20th Anniversary Edition
42 Local Stories
72-74 Technical Data MX-5 Three Generations
K_`jZXij\\d\[kf_Xm\k_\XY`c`kpkfYiè^flkk_\
Y\jkèg\fgc\%FinXjk_\fggfj`k\kil\6D`XkX
fne\iIXpAf_ejfe]ifdJXe;`\^fnifk\ÈJfd\
ZXij_Xm\dfi\jflck_Xek_\g\fgc\n_f[i`m\
k_\d%ÉN\j_flc[efk]fi^\kk_Xkk_\8d\i`ZXej_X[
Y\\eZfdgc\k\cpclcc\[kfjc\\gYp_\Xmpkfihl\$Zfe$
m\ik\iXlkfdXk`Zj#Xe[k_\D`XkXc\[k_\dèkfk_\
\oZ`kè^nfic[f]_`^_\e^è\jg\\[j%P\g#k_\i\`j
c`]\fm\i,#'''igd=ifdD`XkXDX^Xqè\Zfd\jk_\
]fccfnè^ÈPfliD`XkX\e^è\n`cckXb\\m\ipj_`]kXk
.#'''igd]fi(''#'''d`c\j%;feËkY\X]iX`[`]pfl
fm\i$i\mk_\\e^è\jfd\k_è^n`ccYi\Xb%=l\cZlk$
f]]`jXk.#*''igd%É8k_Xeb]lci\X[\ii\jgfe[\[
n`k_Èd\dfi`\jf]Zi`jgj_`]kè^¿]ifdj\Zfe[kf
k_ì[Xe[i\[cèè^`k_Xi[%É
Fek_\]c`^_kkfC8#@Zfekèl\[kfi\X[D`XkXDX^X$
qè\#Xe[]fle[le[\i:_\XgK_i`ccjk_\]fccfnè^1
È;i`m\Xk,#'''igdèj\Zfe[^\Xik_ifl^_Xkle$
e\c%J_X[\f]@e[pÉ@k^f\jfekfjXpk_Xkk_\i\`j
jlggfj\[cpXklee\cèAXgXek_XkËjjòd`c\jcfe^%
K_`j`j_fnfli8d\i`ZXe]i`\e[j^fkk_\`[\Xk_Xk
AXgXedljkY\XeleY\c`\mXYcpifdXek`ZZflekip%Jò
d`c\jèj\Zfe[^\XiXk,#'''igdèXAXgXe\j\
DO$,AflieXc`jkIXZ\#AXgXe)'',
klee\cÆ`jk_\i\Xepk_è^dfi\Y\Xlk`]lck_Xek_Xk6
@kffb@ek\ijkXk\('èkfk_\JXe9\ieXi[èfDfle$
kXèjXe[k_\e[ifm\èkfk_XkXi\Xn_\i\k_\>i\Xk
:Xc`]fie`X;\j\ikd\\kjk_\DfaXm\;\j\ik%@kËj^ff[
,.
Zflekip]fiXjdXcc#fg\e$kfgZXiènèk\i%FeZ\
YXZbèJXekXDfe`ZX#@kXgg\[flkXjkfipXYflkk_\
i\$èm\ek`fef]k_\ZcXjj`ZjdXccjgfikjZXifedpi\[
Fc`m\kk`kpg\ni`k\i%F]Zflij\#@nflc[jffe_Xm\dp
fneZfdglk\i%8e\n\iXnXjaljkY\^èeè^
,-
CELEBRITIES AND
THE MX-5
,)
\%Z fd
lj`Xjkjkf
\i<ek_
ej
IfX[jk
kC\DX
DO$,X
DXq[X
d
lkk_\eX]i\j_`[\XXgg\Xi\[%N\]XekXj`q\[
XYflkDXc`YlXe[XnfdXe#dXpY\eXd\[9Xi$
YXiXn_fj\eXd\`jgifefleZ\[èk_XkZffc#N\jk
:fXjknXp%8c`kkc\flkf]Yi\Xk_#9XiYXiXjXpjjfd\$
k_è^gi\kkpnfe[\i]lcÆn_XkXc\XgèXlkfdfk`m\
\mfclk`fe
`Z\
icjjfe#M j89
>\ikBX
i#=icX^
GlYc`j_\ JaY\i^
8cYèjjfe
klde
#¿
fik
ek_\Xl 9`cjg
DO$,`
ZXi
fi`
fikJnìjkn_fYfl^_kXeDO$,%
>leeXi
kfiJg
e^k_\] ì[$^\e\iXk`fe
XjXdf
8lkfDf
jk_
b\nXccn
e\[k_`
,] iX eZ
celebrities AND
erland
Switz
THE
MX-5
J_X[\jf]@e[p:_\Xgk_i`ccjèk_\jldd\if]Ë/0Æ,'''igdèj\Zfe[
^\Xik_ifl^_Xklee\c%K_\j\o`\jkXlkfdfY`c\]XekXj`\j\m\ij\\e
èk_\j\gXikjd\\kfjk\fgXk_`Zèel\e[fi\^Xi[è^k_\
èk\i`fi^\fîXg_pf]jdXccZXij%
Xi$Xe[
dfe^k
d\i(0/
È@nXjX
k_\jld \ZXiX]k\iXp\
`XkXjè
fj\cck_
k_\ìD
i\è
i@_X[k
?fn\m\ m\ipj\Zfe[ jkXe[`kXepdf \#@
`k\
\eZ
flc[efk
d`jj\[
jXYjkè
n_\e@Z ijf]j\i`fl n\[\eè
=èXccp#
p\X
èJ
]k\i(-
fecp
c[e\n
-#X
#jf
Xe[
)''
ZXi
\
fne\i
j`d`cXi
e_X[k_
i\m`flj
]fle[X
i%@k\m\
0#fe\g
\k\
Xi%
(0/
_\f[fd èdp]ìjkZ '''
8l^ljk
Xj
bdfek
Xe[('#
.'#'''
_\jXd\
jcXk\i#
iX[`f#k
_X[X
ldd\i
fi`^èXc
K_i\\j Xe[n\_Xm\eËk f]
i\#
X[j
bddf
#Ylkcf
ifYc\d
jè^c\g
\%%%É
jli
gc\X
[i`mè^
0'
^èXc(0
nn n% do
\Xijf]
\)'P
Z\c\YiXk
nnn%k ` [ d%[ \
Memories of
Crisp Shifting
#
\
flieXc`jk
:fccè#A d\dY\ièk_
IfY\ik
[\k#alip
nXi[
[
8]kfeYcX if]k_\P\XiX\ijn_fi\Z\`m\
kfd
[`k
0%@cfm\
Nfic[:X _\]ìjkZlj
\ikX
Yi\
'jD
\jXe[Z YlccËj$
n`k_le
ÈK_\0
fkflZ_
k_\
fX[jk\i
j`ê\[i jkpc\n`k_i\ki _ZcXjj`Zj_`k e^#Xe[
`m\
e[c`
i`k`j
XkkiXZk
]k_\9
ifX[_X
è^j
Z\eZ\f
j\k%@kj
#jk`ccYi
i\dè`j ifdk_\flk
_\j_`]k Z\eklipÉ%
`fef]k
_k]
\p\i`^
\gi\Z`j li\èk_\)(jk
cXicpk_
gXik`Zl
e^gc\Xj
lj[i`m`
idf
\ef
nnn%do$ ,%Zf
8kk_\ÈKi\]]\eè[\iD`kk\É\m\ekè?Xee$De[\e#DO$,]XejZ\c\$
YiXk\[k_\)'k_Xee`m\ijXipf]k_\ifX[jk\iè>\idXep%Dfi\k_Xe
+''DO$,j]ifdXccfm\i<lifg\kffbgXikèk_\Z\c\YiXk`fe%K_\\m\ek
èZcl[\[XZfdg\k`k`fen`k_mXi`fljZXk\^fi`\j#èZcl[è^k_\È:Xin`k_
k_\?`^_\jkD`c\X^\#Én_`Z_nXjnfeYpXeDO$,E8df[\cn`k_fm\i
*''#'''bdle[\i`kjY\ck%
*/
8ljki`Xe]i\\cXeZ\Xlkfdfk`m\aflieXc`jk
?\iY\ikMcb\ii\ZXccjn_Xk`knXj
c`b\kf\og\i`\eZ\k_\m\ip
ÔijkDXq[XD`XkXè
:Xc`]fie`Xè(0/0%
fl
`Zl\kX#A
ijè
ip]
D`b_X`cGj`kdXpj\\d#n
knf_fl k\j%@k\ek\ikX` e\f]k_\m\ ËjXY`c`kpkf[\c
`jf
@jg\e[
ZXi
:clYD
56-61 Mazda MX-5 in motorsport
Germany
The Unite
d Kingdom
clY
den cc#GlYc`j_\i#
Swe;X
Zb\nX
\[\e
nce
Fra
Z\
O$,=iXe
Xk X%] `
44-55 Celebrities and the MX-5
64-69 Success Story
%j\
ec
p)''0
fe#DX
#ClYi
_\iè^
iXeZ\^Xk
DO$,=
1st generation
2nd generation
3rd generation
3rd Generation Facelift - At a Glance
26-33 A Design Icon
DO$,Fne\ij:
Xg
k\i#Y\Z
leZ
ÈK_`j`j
nf$j\X
c`kËjX]
Z`kp
`k`jXk
Yfm\Xc
\\ck_\ pX
@Ëd^cX[
i\Xccp]
[%8e[X
XZifn
pflZXe X[i`[%@kËji\Xcc
k_i\\`j
ldd\i
_D
è^fij
k_ifl^
k_\jgi
XDO$,
XDXq[
[i`mè^
YcXjk%É
ieXc`jk#
i^\kYf k_\i\jgfej`m\ `kp%@ki\]c\Z
fn#
j`dgc`Z
n
D`XkX:cl d
Yf]=èc
Xe
nn n% d`
Fm\i(#(''DO
$,jXkk\e[\[
k_\)''0EXk
Z\c\YiXk\k_\
`feXcIXccpXk
(,k_Xee`m\ijX
DXccfipGXib`
ipf]k_\Fne\
DO$,%@knXjX
eJ\gk\dY\i
ij:clYXe[k_
dXqè^kfj\\
kf
\)'k_Xee`m\
jfdXepDO$
]fik_\ZXi]if
ijXipf]k_\
,jèfe\gcXZ
d\m\ipfe\n
\Xe[kf]\\ck
_fnXjk_\i\%
k_i`ccf]k_\;
_\\ek_lj`Xjd
8kk\e[\\jn\
i`]knfibjZXij
i\ki\Xk\[kf
Xifle[k_\k
k_\dj\cm\jn`
nXkZ_è^k_\
iXZb#Xe[jfd
k_k`d\fek_\
\d\dY\ij\m
kiXZbk\jkè^
\e_X[X^f
k_\jb`ccj
ZXi%
DXi`fJX k:fhl\$DX[[peXd`Zjgfikjj
^cp
`d\
i\jkXliXe\i]\Zkcpgc\Xjè Xlj\jfd\k Xi%@e
k@e\m\
Finla
en
d` Xk Xb
M:_\]#
Spain
e[fmXc#K
i`[
ia
fi#;i jefnpnèk\ij nXekXZXik_X[#Xjn\Xccbe c\jf]Yi`cc`Xek `m\%É
Russ\kifmjbp#<[`k
Xe[
j`Xe
dg
i\Xk[i
cbj%8e
kiX]]`Z
`k_Ilj
\n\oX
`m\iX^
ej%@kkX
Yf]Jn\
K_\D`X
kX:clY
[\e
f]Jn\[
kfkXcfn
\e`jm\
e\ijè
Jn
ipX
_XjXe
èk\i\jk \[\e Xe[_fc Zk`m\#n`k_
XYf
è^_fd
p\Xicp%
@e)
\gX^\# [jcfkjf]\m\e lk(#,''d\dY
Xe[Xe
DXq[X[ ''0k_\Zcl
\ijfl
`Z\dX^ kjXccXifle
Y_X
\Xc\ijè
kf]
n\\b\e
Z\c\Yi jY\\em\ipXZk Xqè\#D`XkX [k_\Zflekip%K )#,''
[\m\ek
Xkè^k_
_\ZclY
èJbm
Z\c\YiX
\ZXiËj) `m\kf^\k_\in YcX[\k#n`k_
]fl
k\[Yp
[\#n_\
'k_Xee
`k_Xcf
kfliè^
i\Xi\Z
`m\ijXip
kf]k_\ i`jjl\j
k_`jY\
Xlk`]lc fi[()-DXq[X %K_`jèZcl[ Jn\[`j_
i\^`fe#
\[XdX
_fc[è^ DO$,jZXd\kf
afi
kpè^Xk XgXiX[\èk_ ^\k_\i%K_\
p
XY`^^
XcX[èe \kfne#Xe[gXi
_ljn_
\i\
\iXk?f
k\c9`ccè $
DXq[XD BcXljF\jk#
Gi\
^\$
fkfiJZ
jg\\Z_
Xe[èXm j`[\ekf]
%8e
`X#^
gcXee\[ èk\ieXk`feXc Xm\X
]fi)'
(']ifd \m\ek`jXci\X
kc\9Z
(*$(,D
bXjbf^
[p
èjflk
XpXk:X
_\ieJn
j$
\[\e%
nn n%
fik X[kfY\i\[#
JXdl\c
kfiXJg
_\ZXi_ jkife^\jk
8lkfDf
`j`fe1k
[
`k_k_\
Zc\Xim
^\X
e`ZX
ÈJkiXe
\ip[Xp
Zfddl p%DXq[XDO$, kj#YlkfeX
iff]%<m
afY%@k
[^\
]fc[è^ _è^]fik_\ flieXc`jk_Xgg dY\if]^X
el
c\k
eâ
]\Zkc`kk
[fek_\
dfkfi`
Xb\jX
fkYXj\
n_Xkd
l\nXje
_\emXc
k`d\n
Message from the Programme Manager
14
18
20
24
Xl jk
Swed
D`XkX:cl
kia fi#
[`k
Slova
MXebf#<
j_Xi[
bjkf`k
$
KM$j_fn
^#k_Xe
kXg\i
ddlkè
X`jalj
iIljj`X
`j
Xpf]Zf e[k_\DXq[
Kfg>\X
k_\ZXi
_#X
p[X`cpn
e\jjf]
kjX
$,`jd
i\[n`k
\iXkfif]
,$
nn n% do
[
CLUBS
k_\DO
fn%
DO$,)'k_8ee`m\ijXipZ\c\YiXk`feèNXijXnè
GfcXe[%K_\\m\ekjkXik\[XkGcXZ9Xebfnp9Xeb
JhlXi\ èNXijXn#n_\i\(/,DXq[XDO$,m\_`$
Zc\j_X[^Xk_\i\[%K_\dfkfiZX[\#\jZfik\[Yp
k_\gfc`Z\#gXiX[\[k_ifl^_k_\Z`kpZ\eki\Xe[
_\X[\[kfnXi[jk_\9\dfnf8ìgfik#n_\i\X
[fq\em\_`Zc\jZflc[[i`m\fekfk_\kXidXZ%
*-
èdè[#
11
1 2-25 20 Years of pure
Roadster Feeling
8[XdDXij}c#<o\Zlk`m\<[`kfi#DXo`d:Q
ì
DO$, O$,:clY\m\ek
DO$,BclYGfcjbX
E\[\icXe[
K_\DXq[XDO$,:clY
YiXk\[`kj(,k_Xee`$
Xe[D`XkXfne\ij#Z\c\
]fi\ek_lj`Xjk`ZDO$,
#k_\ZclYfi^Xe`j\[X
eflif]k_`jd`c\jkfe\
m\ijXipè)''.%@e_f
8lkfGXcXZ\$[\
d\dY\ij#jkXikè^Xk
jg\Z`Xcn\\b\e[]fi`kj
ik_\E\k_\icXe[j#Xe[
\DXq[XËj`dgfik\i]f
9èZb_fijk#Xkk_Xkk`d
O$,:clYE\[\icXe[
kffbgXik%K_\DXq[XD
dfi\k_Xe(''DO$,j
d\dY\ijXe[)#'''
0)%N`k_Xifle[(#/''
nXj]fle[\[è8gi`c(0
DO$,Xe[D`XkXfne$
i^\jkfi^Xe`jXk`fej]fi
j#jlZ_Xj
ZXij#`k`jfe\f]k_\cX
Yf]]\ijmXi`fljd\dY\iY\e\]`k j%D\dY\ij
\ijè<lifg\%K_\Zcl
fikj\im`Z\
_e`ZXcjlgg
ekjXe[k\Z
\
ZclYèjliXeZ\#[`jZfl
kjg\ip\Xi#Yfk_èk_
[)'i\Zi\Xk`feXc\m\e
ZXekXb\gXikèXifle
XZclYdX^Xqè\glY$
\iZfleki`\j%K_\i\`j
E\k_\icXe[jXe[èfk_
f])#''' Xe[XZfd$
ik\in`k_XZìZlcXk`fe
c`j_\[feZ\\m\iphlX
\X]lccf]\oZclj`m\
k_Xd\dY\ij$fecpXi
gi\_\ej`m\n\Yj`k\n`
è]fidXk`fe%
f[
`m\%Il#D
The Birth of an Icon
*,
\f]k_\
ia
k_\eXd
ijnifk\
str
ifX[jk\
i`X
Au:cl
d
Y8ljk è8ljki`X#(/'
i`X %Zf
Poland
Xe`jXk`fej
DXq[XDO$,:clYE\[\icX
#fe\f]k_\cXi^\jkfi^
X
dYèXk
]fle[%
m\[flk
ÈK_\[i
K_\i\Ëj
_X[df ccp%8Y\kk\iZf `êZXeefkY\ f]]\\Zlgj%
Y`^Xe[
liX
Xe[[\j
^\Xe[Z
d\eXk
i%É
DO$,ZX #gi`Z\#hlXc`kp ]fiYfk_cl^^X jfc[ifX[jk\
\jj
fjk
ffd
jgfikè
fic[Ëjd
#n`k_i
XZk`ZXc
`jk_\n
m\ipgi
\DO$,
n_pk_
i\Xjfe
6-11
*+
44
Xd\X[
8kXeD
\ZXife
]Xmfli`k
Netherlane[ds
jd
*(
A DESIGN ICON
n n n% d o$ ,% g c
X[j
kk_
`fe#`k`j
eËknX` `fef]\ek_lj`X
AXe$<i`b
Xi\[if
@eX[[`k
%@Zflc[
\Xdf]
Kfb\\g`kjZ_XiXZk\i#dXèkXèXcfn\in\`^_kXe[
kf\mfcm\k_\[\j`êcXe^lX^\%
_kk g 1 &&do$ ,% Y \&
DfifZZf[i`m\%
n_\i\
N_Xkn`ccY\k_\Z_Xcc\e^\j]fik_\e\ok
^\e\iXk`fe6
@Ë[jXp`kËjc`b\Xpfle^Z_`c[%@k[f\jefi\Xc_Xid#
Ylk`kZXeY\XY`kd`jZ_`\mfljXkk`d\j%
K_\D`XkXDO$,IfX[jk\i:clYglYc`j_\j`kj
fneZclYdX^Xqè\#Kfgc\jj#\m\ipk_i\\
dfek_j%
DO$,:clYGfikl^XcÆ
Nflc[pflhlXc`]pk_\]ifek\e[XjÈ^\ekc\É
fiÈX^î\jj`m\É6
contents
K_\gfj`k`fef]k_\cfn\i]ifekXìèkXb\Xe[`kj
i\cXk`fej_`gkfk_\_\X[cXdgj`jk_\j`êXkli\f]
k_\[\j`ê%
D`XkXDO$,IfX[jk\i:clY9\c^`ld
A
flieXc`jk
N_Xk`jpfli]Xmfli`k\[\j`ê[\kX`cf]k_\
DO$,6
Belgium
portugal
MA
`[j
[X
\ek_\b
ay \c\Yi`kpXe[K
f]DXq
cc\[n_
#:
Y\]lc]`
\Z_f`Z\ [i`mè^#
Norw
]fi
CXijj\e k\inXjkf Xkcfe^%K_
K_\cXk\jk`k\iXk`fef]k_\DO$,]\Xkli\jfli
kpg`ZXcDXq[X]Xd`cp]`m\$gfèkî`cc\%8gXik]ifd
k_Xk#n\j\\k_\DO$,XjXjkXe[$Xcfe\`Zfem\_`Zc\
èfliiXe^\%@k_XjY\Zfd\ZcXjj`ZÆ\m\ipYf[p
befnjk_\DO$,Xe[n\nXekkfdXèkXèk_Xk
kiX[`k`fe%
36
DXq[XDO$,fne\ijXcc_Xm\jfd\k_è^èZfddfeÆ
k_\cfm\f]k_\fg\eifX[#k_\nè[ZXi\jjè^
k_\ì]XZ\#Xe[gli\#fe\$n`k_$k_\$ZXi
jgfikp]le%
K_\8d\i`ZXejgifgfj\[dXbè^k_\DO$,dfi\
dljZlcXi#c`b\XjdXccdXZ_f%@eAXgXe#Xm\_`Zc\
nXj[\j`ê\[k_Xkcffb\[dlZ_dfi\j`dgc\Xe[
Zlk\%K_\pnXek\[kf^`m\k_\`dgi\jj`fef]
Zfdè^]ifdXb`kk_XkpflYl`c[pflij\c]k_XknXp
pfl[\m\cfgXZcfj\g\ijfeXci\cXk`fej_`gkfk_\
gif[lZk%=èXccp#XgifgfjXcZXd\n`k_jkife^
9i`k`j_Xek\Z\[\ekjf]k_\DXq[XDO$,%N\è
FY\ilij\cgi\j\ek\[k_\df[\ck_XkjkXe[jfedp
[\jb#[\j`ê\[YpE`^\cIXkZc`]]\n`k_Xeèk\i`fi
[\m\cfg\[YpEXbXaXdX$jXe#XAXgXe\j\[\j`ê\i
k_\enfibè^èk_\<lifg\Xe[\j`êjkl[`f%
*'
MX-5 Clubs
around
the world
[[kfk_`jj`dgc`Z`kpXe[i\c`XY`c`kp#
Xe[pfl_Xm\k_\i\Z`g\]fiXle`hl\
Xe[[\\gYfe[%K_`j`j\m`[\ekYpk_\
eldY\if]DO$,fne\ijn_fXi\jf
[\c`^_k\[n`k_k_\ìifX[jk\ik_Xkk_\p
j\\bflkfk_\ifne\ijkfj_Xi\k_\ì
\og\i`\eZ\j%K_`j`jgi\kkple`hl\èk_\
dfkfiè[ljkip#Xe[Y\^XeXkk_\m\ip
Y\^èeè^è(0/0%JèZ\k_\efm\i)''
DO$,&D`XkXZclYj_Xm\Y\\e]fle[\[
Xifle[k_\nfic[ÆdXepf]k_\dn`k_
k_\ìfneZclYdX^Xqè\#n\Yj`k\#\m\ekj
Xe[kflij%9Xj\[fed\dY\ij_`g
è]fidXk`fe]ifd<lifg\XeDO$,
fi^Xe`jXk`fejÆk_\LBDO$,Fne\ij:clY
_Xj+#+,'d\dY\ij#]fièjkXeZ\ÆDXq[X
\jk`dXk\jk_Xkk_\i\Xi\ifl^_cp('#'''
g\fgc\è<lifg\XjjfZ`Xk\[n`k_jfd\
bè[f]DO$,fi^Xe`jXk`fe%8e[k_`j[f\j
efkèZcl[\k_\cXi^\eldY\if]DO$,&
D`XkXn\Yj`k\jn_\i\fne\ijj_Xi\k_\ì
\og\i`\eZ\j#]è[jgXi\gXikj#fi^Xe`j\
jdXcccfZXc^\k$kf^\k_\ij#fij`dgcpkXcb
XYflkk_\afpk_\p_Xm\è[i`mè^k_\ì
ifX[jk\i\m\ip[Xp%
?fn`jDXq[XËj[\j`ê;E8i\]c\Zk\[èk_\
k_ì[^\e\iXk`fe6
;`[k_\j\[`]]\iXcfk]ifd\XZ_fk_\i6
Fe`kjj`dgc\#YXj`ZYf[pj_Xg\n`k_dfjkcp
gXiXcc\c$ileeè^cè\j%K_\j\cè\j[fefk]fid
gfèkj#[fefk_Xm\Xep[iXdXk`ZXccpZifjjè^
\[^\j#ef^`dd`Zbj%K_\n_\\cn\ccdflc[è^jXi\
b\gkkfXdè`dld%K_\jc`^_kè[\ekXk`fefek_\
Yfee\k#Ypk_\nXp#_XjY\\eXifle[jèZ\k_\]ìjk
^\e\iXk`fe%FliDO$,`jXeflkjkXe[è^\oXdgc\f]
_fnj`dgc\jfclk`fejXi\f]k\ek_\Y\jkfe\j%
@eJgiè^(0/0XjdXccîflgf]>\idXeXlkfdfk`m\aflieXc`jkjXZZ\gkjXj\Zi\k
èm`kXk`fekfk_\LJ8kf\og\i`\eZ\k_\DO$,c`m\]fik_\]ìjkk`d\fei\XcifX[j%
SUCCESS STORY
-,
5
The Birth of
an Icon
H
ow Mazda’s roadster went from
being an idea of an
MX-5 to an open-top
legend.
6
development story
7
would have to be low
weight – a central
concept that Mazda is
focusing on with its
current line-up as well
– and from this all other
attributes of the car
could be developed. This
was also the findings of a
study done by Mazda North
American Operations at the time.
The most important criteria of a
roadster, the study said, were low weight
and room for only two passengers. The engine
should be at the front, drive should come from the
rear axle, there should sufficient engine power and
the car should be exciting to look at.
Front and rear end designs short before the pre-series model received its finishing touches at
Mazda North American Operations in California.
A
legend always begins with an idea. The Mazda
MX-5, the most successful roadster in the
world, was only a hint of an idea back in March
1979. It was mentioned almost in passing during a
conversation between Mazda’s head of
development at the time, Kenichi Yamamoto, and
the American journalist Bob Hall. At the end of
their interview, Hall suggested that Mazda build a
“lightweight sports car.” There were really no
competitors for such a car at the time. Hall, who
“The designers and engineers were
now working on an automobile that
perfectly matched what they
imagined to be.”
had driven British cars from MG, Lotus and
Triumph his whole life – annoyed by their
disappointing quality – sketched his idea in thick
chalk lines on a blackboard. With this sketch, he
warmed the hearts of several Mazda engineers,
and began the complicated process an automobile
manufacturer requires to turn an idea into a
legend.
8
It would be ten years before the first production
model saw global premiere, when the first Mazda
MX-5 took the stage at the Chicago Auto Show. Not
only was it a fantastic roadster, it was also the
result of an unprecedented collaboration of
engineers, designers and test-drivers from Japan
and the USA. Under the code name “P729,” the
roadster project had been verified, sketched,
tested and evaluated by what – ten years earlier –
had been a small group of men. This group would
eventually become a development team whose
Japanese wholeheartedness combined with
Japanese philosophy created a car that would reawaken the joy of man in perfect harmony with
machine. By employing the Jinba Ittai concept of
“oneness between horse and rider” from
traditional Japanese culture, a strong bond
between driver and car could be realized. This
formula is at the inner core of the Mazda MX-5.
From this sprang all the attributes that would
make the roadster such a success. But at the start
of the 1980s, the world wasn’t ready for it yet.
First there was a lot of persuading to do, and
Yamamoto and Hall searched for allies – after all,
their idea should become a real product. About
this time, Hall attended the Pebble Beach
Concours d’Elegance on the Monterey peninsula
and ran into some members of the rotary sports
car Mazda RX-7 development team. The men
chatted amiably surrounded by expensive vintage
cars, and then Shunji Tanaka said the magic words
– lightweight sports car, or LWS for short. This
would become the most important attribute of the
still germinating Mazda roadster idea. The car
With this, the parameters were set for the R&D
Centre in Irvine, California, which was established
in 1981. But there would be no serious directive
from Mazda headquarters in Hiroshima instructing
the team to begin development until 1983. During
this period Yamamoto, Tanaka and Hall continued
to be excited about the roadster and to plan. The
first design studies were made, but it would not be
until Yamamoto was promoted to President of
Mazda Motor Corporation that the project got the
support it needed. He was still a staunch supporter
of the idea and created a special development
program to move it forward called “Offline, Go
Go”..
The fact that the designers and engineers were
now working on an automobile that perfectly
matched what they imagined it to be, but was a
niche vehicle according to market definitions, had
the advantage that they were not pressed for time.
Nonetheless, for Mazda managers a roadster like
this must not only bring joy to customers, it should
also make a profit. For this reason the decision was
made – based on business necessity – to hold a
competition internally
at Mazda to determine
the best kind of
roadster concept. Three
separate sports car
layouts were evaluated.
In Irvine, a classic concept
with front-engine rearwheel drive was worked on,
while in Japan concepts using
front-engine front-wheel drive and
mid-engine rear-wheel drive layouts
were explored as well. The entire P729
project was led at the time by Masakatsu Kato,
who then decided to move to the Research Division
at the start of 1986. His management position was
taken by Toshihiko Hirai, who was relatively young
for this management job by Japanese standards.
But as is often the case, the process of turning a
project into a successful product is dependant on
the right people coming together at the right time.
No one knows what would have happened, had
these successful managers and engineers working
on project P729 not come together. Fact is, after
initial decisions were made about the project
based on the three layouts, a crack team of
experts was assembled that include the head of
development Hirai, Mazda’s future design director
Shigenori Fukuda, the progressive westernoriented Tom Matano, and the American designer
Mark Jordan. Tom Matano became head of the
design studio in Irvine. Inspired by his Japanese
mindset and his knowledge of the American way of
life, he identified those attributes that would
eventually become the secret behind the appeal of
Mazda’s roadster. It’s the hindquarters that drive a
horse forward, and the rider who stabilizes it at the
front, which creates a strong bond between him
and the horse. This was Matano’s argument for
placing the engine under the front bonnet and
driving the car via the rear axle. The Japanese
Wooden models were the basis for the
construction of the first Mazda MX-5 prototype
MX-5 Clay Model
development story
9
Message from Kijima-san, MX-5 Programme Manager
“How it feels to reach the 20th
anniversary and why the MX-5
deserves to be treasured“
The Mazda North America
design sketches interpret the
roadster in many variations.
Nobuhiro Yamamoto, Programme Manager,
in charge of Sports Cars
Nobuhiro Yamamoto spent most of his
engineering career at Mazda in production and
racing rotary engines, before joining the
development team of the 2nd-generation MX-5
and eventually becoming Deputy Programme
Manager of the 3rd-generation: “My best
memory of Mazda, after the Le Mans 1991
victory, is the 3rd-generation MX-5 being
awarded the 2005 Car of the Year in Japan.”
picture of a rider that is one with his horse would
become the ideal behind the development of the
small roadster.
But designers did not share the same opinion
when it came to the type of clothes the new
roadster should wear. In fact, there were some
heated discussions among the supporters of the
various concepts and design directions at this
point. But in August 1984, the California concept
from Mark Jordan and Tom Matano finally
convinced top management in Hiroshima. Not only
did it have a classic front-engine rear-wheel drive
layout, but also other technical specifications – like
short shift travel that allows the driver to shift by
using his wrist, direct steering, appropriate
materials for steering wheel and shift knob, an
engine with sufficient power and a sound that
awakens the driver in man.
After the fundamentals were decided upon
regarding production and the kind of concept that
should be developed, P729 finally picked up speed.
The development centre in Hiroshima took the
lead, and in Mazda’s portfolio components were
10
found that could be fine-tuned to fit the character
of the new roadster. The British design studio
International Automotive Design (IAD) was
contracted to build the first prototypes in March
and June of 1986. Not considered was a rotary
engine, which would be reserved for more
exclusive models. Management decided that
Mazda’s roadster would have to be outfitted with
existing volume model components if it were to be
small, light and affordable. Engineers found the
right engine in the Mazda 323, a 1.6-litre fourcylinder that they then taught how to growl like
the Americans wanted their roadsters to sound. A
five-speed transmission from the Mazda 929 was
chosen to transfer power – 85 kW/115 PS should be
enough – to the rear axle, the chassis was given a
four-wheel independent suspension and all wheels
got disc brakes. In May 1987, the first car clinic was
held with a vehicle very close to production, and
the people who attended were thrilled by what
they saw. The speed in developing a final
production model picked up again.
In April 1988, there were already 12 prototypes of
the Mazda Miata, which would be the name for the
car in the US market. In July that year, American
journalists test drove these cars and demanded
that Mazda build it. And we all know what came
out of this – a living legend.
From the left: Wu Huan Chin (Designer), Norman Garett
(Powertrain Engineer), Koichi Hayashi (Designer) and
Bob Hall (Automotive Journalist )
While 20 years may not seem a long
lifespan for a vehicle in Europe or the
US, it is certainly long for a Japanese
car, especially if one considers the
bewildering rush of new cars that have
been pumped out in Japan since the
1950s. One of the main reasons for the
MX-5’s enduring popularity is that the
appeal of the current, third-generation
version remains unchanged from the
original model.
“I believe the key to the MX-5’s longevity is the
first-generation model’s product concept, Jinba
Ittai, which shuns the conventional trend for sports
cars to seek more and more horsepower, and
instead focuses on providing fun. I feel very deeply
that the car’s strength lies in the continuation of
this concept.
When I think back to the early stages of
development for the second and third-generation
MX-5 models, I remember that when we asked
customers and sales staff for suggestions, most
requested increased engine power. Indeed, the list
of sports cars throughout the world that have
been continually redesigned with larger engines is
almost endless.
Although I can understand this desire, I have
politely yet resolutely refused to change my ideals.
I have experienced especially strong opposition
from America, the MX-5’s largest market, where
many customers simply cannot understand vehicle
development that targets Jinba Ittai instead of
increased power. The same objections are raised
with each new version we release. It is a clash of
car cultures that is very painful for me.
I believe that this difference in approach is the
largest barrier obstructing advancement of the
MX-5 program.
The 20-year history of the MX-5 is a 20-year battle
to maintain low vehicle weight, which is the root of
fun-to-drive; it is a 20-year battle against the trend
for more powerful sports cars; and it is a 20-year
battle against the horsepower car culture and
related vehicle technologies.
I still believe in Mazda’s unique approach to sports
cars, and I remain determined that these battles
will never be lost.”
Takao Kijima MX-5 Programme Manager
To all MX-5 fans
in Europe:
“When we began development of the first generation
MX-5 of 1989, we closely examined the tradition of
lightweight sports cars in Europe. The most important
thing we learned was that above all else, cars had to
be fun to drive. We chose to embody this fun with the
Jinba Ittai product concept. Jinba Ittai is the essence
of horseback archery (Yabusame), a traditional
Japanese Shinto ritual. At Mazda, it is a philosophy
that emphasizes communication between the driver
and the car.
The wholehearted support that you have shown for
the Jinba Ittai concept has brought people together
all over the world. In reaching its 20th birthday, the
MX-5 has become more than just a car; it is a means
to connect people around the world through driving
enjoyment. Its influence extends far beyond our
original expectations. For Mazda’s engineers, there is
no greater pleasure or honour.
I promise that we will always seek to fulfill our
customers’ expectations by ensuring the MX-5 is fun
to drive forever.”
development story
11
20 years
of pure
roadster
feeling
12
13
A Team Effort –
the Designers of the First-Generation MX-5
The first MX-5 production car’s unique and
groundbreaking design did not come from the
pen of one designer, but from the input of six of
them. In 1986, what had formerly been an
offline research project was given the go-ahead
for production development, and Hirai-San was
appointed Programme Manager of what would
become the first MX-5. The design was created
at Mazda’s design centre in Irvine, California,
and was led by Shinzo Kubo from Japan, and
Mark Jordan in the USA. Jordan was the son of
Chuck Jordan, the legendary head
designer at General Motors for years.
He assembled a team that included Tom Matano
– who had worked on earlier MX-5 designs and
provided continuity to the team – along with
Shunji Tanaka, Koichi Hayashi and Wu-Huan
Chin. Jordan and Chin had been working in
Germany, for BMW and Opel respectively,
before being called to California. This
international group worked for over a year,
presenting clay models and new designs to top
management. Finally in March 1987, a version
with subtle changes by Shunji Tanaka was
approved for the final production model, and
the original MX-5 was born.
FirstGeneration MX-5
Big News from a little Car
Bob Hall’s idea of a lightweight, two-seat roadster had
miraculously survived the perception that
there was no longer a market for such a car,
and even sceptics within Mazda itself,
Overwhelmingly positive reactions in Chicago to
to finally be produced and shown to
the first-generation MX-5 proved that the look of a
the world at the Chicago Auto
classic roadster was still very appealing, but true
addiction was to come for owners on the road. The
Show in February 1989.
I
t possessed the extended bonnet, twopassengers back dimensions of a classic
roadster, but was shorter and more compact. At
just 3.984 metres long, and a mere 1.222 metres
high, it must have looked very small at an
American motor show in 1989. Even more radical
were its smooth, rounded-off edges that seemed
to purposefully reject the angular, wedge shapes of
its direct competitors at the time – the Toyota
MR2, the Reliant Scimitar SS1 1800ti, and the soonto-be-discontinued Fiat X1/9 – but added square
pop-up headlamps just in case anyone took
offence. The car captured brilliantly the purity and
simplicity of the roadster. In fact, the firstgeneration MX-5 was simple in every respect –
simple to own, simple to drive, simple to use, and
simple to love.
20 years
of history:
14
task of delivering this was left up to the first
generation’s Programme Manager, Toshihiko Hirai.
Under his leadership, Mazda took the lightweight
roadster concept further than anyone could have
imagined. The original MX-5 was one of the first
cars in history to use computer modelling for the
entire design process. Focusing on reducing
weight, it tipped the scales at just 955 kilograms in
Chicago fulfilling the target of providing a truly
lightweight sports car, while meeting all current
crash safety requirements. This was even more
amazing, if you consider that its front-engine /
rear wheel-drive layout required a rear differential
and an additional powerplant frame to stabilize the
drive train.
Light weight also allowed engineers to provide
sports car exhilaration from a compact 1.6-litre
1979 February
The American journalist Bob Hall makes a suggestion to Mazdas´ technical director Kenichi Yamamoto: Mazda should develop a small sports car.
1979 March
Hewlett-Packard announces release of its
first personal computer.
1981 May
Mazda opens its US Research and
Development Centre in Irvine, California.
1983 January
Bob Hall and the designers Fukuda and Yagi begin
working on plans for a lightweight roadster with a
classic powertrain.
1984 January
In the USA and Japan work begins on
three prototypes based on different
drivetrain layouts: classic, front-wheel
drive, mid-engine.
20 years of PURE ROADSTER FEELING
15
The taillights of the first generation were exibited in the New York Museum
of Modern Art (MoMA) as a design object.
engine – crucial in a car this size. The firstgeneration’s engine came from Mazda’s extremely
popular compact, the 323. A special cylinder head
with double-overhead camshafts, four valves per
cylinder, and special sports car tuning turned it into
a sporty aggregate with the ability to produce high
engine speeds – too high, in fact, and electronic
cut-off limited it to 7,200 rpm. Its compression
ratio was increased to deliver more power at a
wider engine range. A multi-point fuel injection
system was introduced for efficient combustion
and consumption, and a special camshaft shape
that maximized engine performance at high engine
speeds was employed. At launch, the first
generation was not a high-performance screamer,
but quick and extremely lively and fun to drive. It
produced 85 kW/115 PS at 6,500 rpm (72.5 PS per
litre) and maximum torque of 135 Nm at 5,500 rpm.
This translated into a 0 to 100 km/h time of 8.8
seconds and top speed of 195 km/h.
1984 August
Plans for the American version – front engine, rear wheel drive – are chosen over
the other two alternative layouts.
16
Hirai-San’s overall concept for MX-5 was Jinba Ittai,
and the generation delivered on this by using
independent double wishbones at every wheel for
superior camber response in the curve, crisp
response to steering wheel input and great wheel
traction. The MX-5 motor was placed front midship, ahead of the driver but still over the front
axle. This gave an ideal 50:50 weight distribution.
The lower positioning of the engine allowed for a
low centre of gravity. Then a powerplant frame
made of pressed and perforated aluminium was
added running along the prop shaft to the rear axle
– a feature found at the time only on the Corvette
and the BMW Z1 – which reduced vibration
associated with throttle response (in rear wheeldrive cars). Combined with lightweight crankshaft,
rods and pistons, this delivered quick pedal
response. A compact, manual five-speed
transmission with a short, high-mounted gear shift
lever and precise and short gear travel, rack and
1984 September
Work on the MX-5 begins at Mazda´s
Development Centre in Hiroshima.
1985 September
A British design studio hands over the
MX-5 prototype, which is now ready for
test drives at the MIRA proving grounds in
England.
pinion power-assisted steering, along with special
super lightweight alloy wheels and tyres, ensured
one-with-the-car driving at any speed.
sportscar features like Bilstein shocks. Side impact
bars were also added in the doors, a feature that
continues to protect passengers until this day.
The interior was designed to be comfortable yet
snug, its original meters and air vents were round
for a classic look, and its soft top could be opened
and closed in a parked position very quickly. Mazda
had taken the second-biggest risk in company
history (after the rotary engine) and had proven in
Chicago that open-top roadster fun was not a thing
of the past. No one – not even its creators – could
have known that a legend had been born, and
people around the world would soon be clambering
to buy it. Within months, European sports car
customers were importing Mazda’s little roadster
rather than waiting until it was launched in the UK
and the Netherlands, which would come a year
later.
Then in 1994, the first and only facelift of the first
MX-5 was introduced. The design was by now so
popular that it was left unchanged with the
exception of deeper seats, new upholstery,
adjustable head restraints and new storage
pockets in each door. Most of the changes were
under the bonnet, including the addition of the
powerful Mazda 323 F GT engine. This 1.8-litre
DOHC aggregate quickly became a favourite of
new customers around the world. It produced 96
kW/131 PS of lively power (+16 PS vs. the original
1.6-litre petrol) and 152 Nm of torque at a lower
engine speed of 5,000 rpm (+17 Nm). The extra
power was optimized by leaving the original’s
suspension unchanged, while increasing the car’s
already-high torsional rigidity. With this new
engine, the first-generation facelift of 1994 was
quicker off the line – it did 0 to 100 km/h in 8.2
seconds – with a slightly increased top speed of
197 km/h. The MX-5’s safety package was improved
with this facelift as well. Its disc brakes were now
255 mm in diameter in front and 251 mm at the
back (both + 20 mm vs. original), side impact bars
from the Japanese special edition integrated as
standard, and ABS introduced for the first time as
an option in Europe. ABS would become standard
equipment with the introduction of the 90 PS 1.6litre petrol version a year later.
The first Special Edition and a minor
Facelift
In August 1990, the MX-5 got its first-ever special
edition model in Japan, the V-Special, in a British
Racing Green colour with tan leather interior and
Nardi wood shifter and steering wheel trim. New
options like a four-speed automatic transmission
and ABS were also added for the Japanese market.
During the next three years, a series of special
versions would be produced with high-tech
features (at the time) like SRS airbags and
1986 April
Masaaki Watanabe and a team of
designers begin to make detailed
drawings of the Mazda MX-5.
1986 August
The final decision concerning the technical components of the Mazda MX-5 is
taken. It is also decided internally that
there will be no rotary engine under the
bonnet.
1987 July
According to the United Nations, the
world population crosses the
5,000,000,000 mark.
17
SecondGeneration MX-5
MATURE AND SPORTY
E
ight years after the original MX-5 took the
automotive world by storm, a new secondgeneration version was launched at the Tokyo
Motor Show 1997 (in Europe 5 months later at
Geneva 1998). The combination of classic yet
modern roadster design, insightful functionality
and superior handling and performance of the
original version was fully retained in the new
model, but it was now slightly larger in all its
dimensions and better equipped but weighed only
about 40 kg more. The design had been modified
in subtle, but important ways. It still possessed
smooth, rounded-off edges everywhere, but the
side panels were now articulated with two
character lines for a more muscular look. The
pop-up headlamps were gone, replaced by almondshaped lamps at the front. These gave the MX-5 an
even cuter face, and would help make the secondgeneration the most popular two-seat sports car of
its era, especially amongst women customers.
Higher quality materials – including a new glass
rear window – were also introduced to the interior,
comfort improved by a new wind deflector behind
the seats and 20 litres more boot space, and
design details modified to add more classiness.
However, even bigger changes had occurred below
the skin of the new model. Retained were the
1985 September
Mazda displays a concept sports car as both
roadster and coupe at the Tokyo Motor Show.
The concept car with the designation MX-04 is
equipped with a rotary engine and four-wheel
drive.
18
1988 April
acclaimed front mid-ship rear wheel-drive layout
and five-speed manual, but engine power and body
rigidity had been increased. The 1.6-litre engine
now produced 110 PS (+ 20 PS), and the 1.8-litre
petrol 140 PS (+ 9 PS) and increased torque of 162
Nm (+ 10 Nm); while new body reinforcements had
raised torsional stiffness even further. Engine
performance was enhanced by improved
aerodynamics and a lower coefficient of drag (Cd)
of just 0.36 (vs. 0.38 for the original model). The
now-famous double-wishbone suspension system
of the original MX-5 was retained, but retuned and
updated with larger stabilizer bars, a wider tread
width (for the 1.8-litre version), a self-locking
differential at the rear axle, a three-channel ABS
system as standard and new 15-inch wheels. Taken
together, the second-generation evolved the onewith-the-car driving experience of the original
MX-5 to even higher levels of driving fun. It was
still the same lightweight, instant-reacting, opentop roadster it had been for the previous 8 years…
only better.
Two Second-Generation Facelifts
In 2001 Mazda launched a minor facelift version of
the second-generation MX-5. New were the front
face and the tail lamps, the driver instruments,
now white with red numbers, seats with better side
American automotive journalists get to drive the
Miata/MX-5 in Japan. All of them return from the
test drive thrilled about the car.
1989 February
Production of the Mazda MX-5 begins in Japan.
To begin with, the roadster is built in for the USA,
Canadian, Australian and Japanese markets. It
comes in four colours: blue, white, silver and red.
Tsutomu "Tom" Matano
One of Mazda’s MX-5 designers was heavily involved in creating
both the first and the second MX-5 generation: Tom Matano. He
was born and raised in Japan. His parents owned a 1950s-era
Cadillac and a neighbour a Citroen 2CV, and he grew up loving
unique-looking cars. He briefly attended Seikei University in
Tokyo to study Analysis Engineering, but soon moved to Los
Angeles to study at the Art Centre of Design, where he took
Bachelor’s Degree in 1974. He immediately displayed a talent for
unique forms, and at his first job at GM’s design centre in
Warren, Michigan designed the “waterfall” grille of the 1976
Oldsmobile Cutlass. When Mazda began looking for a designer
for their small roadster project 1983, they settled quickly on Tom
Matano, perhaps with a recommendation from Chuck Jordan,
who surely knew him from his GM days.
After his legendary success with the MX-5,
Mr. Matano would eventually lead the
Mazda international design organisation
that produced the new Zoom-Zoom line
up in 1999 and 2000. He left Mazda after
that to form his own design company in
San Francisco, and is currently Executive
Director of the Academy of Art
University’s School of Industrial Design.
support, 16-inch wheels, and yet another
increase in torsional and flexural rigidity for
even better handling characteristics. The 1.8litre petrol was also upgraded with sequentialvalve timing and slight changes were made to
the exhaust system, which gave a bit more
power than previously.
These changes were still onboard when a
second facelift came in 2004 in Europe to
celebrate the 15th anniversary of the world’s
favourite roadster. Introduced on the outside
were lower rear door panels, new 16-inch
wheels in a cool five-spoke design, and a gentle
hump over the high-mount tail lamp on the
boot. Better-quality black seat materials were
also added, a silver-look centre console, a more
efficient wind deflector, and you could now order
optional (and only visually functional) roll bars
behind the front seats. New as well were two
additional speakers for the standard audio system,
raising the number to six. These were integrated
into the wind blocker for better audio sound with
the top down. A new sport model was also
introduced with the 2004 facelift for customers
looking for even more performance. It offered a
six-speed manual transmission, along with an
enhanced body structure, a sports suspension
1990 May
The first official imported Mazda MX-5s are
delivered to private customers in Europe.
system with special Bilstein dampers, and highperformance tyres. This version had the facelift’s
standard 1.8-litre petrol with 146 PS at 7000 rpm–
which now had 168 Nm of torque at 5000 rpm (+ 6
Nm verses original second-generation 1.8-litre) –
but with the enhancements mentioned above, it
had a slightly higher top speed of 208 km/h.
1990 October
Re-unification of Germany. East
Germany ceases to exist
1990 December
During the year, a total of 95,640 Mazda MX-5
were produced, 25,226 stay in Japan, the rest are
exported. Total production for the years 1989/1990
reached an impressive 140,906 by the end of 1990.
19
Yasushi Nakamuta –
Designer of the third-Generation MX-5
ThirdGeneration MX-5
The “Gram Strategy” Begins
The third-generation version of Mazda’s
roadster was launched at the 2005
Geneva Motor Show with a new design
that renounced the “cola bottle waist”
of the first two generations, was
lower to the ground and more
athletic than any of the
previous models.
When the design process began for the all-important thirdgeneration Mazda roadster in 2002, Yasushi Nakamuta had
been preparing for the job for 15 years. After finishing his
studies at Kyushu Sangyo University with a degree in
Industrial Design, he had joined Mazda’s design department
in 1987. He was given responsibility for creating the exterior
and interior design of the RX-7, which was unusual for
someone new to the company, and in 1989 he created the
interior for the Eunos 500 / Xedos 6. Four years later he
moved – as young Mazda designers from Japan often do – to
a Mazda’s design studio overseas
(this time in the US), where he
contributed to the design of the
second-generation MX-5. After
returning home in 1998, he would
hold Chief Designer positions for
several important projects including
the Secret Hideout concept car, the
first Mazda2 and finally, the thirdgeneration MX-5, which he
described as a “synthesis of
modernity and tradition.”
T
he third generation was slightly longer, wider
and taller, with a 65 mm increase in wheelbase, a
major increase in track width – by 75 mm in the
front and 55 mm in the rear – and had wider tyres.
Its wheel arches were slightly more flared as well,
making room for new 17-inch wheels.
These increases had no effect on the classic
roadster look the MX-5 was loved for, nor did they
negatively influence its nimble, lightweight
character. In fact, though larger and better
equipped, the new version was only 10 kg heavier.
This was achieved by Mazda’s new “gram strategy”
that painstakingly reduced weight wherever possible
during development. The boot lid was of aluminium,
for instance, and the amount of high and ultra highstrength steels increased. These weight-saving
techniques first used on the third-generation MX-5
would be employed to decrease the weight of all
next-generation Mazda vehicles in a process that
continues to this day.
The third-generation also introduced major updates
that increased comfort and convenience, like a new
soft top operating mechanism that was now
centrally placed and could be opened and closed
with just one hand. Increases to the exterior
dimensions, though slight, meant more room on the
interior, which was further upgraded by higher
quality materials, better functionality, more
1993 December
The 300,000th MX-5 rolls off the
production line in Japan.
20
1994 March
The MX-5 gets its first facelift – with a
new 1.8 litre 96 kW/131 PS engine.
1998 March
The new 2nd generation MX-5 celebrates European
premiere at the Geneva Motor Show and hits
European showrooms that same year in 110 PS
and 140 PS versions.
1999 January
The Euro currency is introduced.
1999 February
The 500,000th Mazda MX-5 rolls off the
production line. No roadster was built and
sold so often in the course of only ten years.
2000 December
About 600,000 MX-5s have been sold worldwide,
almost one out of every four in Europe (127,000).
21
Record breaking 12 seconds to retract the hardtop from the roadster coupe
storage compartments, more air and heat vents
and a deeper boot. Xenon headlamps, keyless
entry and start, and a new Bose® sound system
were introduced to the line-up for the first time as
options.
The 1.6-litre petrol engine was dropped for good
with the third-generation, and a new 2.0-litre
petrol powertrain with 118 kW/160 PS was added
that could be ordered with the standard five-speed
transmission, or with an all-new six-speed manual
transmission. The 1.8-litre was retained, but with
less power befitting its new positioning, at
93 kW/126 PS, and coupled to the five-speed
manual transmission. The third-generation chassis
retained its classic layout and ideal 50/50 weight
distribution, but its new body shell had an even
lower centre of gravity, a 47 percent and 22
percent improvement in torsional and flexural
stiffness, respectively, and larger disc brakes –
290 mm in the front (+ 25 mm) and 280 mm in the
back (+ 29 mm). MX-5’s safety package now
included new side airbags and dynamic stability
control (DSC) as standard in most markets.
MX-5 Roadster Coupe –
The All-new Power Retractable
Hardtop
A year later, in 2006, Mazda again did the
unexpected by introducing the first-ever power
retractable hardtop MX-5. This was in response to
increasing demand for open-top driving with the
added comfort of a hardtop. Mazda again proved
to be the better roadster manufacturer by
delivering a hardtop that retracted in just 12
seconds, the fastest on the market, and by
designing it to fold into the space behind the seats
leaving boot space untouched. The rear fenders
and the boot area were given subtle changes to
provide enough space for this. The front edge of
its rear deck lid, for example, was placed 40 mm
higher than the soft top. To ensure that the MX-5
Roadster Coupe not sacrifice any of its low sportscar crouch, designers raised the boot lid 20 mm,
which allows the roof line to fall softly into the
back of the car, and added more prominent rear
wheel arches.
Designers of Mazda’s new power retractable
hardtop version had captured the look of a classic
British coupe as inspiringly as their colleagues
had with the soft top roadster. But even better
than this – there were now two versions to choose
from.
Third generation MX-5 Facelift - Make
something good even better
In June 2009 Mazda demonstrated how, with
technical and optical finesse, you can make
something good even better when it launched the
third-generation MX-5 facelift, which is the current
version of the classic roadster. Modifications on
the front bumper and the side sills, for instance,
were undertaken to optimise aerodynamics and
help the MX-5 cut through the wind to an even
greater degree. Suspension fine-tuning also
makes the current roadster react even more
precisely to steering input.
2001 January
The second generation MX-5 gets its
first facelift.
22
2002 January
Opening of the Olympic Games in
Salt Lake City, USA.
2005 March
Introduction of the 3rd generation
MX-5 as a Soft Top version.
2005 April
Total MX-5 production reaches
700,000 units.
2006 July
Mazda introduces the Roadster
Coupe, the first-ever retractable
hard top version of its roadster.
Changes were done to the engines too. The 2.0litre aggregate got a major overhaul. It still
develops 118 kW/160 PS and maximum torque of
188 Nm, but is now even higher revving, reaching
maximum output at 7,000 rpm rather than 6,700
as before. Mazda engineers also optimized all
components that influence engine sound, which
results in a deeper, sportier growl, while lowering
noise levels in the cabin itself for more comfort.
Fuel consumption of the facelift’s 2.0-litre engine
is now lower. With the five-speed, it now uses 7.4
litres per 100 km, which is 4 percent less, and with
the six-speed manual it uses 7.6 litres, which is
7 percent less. The 1.8-litre 93 kW/126 PS engine
has a new final gear ratio that helps make it even
more efficient. This updated petrol now uses 7.0
litres per 100 km, which is 4 percent less than
before.
For the first time ever in Europe, a six-speed
automatic transmission is now available with the
larger petrol 2.0-litre engine. It comes with
manual-shift mode using steering wheel paddles
for a sporty driving experience, especially in the
curve and when accelerating to pass.
On the inside, the 2009 MX-5 facelift is dominated
as always by clear, classic forms. And quality feel is
enhanced by the introduction of new materials,
colour combinations, decorative detailing and
practical features.
2009 May
Facelift of the 3rd generation MX-5 is introduced
(Soft Top and Roadster Coupe)
2010 February
Production of the MX-5 roadster
reaches 875,000 units
23
At a Glance
The Mazda MX-5 Third-Generation Facelift 2009
Exterior Design
Powertrains
• Exterior styling that is more dynamic looking and more aerodynamic
• MZR 2.0-litre petrol revised for better
performance feel and topspeed (manual transmission only):
• New single front fascia bumper that is more
aggressive
Chassis & Safety
• Evolution of Jinba Ittai ‘one-with-the-car’ feeling
• Front-midship, rear-wheel drive configuration
for ideal 50:50 weight distribution and superior
handling attributes (carry-over)
•
Ca. 58 percent of the body-in-white is made of
ultra-high or high-tensile steel for excellent
flexural and torsional stiffness and crash
resistance (carry-over)
• More equipment with no gain in weight: still the
same lightweight roadster (starting at 1,075 kg)
• Height of the front roll centre lowered by 26 mm
for more linear roll movement
• New five-point grille
• 118 kW/160 PS at 7,000 rpm (before: 6,700 rpm)
and maximum torque of 188 Nm at 5,000 rpm
• New headlamp design with white turn-signal
lenses for a quality look
• 500 rpm higher rev-limit (7,500)
for livelier acceleration feel
• New highly-sculptured triangular front fog lamp
bezels
• Revised six-speed manual transmission
for smoother, more precise shifting
• New side sills with garnishes for a sculptured
look and aerodynamic improvement
• New induction sound enhancer (ISE) for a
sporty engine sound (with six-speed manual
transmission)
• Dynamic stability control (DSC) now standard in most markets
• Surge tank optimised for rigidity as contributor
to improved engine sound
Comfort, Convenience & Equipment
• New forged crank shaft to minimise vibration at
high engine speed
•
• Revised rear bumper design that is more
integrated into the body
• New rear combination lamps with more
aerodynamic shape
• Roadster Coupe adds new design details for a
more premium character
• Total of seven body colours with two new
colours, Aluminium Metallic and Metropolitan
Grey Mica
• Fully floating pistons with higher pin-boss
reliability
• Newly-designed valve springs that
suppress valve ‘bounce’ at high revs
• Higher-durability materials for the
connecting-rod bearings
Interior Design
• Improved levels of quality feel and interior
comfort
• Decorative panel on the dashboard changed from
piano black to dark silver
• New meter graphics for better readability
• Wider red zone (2.0-litre petrol with manual
transmission)
• New red-backlit LCD trip meter/odometer
display
• Climate control knobs now silver ringed
• Latest factory installed audio system with a
cleaner look
• New materials give a higher quality feel
• New interior colour scheme for a sportier look
• Limited-Slip-Differential (LSD) for maximum
traction in all 2.0-litre versions with manual
transmission (carry-over)
•
European premiere of six-speed automatic
transmission with steering-wheel paddle shift
and two new control technologies: Direct
Activematic and Active Adaptive Shift
•
•
Carry-over MZR 1.8-litre petrol with five-speed
manual transmission produces 93 kW/126 PS of
maximum power at 6,500 rpm and maximum
torque of 167 Nm at 4,500 rpm
All powertrains fine-tuned to use less fuel:
• MZR 1.8-litre petrol with five-speed manual uses
7.0 litres of fuel per 100 km than predecessor
• MZR 2.0-litre petrol with five-speed manual uses
7.4 litres of fuel per 100 km than predecessor
• MZR 2.0-litre with six-speed manual uses
7.6 litres per 100 km than predecessor
• New MZR 2.0-litre petrol powertrain with six speed automatic transmission uses 7.9 litres per
100 km
• New suspension tuning for even more precise
reaction to steering input
• Yaw and roll feel more natural for a higher
quality ride
• Tyre pressure monitoring system now available
Roadster Coupe version now 2.7 dB quieter in
cabin (at 60 km/h on a coarse road) via urethane filling in front suspension and new
damping in front roof section
• New LCD display between driver meters now
shows average fuel consumption and ambient
temperature
• Recaro sports seats now available: heated,
driver side height adjustable (depending on
grade and market)
• New five-position seat heating (depending on
grade and market) for leather and Recaro seats
• Redesigned lower door cupholders for more side
leg room
• New soft pads on top of armrests and centre
console lid for more comfort
• Larger storage compartment in front of shifter
for MP3 player or cell phone (with rubber mat to
minimise rattling noise)
• New AUX jack at bottom of centre console for
connecting MP3 player to car’s audio system
•
Storage compartment in centre console now
with removable partition for flexible use and
rubber mats at the bottom to prevent rattling
noise
• Cruise control now available (depending on
grade and market)
•
Improved premium Bose® audio system
(depending on grade and market) optimised for
MX-5 facelift with more power, more channels,
better speakers
• Bluetooth® phone system with voice recognition
for hands-free telephoning (depending on grade
and market)
24
25
Peter Birtwhistle,
Chief Designer,
R&D Centre,
Mazda Motor Europe
A Design Icon
26
27
Peter Birtwhistle, Senior Designer beginning in 1988, and Chief Designer since 1999 at Mazda Motor Europe‘s R&D Centre
in Oberursel, Germany
Interview: Peter
Birtwhistle
Mr. Birtwhistle, do you remember how the
idea of the MX-5 roadster came about?
I wasn’t working for Mazda in 1979, but I do know
that American journalist Bob Hall had the decisive
idea that year. America wants an affordable
roadster, he told Mazda’s head of development at
the time, Kenichi Yamamoto. This included a
rough-drawn sketch of the car Hall had in mind on
a black board in the room where they were talking.
The idea and the sketch must have inspired
Yamamoto-san, because from them the entire
roadster project would emerge over the next
several years.
What did Mazda’s home office in Hiroshima
think of the idea?
At the time, sports cars were less popular in
Japan, so initially the Japanese colleagues
thought the idea to be a bit strange. But soon
Yamamoto-san, was supporting the plan, and had
decided that a prototype should be built. Mazda
senior managers then travelled to California a little
while later to drive the prototype for a week
28
through the Californian mountains, and were
reluctant to get out of the car again. The ice was
broken – now everyone wanted Mazda to build just
such a roadster.
little demand. Once the opposite became obvious,
a total of 400 units were planned for Europe. Just
a year after launch, 16,000 vehicles had been sold
in Europe alone, and this number did not even
come close to meeting demand.
Did Mazda consider developing derivatives
from the technical concept, like a small
rear-wheel drive sports sedan, for
example?
No. Back then, people were not thinking yet about
platform strategies and every model had its own
platform. The roadster was planned as an
individually-developed product, from which at
most a limited edition model was possible. People
assumed that the two-seater would sell well for a
couple years and then be discontinued. Nobody
thought anything at all about a successor model.
So is the MX-5 an American development?
No, because now the development centre in
Hiroshima steered all further processes. These are
too complex to leave up to an external
development site alone. The entire technical
development was done in Japan. And even though
the Japanese design studio under the direction of
Mazda’s Chief Designer, Shunji Tanaka, was
involved at the time, the final design came from
Tom Matano in California. His colleagues Wu-Huan
Chin and Mark Jordan were the creative minds
there.
Did people already know the target group of
the roadster back then?
The Mazda MX-5 was a huge success when
it was first launched. Why did such a
successful model have to be improved?
The more people worked with the product, the
more obvious the chances became to refine it. A
minor facelift was done as early as 1994, without
changing the body. From this point on, a 1.8-litre
engine with 131 PS and a 90 PS version of the 1.6litre aggregate joined the 115 PS version. The
second generation of the Mazda MX-5, under the
internal name of NB, wouldn’t be launched until
1998. It was developed under the direction of Chief
Designer Kouichi Hayashi with major input from
Tom Matano. To save weight, the complicated
pop-up headlamps were dropped. New body
components were developed, a new interior, more
powerful engines, but most importantly a reworked
chassis. An automatic transmission came a bit
later, and a special edition with a six-speed manual.
Why were such major changes to the
current, third-generation model necessary?
Beginning in 2005 new vehicle registration laws,
with a focus on safety standards especially,
demanded a completely new development that
„You can recognise a MX-5 on its
simple, basic body shape with
mostly parallel running lines.“
Peter Birtwhistle, Chief Designer
resulted in the third generation model. In the
future, the windshield frame would have to offer
massive roll-over protection. The car would have
to be wider for more side impact protection, there
should be more legroom on the inside, and enough
room for side airbags to deploy. Add to this the
fact that American customers wanted a roomier
Miata, as it is called there. For many large
The marketing experts only targeted the North
American market initially, and for Europe they saw
a design icon
29
“The position of the front air intake and its
relationship to the headlamps is the
signature of the design.“
demanding more comfort. As a result, the latest
model has a much more luxurious feel on the
inside.
Peter Birtwhistle, Chief Designer
Americans, the roadster of the first and second
generation had become too small.
Furthermore, demand required stronger engines
that also managed to use less fuel. For the first
time, electronic assist systems like DSC and
traction control were on the car’s wish-list – along
with a limited-slip differential at the rear axle, and
head and curtain airbags. Besides a soft top
roadster, a version with a retractable hardtop
made of plastic should also be possible.
The project-planning phase for this completely
new third-generation model lasted relatively long
due to the number of planned innovations. There
were also discussions about whether the iconic
design language of the roadster should be carried
forth, or should we risk a radical step. Besides
proposals from the Japanese design team in
Hiroshima and ideas from the field office in Irvine,
my design team from Oberursel also had four
models to introduce. They were hardly
recognisable as the MX-5. After a lot of customer
clinics, the decision was finally made – optically,
fans of the car wanted to see as few changes as
possible. In the end, the basic MX-5 design theme
remained untouched across the three generations
– a simple, fluid body with the characteristic lamp
shades and lower front air intake.
Had it already been decided how the third
generation would look at this point?
Not yet. The actual development of the car could
now get underway. Development was led by Chief
Designer Yasushi Nakamuta and Head Engineer
Takao Kijima. Based on the specifications that
defined all attributes of the car, the three Mazda
30
How can you recognise a Mazda MX-5?
design studios in Japan, the USA and Germany
now created design proposals for the production
model.
Did these differ a lot from each other?
The Americans proposed making the MX-5 more
muscular, like a small macho. In Japan, a vehicle
was designed that looked much more simple and
cute. They wanted to give the impression of
coming from a kit that you build yourself that way
you develop a close personal relationship to the
product. Finally, a proposal came with strong
British antecedents of the Mazda MX-5. We in
Oberursel presented the model that stands on my
desk, designed by Nigel Ratcliffe with an interior
developed by Nakajama-san, a Japanese designer
then working in the European design studio.
How is Mazda’s design DNA reflected in the
third generation?
On its simple, basic body shape with mostly
parallel-running lines. These lines do not form
points, do not have any dramatically crossing
edges, no gimmicks. The wheel well mouldings are
kept to a minimum. The slight indentation on the
bonnet, by the way, has been around since the first
generation. Our MX-5 is an outstanding example of
how simple solutions are often the best ones.
The latest iteration of the MX-5 features our
typical Mazda family five-point grille. Apart from
that, we see the MX-5 as a stand-alone icon vehicle
in our range. It has become classic – everybody
knows the MX-5 and we want to maintain that
tradition.
What is your favourite design detail of the
MX-5?
Would you qualify the front end as “gentle”
or “aggressive”?
What will be the challenges for the next
generation?
I’d say it’s like a young child. It does no real harm,
but it can be a bit mischievous at times.
To keep its character, maintain a lower weight and
to evolve the design language.
The position of the lower front air intake and its
relationship to the headlamps is the signature of
the design.
And which of the proposals went into the
production car?
It’s a mix between the Japanese and the European
models, and the interior developed in Europe was
also used. In this way, the NC model was built as a
completely new MX-5 with a new platform that is
also used by the Mazda RX-8.
Was the interior design able to follow the
evolution of the exterior design?
The interior design has probably taken a larger
step forward as a design expression. The first NA
model interior was quite basic. For the latest
model, our customers had become older and were
a design icon
31
Mazda MX Club Sport - 1989
Mazda Miata Speedster - 1991
Mazda Miata - Mono-Posto Concept - 2000
Mazda Roadster MPS - 2001
MX-5 Concept cars
The MX-5 has been a great source of inspiration for
Mazda designers at the company’s four design centres (in Japan, USA and Europe) since it first began
rolling off the production line. The first show car
based on the US Miata model, called the Club Sport,
was introduced as early as 1989 and was a radically
sporty version of the small roadster. Even more spectacular was
the Miata Speedster concept
from 1991 which already had
ideas that can be found in the
Superlight version shown in
2009. And the Miata Coupe
concept from 1992 was an in-
terpretation of what a coupe based on the roadster
would look like. In 2000, the brand’s American design studio made the Miata Mono-Posto concept for
the SEMA show. A year later Mazdaspeed in Japan
built the radical Roadster MPS Concept using Mazda
Performance Series technology. This concept was
reinterpreted as a classic Italian coupe with the
Mazda Roadster Coupe TS concept car in 2004. In
between these two high-performance concepts of
the roadster was a 2003 concept car called Mazda
Ibuki that hinted at what the third-generation MX-5
would look like when it was
launched two years
later.
Mazda Ibuki - 2003
2009 MX-5
Superlight Version
The MX-5 Superlight version is a concept car
designed and built at Mazda’s European R+D Centre
in Germany as part of the 20th anniversary
celebration of the MX-5. The design team radically
modified a production-model soft top to deliver
even more pure roadster fun. Initially presented at
the 2009 Frankfurt Motor Show, it features a
roofless design with no windshield, a special doublehump dashboard and mandatory helmets. And the
design team did all this while lowering vehicle
weight, reducing fuel consumption and enhancing
the MX-5’s one-with-the-car driving experience.
The interior is made without any trim. The “floating-design” centre
console is made of ultra-lighweight carbon fibre.
Hasip Girgin, Project Lead
Designer of MX-5 Superlight
version at Mazda R&D centre
in Oberursel, Germany.
Mazda Roadster Coupe TS Concept - 2004
Mazda’s European designers were asked “to evolve
the MX-5, developed to perfection during the last
20 years, to a higher and extreme level,” says
Project Lead Designer Hasip Girgin. The result is a
cool, retro look, with the feel and drive of a very
modern vehicle. It is especially lightweight, having
been stripped down to the basics – without
diminishing safety at all. Its front-midship, rearwheel drive layout with ideal weight distribution
over the axles inherited from the production
roadster, and a fighting weight of less than
1000 kg, makes the MX-5 Superlight version a
radical slice of Zoom-Zoom. It is proof, if proof
were necessary, that the production model MX-5 is
a true thoroughbred with a concept that is sporty
to its very core.
Like the exterior, the interior is taken to its sporty
extreme with no trim or rugs. The concept is a fairweather vehicle and has no heating or air
conditioning systems. There are special racing
bucket seats made of ultra-lightweight carbon
fibre, and the bonnet extension into the passenger
cell is made of lightweight plastic reinforced with
fibreglass. Enhancing this sporty and lightweight
interior is an ignition button in the centre of the
dashboard, and two emergency kill buttons for
immediate fuel and electricity cut-off.
It is also fully-drivable with production versions
of the MZR 1.8-litre petrol engine producing
32
93 kW/126 PS of maximum power at 6,500 rpm,
and the precise-shifting five-speed manual
transmission. Specific parts cold-air intake and
exhaust systems, which not only deliver higher
intake air-flow, and less exhaust-gas back pressure,
but also a sporty growl that makes the engine
sound much larger than it actually is. A specially-
Mazda’s European designers
were asked “ to evolve the MX-5,
developed to perfection during
the last 20 years, to a higher
and extreme level.”
Hasip Girgin, Project Lead Designer
tuned chassis employing a Bilstein® B16 coil-over
suspension and Eibach® stabilisers, gives a 30 mm
lower ground clearance. Combined with a 50 mm
wider track – due to special fixed-calliper brakes
and perforated discs – this makes the Mazda MX-5
Superlight version lower and wider for a sporty
crouch and great handling characteristics.
a design icon
33
Mazda Roadster 20th Anniversary Commemorative Drive,
Myoshi, Japan 2009
MX-5 Clubs around
the world
34
35
MX-5 Clubs
around
the world
Mazda MX-5 owners all have something in common –
the love of the open road, the wind caressing
their face, and pure, one-with-the-car
sporty fun.
A
dd to this simplicity and reliability,
and you have the recipe for a unique
and deep bond. This is evident by the
number of MX-5 owners who are so
delighted with their roadster that they
seek out other owners to share their
experiences. This is pretty unique in the
motor industry, and began at the very
beginning in 1989. Since then over 200
MX-5 / Miata clubs have been founded
around the world – many of them with
their own club magazine, website, events
and tours. Based on membership
information from European MX-5
organisations – the UK MX-5 Owners Club
has 4,450 members, for instance – Mazda
estimates that there are roughly 10,000
people in Europe associated with some
kind of MX-5 organisation. And this does
not include the large number of MX-5/
Miata websites where owners share their
experiences, find spare parts, organise
small local get-togethers, or simply talk
about the joy they have in driving their
roadster everyday.
portugal
MX-5 Club Portug
al – Morocco driv
e.
MX-5 Klub Polska
MX-5 20th Anniversary celebration in Warsaw in
Poland. The event started at Plac Bankowy (Bank
Square) in Warsaw, where 185 Mazda MX-5 vehicles had gathered. The motorcade, escorted by
the police, paraded through the city centre and
headed towards the Bemowo Airport, where a
dozen vehicles could drive onto the tarmac.
www.mx-5.pl
Netherlanndds
Swed
Miata C
en
The Mia lub of Sw
ed
ta
total ow Club of Swe en
den is
ners in
very ac
S
has an
tive, wit
interes weden!) and
ha
h
ting ho
yearly.
mepag olds lots of e bout 1,500 m
In 200
vents a
e, and
9 the c
Mazda
a
ll aroun embers (out o
nice m
lub has
dealers
f 2,500
d the c
a
g
b
a
e
in cele
zine, M
en very
weeken
ountr
brat
ia
active
d
togeth tabladet, with y. The club
celebra event in Sköv ing the car’s
er
fo
2
ted by
d
touring e, where a re 0th annivers with a lot of t ur issues
a
he Swe
cord 12
this be
6 Mazd ry. This inclu
autiful
ded a m dish
a
region,
ajor
holding MX-5s came
tog
a parad
tying a
e in the ether. They
t a big
town, a
gala din
hus wh
nd par
ner
er
Motor e Klaus Oest, at Hotel Billi
ngeScandin
Preside
avia, g
nt of M
ternatio
ave
azd
n
2010 fr al event is alr a speech. An a
om 13-1
eady p
inla
5
in sout
hern S May at Castle nned for
weden
Bäckas
.
kog
w w w. m
derla
Mazda MX-5 Club Ne
gest organisations
derland, one of the lar
Ne
The Mazda MX-5 Club
ed its 15th anniMiata owners, celebrat
d
an
-5
MX
c
sti
sia
thu
for en
the club organised a
nour of this milestone,
versary in 2007. In ho
Auto Palace - de
members, starting at
special weekend for its
Netherlands, and
zda’s importer for the
Ma
e
tim
t
tha
at
t,
ors
Binckh
MX-5 Club Nederland
took part. The Mazda
-5s
MX
100
n
tha
re
mo
mbers and 2,000
2. With around 1,800 me
was founded in April 199
-5
MX and Miata owngest organisations for
cars, it is one of the lar
benefits, such as
er
mb
b offers various me
clu
e
Th
e.
rop
Eu
in
ers
rt services. Members
nts and technical suppo
club insurance, discou
per year, both in the
d 20 recreational events
can take part in aroun
b magazine pubclu
a
is
countries. There
er
oth
in
d
an
s
nd
rla
Nethe
2,000) and a comer (with a circulation of
lished once every quart
a full of exclusive
h a members-only are
prehensive website wit
information.
.n l
36
Poland
w w w.m x5 cl ub
iatakl
ubben
The Unit
ed Kingd
MX-5 Owners
om
Club
Over 1,100 MX5s
attended the
celebrate the
2009 Nationa
15th annivers
l Rally at Mallo
ary of the Ow
ry Park in Sept
MX-5. It was am
ners Club and
ember to
azing to see so
the 20th anni
for the car from
many MX-5s in
versary of the
one place and
everyone who
to feel the en
thrill of the D
was there. Att
thusiasm
riftworks cars
endees were
treated to wat
around the tr
themselves w
ack, and som
ch
ing the
ith time on th
e members ev
e track testin
en had a go
g the skills!
w w w.m x 5 o c
.c o .u k
clubs
37
.se
Belgium
Miata MX-5 Roadster Club Belgium
The Miata MX-5 Roadster Club publishes its
own club magazine, Topless, every three
months.
http :/ /m x-5.b e/
f their
name o
a
i
te the
r
o
r
w
t
s
r
AuCslub Austriain Austria, 180 roadste
m
ria.co
MX-5
t
b even ow.
X-5 Clu
d
At an M car on a mea
e
it
r
u
o
fav
x
w w w. m
5-aus
t
009
, May 2
Finla
nd
Miata C
athe
rance g
MX-5 F
lub of F
w w w. m
ubéron
ring, L
ce
n
a
r
F
ce
-5 Fran
inland
iata.fi
X
Club M
ww
f ra n
w. m x 5
ce.co m
Germany
Europe
MX-5 Social N
etworking Off
In September
icial Website
2009, fans of
the MX-5 coul
sion for Mazda
d share their
’s roadster at
pasa revamped ve
networking w
rsion of the so
ebsite www.m
cial
x-5.com. The
completely re
new website
-engineered us
was
ing EpiserverNetworking pl
Related and So
atforms, and
cial
is now one of
of its kind on
the most inno
the internet.
vative
Since then, it
of the largest
has grown into
of its kind with
one
over 9,000 m
embers global
ly.
w w w.m x -5 .c
38
om
At the “Treffen in der Mitte” event in Hann-Münden, MX-5 fans celebrated the 20th anniversary of the roadster in Germany. More than
400 MX-5s from all over Europe took part in the celebration. The event
included a competition with various categories, including the “Car with
the Highest Mileage,” which was won by an MX-5 NA model with over
300,000 km under its belt.
ears of
e 20 Y
t
a
r
b
le
e
ts to c
thusias ns
n
E
r
e
t
Roads X-5 at Le Ma
M
Mazda
versary
e
nni
e th
20th Avents to celebratFrance.
s
n
a
M
e
in
e
t
e
MX-5 L ope’s highligh X-5 took plac met at the
w ww.tidm.de
rlanuisd
SwitzPe
se Romande
assion Club S
Mazda MX-5
w w w.m x 5 -p
a s s io n .c h
eM
Eur
rope
One of iversary of th m all over Eu 9 to celebrate
n
o
r
n
f
0
e2 0
ip it
X-5s
20th a
-14 Jun ial relationsh
200 M
13
f
o
n
l
o
a
s
t
c
n
e
sa
a
p
a
M
A to
s
w
e
e
There
nd th
s of L
r
.
a
e
u
r,
o
id
e
t
H
w
s
24
rld
s near
oad
fans wo r participant the
’s cult r
o
Mazda thousands of
f
for
d
h
eserve rd was given
has wit azda Camp r
a
w
a
t.
M
and an ing the even
special
circuit
nd
s
e
n
t
t
a
a
M
”
the Le autiful MX-5
Be
“Most
clubs
39
MX-5 C
lub, An
niversa
ry t
rip to G
austab
Norw
likk
a
Miata C
y
lub o
T
n
in Japl acommemod
l
e
H
t
ia
pec
ven
ative Eration hosted a smemorate the ing
r
o
m
e
v
o
m
m
rp
co
m
Pro
ary Cor Mazda Motor Ceostern Japan. Toe at the Miyoshint, mems
r
e
v
i
n
e
c
e
w
the ev
th An
nirthpla
roadst
und in
his club
f Norw
which is boasts 200 m ay - NOR
SK MXe
a
niversa lways a big e mbers, with a
5/Mia
vent w
ry part
ith peo ctive local org ta Klubb
ya
There a
ple fro
re a lot t the Gausta
m all o anisations in
bli
“On ou
o
ver the
s
r way t f stories to te kk Hotel.
countr everal locatio
o Geira
ll but h
Japane
y
ns.
.
T
n
his yea
e
ger, we
se tour
re is on
r mem Each summe
is
d
e
that th
bers ce
r,
ese we ts came by, a rove to Dalsn :
lebrate members go
re J
nd
ibb
There w
d a bit
ere sur apanese buil they were int e, which has a
more t on a summer
erested
t cars,
ely mo
Japane
g
han us
r
e
a
t
a
r
v
e
se albu
n
in the b
ie
ual wit tour,
ms from pictures of M d there was
h a 20t
eautifu w of the Geir
a
h anX
l
a
lo
s
t
n
5s and
hat day
ports c
t of exc
ger Fjo
a
club m
.”
it
r
r
d
e
s
.
m
a
W
nd gath
ent and
hile we
embers
er
a lot of
w
than th
w w w. m
photog ed around th ere up there,
e Geira
em. Su
raphing
nger F
x5-mi
ddenly a bus load of
jord in
.
ata.no
they re
alize
anoadster 20 of the Mazda hi Proving Gro y to the car’s b ining in. During s; Roadster ow .
Jap
R
wa
quiz
iyos
eche
rsary
as jo
Mazda
de their
adster
at its M
overse
Annive
ory spe
Huge brate the 20th
a
t
,
in a Ro
sed
ners m er Japan and d congratula
, 2009
ke part ita Kanai, clo
ber 20 and their ow
e
v
a
r
m
t
o
e
le
e
ll
o
v
t
e
t
a
li
c
p
e
e
d
e
d
m
s
e
S
To
S
r
o
it
d
,
n
r
e
v
t
f
t
a
o
s
n
o
in
s
r
vent
Road
elopme
and fan ners from ab
ts were
rative e , over 1,600
d gues of vehicle dev s applause.
w
owners
n
o
a
0
;
e
5
0
d
n
X
e
o
,6
t
c
du
erou
rge
ut 2
nd M
miles
re intro fficer in cha ted by thund
ith abo ment team a
e
w
w
,
d
n
n
a
gree
Grou
elop
tive O
f Jap
the dev very region o naging Execu r!” which was
e
e
a
bers of
v
M
e
enior
bs from
r is for
ers’ clu irector and S The Roadste
D
“
f,
’s
Mazda
a cry o
nt with
e
v
e
e
th
the Mazda
rticipated In
pa
s
am
te
2
A record 11
andria Rally.
sti and Aless
A
a,
lb
A
a,
zd
A
ager Filippo
e General Man
th
d
an
o
an
Years in one
Tom Mat
the “Twenty
up
e
ic
sl
ne
Ruggero
.
Season” cake
Italyaliano Mazda MX-5 (RIM)
40
.
or Italia S.p.A
by Mazda Mot
ed
iz
gn
co
,
re
95
in 19
ficially
ster. Founded
owners club of
Registro It
t popular road
5 (RIM) is the
os
Xand the
m
M
’s
da
da
ld
az
az
or
M
w
M
Italiano
ration with
fans of the
bo
d
lla
an
co
X
rs
in
ne
,
The Registro
IM
ow
lian
ding, R
events with M
gs together Ita
. Since its foun
has promoted
rs
d
be
an
,
em
es
m
lli
The club brin
0
ra
0
l
na
an 5,0
local and natio
unts more th
today RIM co
t
s organized 78
ha
,
ly
Ita
in
.
k
no
networ
w w w.m x -5 .i
ted in Tori
ca
lo
e
ar
Mazda dealer
rs
te
ar
. RIM’s headqu
5 clubs abroad
clubs
41
local stories
From young Spanish fashion designers, to kids at SOS Children’s Villages in Austria and
Germany, the MX-5 has been a source of inspiration for people from all walks of life.
MX-5 StampS
Austria
In August 2009, Mazda Austria painted a
white Mazda MX-5, together with the children of the SOS Children’s Village in Moosburg. A picture of the painted car was used
as an official Austrian stamp (circulation:
30,000). The stamp could be used by
Mazda dealers and was very successful.
Mazda will also donate a new Mazda2 to
the village in Moosburg, and will continue
to support House Barbacus, a therapeutically-assisted living group.
Germany
To celebrate 20 years of MX-5, Mazda Deutschland
held an MX-5 drawing competition “Design a
Mazda MX-5 Race Car” among SOS Children’s Village children from all over Germany. The winners
were chosen by a Mazda jury. The first prize picture will be printed on a special edition stamp that
will be used by Mazda Germany and dealers (circulation: 10,000).
Pink MX-5 photoshooting in Paris
France
“A pink MX-5 in the shopping streets of Paris was a wonderful way to celebrate 20 years of Mazda’s cutest roadster!
See the video on You Tube under “MX-5 Alert in Paris…”
MX-5 Doodle O2
World Tour
Germany: Mazda Cooperation with O2 and
Doodle-Art. The O2 World on Tour event
made a stop in Cologne Germany between
13-27 August 2009.
A special MX-5 in doodle design could be won as part
of the festivities, along with two VIP tickets to the
event at a special Mazda website. Doodling is done the
world over – during long telephone conversations, for
instance – and is free, creative and surprising, just like
Mazda’s legendary roadster. Besides the MX-5 in Cologne, a new Mazda2 and Mazda3 in doodle-style were
also taken home by two lucky participants in Hamburg
as well.
42
Two MX-5s hit the catwalk in Spain
In 2006 Mazda started to sponsor one of the youngest and hippest events in the
Spanish fashion industry: El Ego de Pasarela Cibeles.
The MX-5 Roadster Coupe version, launched that year, truly
embodied the attributes of the brand: daring, ingenious and
fun, what matched perfectly with the DNA of the most modern fashion catwalk in Spain. Two young Spanish designers –
Potipoti and Rubén Gómez – were given the opportunity to
“dress” a couple of units of our roadster MX-5 at Spain’s fashion parade, which were then exhibited during the public days
of El Ego. This fruitful sponsorship has continued since then
and has included customized version of the Mazda2, Mazda3
MPS and Mazda RX-8.
local stories
43
Adam Marsál, Executive Editor, Maxim (CZ)
celebrities AND
THE MX-5
44
45
Celebrities AND
THE MX-5
There’s a reason why the Mazda MX-5 is one of the world’s only cult cars to still be
produced and sold in large numbers even 20 years after its initial launch – it is
loved to a degree that few other vehicles enjoy. This includes a large number
of celebrity owners around the world and, not surprisingly,
a long list of motoring journalists. For many of these
automotive experts, the MX-5 remains
one of the best cars they have
ever driven.
nd
entic a
is auth ing else but
r
e
h
g
in
th
nce driv
ique
out any
experie MX-5 isn’t ab ssion in a un -5
a
X
.
p
s
M
s
g
n
le
in
e
io
tim
erat
l driv
ssentia The first-gen aximum
,
e
t
,
r
e
r
e
u
a
p
e.
yl
,
ith its m
packag
Jan Mu ive Journalist
design impress me w t with its
t
o
bu
it
ot
alist,
does n acceleration, – it holds on, s.
/De
n
Autom
d
r
a
u
l
o
b
r
J
s
s
o
ga
,
e
w
v
d
á
e
r
u
e
r
h
u
t
t
e
e
c
i
p
s
s
Vo
in the
ush on
a
t
r
p
r
Het N
u
u
e
icker,
o
u
b
o
io
V
f
y
a
v
q
d
it is u
hen
beha
ent o
r
w
orget
e
f
a
c
im
o
a
a
d
e
f
g
le
r
r
o
d
p
t
a
u
b
o
n
Sta X-5 is the em driving a
Auto 7are cars that pe, and then there time. doesn’t oleu are on a dry sfeeling that it er
n
a
“The M g that makes ity of the
quick
“There uple of years s in their ow de
When y e end I have
in
e even
lic
h
v
t
p
o
d
r
a
y
c
h
n
r
u
t
im
m
e
c
ison to
e
a
s
t
v
g
e
r
e
a
e
afte
and
I hav
of th
ompar it
me le
g. The
uch in
c
o
t
g
c
in
m
u
in
in
e
o
it
g
y
h
b
c
r
n
e
c
in
x
t
e
e
r
a
m
v
e,
car e
the liv
el is v
of
of sea
cars th
shoots n I entered. E r wheel driv
st mod
one of
a year
plexity
he
rea
ly.
t
w
h
p
very fir with the com s. But
it
n
ter half ome true and its new home
m
a
f
w
o
h
A
t
n
nd pr
c
hicles
st
o
a
io
e
t
a
m
s
v
r
is a
r
ly
d
t
a
t
n
e
e
e
n
r
h
r
v
v
a
o
e
g
c
my d
ch ro d
mod
st mo
ion li
ecent
sign
a
t
r
e
ju
e
c
d
e
e
s
r,
r
s
ir
a
e
o
s
d
h
h
s
s
t
my
the m
imele
legend e.”
change time I bough e to improve
r a car
y the t
e
ll
t
s
ia
g
c
d
e
a
e
a
m
h
r
p
o
t
es
es
o
-5 r
my ga
Since
thing t
at push
the MX ’t look dated.
e
rack th s. There is no
t
v
makes
n
i
e
w
c
o
t
e
a
w
u
r
n
c
ply
xe
of a
abilitie er.”
d
that sim ry test drive
arsál, E
driving
M
hundre
e
a
m
v
t
bout h
e
r
a
u
r
e
d
o
e
e
h
b
t
A
Af
prov a
spite
twom
rive a
e
im
i
d
a
D
x
I
d
l.
z
a
d
u
a
n
M
if
M
for
car – a
r – the
Editor,-5 is really beaumt inine look, my
ch yea
ference
X
e
f
M
cars ea mains THE re sure is
y
ly
t
“M
gh
re
plea
and sli
seater
driving I haven’t
smooth
s
a
r
a
f
,
me as
til now
safety,
ned. Un
ompete
ar
ow for
n
s
concer ar that can c
n
t this c
io
But pu
gulat
c
.
e
t
a
r
s
n
it
d
e
e
r
n
d
a
m
u
n
fo
environ
d there
ravel, a
past an tion and the nd dry shift t elms you.
with it.”
a
h
a
g
t
rw
homolo with its shor
en ove
ionally
you, ev
u emot
ar
into ge ul surrounds an involve yo ny city.
so
rc
fa
sporty
roadste the streets o e car. A car
, Auto
r
n
autiful
o
u
e
o
t
i
iq
b
e
n
d
is
iv
u
E
r
h
T
u
ri,
a
5 is a
you d
r
X
r
n
e
M
e
ime yo
h
F
e
e
t
w
h
ro
er
d
s hav
b
e firs t
even
me, t
n
n
h
r
t
a
m
io
o
t
s
f
h
e
a
,
s
it
r
y
M
e
e
w
e
wh
Al
TY ifferent gen eel of an
That's can fall in lov
d
h
ma, CO
u
o
y
t
a
Panoryayears and threeI sit behind the aws in any
th
.
“Twent et every time sation, nicer w. Or
touch it
n
o
Y
e
n
.
s
k
d
e
t
e
s
g
o
s
n
n
pa
tra
do
y its
feel a s xactly it is, I
e
call it b Time has
MX-5, I
t
o
a
t
h
e
k
W
li
r.
.
I
a
(
m
c
r
a
r
t
o
f
othe
e Mia
e to
yes. Th is always tru
e
b
y
a
m
e)
an nam
Americ
h
Czec
blic
u
p
e
R
the
ium er medallist in pic
g
l
e
B
, silv
Olym
IA
r
, Autho
AUSTR
s Haipl
The
l owns. e 32,
il
t
s
e
Clemen ian
h
r
ag
ed is the red roadstreiver’s license atst by
m
o
C
&
o
d
r
first ca
got his
ded alm
Haipl’s ase celebrity buy a car lan
-b
uld be
d to
Vienna
decide
t it sho
a
e
h
h
t
n
s
e
a
ad
tw
and wh an MX-5.
portan
which h
in
t was im ld Duck’s car, vehicle. The
a
h
t
chance
g
Dona
ind of
nly thin
“The o pen-top – like be the ideal k e sitting in a
o
o
t
d
me
orks ar aves me from
red an
med to . When the d
e
e
s
d
lso s
s
y
un. It a en I’m 50 an ve
alwa
great
s
e
ly
p
h
t
im
h
in
s
ha
w
g
y
is
d
d
in
n
5
a
k
e
MX
. I alre
I’m bas off the deep
h
t
,
u
m
o
y
ja
traffic er of going
ver my
g
redisco
the dan sports car to
a
buying
.”
e
n
o
46
orlée
008
Olivia B relay at the 2
s
Village
m
ildren’s h
h
C
g
4x100
S
n
i
O
j
i
S
ic
in Be
Mazda
UX, wh
Games gthened the da Motor BEL special
tren
Maz
is
h of a
Olivia s dor Team at
e launc litre engine, it y
h
t
h
a
it
s
w
t
s
r
8
a
n
o
1.
b
io
p
a
m
s
s
a
A
h
h
the occ
tic. Wit
upe, wit
marked he MX-5 Athle Roadster Co s standard.
or
,t
da
edition as a soft top er items fitte
h
le
t
availab ats among o
se
Recaro
ITALY
celebrities and the MX-5
47
“The Mazda MX-5is an icon!“
Volker Koerdt, Editor-in-Chief Auto Zeitung
etro
Auto IRfirst saw
,
f
e
i
h
C
n
n-
ce itor-i
e
FraAn
Ed the year 1989, wohne someday!
udiau,
t
ll
e
Xavier
g
we
y
t: I will
r very
, I reall
membe iately though o years ago 60,000 km
e
r
l
il
t
s
“I
e tw
en,
med
ds that
ince th
ght min
-5. I im
the MX entually bou ed so long. S g all my frien m
ev
ait
cin
the
When I
I had w ep on convin And none of
d why
e
.
e
k
ade this
s
r
I
y
e
m
a
d
d
o
n
n
lw
h
wo
ing a
er w
eep a
iv
h
k
r
p
d
d
a
r
n
y
g
a
p
o
t
of hap
collect
ur pho
a car to it, including o
this is
d
grette
have re
!”
e
pictur
5,
ce 200
n
a
r
F
s
s
i
s
abre, M
incesse
Cindy F Rallye des Per MX-5 in the d
an
at
g th
driver metres drivin pleasure! Fast r
dste
ta
kilo
“1,600
y – wha , the little roa
ll
a
R
s
e
s
s
ad
r
Princes
tain ro
e bigge
n moun asily with th
e
agile o
ompete
could c ors.”
tit
compe
ny r-in-Chief,
a
m
r
to
Ge
nd, Edi
Wiela
like I
Bernd
speeds
w
lo
t
a
d
il
rift
how it
Auto B
, I can d ar. I also like
s
5
X
M
c
, how it
he
“With t intage sports ry electronics y
av
in a wa
ecessa
can in
ut unn
volved hort shift
o
e
h
s
it
a
h
w
does
the s
e
pment
develo rsche 911 and n. It makes m
design
o
t
io
P
u
s
o
e
nsmis
to th
e ran
similar its manual tra -5 that I onc
o
t
f
MX
rgot
travel o to drive the
un, I fo
y
much f
p
o
p
s
a
g
h
so
avin
I was h
!”
of gas. e fuel gauge
h
t
t
a
look
ey Automotive
Turk
rci,
zpeyni
aper
ht)
dık (rig
fuk San
U
d
n
a
sion.
ci (left)
zpeynir Superlight ver
Ö
e
r
m
E
5
the MXdriving
48
f,
in-Chie
r
o
t
i
d
,E
Koerdt
ded as
Volker
ng n icon. It is regatrer. Its
u
t
i
e
Z
is a
ads
Auto
lf in
a MX-5
dern ro
se
mo
azd
ks for it
“The M nation of the
rs spea in. It offers
a
r
e
a
y
c
0
in
the
n of 2
e live
– most
tion ru
imes w
produc r-changing t ble price and
ve
da
wn.”
these e n at an affor
reak do
b
u
f
’t
g
n
s
in
e
driv
it do
antly –
import
ve
tomoti :
u
A
,
k
ı
er
and
Ufuk S bah Newspaap
a MX-5
d
z
Sa
.M
Editor,cars have a storryme. MX-5, the
in, and
sip Girg ed by
a
H
y
b
design
signed
e
was de despite being
, to tak
,
niques a
d
h
e
c
e
m
t
e
n
e
s
er
m
ugh I a
he mod
using t in time. Altho have strong
I
k
,
it
me bac nal journalist wn one, and
io
Io
s
.
s
5
e
f
X
o
r
M
p
e
s for th
to me.”
feeling s be special
y
a
will alw
”Some those cars fo utomotive
of
the a
is one
dster in her brands to
a
o
r
Emre Ö rriyet Newspin July 2008. Inhad
r
e
t
pione
used o
, Hü Mazda MX-5 zda model I
, has ca adsters.
ld
r
Editorm
o
e of 20
a
e
w
o
h
M
r
t
et
first
rt lifetim re
the
cture
o
a
d
f
h
e
u
s
r
n
e
a
t
a
”I first MX-5 was the
n
e
in
m
ea
e
d just e ny automotiv
legend
t. Ther
fact, th en. Mazda ha
Being a ery importan t become
to
ma
y
d
it
n
n
a
u
iv
t
v
no
ever dr arket directly ad the oppor
years is dels that did anufactured
m
h
he first
o
m
m
g
y
in
n
e
a
Turkish ke me, finally e MX-5 was t ortant
m
spite b er than this.
p
h
li
e
t
,
d
s
im
s
r
s
A
o
o
d
.
ng
edit
azda
as als
legen
w
rove
ears lo
ive a M
ed, it w brand. I kne
many y ht concept I d cular car
r
test-dr at I ever test
e
it
o
h
f
l
t
u
f
f
s
o
g
s
ta
li
e
e
c
h
r
v
t
c
e
e
a
c
p
a
p
as
o su
ow h
hieve.
Mazd
The Su
age I n -5 had been s of Records.
Rome is MX-5 can ac
im
in
e
ly
h
t
t
of
for
the
a MX
Book
recen
om out
s what
It’s a
e Mazd
inness
pilot fr his car. It
t show
r
down.
a
that th red in the Gu
a
f
h
c
o
t
n
o
e
o
r
c
t
n
e
g
te
e a ra
I left th
attentio gine.
s drivin
was en
I felt lik
tall, so cted a lot of
n
en I wa
e
e
h
it
r
w
u
e
t
t
q
s
li
a
a
2.0
I am
attr
the p
r and it
had the 160 PS
cute ca t. This model
is
h
t
y
s
b
wa
ee
allowed n say that I
the str
speed
ca
I
m
.
u
h
/
im
x
m
Ma
10 k
ate is 2
aggreg d.”
se
impres
49
ndsf,
a
l
r
ie
the
r-in-Ch
Ne
ito
her, Ed
c
s
i
and
F
h
ontrol
Ralp
ction c ither (in
a
r
t
k
o
e
n
e
S,
Autow9e
: no AB
e space are tyre
luggag
0 MX-5
p
s
h
“My 19
at muc ’s where the
at
. Not th
omewh t
at
no DSC eneration th ing space is s
h
ig
t
a
’s
iv
tg
so it
ll
a
t
the firs attery are). L
’t
s
n
r
mete
b
ower is
and the well (I’m 1.94 amount of p
e
h
t
f
o
as
All
he
limited ortable fit). T ighs 950 kg.
s
e
k
a
f
tm
we
but com then it only age. It is wha
its
t
ut
Part of
n
.
b
a
,
e
v
e
d
iv
g
r
a
u
d
is
h
t
d
’t
a
a
n
e
r
s
t
g
e
o
a
is no
MX-5 d
a such
s
above
ic Mazd d in what the e and rider a
s
s
la
c
n
s
r
u
o
this
o
f
‘H
e
can b
hrills.
appeal frills, lots of t
o
N
.
have
deed!”
one.’ In
initely
f
e
d
I’m
y
a
d
e
-5!“
X
“Som
M
d
r
a thi
g
n
i
t
get
for
alist
journ
elance
e
r
F
l,
e
g
ter.
and win for
mmer
p
u
o
S
t
.
d
a
r
d
a
ah
Maz
ake my ged to pick up he first sign
t
na
get
at t
rd
initely
I’ve ma
s. And
I’m def
month comes the ha his
y
ld
a
o
d
c
e
e
t
f
h
m
f
t
o
in
o
S
,
e
!
-5
g sun
t hom
zda MX
of sprin ill feel right a r revival of
the Ma d MX-5!”
st
hir
a regula
shell. I
ting a t
,
Jourr
rts car,
o
e
o
t
c
i
p
n
s
d
a
E
l
le
litt
en,
Free
ster.”
den Ste
rnagel, , Auto Visie,
n
he road
o
t
n
a
h
v
io
c
it
S
n
d
lad
ir con
niek Rie
Dick
raaf
ts Dagmbquite fond of aission. And a
e Teleg & Motor Tecohs, I
n
D
a
.
b
t
a
s
i
r
l
na
uto the first phot ports B o be honest, I’ omatic transm still found
t
ress, A
I
“T
P
o
t
t I saw ood. A pure s it
u
love au e, then, that ame on the
n
e
A
g
w
mom
. And I
g
o
s
g
e
n
tc
h
k
h
a
s
in
,
o
t
r
ir
t
n
f
lo
a
S
m
toring
ace.
“Fro
hen it
p
5 sure sities, and m
s
f
W
f
o
X
.
o
g
M
e a mo
m
n
it
e
o
li
m
b
t
h
a
s
t
o
t
e
e
o
c
c
p
b
e
w
e
p
e
b
t
kn
the
-5 a
he n
had jus
m I was
day.
w from
the MX
h just t
1989, I
ith who h MX-5s. A
car wit ostalgia. I kne ve one some t my
in
w
t
e
e
u
k
g
r
is
ea
n
ha
ma
I bough
se devil with leather.
t. A coll
exudes that I had to
urnalis ve one of tho
ars ago d MX-5,
e,
t
e
r
jo
n
y
a
o
e
ix
n
h
s
io
had
my
Edit
ugh,
s dro
-han
ny
o
d
d
a
d
n
n
n
e
m
e
o
it
ie
c
heel. It
r
d
e
f
e
r
n
im
w
s
u
a
L
s
g
s
s
u
A
r
d
in
.
o
a
r
n
e
e
e
e
A
n
y
the
te
rg
e,
e, a go
green o oden Nardi s ilometres on r
er. Two
ond on
first on h beige leath I got my sec odel.
k
o
b
w
ptem e
0,000
it
m
And a
er
g like 8 t it in mid-Se st always
green w journeys lat latest classic old it
in
h
t
e
o
gh
e
som
Is
X-5
el I alm
n I bou
long M brand new, th fortunately,
ck whe y-to-day trav
a misn
lo
s
e
U
c
a
!
im
r
w
t
e
This
this
leath
For da
ger car.
driven
2005.
ith red
Grey w I wanted a big I’ve scarcely rty, as
o
e
en
becaus ause since th ect, and as sp
f
c
r
e
e
b
p
,
take
re and
r as pu
in a ca
chorna
Dick S raaf
g
De Tele
PublicS
H
r
o
Edit
nhout, tokampioen,
e
t
s
a
V
Wouter office for Au e Nieuwsdia
onal
s.
ity, me
o, Regi etautonieuw
t
u
A
e
KNAC D roep (RNG), H l.
G
.n
a
bladen beterewerelydcurrent MX-5 isir with
e
a
M
f
f
.
D
nl and my second MX-5131 PS. My love oaf 19, when I
“This is el, a 1.8i with 9, at the age magazine.
8
od
g
1995 m l started in 19 in a motorin blic debut
e
le
d
pu
ic
o
t
n
r
m
a
eric
hidws a
this
hort ne unced the Am as somewhat
s
a
d
a
o
w
re
nd
n
a
n
le
,
a
e
ticle
e artic
e pag
This ar
X-5. Th corner of th he accomM
/
a
t
ft
Mia
st
t.
of the
, so wa
e top le
y, in th ck and white e at first sigh s.
a
w
a
n
v
la
ar
de
lo
b
c
l
t
il
in
n
t
fere
as s
inted
But it w larly drive dif
was pr
.
o
t
o
h
gu
the
gp
panyin of my job, I re tting behind
e
e
g
s
r
u
e
a
f
c
e
Be
I pr
heless,
Nevert my MX-5.”
of
wheel
50
r
derato
o
m
,
k
toWee
tor, Au
ery
i
d
E
,
s
Discov
ob
e
c
h
a
t
J
n
k
o
pe (
Fran
car
ar Euro oWeek TV thing I need is aty.
e
G
h
t
f
u
t
ut
Fi
en bea
the las
l) and A
e time, cross this gre and this
a
r,
rs all th
Channe
a
e
ideal ca
sen
g test c
6 I cam
“Drivin n. But in 200 oncept of my uld have cho tec
o
w
w
e
ardi in
of my o is exactly th ecisely how I
ather N ought
le
5
r
m
p
X
a
s
The M and one wa
top, cre speed. So I b
h
y ga, black
second reen metallic ather rare six the time in m he
r
g
f
.T
it: dark ngine and the it sits most o do without it
dish
e
o
g
t
8
e
u
t
wan
t nev r
rior, 1.
t
a
. Altho
o
h
t
ly
n
e
r
t
a
ld
c
ia
d
ou
–
d just
it imme er a cover, I w – affordable rts car I teste
o
ly
d
n
sp
rage un erhaps the o
exotic
p
r what
MX-5 is me, no matte
ts
appoin
.”
e
r
o
f
e
b
51
akiaditor,
v
o
l
S
anko, E
lV
Samue or a Sport r had to be red,
ca
ot
st
Auto M lear vision: the ith the stronge nd
ac
port, w ansmission a
“I had
level S
t
n
e
eed tr
m
equip
, six-sp r this vehicle
e
in
g
n
e
fo
st
107 kW
search
o had ju e. I
ntial. A ak dealer, wh
ic
e
r
r
p
e
f
t
a
if
d
re
v
at a Slo g for – at a g old all my
in
ended
s
k
I
was loo ays to buy…
o my
what I
ent int
ee d
r
w
h
t
a
d
ly
z
n
a
o
M
arned
d
e
e
a
h
e
h
and t
e hav
s
w
r
a
n
e are
c
e
r
h
othe
ause w enince t
c
S
e
.
b
e
,
g
s
a
d
r
,
new ga ame Vagabon the two of us
e,
kn
g
ic
im
in
n
t
t
e
e
is
h
h
t
t
, tw
n
road all
t roads
on the dless straigh ee at forgotte ne
f
n
o
f
e
e
o
c
g
m
o
g
in
s
joy
rinkin
y… If
d
r
r
d
u
ave
n
h
h
a
a
hines
er in
curves
ns nev cars and mac there is
io
t
a
t
s
hat
gas
hat
proof t
ubted t
ever do en my MX-5 is me of them.”
th
so
a soul, f light inside
o
e
m
a fla
f,
TV Che
,
Spaian
l
a
v
o
nd
drid
s car.
Mario S t Coque - Maly dynamic sportes
tim
an
ing
restaura perfectly pleatesr, because somuen car. In
“This is
wo-sea ove all it’s a f l the city
it is a t
d
ab
fee
la
g
I’m
d. And
n really It’s really a
a crow
.
you ca
is
r
id
r
e
e
d
e
m
r
a
h
t
or sum 5 through M
g
in
r
p
the s
a MXa Mazd
driving
ist,
blast.”
ournal
ist
ournal
here
w
J
ay elebrity andfulfTilVled when thoeickeidosf Mazda
w
r
g,
be
e ch
n, C
No
ik
Jan-Er
Larssed roadster was toait that long. Thhusiasm for driv,init is
f ent
f a re
ldn’t w
dition
ream o ed out. I cou ombination o found. In ad
d
’s a
e
h
T
v
“
c
e
o
r
b
. There
e
m
t
s
t
o
t
p
d
e
n
u
a
b
n
c
h
a
e
A
d
c
e
.
n
f
big a
turally y and design age and cof
t
ame na
ster.”
lugg
MX-5 c s, price, quali
ld road
r both
o
o
s
f
t
s
s
m
e
o
o
sportin tical, with ro he world’s m
t
ac
very pr hy the MX-5 is
w
n
o
s
rea
ta, J
pilicue
z
A
o
ed
y well d s
Eduar
r
e
hnicall
b
c
, it
e
s
t
m
ic
a
e
nly
chan
COTY0M
is not o reakable me ertain
5
X
M
c
s
nb
alist,
, Journ ber in the
n
i
l
l
o
C
em
Robert
t, jury m r award
e
d
a
l
b
eived
Afton
the Yesatomers who recit!
f
o
r
a
u
ed
e first c
9. I lov
World C
d
“The 9 adster with u o touches an he bull’str
ro
it t
e
d
r
h
e
s
h
n
it
ic
ig
s
h class handling, and
style w
is
e
it
iv
r
t
B
c
attra
f the
road
brings
cence o
set. Its
ift, still ry”.
h
s
reminis from the out
e
h
t
centu
ion of
ht
eye rig rly the precis re in the 21st
u
s
la
a
u
partic
ing ple
ous driv
enorm
d
8
th
mer 19
ear - an
among
“I was tas in the sum car after a y
ia
he
their M I had to sell t
r
ore in
!
e
d
v
n
e
seco
it anym ce, I
How
y
d
r
n
e
a
v
t
e
s
it
en
ot
missed hen I could n erious abstin in
s
w
n
f
,
Finally er 16 years o new in Swede nly
t
f
o
a
ld
d
,
o
n
s
ar,
er a
2006
imilar c revious own en had the
s
a
d
n
p
fou
ne
It ev
1989, o
car. meter.
August m on the odo as in my first
k
10,000
e
0
d
m
0
n
70,0
ter, a
the sa
,
la
io
a
s
r
d
e
a
r
l
umm
n’t had
origina
Three s and we have s of
re,
ad
km mo
, but lo
roblem .”
p
le
g
sin
re..
pleasu
driving
ce
son, Vi
s
l
r
a
K
s AB
Gert
, Förlag g
r
e
h
s
i
l
Pub
jöber
on & S
s
s
n
i
b
l
A
n
e autum
rt, …)
(Bilspo my MX-5 in th car
hard
e.Ru,
how g, thanks to its a pera TV-sm
i
s
st
s
utin
u
R
o
ear ily way of c mnd the Mazda ishju
G
p
car is
o
e
T
of
y da
of t
ith, a
r
m
s
s
w
o
t
is
e
d
n
a
e
5
e
r
r
cts a
X
o
iv
Mode
r get b
, the M
. It refle
espons
mind
I neve
, the r
plicity
ia , Editor, Drivsnowy winters inwant a car thadt , as we all knows of brilliant simrive.”
Russ
sky with Russian in traffic and . It talks. An few example er a great d
Petrov
s
v
s
,
y
li
l
Mikhaie as it may seemI spend two houicrates. It entertainis one of the vecrar’s ability to de
g
mun
MX-5
on a
ry day
“Stran
of. Eve the job. It com happy. Mazda gadgets, but
o
r
g
in
f
t
r
o
s
o
f
li
r
fold
a
e
g
n
b
um
le thin
g jour
n the n
fect litt es a motorin
ased o
b
t
k
a
o
n
m
what
lue was
hen va
time w
52
en
sher,
SweDdackewall, Publieden
w
kewall
ned this
Mr Dac d he also ow
n
a
model,
0
inal 199
ig
t an or
r
Gunna or & Sport Sewfirst who bougthion MX-5.
ot
ng th
enera
third-g
as amo
Auto M
red
t the
“I orde nounced tha
riod, I
n
a
iting pe
a
y
ll
w
ia
g
ic
n
.
was off
ing a lo
e 1990
e day it ! Then, follow e first of Jun
m
a
s
e
n
a
h
h
t
de
to
nt
1989 in Swe
e car o as delivered
be sold to pick up th
w
ief for
t
h
c
a
h
t
in
would
5
r
le
o
X
b
it
a
M
d
s
t
e
yed my
irs
wa
as
finally ly it was the f lped that I w en I have enjo drive it
e
h
e
t
h
k
time to
ince
ably
Most li
it prob t the time). S ely I lack the eter and it’s
(
r
e
m
custo
odom
zine a
rtunat
t maga
ut unfo 00 km on the
Bilspor ry summer b
,0
3
ve
s just
MX-5 e t. The car ha
n
a
w
like I
new.”
still like
53
- Bayley ic,
n
e
h
p
Ste
crit
design d
h
s
i
t
i
r
B
an
l critic
cultura
tion
authore absolute distilla
h
ted wit
om
ingd
ed Ked Designer of
t
i
n
U
n
The Murray – Renowand the McLareany
urr
cars
Gordon
rdon M
e race
o
n
G
O
f
o
a
l
r
nde
Formu
n’s
ar'. Fou
hapma
c
r
e
p
u
Colin C oduction
f
o
y
F1 's
it
pr
pur
te the
applied
Design et out to recrea , but with well d of course, rity
s
u
an
lan
“Mazda 60s’ Lotus E day usability the MX-5 its p
y
.”
19
n
r
y
e
e
ic
it
v
iv
od e
ngev
as g
class
ring, go ability. This h ranteed its lo
e
e
in
g
en
ua
reli
which g
Mazda
typical e of purpose,
ns
and se
–
arkson r and
l
C
y
m
Jere
aste
broadc V Top
h
s
i
l
g
En
CT
list, BB y Times
a
n
r
u
o
J
da
he Sun
Gear, T
ondere Sun
and Tahnd honest and nwdwich
“It is th le idea, execu t. It is
p
ain
of a sim ion and restr
ss
g
a
p
in
,
h
t
t
c
e
ta
m
ls, a
aiku: so
like a h to its essentia ster
ad
d
o
e
r
p
d
strip
ngine
e
t
n
o
r
small, f n syllables.”
tee
in four
“Basic ill a bacon sa nd good
a
st
ful. It’s h good bread nly now
it
.O ®
w
t
a
e
e
d
a
m
m
od
and go
auce¡ .”
butter plash of HP s
s
it has a
es
t
a
t
rey’s
edy, s
t
i
n
U k Dempse Actodrr(iGver,
nd
Patric
wner a nd Am GT
o
)
y
m
and
, Gra
Anato
Racing o seasons in s:
y
e
s
p
rie
t tw
Dem
Cup seide vao spen
h
5
w
X
,
M
8
w
RX
yboy
rive a
the Plnaate enough to d, and on the
f
o
t
u
o
d
u
en fort
the roa
00 hp
“I’ve be ports cars on racecar is a 5 avorite
fs
er”
my f
riety o
aily driv -8, but one of car a coud
“
y
M
track. or Mazda RX an MX-5 Cup lanced
e
ot
ba
three-r es was to rac -5 is so well
ut
c
X
n
95%, b
M
ie
t
e
r
a
h
e
e
T
p
iv
. ex
r
o
d
g
t
a
o
a
ears
asy t
ct th
ple of y kes it quite e lent to extra
a
a
t
“
m
f
r.
o
it
a
l
dea
that
er’s c
a great much a driv
s
e
k
a
t
it
ry
. It’s ve
last 5%
cotor ra
M
–
h
c
the
Mar
ron of
harles
Lord C siast and pat eed
hu
Sp
ing ent d Festival ofelped re-invent
5h
oo
Goodw l Mazda MX- d made the
of all
nd atin
a
other”
m
l
“
fa
e
h
r
M
ence o
red t
itze
the ess
tor, Le
onside
Sw
ns, to
, Edi
es all
n be c
lementto some fans - cbale price, it featuurre in all condityiolively enC
e
p
p
i
r
a
as
Phil
r Miata
ip. A ve
reason
ing ple
fe,
rigina
car an
“The o
ay – sa
sports
le
b
a
d
r
it is tod still being
o
t
f
a
f
a
h
w
e
th
st
ter
le, whil
n roads
moder ble and reliab
ta
comfor to drive.”
un
f
t
a
e
gr
h
iv
-5 – o
For a
ued
smans
and dr
The MX onvertibles.
d craft X-5 has contin sonable
ations
n
s
a
n
y
e
c
r
s
u
n
r
x
a
M
m
e
e
u
lu
r
e
d
f
h
o
a
im
t
o
m
ax
g;
el
for
tible: m
ood lev , great brakin and offered
l
conver ith a rather g
g
a
tic
dlin
w
ic, prac
ad han
gether
hing ro s. Sympathet
is
n
o
t
s
gine, a
qualitie
ping its t!
develo
s
’s a mu
price, it
u re
t
u
f
t
the
r tha
e
a
b
c
l
l
i
e
k th
ct w
n
e
i
l
l
h
t
o
c
I
“
will
s
n
o
i
t
a
no
Jay Le
gener
“
.
M X- 5
l
a
n
i
orig
-up
n stand
a
c
i
r
e
no – Am levision hosnt s
Jay Le
te
ratio
re gene
ill
ian and
comedthe car that futuiginal MX-5. It wat
r
h
“I think t will be the o ear 2025… w e
c
y
e
e
ll
ill b
h
w
t
r
5
o
f
X
will co
g
M
Mustan or today, the
f
be the
is
g
n
a
t
s
the Mu ure.”
fut
of the
54
ist
ournal
J
g
n
i
r
oto
ri– the m l MX-5
ased p
l
l
a
H
has is b t. Its seb
a
5
n
i
Bo
X
g
M
i
p
the ornd longevity the plicity of concet was
behind
ha
sim
sa
t
s
ity and
a tune dard, no
reatne
“Any g the car’s pur started with
an
t
s
a
e
in
that it
ecom
b
is
marily
o
s
t
s
h
e
succ
noug
cret to t engaging e
e
g.”
y
in
le
g
p
sim
s sin
who wa
r
e
t
t
a
m
55
Motorsport
MX-5 Journalist Race, Japan 2005
56
57
Sweden
USA
United States
SPAIN
MX-5 Playboy Cup Series
uk
USA
In the United States, Mazda is one of the most-raced
brands with racing series nearly every weekend. One of
these is the SCCA Pro Racing Playboy Mazda MX-5 Cup,
which currently races identically-outfitted Mazda MX-5s
with components from MAZDASPEED Motorsports Development. The Playboy MX-5 Cup provides an affordable,
entry-level nationwide professional series using production cars. Modifications to the intake and exhaust systems increased the output to an excess of 200 PS. There
is a special suspension kit with adjustable stabilizer bars
and racing tyres, along with upgraded brakes and all the
safety equipment required like welded safety cage and
racing safety belts.
MX-5 Racing in
Europe
M{zd{ MX-5 in
Motorsport
switzerland
Japan
With its perfect 50/50 weight balance, its rearwheel drive character and its direct driving
their faith in vehicles with tried and true
feel, the MX-5 is the perfect basis to
production technology that is affordable to
purchase and maintain. Their powertrains should
create a true racing car.
be easy to reach and work on, and they should
M
otorsport today consists of many different
types of competitions, and getting a clear
picture of it all is difficult. It has developed in a way
that is dependent on circuit type, locally-evolved
race regulation traditions, and what kinds of
vehicles are available. One of these forms is
amateur motorsport, which despite its diversity
follows basic rules that apply the world over.
Because of this, timeless sports cars like the
Mazda MX-5 are very popular as base vehicles for
racing series. Automotive enthusiasts tend to put
58
have enough room for modifications. Basically one
rule applies here – the simpler and easier a car’s
production technology is to modify, the more
popular it is amongst motorsport fans. Providing,
of course, that the vehicle has on a sporty set of
clothes when it leaves the factory.
It comes as no surprise that after WWII amateur
motorsport was first dominated by British, and
later by Italian and German car brands. These
sports cars were driven by individual, non-
USA
Spain & Portugal
MX-5 Cup
professional drivers organised in a large number of
clubs; who competed on oval circuits, airfields,
supermarket parking lots and public streets.
However, divisive opinions about the safety deficits
of convertible sports cars led to a decline in the
market for roadsters during the 70s and 80s.
It wasn’t until Mazda first introduced its roadster
Miata, called MX-5 in Europe, that many sports car
lovers involved in amateur motorsport realized
what had been missing during the previous years.
With its two-seater, Mazda offered a modern
interpretation of the functionally-equipped and
emotionally-appealing roadster. For amateur race
car pilots, it was the ideal basis – compact,
lightweight, with excellent balance that makes it
easy to handle. Its four-cylinder engines in 1.6, 1.8
and later 2.0-litre displacements had extremely
high levels of durability, used low amounts of fuel
and were very easy to maintain. Because output
levels of the production model engines were never
maxed-out, hobby mechanics around the world
always found fertile ground under the bonnet for
creative tuning.
( 2001 / 2003 )
Mazda Motor de Portugal organised one of the most interesting and competitive cup series’ between 2001 and
2003, and it remains a legend to this day in Portugal. It
confirmed that any competition with the MX-5 is extremely fun to follow. The Portuguese Mazda Cup consisted of around 20 MX-5s in a series of six, 50 minute
races, with two drivers per car (four races in Portugal
and two in Spain). The Mazda MX-5s raced had the 1.8litre 140 PS engine under the bonnet with a safety rollcage, Avon Racing tyres, and some small changes to the
engine and chassis. Using this format, Mazda Motor de
Portugal controlled costs, had nice entry prices and provided exciting racing.
In 2001 and 2002 Mazda Spain participated in the MX-5
Cup organized by Mazda Portugal. Each season the Spanish team took part in a total of three races – two of them
celebrated in Spain and one at the Portuguese circuit of
Estoril.
Motorsport
59
This was what Duane and Randy Simpson found out as
early as the US launch of the Miata in 1989. The
brothers opened a tuning company called “Simpson
Brothers Racing” in Illinois, became leading figures in
the newly-founded Miata Club of America, and began
competing with the first Miata race cars that same year.
The Simpsons kept it simple when transforming the
mass-produced roadster into a quick buzz-saw of a race
car. This illustrates why the base vehicle would become
so popular in motorsport – the air-conditioning system
and airbags could be removed, and the steering wheel
replaced by that from an RX-7. The muffler along with
the catalytic converter could be taken out to lower
exhaust-gas pressure. Then the driver’s seat, the
dampers, brake pads, wheels and tyres replaced. A
special roll-over protection was then added, and the now
race-ready sports car was prepared to compete in a
variety of competitive classes. This format also spared
the wallet of the driver. Nowadays, Mazda USA still
organizes the Mazdaspeed MX-5 Miata Cup, a hugely
popular racing series.
netherlands
Netherlands
total M{zd{ MaX5 cup
Even here in Europe, the MX-5 has often been the choice
for use by competitive amateur race car drivers. The
annual Mazda Sport Club, for instance, is developing
quickly into a very popular European racing series that
allows teams to drive famous circuits – including Monza
and Imola – between April and October. And there are
other, smaller racing series from Sweden to Portugal
that offer MX-5 enthusiasts a platform for motorsport
activities. The popularity of each of these racing series
does not usually extend across borders, but this does
not diminish the competitive intensity in any way.
Mazda Motor Nederland participated in the 2009 season of the Dutch
MaX5 Racing Championship with a Mazda MX-5 NA model. This racing
event uses vehicles based on the first generation of the world’s most
popular roadster. The MaX5 Racing Championship consisted of a total
of nine races divided over four circuits. Mazda offered journalists with
a racing license and motorsport experience the chance to get the
Zoom-Zoom feeling for themselves. In all, six journalists took up the
challenge, leading the team to an excellent third place finish in the
overall standings. The popularity of MaX5 racing is growing fast in the
Netherlands. While the 2008 championship only had three cars, this
past season it numbered seven cars. The number of next season’s
participants is already at 16 cars and counting. Due to a sponsorship of
Total the championship is renamed to Total Mazda MaX5 Cup. You can
find more information at www.max5racing.nl
On the other side of the world, the excitement that
surrounds racing Mazda MX-5 is also growing. Once a
year drivers meet at the Mount Panorama Racing Circuit
in Bathurst (near Sydney), Australia, to experience this
as intimately as possible in a timed-lap format. What
stands out here is that many of the participants drive
older MX-5s that are not even homologated for public
roads in Australia. These models are imported from
Japan. They have low price tags, wide tyres, roll-over
bars, a limited-slip differential and a racing chassis. And
in Japan itself, “party races” have been organised that
allow fun, friendly MX-5 competition on the racetrack.
Sweden
MX-5 racing Cup
A special MX-5 Racing Cup was founded in 2007 by racing enthusiasts
in cooperation with the Miata Club of Sweden. Only a year later it was
already racing 10 Miatas on Swedish racetracks. This year the number
of MX-5 race cars participating has increased to 14, and for next year
about 20 cars will take part in the MX-5 Racing Cup.
Mazda can now look back on the success story of the
world’s most popular roadster that began its amateur
motorsport activity in the very first years it was
introduced globally. This has since grown into an
important chapter in the history of the Mazda brand, a
chapter with many motorsport successes on
international racing circuits.
Switzerland
MX-5 Cup
(1999)
In 1999, Switzerland was location for an exciting MX-5 Cup series of 12
races, including four mountain circuits. 17 teams took part driving
production roadsters with a reinforced body shell, suspension, and
transmission, and special brakes. They were stripped of all comfort
components to be lighter, and had powertrain control and their exhaust
system race-modified.
United Kingdom
M{Zd{ MX-5
Championship:
Only the one-make, single-class Mazda MX-5 Championship in the UK.
MX-5 Journalist Race, Japan 2005
60
Motorsport
61
Reliability
A Long-Term Love Affair
Mazda MX-5 shares a lot with British roadsters from the 1960s and 1970s.
But one thing it does not share with these classic two-seaters is having to
adjust the carburetor on a daily basis, the smell of petrol in the
interior if you didn’t get it just right, and then there was the
rust. These roadsters were fun to drive, but required a
lot of care and maintenance – not so the Mazda
MX-5. Despite delivering unparalleled driving
markets, Carsite.co.uk recently
exhilaration, it is also one of the most
named the MX-5 the number one
reliable and durable sports cars
second-hand car of the new millennium.
ever made.
“The Mazda MX-5 deserves the top position
T
his attribute was evident from the very
beginning. In 1990, for instance, Germany’s
Auto Motor Sport conducted a 100,000 km
durability test of the first-generation roadster then
wrote “By the way, the body [of the MX-5]
withstood the stress of 100,000 km as durably as
the rest of the parts did. It holds up on bad roads
just as well as it did at the start of our test.”
Germany’s Automobile Club (ADAC) came to the
same conclusion about the second-generation
MX-5 in 1997, saying “Anybody who has ever
owned this cute two-seater raves about how
trouble-free it is, something it does much better
than many everyday sedans.”
For a pure-blooded sports car that is red-lined
nearly every day of its life, this is unique. Nobody
expects a sports car to hold-up forever, but it
appears Mazda MX-5 is about as close to being
indestructible as you can get in this segment. In
the UK, which has one of Europe’s largest used-car
62
thanks to strong reliability, value for money,
residual performance and driveability.”
The current third-generation has carried on this
tradition with flying colours. In Austria – where an
estimated 90 percent of all MX-5s ever purchased
are still registered – the MX-5 hardtop coupe
version mastered difficult mountain conditions on
a long-term durability test conducted by Alles
Auto. The Roadster Coupe, it writes, “…completed
its intensity test with no breakdowns at all – the
first car to do this since we introduced stricter test
criteria two years ago.” And Germany’s DEKRA
Mängelreport 2010 (Breakdown Report) recently
underscored the roadster’s long-term reliability
even further. Not only was the current, thirdgeneration Mazda MX-5 the most reliable car in the
convertible sports car category on their survey,
the second-generation MX-5 (for cars with 100,000
to 150,000 km) also ranked first. This outstanding
reliability has ensured that the global love-affair
with Mazda’s roadster has never been a cheap,
short relationship. It has continued for 20 years
and shows no signs of letting up.
MX-5 First Generation (NA) 1992
• Current mileage: 371,698 km
• History: New piston rings at 240,000 km,
otherwise no issues
• Registration date: 15 June 1992
(3 months old, 3,000 km)
• Owner: Frank Kubelka (D)
• Special parts: Koni® suspension,
special alloy wheels and aero kit
• Owner statement: “Built to take curves fast
and in the red-line!”
reliability
EDITORIAL
Austrian freelance automotive journalist
Herbert Völker recalls what it was
like to experience the very
first Mazda Miata in
California in 1989.
Memories of
Crisp Shifting
Shades of Indy! Cheap thrills in the summer of ’89 – 5000 rpm in second
gear through a tunnel. The sexiest automobile fantasies ever seen
in these parts meet osteopathic innuendo regarding the
interior geography of small cars.
B
ut then a fresh idea appeared. We fantasized
about Malibu and a woman, maybe named Barbara whose name is pronounced in that cool, West
Coast way. A little out of breath, Barbara says something pretty wonderful – what a leap in automotive
evolution!
In any case, before the first MX-5 ever hit the streets
the hype coming from the Americans was driving
the Europeans crazy. It was clearly California hype,
the world consisting of the area between San Francisco and San Diego. People couldn’t stop talking
about “Miata” (not “MX-5”) and there was a real Miata-mania. We had seen some crazy car stuff in our
day, but this topped them all.
Important European publications reported from the
States (long before it was here) that the Miata was
“the first Japanese car in automotive history to be
going at excessive prices.” We weren’t long in wondering why. I have to add that two phenomenal products would shake the world in 1989. The first was the
most direct-reacting car ever – short, quick, smart,
good-tempered (at $14,000) – the second a new kind
of communication that was also short, quick, smart,
good-tempered (with no SPAM). The first PCs were
available and even though the Internet had not yet
gone global, a proto-email system had already begun
in the US. Of course, people on the West Coast were
some of the first to communicate this way with each
other, and had made history with their delightful
short messages. The combination of Miata, California and fast communication was a phenomenon that
was so full of promise and fun, that we Europeans
could hardly wait to take part in it.
So I embarked to Los Angeles in the summer of
1989. The Americans were making a lot of noise
about the car, but their seriousness was touching
too. The car was important enough that dealers
were paying 50 percent more to get them in their
showrooms. For those who had bought one of the
first ship-load from Japan, the car was even more
important. A letter from a steadfast lover of the
roadster to his local Miata club said “When I’m old
and grey and sitting at a bridge table in an old folks
home, the memory of a certain small sports car will
warm me better than the thought of a bet I won on
some horse track of life. At this point I will wish I had
always been the jockey.”
Some cars are a success from the start. Very few are successful even
before the start.
Mazda MX-5 won the 1989 Chicago Motor
Show’s “Most Fun” vehicle award, before anyone outside Mazda had ever driven it. A month
later, Road & Track in the USA wrote “Its combination of communication, responsiveness,
predictability and forgiveness make it the besthandling two-seater I’ve driven in recent memory.” (Dennis Simanatis). The same month, the
UK’s Autocar had a report about it with the
title “Brilliant!” News of Mazda’s exciting roadster soon reached customers, and there were
so many orders in the early 1990s – many of
them from motor journalists – that waiting periods of several months were not unusual.
Mazda was soon building display cases for the
trophies the roadster won. In 1989, it took
home 11 awards in the USA and Japan – where
it was first launched – including “Coupe of the
Year” in the USA and the “Best Sporty Car” in
the King of Cars contest in Japan. In 1990, it
won the first “Automobile of the Year” award in
the USA, “Best new Model” in Japan’s Best
Cars in 1989 award, and three major automotive awards in Australia.
20 years and over 160 awards later, the MX-5 is
still just as popular as it ever was. The thirdgeneration won “Car of the Year” in Japan and
New Zealand, was named “Roadster of the
Year” in the UK, and the hardtop Roadster
Coupe won Top Gear’s “Roadster of the Year,”
just to mention a few. More importantly, more
than 850.000 people had purchased a Mazda
MX-5 over the years, making it a true benchmark for success.
This car seemed to have the ability to bring out the
best in people. Or was the opposite true? Miata
owner Ray Johnson from San Diego wrote “Some
cars have more soul than the people who drive
them.” We should not forget that the Americans had
been completely lulled to sleep by heavy torque-converter automatics, and the Miata led them into the
exciting world of high engine speeds. Yep, there is
life over 5,000 rpm! From Miata Magazine comes the
following “Your Miata engine will take every shift at
7,000 rpm for 100,000 miles. Don’t be afraid if you
over-rev the engine something will break. Fuel cutoff is at 7,300 rpm.” A thankful reader responded
with “memories of crisp shifting… from second to
third and redlining it hard.”
On the flight to LA, I continued to read Miata Magazine, and found under Cheap Thrills the following:
“Drive at 5,000 rpm in second gear through a tunnel. Shade of Indy!” It goes on to say that there is
supposedly a tunnel in Japan that’s six miles long.
This is how our American friends got the idea that
Japan must be an unbelievably romantic country. Six
miles in second gear at 5,000 rpm in a Japanese
tunnel – is there anything more beautiful than that?
I took Interstate 10 into the San Bernardino Mountains and then drove into that area where the Great
California Desert meets the Mojave Desert. It’s good
country for a small, open-top car in winter. Once
back in Santa Monica, I tapped out a story about the
re-invention of the classic small sports car on my red
Olivetti typewriter. Of course, I would soon have my
own computer. A new era was just beginning!
64
The Benchmark for Success
In Spring 1989 a small group of German automotive journalists accepts a secret
invitation to the USA to experience the MX-5 live for the first time on real roads.
success story
65
Award list
From the USA to Australia, from Germany to Japan, Mazda MX-5
is one of the most decorated sports cars of the last 20 years.
THIRD Generation
37
2006
U.S.A.
CAR AND DRIVER -10BEST
38
2006
U.S.A.
Most Fun on Wheels - Playboy
39
2006
Australia
Wheels‘ 2005 Car of The Year - Wheels Magazine
40
2006
U.K.
Car of the Year2006-Best open-top - What Car?
41
2006
New Zealand
2005_New Zealand Car of the Year - New Zealand Motoring Writers Guild
42
2006
Japan
King of Car - Sport Nippon
43
2005
Croatia
2006 ROADSTER OF THE YEAR
44
2005
New Zealand
2005 New Zealand Herald Car of the Year
1
2009
U.S.A.
10 BEST CARS 2009 - Car and Driver
45
2005
Portugal
Cabrio of the Year
2
2009
Australia
Gold Star Cars Awards-the Best Sports Roadster under $150K - Wheels Magazine
46
2005
U.S.A.
Car of the Year 2006 Top 10
3
2009
Ireland
New car magazine awards 2009 : Best roadster
47
2005
U.S.A.
10 BEST CARS 2006 (BEST ROADSTER)
4
2009
U.K.
Best Roadster in 2009 Auto Express New Car Awards
48
2005
Japan
Fashion Color Award (Galaxy Gray Mica Body Color/Tan Interior Color)“
5
2009
U.S.A.
Consumer Reports Top Picks for 2008: Fun to Drive
49
2005
Japan
Best Design Award
6
2008
U.K.
Auto Express: „Best Roadster“ Used car honours 2008
50
2005
U.K.
Roadster of the Year
7
2008
U.K.
Auto Express: „Best Convertible“Award
51
2005
Japan
CAR OF THE YEAR JAPAN 2005-2006
8
2008
U.S.A.
Road and Travel: 12th Annual Sexy Car Guide: one of the Top10 Sexy Cars
52
2005
Canada
Cles dor: Voitures sport - moins de $50,000 (Golden Key: Sports car - under $50,000)
9
2008
Thailand
Thailand Car Of The Year 2008: The Best Roadster of 2008 - Grand Prix International Group
53
2005
U.S.A.
Best Buy in Sport/Performance Car Class
10
2008
U.S.A.
Consumer Report One of Top Picks 2008 ( Category Fun To Drive)
54
2005
Japan
2005 Good Design Award (G-mark)
11
2008
Canada
World of Wheels Editor‘s Choice: Best Convertible of 2007
12
2007
Germany
Auto Trophy 2007: winner in the category Cabrios/Roadster up to 30000euros - Auto Zeitung
13
2007
U.S.A.
Car and driver one of the 10 Best Cars
14
2007
U.S.A.
One of the Top 10 Most Affordable Convertibles 2007 - Edmunds.com
56
2004
U.K.
Excellent Second Hand Buy
15
2007
U.S.A.
One of the Top Ten Sports Cars - Luis Vuitton
57
2004
Denmark
Best Roadster
16
2007
U.K.(Scotland)
Scottish Car of the Year“Best Drop-Top“ - Orient Auto Magazine
58
2003
Israel
2003 Sports Car of The Year
17
2007
U.S.A.
Number 3 of Top 10 Gay-friendly cars - Gay Wheels.com
59
2003
U.K.
Best Handling Car
18
2007
U.S.A.
The vehicle dependability of 2004 model year(Compact Sporty Car) - J.D. Power & Associates
60
2003
Portugal
Best Speed trophy in Portugal
19
2007
U.S.A.
Top honors of most fun to drive - Consumer Report
61
2003
Thailand
Thailand Car of the Year 2003: Roadster
20
2007
U.S.A.
Best Deal for Empty Nesters - Cars.com
62
2003
Denmark
Best Roadster
21
2006
U.K.
Top Gear Awards: Roadster of the Year
63
2003
New Zealand
Best Mid Size Car
22
2006
Australia
dCOTY 2006: Best Convertible - Drive.com.au /Sydney Morning Herald/The Age
64
2002
Australia
Most significant car of the 1980s
23
2006
U.S.A.
Most Efficient Two Seaters - Environmental Protection Agency (EPA)
65
2002
Hungary
Playboy Car of the Year
24
2006
Portugal
Scottish Car of the Year - ‘Best Drop-Top’ - Association of Scottsih Motoring Writers
66
2002
Thailand
Thailand Car of the Year 2002: Roadster
25
2006
U.S.A.
Editor‘s Most Wanted Vehicles for 2007: Convertible Under $25,000 - Edmunds.com
67
2001
Portugal
Best Speed trophy in Portugal
26
2006
New Zealand
National Business Review Sports Car of the Year
68
2001
U.K.
Top 10 Performane Car
27
2006
Australia
Wheels Automotive Design Awards - Overall Outstanding Automotive Design - Wheels Magazine
69
2001
Japan
Auto Color Award 2001 Grand Prix
28
2006
Germany
Internet Auto Award 2006 - Auto Scout & Sydney Morning Herald
70
2001
U.K.
Used Car Awards; Best Roadster
29
2006
U.K.
New Car Honours: Best Roadster - Auto Express
71
2001
Canada
Automobile Magazine’s only “11 time All-Star winner”
30
2006
U.S.A.
Best Convertibles 2006: Best entry-level roadster - Forbes
72
2001
U.S.A.
10 Best
31
2006
U.S.A.
BEST CARS FOR THE BUCKS 2006: Best Convertible For The Bucks - Forbes
73
2000
U.S.A.
2000 All Star
32
2006
U.K.
Best used Roadster money can buy - Auto Express
74
2000
U.S.A.
Best Convertible; MotorWeek Driver Choice Award
33
2006
Canada
Best Sport Coupe/Convertible - World of Wheels
75
2000
U.S.A.
A Best Base Sport; IntelliChoice 2000 Best Overall value of the Year Award
34
2006
Thailand
Thailand Car of the Year 2005: Best Roadster - Grand Prix International Group
76
1999
U.K.
Sports & Coupe winner
35
2006
New Zealand
Driver Sports/Performance Car of the Year - Driver Magazine
77
1999
U.S.A.
Best Buy
36
2006
Hungary
Playboy Car of the Year 2006 -Sports Car - Cabrio, Price Value Category
78
1999
U.K.
Used Car winner Sports car
66
SECOND
Generation
Success Story
67
79
1999
U.S.A.
1999 All Star Best Entry -Level Sports Car
119
1991
U.S.A.
Best Sports Car, Driver‘s Choice Awards
80
1999
U.S.A.
1999 Ten Best Cars
120
1991
U.K.
Best Sports Car of the Year ‚91
81
1998
U.K.
Best Sports Car
121
1991
Germany
Best Import Cabriolet (readers‘ poll)
82
1998
U.S.A.
1998 Ten Best Car
122
1991
Germany
First place, Fun Car category, Auto Trophy ‚91 (readers‘ poll)
83
1998
Japan
First Prize Smash Hit Goods ‚89
123
1991
U.S.A.
Sexiest Car For Your Girlfriend
84
1998
Scotland
Sports Car of the Year
124
1991
U.S.A.
1991 All Stars
85
1998
U.S.A.
Best Buy
125
1990
U.S.A.
Ten Best Cars in the World & Best in Category, Sports/GT ($13,00-21,000)
86
1998
U.K.
IBCAM Auto Design Award
126
1990
Australia
Top 10 of ‚90
87
1998
U.K.
1998_Best Convertible Car
127
1990
New Zealand
Car of the Year ‚90
88
1998
Croatia
Sports Car of the Year
128
1990
Australia
Best Sports Car
89
1998
U.K.
1998 Best Sport Car
129
1990
Denmark
Prize of Honour ‚91
90
1998
U.S.A.
Best Buy in Sport Coupes/ Sedan Category
130
1990
U.S.A.
Top Ten Trouble-Free Cars
131
1990
U.K.
Best Value Sports Car of the Year
FIRST
Generation
132
1990
U.K.
Sporting Car of the Year
133
1990
U.K.
Best Sports Car
91
1997
Australia
Top 10 of ‚97
134
1990
U.K.
Best Handling Car in the World
92
1997
Israel
1997 Sports Car of the Year
135
1990
U.S.A.
Most Trouble-Free Sports Car, Initial Quality Study
93
1997
U.S.A.
1997 All-Stars
136
1990
U.S.A.
Best Sports Car, Driver‘s Choice Awards
94
1996
Australia
Top 10 of ‚96
137
1990
U.S.A.
Most Fun to Drive, Cars for 1990
95
1996
Israel
1996 Sports Car of the Year
138
1990
U.S.A.
1990 Import Car of the Year (Second place)
96
1996
U.S.A.
Best Buy in Sport Coupes/ Sedan Category
139
1990
Japan
Golden Award, Super Goods of the Year ‚89
97
1996
U.S.A.
Perfect Ten, The Ten Most Significant Automobiles From the First Ten Years of the Magazine
140
1990
Australia
Best Car ‚89/90 & Best Sports Car ‚89/90
98
1996
U.S.A.
Second Place, 1996 Cars Reliability (Sports/Sporty Cars Category)
141
1990
Germany
First Place, Import Cabriolet category (readers‘ poll)
99
1996
U.S.A.
MY96 Most Fun to Drive“ Car
142
1990
Japan
Grand Prix, Exterior, Best Car Interior & Exterior
100
1996
U.S.A.
Best Value in the Base Sports Car Category
143
1990
U.S.A.
(one of) Best, Best and Worst of the Year ‚89
101
1996
Israel
Car of The Year
144
1990
U.S.A.
(one of) Best of the Decade, Design category
102
1995
Australia
Top 10 of ‚95
145
1990
Australia
Best Sports Car
103
1995
U.K.
Best Sports Car in 1995
146
1990
Australia
Car of Australia ‚89
104
1995
U.S.A.
Most Problem-Free in Class
147
1990
Australia
Car of the Year 1989
105
1995
U.S.A.
1995 All Stars
148
1990
U.S.A.
Automobile of the Year (inaugural award)
106
1994
Australia
Top 10 of ‚94
149
1990
U.S.A.
Ten Best Cars
107
1994
U.S.A.
1994 All Stars
150
1990
Japan
Design of the Year
108
1993
Australia
Top 10 of ‚93
151
1989
U.S.A.
Hot Products for 1990
109
1993
Germany
152
1989
U.S.A.
Coupe of the Year
110
1993
U.S.A.
1993 All Stars
153
1989
Japan
Best Sporty Car, Kings of the Cars ‚89
111
1993
Germany
Auto Trophy Best Fun Car
154
1989
Japan
Grand Prix, Trendy Goods ‚‘89 (hobby & resort category)
112
1992
Australia
Best Buys of 1992 Sports Car_ under a $47,280 category
155
1989
Japan
Promoters‘ Cup, My Best Choice ‚90
113
1992
Germany
156
1989
Australia
Top 10 of ‚89
114
1992
U.S.A.
1992 All Stars
157
1989
U.S.A.
Best 100 Products
115
1992
Germany
First place, Fun Car category, Auto Trophy ‚92 (readers‘ poll)
158
1989
Japan
First prize, Smash Hit Goods ‚89
116
1991
Australia
Top 10 of ‚91
159
1989
U.S.A.
Top Ten Import Buys ‚90
117
1991
Hong Kong
Best Five Exterior Design Award
160
1989
U.S.A.
Five Best Cars in the World (inaugural awards)
118
1991
Australia
Best Sports Car, under $45,000
161
1989
U.S.A.
Most Fun, Chicago Auto Fair awards
68
Success Story
69
MX-5 20th
Anniversary Edition
W
hen first launched in Europe in 1990, Mazda MX-5 was as sporty
as you could get without being wealthy. From the very beginning it delivered open-top, one-with-the-car fun for almost everybody.
And it was a pure and simple car, because Mazda had invested in the
essentials of driving fun and a true roadster look. During the 20 years
that followed, Mazda’s roadster managed to move with the times
without ever changing the essential character of the original model.
This is why Mazda MX-5’s popularity among normal customers and
amateur sports car enthusiasts shows no sign of waning.
To celebrate two decades of ongoing success, Mazda is offering a special MX-5 20th Anniversary limited edition model of just 2,000 units
exclusively for Europe. Based on the current 1.8-litre soft top with
five-speed manual transmission, it harkens back to the original model
and is a true collector’s item. It comes with a strut tower bar for even
stiffer, sportier handling, and in three classic colours – True Red, Crystal White Pearl and (for the first time on an MX-5) Aurora Blue. A special styling package heightens the classic look with chrome grille and
headlight facia, chrome handles, silver-look fog lamp facia and 20th
Anniversary logos. Completing the exterior are 17-inch aluminium
wheels with a finish made especially for the 20th Anniversary MX-5.
On the inside are several features celebrating this unique sports car,
including stainless-steel scuff plates with the car’s unit number. There
are also body-colour decorative panels and body-colour seatback bar,
complemented by floor mats embroidered with the anniversary logo
and body-colour edging.
70
MX-5 20th Anniversary Edition
71
M{ZD{
MX-5 se
cond
Genera
tion 199
8
Engine
MZR 1.6
Transmissi
on
In-line 4-cyl
inder DOHC
Displacem
, 16V, Front
ent
MZR 1.8
midship, re
5-speed man
Performan
ar-wheel dri
1597 cm 3
ual transmis
ce
ve
sion
Torque
81 kw (110 P
S) / 6500 rp
m
Max. Spee
134 Nm / 5
d
1840 cm 3
000 rpm
0-100 km/h
103 kw (140
195 km/h
PS) / 6500
rpm
Consumpti
162 Nm / 4
9.7 sec
on
500 rpm
(urban/90
km/h / 120
197 km/h
km/h)
CO2 10.6 /6.6 /8
8.5 sec
.1
l
n.a. (EEC S
Tire Size
tep 2 Regu
la
ti
ons)
Chassis
185 / 60 R14
11.2 /7/8.5 l
Soft top ro
n.a. (EEC S
ad
tep 2 Regu
st
er, monoco
telescopic d
lations)
que, indepen
ouble-actin
195 / 50 R15
dent double
g, gas filled
w
is
d
hbone fron
ampers fro
Minmall ke
t and rear,
nt and rear
rb weight
. Ventilated
Hydraulic p
Dimension
discs front,
ow
er
1015 kg
assist steeri
s
solid discs
ng. rear.
Length/wid
th/height 39
75/1680/122
(steel) 1405
1025 kg
5 mm, 1.6 L
/ 1430 OR 1.
: Track fron
8L: Track fr
50:50 weig
t/Track rear
ont/Track re
ht distributi
ar (alloy) 14
on, Boot vo
16/ 1440,
lume 144 l,
Fuel tank ca
pacity 50 l
5
X
M
a
t
a
D
l
Technica
neration
M{ZD{ MX-5 FIRST Ge
1989
M{ZD{ MX-5 second Generation – Facelift 2004
1994
MZR 1.8
MZR 1.6
e.
driv
eel
-wh
rear
,
t midship
In-line 4-cylinder DOHC, 16V, Fron
Engine
sion
5-speed manual transmis
1840 cm3
Transmission
3
cm
1597
96 kw (130 PS) / 6500 rpm
Displacement
6500 rpm
/
PS)
(115
kw
85
152 Nm / 5000 rpm
Performance
135 Nm / 5500 rpm
197 km/h
Torque
195 km/h
8.2 sec
Max. Speed
8.8 sec
0-100 km/h
10 /6.9/9.1 l
Consumption
9.6 /7.1 /8.1 l
t and rear,
fron
e
bon
(urban/90 km/h / 120 km/h)
wish
ble
pendent dou
Soft top roadster, monocoque, inde
front, solid discs rear.
s
disc
ed
tilat
Chassis
Ven
.
d dampers front and rear
t elescopic double-acting, gas fille
Tires 185 / 60 R14.
Hydraulic power assist steering.
990 kg
955 kg
1410/ 1430 ,
rear
ack
t/Tr
fron
Minmall kerb weight
k
Trac
,
width/height 3975/1675/1230 mm
gth/
Len
Dimensions
volume 135 l
50:50 weight distribution, Boot
48 l
45 l
Fuel tank capacity
72
MZR 1.6
MZR 1.8
Engine
In-line 4-cylinder DOHC, 16V, Front midship, rear-wheel drive.
Transmission
5-speed 5-speed manual transmission /
manual transmission
6-speed manual transmission
Displacement
1598 cm3
1840 cm3
Performance
81 kw (110 PS) / 6500 rpm
107 kw (146 PS) / 7000 rpm
Torque
134 Nm / 5000 rpm
168 Nm / 5000 rpm
Max. Speed
191 km/h
205 / 208 km/h
0-100 km/h
9.7 sec
8.5 / 8.4 sec
Consumption
(urban/90 km/h / 120 km/h)
10.2 /6.4 /7.8 l
11.4 / 7.1 / 8.7 (5-speed MT)
11.9 / 7.2 / 8.9 (6-speed MT)
CO2
188 g/km (Euro Stage III)
210 / 215 g/km (Euro Stage III)
Tire Size
185 / 60 R14, 195 / 50 R15
195/50 R 15, 205/45 R 16
Chassis
Soft top roadster, monocoque, independent double wishbone front and rear,
telescopic double-acting, gas filled dampers / Bilstein® front and rear.
Ventilated discs front, solid discs rear. Hydraulic power assist steering. Minmall kerb weight
1025 kg
1065/1100 kg
Dimensions
Length/width/height 3975/1680/1225 mm, 1.6 L: Track front/Track rear (steel) 1405/ 1430 OR
1.8L: Track front/Track rear (alloy) 1416/ 1440, 50:50 weight distribution, Boot volume 144 l,
Fuel tank capacity 50 l.
Technical Data
73
09
n – Facelift 20
io
t
a
r
e
n
e
G
d
hir
M{ZD{ MX-5 t
adster coupe
SOFT TOP & ro
2.0 MZR
MZR 2.0
d Automatic
1.8
pee
R
6-s
MZ
ve.
dri
l
r-whee
, 16V , Front midship, rea
In-line 4-cylinder DOHC
6-speed Automatic
/
l
nua
ma
d
pee
5-s
Engine
l
nua
with manual shift mode
5-speed ma
6-speed manual
3
Transmission
ion
iss
1999 cm
transm
3
1999 cm 3
) / 7000 rpm
1798 cm rpm 119 kw (160 PS
118 kw (160 PS) / 7000
Displacement
00 rpm
rpm
50
00
/
65
/
Nm
)
PS
188
6
(12
93 kw
Nm / 5000 r pm
188
Performance
/h
192km
167 Nm / 4500 rpm
212/ 213 km/h
Torque
194km/h
/h
km
194
/h
217/ 218 km
Max. Speed Soft Top
8.9 sec
/h
km
198
Coupe
7.9 / 7.9 sec
Max. Speed Roadster
9.9 sec
0-100 km/h
10.9 /6.1 /7.9 l
10.1 / 5.8 /7.4 l
Consumption
l
/7
5
9.5 /5.
bined)
10.5 /5.9 /7.6 l
IV)
(urban/extra urban/com
188 g/km (Euro Stage
g/km (Euro Stage IV)
181
/
g
177
IV)
front, mutilink rear,
167 g/km (Euro Stage
oque, double wishbone
CO2
r.
Soft top roadster, monoc
cs front, solid discs rea
dis
ted
ube dampers. Ventila
not
Chassis
mo
®
tein
Bils
/
monotube
steering.
Hydraulic power assist
205 / 50 R16
R16
50
/
5
20
205 / 45 R17
or
205 / 50 R16
or 205 / 45 R17 Tire Size
Minimal kerb weight
1100 kg
1080 kg / 1090 kg
(+ approx. 37 kg for
1495,
0/
149
r
1075 kg
rea
ck
Tra
nt/
0/1245 mm, Track fro
172
20/
Roadster Coupe)
40
t
igh
l.
/he
50
dth
Length/wi
Fuel tank capacity
on, Boot volume 150l,
Dimensions
50:50 weight distributi
74

Jubilee M agazine - Five

Transcription

Similar documents

Safety Standards and Inspection Stickers Order Form

2010 Mazda Axela - Wholesale Cars Direct

2015 Mazda MX

Active Lifestyle Accessories

2013M{zd{ mx-5 miata

click here for

Motor Show Motor Sport - Mazda MX

NEW DFX PART # 01580019 W DFX PART # 01580019