Test drive Mazda MX-5 (MIATA) since 2008 convertible

Summer movement

Summer is not only vacation, but also trips without a roof over your head. An open car is not just a means of transportation, but a way of self -expression, a lifestyle, which is not for everyone to adhere to. And the point here is not only in money. After all, this is a rejection of a comfortable and spacious salon and a large trunk. Change the practicality for diet, which can be shown only two to three months a year?

The car, which will be discussed, despite the venerable age of the model, is little known in Russia, although this applies to almost all its classmates. He does not have such a famous surname as the BMW Z3 or Lotus Elise, but the no less well -known name is Mazda MX -5, which played a significant role in the modern revival of the class of relatives.

The MX-Fifth visited the magazine test a couple of years ago (motor #5-6, 1999). It was a 1997 model, the last with rising headlights, almost such a car was first shown in Chicago in 1989. The MX-5 was mainly aimed at America, and offered it there under the name Miata. Having gathered all possible best titles in the first year of sales, the Mazda MX-5 was recognized as the most popular class of the last decade and is still that.

According to its ideology, the MX-5 refers to classical relatives, whose homeland is deservedly recognized by England. It was there, according to rumors, he was conceived - a group of automobile companies tried, including Lotus. But the British did not pull this project, and Mazda bought a very raw prototype. The result was a great model that embodied the idea of \u200b\u200bsports machines and advanced technologies. So to speak, the English spirit of the 50s in the Japanese body of the 90s.

The design is in the best traditions. The body is double, carrying, with a soft folding top, to reduce weight some elements (hood, trunk lid, glass frame and some power segments) are made of aluminum. Engine in front, almost in the database. As a result, ideal weighting along the axes, 50/50. In order not to violate it, MX-5 still does not put more powerful (and means more heavier) than a 1.8-liter 140-horsepower, motor. The drive, as usual, is on the rear wheels, through a mechanical gearbox. The suspension is independent, in front and behind on double transverse levers.

The proportions of MX-5 resembles the Lotus Elan of the 50s. Since the previous test, the car has been updated twice. At our disposal - the last model, the sales of which have just begun. There was no trace of the pristine MX-5: all external body details and lighting equipment-others, lifting headlights are replaced by block factories. But plastic and proportions remained unchanged - a light and live car. From the previous model, the current one is again characterized by lighting equipment, a more aggressive front bumper with built-in round fog lights and new 16-inch cast discs. And the new MX-5 is similar to Jaguar XK-8, especially in front-the same eyes, mouth (more precisely, mouth) and a hump on the hood. The design, of course, was developed under the cleaned roof, but, being raised, it does not disfigure the appearance of the car at all.

The weather is excellent, so we get rid of the tent right away, and, it should be noted, quickly - it is only necessary to unlock a couple of locks and give the roof back, which is possible and one person. But they still tried to sit under the roof. The expected result is a lack of a place in height and a highly limited visibility on the sides and back. In addition to the soft top, you can order a hard, also removable, with a heated rear window (a plastic tent window is also heated). Without a roof, a completely different matter is both light and breathes easily. And the salon can be better considered. Like the body, it is thoroughly redesigned. From the interior of the 1989 sample, there remained deflectors of the ventilation system and the instrument shield (the electronic odometer and aluminum rims of devices appeared). The location of the devices themselves has not changed: fuel level, tachometer (with a red zone from 7000 rpm), oil pressure, speedometer and engine temperature.

The salon as a whole made a good impression, although he does not shine with designer sorts and wealth of materials. Conducted landing and ergonomics.

The legs are extended, the back is almost vertical, the nardi steering wheel is optimal in diameter and cross section at the desired height (there is no adjustments), a small gearbox lever is at hand, pedals at the desired height. The hand brake lever is located so that if it is not released, it will be inconvenient to turn on the programs. In addition, the location of the handbrake should be liked by those who like to use it in management.

New leather seats with developed lateral support and an integrated headrest have only two adjustments - along the length and angle of the back of the back. And, I must say, it is better to fit into the interior than the old ones. In general, the salon is crowded - you are sitting as if in a cockpit, but with very steep maneuvers, when the side support of the seats can’t cope, the riders securely fix the closely located door upholstery on one side and a high transmission tunnel on the other. A low glass frame interferes with the view of the view a little. The ventilation system switches seemed too small.

The volume of the trunk was more than expected. Under the hood, the stretching of shock absorber racks - an element introduced in 1994 simultaneously with the appearance of a 1.8 -liter engine (there is also 1.6 liter).

The engine on idle rumbling quite noisily, but the rumbling is pleasant. In order to confidently move out, the turns must be raised to the mark of 2500-3000. Anyway, the engine loves them - you should not fall below the indicated to maintain an active pace of movement.

In the region of 4000-4500 vol./Min. - A noticeable pickup. The work of the box is impeccable - short moves, clear, unambiguous and at the same time light switching. The sensations during acceleration do not fit with the declared eight seconds - the noise of the engine and winds, as well as a well -tuned exhaust, are to blame. After 120-130 km/h, he lays his ears from all this - it seems that the speed exceeded 200. The deflector behind the backs of the seats saves from twisting in the cabin.

The steering wheel is sharp and understandable, with a clear zero, the reactions are fast. Accordingly, minus - when parking, you can’t twist the steering wheel with one hand, and both upper limbs in the case are in motion.

The suspension to the steering wheel is stiff in sporting, it conscientiously repeats the profile of the road, and the car shakes pretty on irregularities. It does not smell like comfort here - it is sacrificed to controllability. The stability is amazing. In turns, MX-5 behaves as a thoroughbred rear-wheel drive, the skid is easily adjusted by the steering wheel and gas. Bliss.

I liked the brakes both in effect and in efficiency. The free pedal's free move is too big, at first it causes inconvenience, but you adapt quickly. ABS intervenes in time and correctly, without annoying unpleasant knocks and pedal vibrations unnecessarily.

Yes, the open car gives completely special sensations - connecting the best from the car and the motorcycle. And trips along the sea will be torn off the roof from anyone. Perhaps this is the loss in comfort and practicality.

Text: Sergey Yakubov
 

Source: Motor magazine [No. 7/2001]