0fdsfdsThe fourth-generation (ND) Mazda MX-5 has cast a huge shadow over its immediate predecessor. While Mazda did the right thing in taking the ND back to the MX-5 roots of lightweight simplicity, it's a bold used buyer who overlooks the third-generation NC interpretation.
After the no-frills, almost hair shirt approach of the first two MX-5s, this third type that pitched up in 2005 adapted to a world now used to a wide variety of premium roadsters. While some motoring hacks moaned the MX-5 had lost its edge, the reality it is carried on selling in huge numbers and has turned out to be the longest serving of the four production cycles to date.
With Audi, BMW, Honda and Lotus all offering variations on the roadster theme, Mazda made the MX-5 to appeal to a broader audience. This meant the steering was not quite as crisp as the Mk2's, but it was far from being some feel-free slacker.
Nor were the engines off the pace. Shared with Ford, the 1.8- and 2.0-litre petrol four-cylinder motors offer 126hp and 160hp respectively. That makes for reasonable rather than rabid acceleration, with 0-62mph in 9.4 seconds for the 1.8 and 7.9 seconds in the 2.0-litre. Still, the MX-5 was always more about handling and sensation rather than outright speed. In this area, the NC was spot on, with help from a new multi-link rear suspension design.
A year after the launch of the soft-top, Mazda added the Roadster Coupe (RC), which turned the moaners' dial up to 11. Buyers, though, didn't care and the RC went on to account for four out of every five NC MX-5s sold in the UK. Its quick-action, two-piece folding hard-top went up or down in 12 seconds, so it was more than up to dealing with the UK's weather moods. With a weight gain of only 40kg, the RC delivered the same drive and retained an identical 150-litre boot capacity to the soft-top.
An NC2 revision arrived in late 2008 and answered any critics with a lowered roll centre to improve turn-in and feel. The engines also had a refresh that saw the 2.0-litre's rev limit rise from 6,750rpm to 7,000rpm. A new six-speed manual gearbox was offered alongside a PowerShift auto with paddles on the steering wheel, while new headlights were the obvious clue from the outside.
All was fine for the next four years until the NC3 update in mid-2012. Again, new headlights were the order of the day, along with a different grille to bring the MX-5's looks into line with Mazda's new corporate style. There was also a new chin spoiler and cars fitted with the six-speed gearbox gained a new induction system for crisper throttle response. This facelift also introduced the Active Bonnet that used an explosive charge to lift the bonnet and better protect pedestrians in the event of a collision.
As with previous MX-5s, the NC has had its share of special editions, but any third-generation MX-5 is a cost-effective everyday sports car on a budget.
Bodywork and interior
Front number plate plinth is delicate and easy to break in parking knocks, but cheap to replace
Mazda dealers will be able to tell you if the anti-corrosion warranty on newer cars is still valid
Roof of soft-top and RC is effective, so damp points to blocked drainage valves. They can be cleaned out or new ones are around £200 fitted
Early cars have door pocket cupholders that can rub on taller driver's calf
Soft-tops respond well to regular cleaning treatment. Glass rear screen makes them more secure
Door windows can freeze shut. A spray of silicone can help avoid this
Early NCs paint chips easily, so inspect front bumper and windscreen pillars closely
Engine and transmission
Chain-driven camshafts make the engine reliable and long-lasting
Engine coolant is a specific Mazda formula, so make sure you use it and change it every two years
Both five- and six-speed manual gearboxes can be notchy when cold but offer a great shift when warmed through
PowerShift auto doesn't use much extra fuel but will cost more in road tax
Service intervals are 12,500 miles
Don't be surprised to find an aftermarket exhaust fitted by a previous owner to give the engine some more noise
BBR tuning kits can add up to 270hp.
Suspension and steering
Sport models have Eibach springs and a front strut brace as standard
Rear dampers wear out in around three years or 30,000 miles, so budget £150 for replacements
Front anti-roll bar and drop links are a common cause of a rattle. New ones are £160 for the set
2.0-litre cars with manual gearbox have a limited -slip differential as standard.
There's a wide choice of aftermarket suspension upgrades, but one of the cheapest is to fit Mazda RX-8 anti-roll bars
Wheels, tyres and brakes
Brakes work well on the NC, while EBC Yellowstuff pads will give more bite for track days
2012 facelift introduced a new brake control return valve for better pedal feel
Front calipers can seize, so check car does not pull to one side during braking
Entry-level cars used steel wheels, which will be a rare sight now; make sure any aftermarket wheels don't foul the wheelarches
Toyo T1R and Nankang NS-2Rs are recommended by owners for mixing road and track use
Mazda MX-5 NC
Engine: 1,798cc/1,999 4-cyl
Transmission: 5-/6-speed manual/6-speed auto
Power (hp): 126@6,500rpm/160@6,500
Torque (lb ft): 123@4,500rpm/139@5,000rpm
MPG: 39.8/34.5*
CO2: 167/193g/km*
Price new: £15,420/18,650*
Yours for: £3,500 upwards
*Figures for official UK
