# data.attributes.metatag[].attributes.content
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.metatag[].attributes.content
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.metatag[].attributes.content
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.metatag[].attributes.content
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.metatag[].attributes.content.description
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.metatag[].attributes.content[]
"description":"A true Nineties hero. And one that’s just as much fun to drive now as the day it was born"

# data.attributes.field_cars_driving.value
Heroically fun, to put it simply. Settling in behind the three-spoke (and, as we’ve already mentioned, rather large) wheel you’re sat higher than in later generations, but the seats are plenty supportive and comfortable.

Twist the key in the ignition – remember those? – and the engine turns over into life. The exhaust note is delightfully old-school, none of this synthesised noise you find on electric cars these days. You needn’t bother with Spotify in this thing – not of course, that you’ll find Apple CarPlay or Android Auto here.

Setting off, it’s noticeable how responsive the throttle is. No bad thing. And that’s immediately followed by how much of a joy the stubby-gear lever, with its short, sharp throw, combined with the fantastic five-speed gearbox, is to use.

Any difference between the 1.6 and 1.8-litre?

Not massively. While the former produced 114bhp and 100lb ft, the latter upped that to 128bhp and 110lb ft respectively, with the increase in torque most noticeable at lower revs. Great for going bonkers on B-roads, basically.

But that’s not all. It also brought with it a slight chassis upgrade, including bracing bars between the seat belts, as well as to the front and rear subframes. Small details, but they do help to improve refinement on our typically bumpy British roads.

Even so… does it feel, y’know, underpowered?

Nope. What the MX-5 lacked in power it more than made up for in how it handled, thanks to precise steering, 50:50 weight distribution and a rear-wheel drive setup. Adding more power would have meant more weight, and when it comes to the MX-5, less is more.

Aided by independent double wishbone suspension on all four wheels, it’s no secret that this generation MX-5 is at its best on some quiet, twisting country lanes. It’s hugely engaging to drive and, best of all, encourages you to have some fun.

Get it on a motorway and it’s a slightly different story, but this car wasn’t designed for that. Nope, this MX-5 is best served with the roof down, in the summer sun, when you feel like going for a drive for the sake of going for a drive. Bliss.

# data.attributes.field_cars_driving.processed
Heroically fun, to put it simply. Settling in behind the three-spoke (and, as we’ve already mentioned, rather large) wheel you’re sat higher than in later generations, but the seats are plenty supportive and comfortable.

Twist the key in the ignition – remember those? – and the engine turns over into life. The exhaust note is delightfully old-school, none of this synthesised noise you find on electric cars these days. You needn’t bother with Spotify in this thing – not of course, that you’ll find Apple CarPlay or Android Auto here.

Setting off, it’s noticeable how responsive the throttle is. No bad thing. And that’s immediately followed by how much of a joy the stubby-gear lever, with its short, sharp throw, combined with the fantastic five-speed gearbox, is to use.

Any difference between the 1.6 and 1.8-litre?

Not massively. While the former produced 114bhp and 100lb ft, the latter upped that to 128bhp and 110lb ft respectively, with the increase in torque most noticeable at lower revs. Great for going bonkers on B-roads, basically.

But that’s not all. It also brought with it a slight chassis upgrade, including bracing bars between the seat belts, as well as to the front and rear subframes. Small details, but they do help to improve refinement on our typically bumpy British roads.

Even so… does it feel, y’know, underpowered?

Nope. What the MX-5 lacked in power it more than made up for in how it handled, thanks to precise steering, 50:50 weight distribution and a rear-wheel drive setup. Adding more power would have meant more weight, and when it comes to the MX-5, less is more.

Aided by independent double wishbone suspension on all four wheels, it’s no secret that this generation MX-5 is at its best on some quiet, twisting country lanes. It’s hugely engaging to drive and, best of all, encourages you to have some fun.

Get it on a motorway and it’s a slightly different story, but this car wasn’t designed for that. Nope, this MX-5 is best served with the roof down, in the summer sun, when you feel like going for a drive for the sake of going for a drive. Bliss.

# data.attributes.field_cars_editor_title
Mazda MX-5 Mk1 review: is the first-generation MX-5 still the best?

# data.attributes.field_cars_inside.value
Refreshingly simple. To put the Mk1 MX-5’s arrival into context, it would be another 18 years before Apple launched the iPhone. Which means no Tesla-style touchscreen, no fancy haptic buttons – and that’s no bad thing.

See for yourself in the pictures above. There’s merely manually operated aircon, a cassette player, a cigarette lighter, a couple of light switches, and… that’s about it. No tech-savviness required here; what you see is very much what you get. Some may say it feels slightly dated, but it all contributes to its lightweight-focused nature.

The eagle eyed amongst you will also have noticed that the indicator and wiper stalks are the opposite way round to European-spec cars: indicators on the right, wipers on the left. Technically, this allows for gear changes at the same time as indicating, but the argument rages online as to what’s the ‘correct’ and ‘incorrect’ way round. Takes a little bit of getting used to, but it’s all part of the fun, right?

The fabric folding roof, meanwhile, is also manually operated – no point in an unnecessarily heavy mechanism, is there? Simple to release, too – all it requires is two clips undoing and then it folds back behind the rear seats. Easy.

# data.attributes.field_cars_inside.processed
Refreshingly simple. To put the Mk1 MX-5’s arrival into context, it would be another 18 years before Apple launched the iPhone. Which means no Tesla-style touchscreen, no fancy haptic buttons – and that’s no bad thing.

See for yourself in the pictures above. There’s merely manually operated aircon, a cassette player, a cigarette lighter, a couple of light switches, and… that’s about it. No tech-savviness required here; what you see is very much what you get. Some may say it feels slightly dated, but it all contributes to its lightweight-focused nature.

The eagle eyed amongst you will also have noticed that the indicator and wiper stalks are the opposite way round to European-spec cars: indicators on the right, wipers on the left. Technically, this allows for gear changes at the same time as indicating, but the argument rages online as to what’s the ‘correct’ and ‘incorrect’ way round. Takes a little bit of getting used to, but it’s all part of the fun, right?

The fabric folding roof, meanwhile, is also manually operated – no point in an unnecessarily heavy mechanism, is there? Simple to release, too – all it requires is two clips undoing and then it folds back behind the rear seats. Easy.

# data.attributes.field_cars_owning.value
Back in its day, the MX-5 started at under £15,000 new, making it impressively good value. These days, they can obviously be had for a lot less. Avoid the real dross in the sub £1,000 zone, but good road-worthy cars can be found from as little as £2k. Expect to pay around £10k for tip-top condition ones.

As expected with a 30-year-old car, the majority of first-gen MX-5s will have done six-figure mileages. But that’s nothing to be worried about; both engine and gearbox have proven to be hugely reliable, and should (provided they’ve been serviced regularly), offer many miles of trouble-free motoring.

The main enemy, as with every older vehicle, is corrosion, primarily to the sills and rear wheel arches. Before buying any example it’s essential to check for this, and to factor in any potential repair costs, as these can quickly spiral. Worth taking a good look at the fabric roof, too, to ensure it’s in good condition and, crucially, watertight.

Otherwise, it should be relatively plain sailing. Expect around 30mpg (unless, of course, you’re being very heavy footed) and an annual road tax bill (at time of writing) of £280. A small price to pay when it comes to having this much fun.

# data.attributes.field_cars_owning.processed
Back in its day, the MX-5 started at under £15,000 new, making it impressively good value. These days, they can obviously be had for a lot less. Avoid the real dross in the sub £1,000 zone, but good road-worthy cars can be found from as little as £2k. Expect to pay around £10k for tip-top condition ones.

As expected with a 30-year-old car, the majority of first-gen MX-5s will have done six-figure mileages. But that’s nothing to be worried about; both engine and gearbox have proven to be hugely reliable, and should (provided they’ve been serviced regularly), offer many miles of trouble-free motoring.

The main enemy, as with every older vehicle, is corrosion, primarily to the sills and rear wheel arches. Before buying any example it’s essential to check for this, and to factor in any potential repair costs, as these can quickly spiral. Worth taking a good look at the fabric roof, too, to ensure it’s in good condition and, crucially, watertight.

Otherwise, it should be relatively plain sailing. Expect around 30mpg (unless, of course, you’re being very heavy footed) and an annual road tax bill (at time of writing) of £280. A small price to pay when it comes to having this much fun.

# data.attributes.field_cars_stand_first
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.field_cars_verdict.value
Affordable, open-topped, and brilliant fun to drive. Words that could have been as relevant when the Mk1 MX-5 was first revealed to the world over 30 years ago as they are today. Need we say more?

With a pedigree as good as this, it’s not hard to see why the MX-5 has gone from strength to strength, making it an unparalleled success story today. And when it comes to old-school driver engagement, there’s not much better.

Plus, with well-loved examples available for as little as £2k, along with cheap running, servicing and maintenance costs, there’s not much better when it comes to fun factor per pound spent. Better get browsing the classifieds, people.

# data.attributes.field_cars_verdict.processed
Affordable, open-topped, and brilliant fun to drive. Words that could have been as relevant when the Mk1 MX-5 was first revealed to the world over 30 years ago as they are today. Need we say more?

With a pedigree as good as this, it’s not hard to see why the MX-5 has gone from strength to strength, making it an unparalleled success story today. And when it comes to old-school driver engagement, there’s not much better.

Plus, with well-loved examples available for as little as £2k, along with cheap running, servicing and maintenance costs, there’s not much better when it comes to fun factor per pound spent. Better get browsing the classifieds, people.

# data.attributes.field_cars_verdict_against
Some might bemoan a lack of power. We choose to ignore them 

# data.attributes.field_cars_verdict_for
Arguably the best-looking MX-5, and hugely fun to drive too

# data.attributes.field_cars_verdict_text
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born

# data.attributes.field_cars_what_is_it.value
A hero, that’s what. Launched in 1989 as an affordable, open-top sportscar, over 30 years and four generations later Mazda has sold over a million MX-5s, and it’s even recognised in the Guinness World Records as the world’s best-selling two-seater sports car. None of that would have been possible however, without the success and popularity of the car pictured here, the original first-generation MX-5.

With a design inspired by the Lotus Elan, it’s recognised and deservedly loved the world over. Handsome to look at, notable for its simplicity, and above all, stupendously fun to drive, these days it’s one of the cheapest ways into open-top, two-seater sportscar ownership, with prices for well-loved examples starting from as little as £2k. And just look at those pop-up headlights. Heart-eyes emoji all day long.

Did the performance match the cutesy looks?

You bet. Originally available with just the one engine, a 1.6-litre producing 114bhp, a 1.8-litre offering an extra 14bhp was introduced in 1994. Doesn’t sound a huge amount, granted, but with a kerbweight of just 960kg it was good enough for a 0-62mph time of 8.1 seconds and a top speed of 126mph. And as anyone who’s driven one will testify, once you’d dropped the roof and found yourself some country roads to blast down, it was plenty enough to leave a smile on your face.

See, arguably the best thing about the first-generation was its handling and ride. Precise steering, a short, sharp-shifting gearlever, and supreme balance thanks to its 50:50 weight distribution, made it an absolute joy to drive. Put simply, when it came to bang for your buck, there wasn’t much, if anything, better out there. And it’s an argument that can still be had with today’s generation.

Speaking of which, how much did it cost new?

When it first hit UK showrooms in the Nineties, under £15k. A bargain, by anyone’s standards. Today, a brand new, base-spec fourth-generation model, equipped with the 1.5-litre, 130bhp, 112lb ft engine, starts at just over £24k. Easy to see why it offers so much appeal to anyone looking for accessible fun, isn’t it?

And it isn’t a one-trick pony, either. Inside, the Mk1 is surprisingly roomy, despite the bus-sized steering wheel. Six-footers-plus beware: before buying one, well worth making sure you can fit, especially if you’ve got longer legs, before splashing the cash. The roof is manually operated and folded down sits atop the boot, which itself is impressively sized – put it this way, there’s plenty of room for your weekly shop. And there’s even a lockable glovebox for your valuables, too.

Why should I choose one over the later generations?

Because it’s where the MX-5 story started, it’s arguably the most engaging to drive, and because it’s the only MX-5 to feature retractable headlights, with the second-generation featuring fixed ones. Boo, hiss.

Said second-generation replaced the Mk1 in 1997, after eight glorious years on sale. And while you might need a little bit of patience to find an original in good condition – earliest production run models are now a third of a century old, no less – it’ll be worth the wait. If only for the envious looks from the neighbours.

# data.attributes.field_cars_what_is_it.processed
A hero, that’s what. Launched in 1989 as an affordable, open-top sportscar, over 30 years and four generations later Mazda has sold over a million MX-5s, and it’s even recognised in the Guinness World Records as the world’s best-selling two-seater sports car. None of that would have been possible however, without the success and popularity of the car pictured here, the original first-generation MX-5.

With a design inspired by the Lotus Elan, it’s recognised and deservedly loved the world over. Handsome to look at, notable for its simplicity, and above all, stupendously fun to drive, these days it’s one of the cheapest ways into open-top, two-seater sportscar ownership, with prices for well-loved examples starting from as little as £2k. And just look at those pop-up headlights. Heart-eyes emoji all day long.

Did the performance match the cutesy looks?

You bet. Originally available with just the one engine, a 1.6-litre producing 114bhp, a 1.8-litre offering an extra 14bhp was introduced in 1994. Doesn’t sound a huge amount, granted, but with a kerbweight of just 960kg it was good enough for a 0-62mph time of 8.1 seconds and a top speed of 126mph. And as anyone who’s driven one will testify, once you’d dropped the roof and found yourself some country roads to blast down, it was plenty enough to leave a smile on your face.

See, arguably the best thing about the first-generation was its handling and ride. Precise steering, a short, sharp-shifting gearlever, and supreme balance thanks to its 50:50 weight distribution, made it an absolute joy to drive. Put simply, when it came to bang for your buck, there wasn’t much, if anything, better out there. And it’s an argument that can still be had with today’s generation.

Speaking of which, how much did it cost new?

When it first hit UK showrooms in the Nineties, under £15k. A bargain, by anyone’s standards. Today, a brand new, base-spec fourth-generation model, equipped with the 1.5-litre, 130bhp, 112lb ft engine, starts at just over £24k. Easy to see why it offers so much appeal to anyone looking for accessible fun, isn’t it?

And it isn’t a one-trick pony, either. Inside, the Mk1 is surprisingly roomy, despite the bus-sized steering wheel. Six-footers-plus beware: before buying one, well worth making sure you can fit, especially if you’ve got longer legs, before splashing the cash. The roof is manually operated and folded down sits atop the boot, which itself is impressively sized – put it this way, there’s plenty of room for your weekly shop. And there’s even a lockable glovebox for your valuables, too.

Why should I choose one over the later generations?

Because it’s where the MX-5 story started, it’s arguably the most engaging to drive, and because it’s the only MX-5 to feature retractable headlights, with the second-generation featuring fixed ones. Boo, hiss.

Said second-generation replaced the Mk1 in 1997, after eight glorious years on sale. And while you might need a little bit of patience to find an original in good condition – earliest production run models are now a third of a century old, no less – it’ll be worth the wait. If only for the envious looks from the neighbours.

# data.attributes.field_cars_what_we_say
A true Nineties hero. And one that’s just as much fun to drive now as the day it was born