BUYER’S GUIDE
Mazda MX-5 (NB) Review
As first-generation MX-5s get collectable and more expensive attention is turning to its successor as a source of cheap thrills…
Engine
1.8-litre four-cylinder petrol
Power
146PS (107kW) @ 7,000rpm
Torque
168Nm (124lb ft) @ 5,000rpm
Kerb weight
1,100kg
0-62mph
8.4 seconds
What Is It?
After nine years on sale, the first-generation – or NA – MX-5 was in need of an update to stay relevant, its NB successor building on the same foundations with a modernised and more substantial feel. Out went the iconic pop-up lights, Mazda compensating for the less distinctive look with a stiffer shell for sharper handling, more luxurious interior for improved refinement and – on later versions – more powerful engines and a six-speed gearbox.
While it’s true the real MX-5 enthusiasts still covet the NA for its cuter looks and originality, the NB is just as fun to drive, considerably more civilised to live with and much more plentiful and affordable to buy.
Corrosive Areas
Front chassis legs
Sills
Rear arches
Checklist
- With the same basic engine, transmission, suspension and brakes the NB MX-5 shares the original’s reputation for mechanical simplicity, toughness and ease of maintenance, making it an attractive choice for the DIY enthusiast
- The 1.6 and 1.8 engines are fundamentally the same as the previous version, though breathing was improved with a new 4-2-1 exhaust manifold and, on the 1.8, a variable-length intake system known as VICS
- As with the Mk1 make sure you check the obvious things, like levels for coolant and oil, signs of emulsification in the latter on the inside of the oil filler cap and obvious leaks; cambelts need replacing every five years so factor this into your first service if there’s no evidence of it being done recently
- The NB was significantly updated in 2001 with an obvious facelift – look for the triple-lens headlights, bigger air intake and foglights (or blanks) on the outer edges of the front bumper as the obvious signifiers; you may hear these cars referred to in some circles as NB2 or Mk2.5 cars
- The post-2001 1.8 gained variable intake valve timing branded as S-VT and increasing power from 140PS (103kW) to 146PS (107kW), torque climbing from 162Nm (119lb ft) to 168Nm (124lb ft); while the six-speed gearbox only fractionally improved acceleration and top speed figures it means improved flexibility and high-speed refinement
- Rust is the biggest killer of NB MX-5s, so should be top of your list of things to look out for; sills and rear wheelarches are common spots and many cars will have had some manner of repair or patching done here so check for the quality of the work and have a proper poke around, especially where the sills join the rear arches
- Visible rust is one thing and an indicator of what may lurk deeper within, so, if possible, get the car on a ramp and remove the undertray for a good sense of whether the front chassis legs are sound or not – these are double skinned and can rust from the inside out so check thoroughly as rot can often be terminal
- While it’s up on the ramp check the condition of the floorpan and sills; the powerframe linking the gearbox and differential, the subframes and the suspension arms will likely have surface rust on them but look carefully at inner wings, suspension mounts and for any damage to the chassis rails from speed bumps or poor jacking
- Feel around the interior for wet carpets or other signs of a leaking roof or blocked drain holes
How does it drive?
One of the original MX-5’s literal weaknesses was its rather flexy body, the scuttle shake over bumpy surfaces detracting from its otherwise perfect handling. For the NB Mazda stuck with the same overall powertrain and structure (the dimensions are pretty much identical) but stiffened things up with some carefully targeted reinforcement in areas like the A-pillars, transmission tunnel, floorpan and sills.
It’s a little heavier like-for-like as a result, but only to the tune of 50kg or so. As such it maintains that delicate balance and sense of agility, but feels more substantial without the wobbles and rattles you sometimes get in the NA.
Post-2001 1.8s with the updated engine, variable valve timing and six-speed gearbox therefore feel a significant step on in capability, without corrupting the MX-5 character we all love. Bilstein dampers and a limited-slip diff on Sport models were another welcome addition for UK buyers.
What’s good?
While the interior is actually fundamentally similar the NB is testament to what a difference a few squishy bits of interior trim and fancier switchgear can make to the overall ambience of a car. Little things like the glass rear screen on the hood (Mazda being Mazda the engineers achieved this AND a weight-saving over the previous arrangement) help with daily refinement and, as the car evolved, specifications got steadily more luxurious. Moving the spare wheel and battery from inside the boot to under it also helps practicality, and the sense of it being a more grown-up, higher-quality vehicle.
The revviness of that later 1.8 combined with the six-speed gearbox and limited-slip diff also make the NB feel a much more modern, grown-up proposition without messing with the MX-5’s natural playfulness.
For buyers the fact they’re younger and, perhaps, a tad less desirable than the NA means these second-generation cars are much more affordable to buy as well.
What’s bad?
Unfortunately not all of Mazda’s upgrades to the body were as welcome as others, the double-skinned front chassis legs turning out to become a notorious rust trap where terminal corrosion can take hold and wreak unseen havoc on an otherwise solid looking car.
This, and the existing problem areas like the sills and rear arches, mean many otherwise appealing NBs have been lost because the values are such it doesn’t make economic sense to repair them properly. And a lot of that is down to the fact that, best will in the world and for all the objective improvements, the NB will always live in the shadow of its cuter predecessor.
Which model to choose?
Given the earlier NBs are closer in spirit to the previous-generation MX-5 but lack some of the charm it can feel harder to make a case for them. In terms of engine while the 1.6 was more appealing in the previous car the small weight increase means the 1.8 is probably the more desirable option here. The more so when combined with the Bilstein dampers, limited-slip diff and six-speed gearbox combination seen in some limited editions like the Icon and 10th Anniversary, and then the post-2001 Sport model.
You can see where this is going and, for the clear ground it puts between itself and the first-gen MX-5, we’d probably hold out for a later 1.8i Sport with the variable valve timing if possible, though there are bargains to be had and if a genuinely rust-free example of a five-speed car or earlier version came into view we’d be seriously tempted.
Specifications – Mazda MX-5 1.8i Sport (2001-2005)
Engine
1.8-litre four-cylinder petrol
Power
146PS (107kW) @ 7,000rpm
Torque
168Nm (124lb ft) @ 5,000rpm
Transmission
Six-speed manual, rear-wheel drive
Kerb weight
1,100kg
0-62mph
8.4 seconds
Top speed
129mph
Production dates
1998-2005 (total production)
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