The small 2.0-liter, 4-cylinder engine might not be the most powerful in its class at 166 horsepower, but it fares pretty well nonetheless. The slick-shifting, 6-speed manual gearbox gives the impression of accelerating much faster than what the speedometer needle indicates. You can feel delinquent behind the wheel even though you're driving well under the speed limit. Now that's cool! And since the gear ratios are closely spaced and the throws are very short, the transmission is a real delight to work with.
The steering feels linear and kart-like. It's extremely precise, which makes the driving experience much more dynamic. Meanwhile, the ride is commendably sporty. Due to the light weight of the vehicle (and the fact that the hard top only adds 36 kilos), the firm suspension with Bilstein shocks proves ultra-responsive in corners. Believe me, you will think you're driving a race car. Yet, the MX-5 remains predictable, which makes it safer to test the limits of this machine.
The brakes are pretty solid and just as dynamic as the overall performance of the car. The hard top does a great job of filtering out exterior noises. You can switch stability control off to give yourself more freedom on the road, although when you leave it on, this system works nicely under the rain.
Competition
One could easily argue that none of the following roadsters and convertibles would have seen the light of day had the Miata/MX-5 not pioneered this segment 18 years ago. The two direct rivals, obviously, are the Pontiac Solstice ($27,670) and Saturn SKY ($33,125). Then, there's a trio of German roadsters: the Mercedes-Benz SLK300 ($57,500), BMW Z4 3.0 ($55,400) and Audi TT ($49,900). We should not overlook the Nissan 350Z ($56,498) and Porsche Boxster ($58,100) as well as two newer models: the MINI Cooper Cabriolet ($31,600) and BMW 128i ($39,900).
This test car is the limited-edition Special Version that costs $37,490. It includes an exclusive Ice Blue paint job, chrome trim, unique 17-inch wheels and brown leather seats with blue stitching.
Conclusion
The 2008 Mazda MX-5 remains the benchmark as far as exciting, reasonably-priced roadsters go. It's also a safer, more convenient alternative to a motorcycle. A blast to drive.
photo:Bertrand Godin
The steering feels linear and kart-like. It's extremely precise, which makes the driving experience much more dynamic. Meanwhile, the ride is commendably sporty. Due to the light weight of the vehicle (and the fact that the hard top only adds 36 kilos), the firm suspension with Bilstein shocks proves ultra-responsive in corners. Believe me, you will think you're driving a race car. Yet, the MX-5 remains predictable, which makes it safer to test the limits of this machine.
The brakes are pretty solid and just as dynamic as the overall performance of the car. The hard top does a great job of filtering out exterior noises. You can switch stability control off to give yourself more freedom on the road, although when you leave it on, this system works nicely under the rain.
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| The car is equipped with a small 2.0-liter, 4-cylinder engine developping 166 horsepower. |
Competition
One could easily argue that none of the following roadsters and convertibles would have seen the light of day had the Miata/MX-5 not pioneered this segment 18 years ago. The two direct rivals, obviously, are the Pontiac Solstice ($27,670) and Saturn SKY ($33,125). Then, there's a trio of German roadsters: the Mercedes-Benz SLK300 ($57,500), BMW Z4 3.0 ($55,400) and Audi TT ($49,900). We should not overlook the Nissan 350Z ($56,498) and Porsche Boxster ($58,100) as well as two newer models: the MINI Cooper Cabriolet ($31,600) and BMW 128i ($39,900).
This test car is the limited-edition Special Version that costs $37,490. It includes an exclusive Ice Blue paint job, chrome trim, unique 17-inch wheels and brown leather seats with blue stitching.
Conclusion
The 2008 Mazda MX-5 remains the benchmark as far as exciting, reasonably-priced roadsters go. It's also a safer, more convenient alternative to a motorcycle. A blast to drive.
photo:Bertrand Godin
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