SMOOTHER MX-5
Better suspension boosts Mazda convertible’s ride
How Mazda was able to attach a comfortable suspension to a serious sports car is beyond my rudimentary understanding of engineering. But scooting around town in Mazda’s two-seater MX-5 SV convertible made me realize that hard, tracktuned suspensions don’t need to beat the bejeezus out of the driver as so many sports cars do, especially two-seaters.
Not so the MX-5 SV. Formerly known as the Miata, the MX-5 should take home an award for Best Sports Suspension of the Year, so compliant are its struts, so capable are its front and rear springs, so adept is the multi-link rear arrangement at absorbing the broken asphalt that is an increasing hallmark of our urban streets. Even on city roads that felt punishing in the family Odyssey minivan, the MX-5 rose above them, dancing over the gaps, holes and ruts as if mere imperfections in pavement. Yet when the road gets twisty, or you want to attack some offramp or bend with greater zeal than the law allows, that same suspension suddenly snaps to attention and delivers road holding almost on par with a base Porsche Cayman. It’s the ultimate blend of comfort and performance.
The 2012 MX-5 SV model (Special Version) starts at $33,995. The base MX-5 starts at $29,145 and climbs all the way past $40,000 — gulp — for the GT model. But the SV, only 180 of which are slated for Canada (the U.S. gets 450), is unique, receiving one colour — sparkling Velocity Red Mica exterior, a brilliant black power retractable hardtop that doesn’t burden the car with significant extra weight. Plus it adds 17-inch gun metal alloy wheels, a sixspeed manual transmission, some other piano-black trim pieces, and a leather interior with heated
The MX-5 has enough power to make this 1,182-kilogram car
hustle.
seats, auto climate and a few other goodies.
What it lacks is a limited-slip rear differential and some modest luxuries like keyless entry and xenon lighting found in the more expensive models. But what it gains is value: The SV is easily the best looking MX-5 of the bunch, will remain relatively rare, and comes with all the equipment anyone would want to enjoy a sporty convertible on sunny and cloudy days.
That easy livability is in part due to the power hardtop, which blocks a significant amount of noise when closed, and snaps open (or shut) in about 10 seconds with the release of a lever and flip of a switch. But it’s also a car that’s easy to live with because the cabin isn’t claustrophobic, even if it could use more nooks and cubbies to stow stuff. And with the top down and side windows up, the wind in the cabin won’t typhoon your hair like a front seat on Canada’s Wonderland leviathan.
While the interior does feel dated, with an aged-looking instrument cluster and simple upright dash, the MX-5 has enough power to make this 1,182-kilogram car hustle. Like all MX-5s, the SV has a 167-horsepower, 2.0-L four cylinder sending 140 lb.-ft. of torque to the rear wheels. It’s enough, with the traction control off, to spin the tires through a corner if the revs are right, but don’t expect to beat a V-6 Mustang or Mini to the next light. Zero to 100 km/h requires 7.5 seconds. There’s noticeable engine noise and road feel, too, but it doesn’t necessarily tax the driver; instead, it adds another layer of connect- edness to the car. Fuel consumption was good, too, with a score of 9.8L/100 in combined aggressive city driving.
Newcomers to the world of manual transmissions might be surprised with the clutch and its abrupt take up, but veteran gearrowers will appreciate the manual’s firmness as well as the feel of the tight throws. Mazda does need to fiddle with the gear ratios, however, as cruising in sixth gear at 120 km/h sees the engine turning at somewhere near 3,500 r.p.m. — not exactly conducive to a tranquil cabin or good fuel economy.
Still, the MX-5 SV is a charmer. Despite its age, the SV treatment makes it look fresh. And its suspension should be a template for every other two-seat sports car out there.