Mazda MX-5 Mk2 Review (1998-2005)
Mazda MX-5 cars for sale
5.0
Expert review
Pros
Hugely enjoyable to drive
More practical than the mk1
Lots of distinctive special editions to choose from
Cons
Prone to rust
Hood drainage holes tend to block
Brake calipers can seize and may need replacing
The CarGurus verdict
Purely from a driver’s perspective, the Mazda MX-5 mk2 is great. Its steering is direct, its handling playful, and the sense of connection and control you enjoy from behind the steering wheel is how all true sports cars should be. No, the engines aren’t all that powerful, but they are eager, and with so little weight to haul, the little roadster ends up being far faster than you’d think.
There’s no avoiding the rust issue, and if you’re going to spend a reasonable amount of money on a seemingly good example of the MX-5 mk2, then enlist the expert help of a specialist to inspect the car on a ramp before you hand over the money, but find a good one, and you won’t stop smiling.
What is the Mazda MX-5?
The original MX-5 was a hard act for Mazda to follow, especially since global legislation changes meant its designers could no longer use the model’s trademark pop-up headlamps, yet the Mazda MX-5 mk2 or NB – which arrived in UK showrooms in 1998 – attracted a fresh wave of two-seater roadster enthusiasts. It was replaced by the third-generation NC model in 2005.
These days, MX-5 mk2 fans can be just as passionate about their cars as owners of the first-generation MX-5, because it’s just as brilliant to drive as its forebear and wonderfully simple.
How practical is it?
Practicality is never at the forefront of a two-seater sports car buyer’s mind, but in the context of MX-5s, think of the mk2 as a more mature version of the first model, upon which it’s heavily based. The interior is more sophisticated and has a soft-touch finish, its door trims more like those of regular cars, and its 130-litre boot is big enough to carry a bag of golf clubs. It has a little more space inside than the first model, but not a lot more.
Far less visible is that, compared with the mk1, the MX-5 mk2 has a stronger body and chassis, to reduce the amount of shake and shudder that can plague open top cars.
What's it like to drive?
Mirroring the engine line-up of the Mazda MX-5 mk1, the mk2 offers the choice of a 109bhp 1.6-litre four-cylinder, a 1.8 with 138bhp and, from spring 2001, a version of the 144bhp 1.8 with variable valve timing called the S-VT. Despite the 1.6-litre engine trailing considerably in the horsepower race, the fact that it’s a bit revvier and more eager than the 1.8 means the difference in real world performance isn’t so glaring. That said, the 1.8s have more torque and therefore greater flexibility, so don’t need to be driven so frantically.
Although the power outputs of the MX-5 seem tame by today’s standards, this is a very light car – just over a tonne in its heaviest guise – and you seldom feel disadvantaged. Part of the pleasure of driving the MX-5 is to team those modest outputs with the dynamic delights of the chassis – pin-sharp steering, a real eagerness to change direction, great tolerance of mid-bend bumps with the standard suspension – and then enjoy unexpectedly rapid pace on challenging back roads.
Technology, equipment & infotainment
The MX-5 mk2 also has driver and passenger airbags as well as ABS braking, while from late 2002, all models had heated and electrically adjustable door mirrors as standard, along with an electric aerial for the radio-cassette player.
Air conditioning was standard on the 1.8i Sport and some of the myriad special editions, and optional on the other models.
Mazda MX-5 running costs
The first cost associated with your mk2 MX-5 needs to be a hood drain hole cleaning brush, or if you can’t find one, a trombone cleaning brush. The drain holes frequently clog up with dirt and other road debris, and when water running off the hood can’t drain out of the car, it tends to drop into the sills, where it starts to rot them from the inside. A brush that costs less than £10 may be your best-ever automotive investment.
Talking of hoods, they don’t last forever, so check the condition of the one on the car you’re thinking of buying. You can save money by fitting the hood yourself, but it’s a fiddly job.
Unless they’ve been renewed in recent times, chances are that one or more of the brake calipers will seize and need replacing, as may discs and pads. The clutch tends to be fairly long-lived, but if your mileage is around 100,000 or more, be prepared for a replacement.
In terms of basic servicing, look to drop your MX-5 mk2 into the garage every 12 months, unless you fancy doing the job yourself, as many owners do, because the mechanical components are wonderfully simple and parts widely available. Every five years, count on a big service that includes the spark plugs and all the fluids – engine, gearbox, differential and radiator.
Owners report that real world fuel consumption ranges from the high 20s mpg through to the mid to high 30s. As for insurance, the Mk2 sits between groups 23 and 31.
Mazda MX-5 reliability
Less an issue of reliability and more a case of inevitability, pretty much every MX-5 mk2 will suffer from rust. Blocked hood drain holes mean rain water detours into the rear sills, where it causes them to rust from the inside out. At the other end of the car, the front chassis rails are of a box design that also traps moisture, which promotes rusting from the inside out. Signs of the latter aren’t so obvious until the MOT inspector sticks a screwdriver through the front chassis rails.
Find your local MX-5 specialist and pay to have the car put on a ramp and thoroughly inspected. Rust repairs can run into thousands of pounds, which is why you will see so many classified ads with the headline ‘For Spares Only’.
Mechanically, be on the lookout for a smoky exhaust when the engine first fires up. A brief puff of white smoke is nothing to worry about, but if it persists, it may be a sign of a head gasket failure. Persistent blue smoke can mean either worn valve stems or failed piston rings, both of which will require rebuilding sections of the engine. If the engine is misfiring, that’s a problem with the ignition leads or the coil packs, which are relatively inexpensive fixes.
There are reports that the plastic tops of the front radiator are becoming brittle and starting to leak coolant. With the engine switched off and the gearbox in neutral, try rolling the car back and forth a few times; if you hear a clunking sound from the rear end, which turns into a whine as you drive, then it could be the differential on the way out, or in need of some lubricant. Go down the oil change path first and, if that doesn’t work, look for a good second-hand diff, as new ones cost four figures.
Hood catches are now of an age where they’re so worn, they no longer securely fasten to the windscreen header rail, so check the catches work properly and that the hood seals neatly in its closed position.
- We’ll get into this in detail below, but MX-5 mk2s can rust, and badly. Treat any claim that a car is ‘rust-free’ with mild suspicion. Get your potential purchase along to an MX-5 specialist and pay to have the car inspected on a ramp. A big chunk of the work these specialists do these days is fixing rusty mk1, mk2 and mk3 MX-5s, so they know what to look for.
- Mazda went crazy with special editions of the MX-5 and, unless our maths is wrong, there are at least 27 of them. Most have things like unique colours and mixes of equipment, so it’s worth doing some research to discover what they offer. Owners tend to look after them, too, so they’re likely to be more expensive than standard models, but should hold their value better.
- Owners love to modify Mk1 and mk2 MX-5s, and completely standard cars are increasingly hard to find. If you find yourself drawn towards a modified MX-5 mk2, don’t forget to check out the insurance implications of the tweaks, and closely examine the quality of the work.
- For the full-on MX-5 experience: Every model is a hoot to drive, but the 144bhp 1.8i S-VT from spring 2001 onwards is worth seeking out. The engine’s variable valve timing gives it extra zing at high revs, it has a fruiter exhaust note, a six-speed manual gearbox, and sharper suspension. Sure, it’s not that quick in a straight line, but head to twisty roads and you’ll have a ball.
- If you’re an urban dweller: More popular in the US and Japanese markets than in the UK, the MX-5 mk2 is available with an automatic gearbox. Enthusiasts may sneer, but it changes gear sweetly enough, and any loss of performance will be forgotten as you’re trundling through the traffic. At least you can work on your tan during the commute home.
- A limited edition: Google and owner’s clubs are your friends, as you work out which of the 27 specials you fancy. For rarity and style, we suggest the Jasper Conran Platinum, of which just 100 were made. It has Platinum-coloured bodywork, BBS alloy wheels, red Connolly leather on the seats, door trims and hood cover, red carpets – including in the boot – and a set of custom-made luggage. If you don’t care about the luggage and aren’t keen on the red, there’s also a Jasper Conran Classic Black, but there are 400 of those.
- For a British sports car throwback: The first-generation MX-5 was famously created in the spirit of vintage, lightweight, rear-drive cars from the UK, but without the puddles of oil on your driveway. The MX-5 mk2 SE (for Special Edition) from September 1999 mimics the looks of those open-top British heroes with Racing Green paint, a tan leather interior, a wooden-rimmed steering wheel, wooden gear knob, and wooden trim on the centre console.
