Mazda MX-5 buying guide

Mazda's MX-5 drop-top made huge waves on its launch in 1989, and its four generations have found legions of admirers worldwide ever since. Its combination of lightweight driving thrills, reliability and affordability have made the MX-5 a much-loved acquisition, both new and used. So, could an MX-5 work for you – and if so, which one?

Mazda unveiled its new MX-5 two-seater convertible at the Chicago Auto Show in February 1989. The MX-5 stood for Mazda Experiment, project number 5: and it had been a lengthy project, with the car going through seven years of rigorous development and critiquing.

It had all been worth it, though, as the MX-5 was an instant hit. Light, affordable, rear-wheel drive and simply brilliant fun, the MX-5 would go on to become the best-selling two-seater convertible in history, with the fourth generation getting the MX-5 over the million sales threshold back in 2016.

Now, early generations of the MX-5 are a hugely popular used buy, as they represent an affordable way into fun, open-top motoring. Small wonder that the MX-5 is one of the models for which we receive many classic vehicle insurance queries.

Classic British inspiration

Mazda kept it simple, and affordable, for that first generation. Electric windows and aluminium wheels were optional extras, and the car in general went for simplicity over complexity – which showed up in its impressive kerb weight of just 960 kg.

You could get your Mk1 MX-5 in one of just three colours (blue, red, and white), although a metallic silver was added later. Then, in March 1991, Mazda celebrated the first anniversary of the MX-5's UK launch with a British Racing Green edition, with tan interior. Just 250 examples were sold here, each with a numbered brass plaque on the central console – plus other goodies such as power steering, central locking, a wooden steering wheel and a smart analogue clock.

The first-generation MX-5, codenamed NA, hit UK showrooms in March 1990, and was yours for £14,249. Its 1.6-litre, four-cylinder engine could put out 114bhp, get from 0-60mph in 9.1 seconds and reach a top speed of 114mph. As those figures tell you, the MX-5 was never about eye-watering pace – more about how much fun could be had with a car this light, nimble and responsive. Critics at the time sang its praises, some mentioning that it was the first car since the 1960s Lotus Elan to deliver these kinds of grin-inducing top-down thrills.

The good news for buyers is that, even though the car is now 31 years old and into its fourth generation, the MX-5's essential DNA – light weight, driver involvement, affordability and fun – essentially hasn't changed all that much. It's still a case of four cylinders, rear-wheel drive, two seats, and a soft top (although a hard roof has become an option on the most recent two generations).

Updates: more power, creature comforts

The second-generation, introduced in 1997, lost its predecessor's distinctive pop-up headlights (a victim of safety regulations) and gained an extra 115kg of mass. To compensate for the extra bulk, though, Mazda upped the MX-5's power options. Now, alongside the 1.6-litre engine, a new 1.8-litre version was released – capable of 140 bhp, a top speed of 130mph and a 0-60 sprint of 7.2 seconds.

Like its predecessor, the second-gen (or NB) MX-5 sold like hot cakes. During its six-year production run there was a facelift and additions to the kit, while both 1.6 and 1.8 models got boosted power outputs. In 1999, the Tenth Anniversary edition (of which just 600 made it here) featured a six-speed gearbox, Bilstein shock absorbers, and a Torsen limited-slip differential. The NB is also the only generation that got a turbocharged variant, the Mazdaspeed MX-5 – but we didn't get that here. Even without that edition, though, the second MX-5 is one of the most driver-focused of all the generations, as its combination of increased power and still very modest weight gives it some proper road presence.

The world got its first look at the third-generation MX5 (NC) at the 2005 Geneva motor show. This model was more of a change from its predecessor than the second-gen had been: flared wheel arches gave the NC a more aggressive appearance, while the previous four-wheel, double wishbone suspension changed to a front wishbone/rear multi-link system.

Engine sizes and capabilities went up, too. The 1.8-litre was now the entry-level engine: above it in the range, a 2.0-litre engine put out 158bhp (later upgraded to 167 bhp) through a six-speed manual gearbox. Once again, this additional power was partly a response to a weight gain, with the third-generation MX-5 weighing in at 1,110 kg. Also, for the first time, the MX-5 got a hard-top version, the Roadster Coupé. This added another 43 kg onto the weight – but the payoff, said Mazda, was improved refinement, with the tin top letting through much less wind noise than its fabric counterpart.

A 2012 facelift brought a sharper face, 17-inch alloy wheels and a new ‘active bonnet’ which pops up to reduce the risk of head injury for pedestrians.

Finally, the MX-5's fourth generation in 2014 bore the company's new KODO design language, also seen on the new Mazda 3 and 6. Both the 1.5 or 2.0-litre engines that both used Mazda's Skyactiv fuel-saving technology: the car also weighed around 100kg less than the third generation, and so for many critics was a return to the first generation's quicksilver thrills.

Which generation of MX-5 should I go for?

Mk1 / NA

The different generations bring different things to the table. First up we should say that, if you're looking for straight-up driving thrills, for bucket loads of fun every time you take to the wheel, the Mk1 MX-5 should be high on your shopping list.

Later generations may have added more power to the mix, as well as a few more creature comforts here and there. However, if you simply want to fling your car around a corner at speed and feel the hairs on the back of your neck stand up, the first-gen is probably the car for you.

This, after all, is the MX-5 that brought back memories of the Lotus Elan, MG Midget and other featherweight British sports cars – and added a useful dose of Japanese reliability.

Buyers quickly cottoned on to how good the NA MX-5 was, and bought the car in huge quantities. Around 420,000 cars were produced – that makes the NA the most popular MX-5 and, as a result, possibly the easiest to find on the used market.

That legendary Japanese reliability means that even the oldest cars should still be usable, with some restoration – although the car's reputation for fun means that some examples can now be quite tired. You'll probably have more of a job funding a reasonably clean example than with other generations. If you're veering towards a Mk1, or indeed a Mk2 as well, we'd recommend some classic car cover to help with any of the repairs and restoration work which will inevitably await you. Incidentally, when it comes to advice on repairs and restoration, why not join the excellent MX-5 Owners' Club?

Try to get hold of a Mk1 with a limited-slip differential (LSD), which will give you more stability around those fast corners. Higher-spec Mk1s will have either a viscous (1.6-litre) or Torsen-style LSD. Look for models also featuring leather seats, air conditioning, and cruise control, as these will also offer the LSD.

Mk2 / NB

This will be a great one for any real sporting enthusiasts out there, as it got more power than the Mk1 without getting all that much heavier. Looks-wise, it hasn't quite got its predecessor's charms (we were sad to see those pop-up lights go) but it's sharper to drive, and once again was sold in big enough numbers to make it a relatively common and affordable fixture on the used market. Remember that you also have the option of the six-speed gearbox and increased performance.

The first generation may personify the MX-5's carefree personality, but its successor feels more powerful and more modern.

Mk3 / NC

The third-generation model is less favoured by some as it's actually the heaviest MX-5 generation and probably, as a result of that, the least lithe and nimble.

In fact, the difference in agility is pretty negligible and the NC, just any generation of MX-5, is great fun to drive. Keen drivers might find an extra edge of eagerness in other generations but for most of us who just want some affordable, reliable and lightweight driving thrills with a top-down option for the summer months, the third-generation car will do just fine.

Plus, being that little bit younger, the NC will have fewer signs of wear and tear than its predecessors. It's also slightly roomier inside, and during those times when you're driving with the roof up (will be a lot of the time, let's face it!) will be a better bet for taller drivers.

Talking of the hard top, this may also be a slightly better option than the fabric roof for the majority of situations. For one thing, as we noted, it lets in less road noise; for another, it will give you that bit of extra security against theft, and may also contribute to lowering your classic Mazda insurance premiums.

What to look out for

Be vigilant for rust, on any first- or second-generation car in particular. On a Mk1 MX-5, you'll typically find this just in front of the rear wheels, where moisture trapped behind a panel hasn't been able to escape. If this rusts badly, it can affect some important moving parts behind it. Other rust-susceptible areas on the Mk1 include the inner and outer rear wheel arch, the sills, and the wing above the front bumper.

Later Mk2s, meanwhile, are at risk of rot eating into the front chassis rails. Strangely, later Mk2s are more susceptible to rust than earlier models.

It's a good idea to thoroughly rustproof your new Mk1 or Mk2 acquisition with an anti-rust coating / filling. This may have been applied already: ask to see paperwork for any repairs carried out.

Elsewhere on the Mk2, look out for uneven tyre wear, as the four wheels can occasionally be misaligned. The suspension bushes may look to be in a bad way, but failure is rare. Also check the brake caliper pistons, which can seize, and watch out for any springs broken by racing over speed humps.

With the Mk3, the five- and six-speed gearboxes can be a bit stiff at first but should loosen up as you get driving. Check oil levels, look for any blue oil smoke, and listen out for rumbles from the crankshaft. Suspension-wise, keep an ear out for any knocking noises from either the front or rear anti-roll bar drop links. These tend to last around 40,000 miles before they need replacing.

What to pay

Interestingly, you'll probably pay least for a Mk2, as they will be in less good condition than the Mk3, but haven't yet acquired the classic aura that surrounds the Mk1.

Mk1: Anything from £1,000 for a restoration 'project' to £10,000 for an immaculate, low-mileage example. Around £3,000 to £4,000 should get you a tidy, rust-free (or probably rust-proofed) Mk1.

Mk2: You can get hold of a tired Mk2 for under £1,000, although there will probably be some rust and rot to contend with. A £1,000 to £3,500 budget will give you a huge choice of tidier cars with lower mileages and, towards the upper end of this budget, full service histories. Remember to factor in the cost of classic car insurance when it comes to any purchase of an older car like this.

Mk3: Prices will start around £2,000 for high milers, and head north of £10,000 for well-kept cars and/or special editions. Around £8,000, say, should get you a well-maintained 2012 car with 70,000 on the clock.

Classic car insurance with Lancaster

If you are looking at purchasing a used Mazda MX-5, we salute you – you're about to experience one of the most joyous, smile-inducing cars of the last few decades. As we've shown above, an MX-5 of any generation won't be immune from repairs and restoration work – and this is where we would recommend some specialist car insurance.

Contact us today for a quote.

Policy benefits, features and discounts offered may very between insurance schemes or cover selected and are subject to underwriting criteria. Information contained within this article is accurate at the time of publishing but may be subject to change.