The first teaser image of Mazda's fourth-generation MX-5 has surfaced three weeks ahead of its official global reveal early next month.

Although it's draped by a thin veil, the rear side angle seen in the image reveals key design details for the first time, including the familiar long-bonnet silhouette that's been synonymous with the world's top-selling two-seat sports car since its inception in 1989.

However, adding weight to recent comments by senior Mazda executives that the Mk4 MX-5 "will look nothing like" the model it replaces is the appearance of far more muscular sheet metal.

http://www.carsales.com.au/news/sports/mazda/mx-5/mazda-teases-new-mx-5-45303

Mazda's 25th anniversary edition of the MX-5 – which was first seen at the New York motor show in April – will officially go on sale in Australia today.

Priced from $48,380 (plus on-road costs), just 40 of the 1000 limited edition 25th Anniversary Mazda MX-5s are allocated to the Aussie market, 13 of which have already been reserved for customers.

Mazda said the special edition model sold-out "in minutes" in Japan and the USA and expects similar interest locally. Australian allocation consists of 24 manual and 16 automatic versions, all of which are based on the current model.

Externally, the limited edition 25th Anniversary MX-5 is identified by Soul Red metallic paint, black-painted A-pillars, door mirrors and retractable roof. Inside the model receives off-white leather upholstery and door cards, a black leather armrest, steering wheel and shift knob highlighted with red stitching, stainless steel scuff plates with 25th Anniversary logo and individual serial numbers.

Customers will also receive a branded his and hers Tourneau commemorative watch set Mazda says complements the 25th Anniversary model's styling. It is constructed of surgical quality stainless steel, and has a genuine sapphire crystal face and a black leather strap with red stitching.

Mazda has sold more than 940,000 examples of the MX-5 since the original NA-series went on sale in 1989. A replacement model is due next year which Mazda says will be slightly smaller, much lighter and boast higher quality and safety levels than any previous model. It is tipped the new model will be powered by a 1.5-litre variant of Mazda's SKYACTIVE powertrain and will also form the basis of an upcoming Fiat sportscar.

The new MX-5 will be officially unveiled next month (September).

http://www.carsales.com.au/news/sports/mazda/mx-5/25th-anniversary-mx-5-on-sale-in-oz-45107

Mazda says these cars are not direct competitors for the MX-5, but its decision to drop the soft-top version from the Australian MX-5 range (it's a folding hard-top or nothing now) and rumours of a forthcoming convertible Toyota 86 could bring these cars even closer in future.

We'll have to wait until the all-new MX-5, due late-2014, arrives to see how Mazda responds to this challenge, and until then be satisfied with the minor update that came this month.

Visually, the changes are subtle but do make an impact. The MX-5's smiley front face has evolved towards the Kodo design language seen on the CX-5 soft-roader and the new Mazda6 due next month. A wider front opening, redesigned fog lights and the relocation of the number plate are the giveaways. Gunmetal grey alloy wheels fitted to the Roadster coupe give the car real aggression. The upper-spec Sports model continues with silver 16-spoke BBS alloy wheels.

Mechanically, very little has changed. The MX-5 still derives its performance from a 2.0-litre four-cylinder engine with 118kW of power and 188Nm of torque. It still sends that power to the rear wheels via either a six-speed manual or six-speed automatic. Fuel economy remains the same at 8.1 litres/100 kilometres.

Mazda says engineers have changed suspension settings to reduce pitching under brakes and rearing under acceleration. Mazda has also tweaked the throttle map and brake map - how the engine and brakes respond to driver pedal inputs. All this seems superficial and clearly the work of a team more focused on the all-new MX-5 due in two years. And it does little to address the MX-5's biggest weakness.

The MX-5's engine has never been particularly powerful; Mazda has always said it had the power to suit the car. But the world has moved a long way since this generation launched in 2005, most notably in the area of turbocharging, which gives today's engines strong torque across their entire rev range. In contrast, the MX-5's regular 2.0-litre feels lacklustre and slow to rev.

Inside the cabin, the MX-5 retains its familiar layout and good driving position. The only change is the colour of the insert that runs across the dashboard. The MX-5 still has no USB for MP3 player connectivity. Despite being standard on almost every new car on the market – including Mazdas less than half its price - Bluetooth costs another $500.

http://theage.drive.com.au/new-car-reviews...1101-28lou.html

http://news.drive.com.au/drive/motor-news/...0606-1zvef.html

I still went ahead and ordered a new zipper pull/zipper stop from the dealership, just to have on hand.

Ah, the horror that lay beneath once the covers were finally removed! I don't think the previous owners did anything that resembled caring for the leather. Being horsey, I already had leather cleaner around. I'm always trying different products to find the one I like the best. This time it was Leather CPR, a one step cleaner/conditioner that I found to work fairly well on my horse gear. One step products get the job done for quick cleans, but to do a proper job a separate two step cleaner/conditioner process should be used every now and then. I used to use the classic Lexol products, but I don't really care for them as I have found others that work better.

First I took a slightly damp terry cloth rag (terry cloth is by far the best to use on leather... those "application sponges" are just crap) and wiped down the seats just to get the excess crud off. Using warm water helps loosen the dirt better. Then it was just a matter of meticulously getting into every nook and cranny with the Leather CPR to get all of the nastiness out. A couple of hours later yielded seats in much better condition, though I am anxious to do a 2 step process on it as the leather is still thirsty.

I am still on the look out for other products and will, of course, test more in the future. An excellent 2 step product that I may go back to for this project is the Stubben cleaner and conditoner. Alas, the last time I checked my tack store was out.... I may just have to order some more.

***NOTE: ALWAYS make sure that whatever product you decide to use on your leather is Ph balanced! Also, beware of getting too much conditioner on the stitching as this will eventually cause it to rot.

In cases of moldy leather, a diluted white vinegar solution is effective in killing off the mold spores. However, you must be certain to follow up immediately with the proper cleaner/conditioner.

• Six-strong model range on sale in UK from £18,210 (on-the-road)
• World's fastest retractable hard-top, only 12 seconds top-up or top-down
• No impact on 150-litre boot space when roof down
• Choice of Euro 4 compliant petrol engines with 126ps and 160ps
• Climate control air-conditioning as standard on all models
• Special pre-order website now 'live' at www.mx5roadstercoupe.co.uk

Mazda officially unveiled the MX-5 Roadster Coupe this morning at the British International Motor Show, and it has the makings of a big winner. In the Northeastern and Midwestern United States, where rough winters are enough to scare off some convertible shoppers, this car is going to find many friends. If you're willing to accept the weight penalty for the retractable hardtop -- the Roadster Coupe weighs 81.5 pounds more than the standard MX-5 Roadster -- you'll be hard-pressed to find a four-season roadster this good.

The folding hardtop looks simply fantastic when closed, and it retracts in just 12 seconds. Like the soft-top MX-5, the driver has to manually unlock the center-mounted latch on the windshield and then press a button to let the motors work the rest of the magic. At first glance, it looks pretty much like any other MX-5 on the road with the top down (there are subtle differences). The roof itself is ingenious, folding into 3 sections that stow behind the seats, leaving trunk space unaffected. Considering the MX-5's size and its limited trunk space to begin with, this is a packaging triumph, and it gives dealers a great selling point to work with beyond the obvious benefits of the hardtop itself.

The Roadster Coupe is essentially as compact as the regular MX-5, measuring just 10mm taller at the roofline. Some of the dimensions in the rear deck area have also changed to accommodate the hardtop. The bootlid design causes the leading edge of the rear deck to be 40mm higher than what it is on the soft-top car. To compensate, Mazda raised the trailing edge 20mm and made the rear fender bulges reach higher. The upshot of the changes is that the Roadster Coupe has a slightly more muscular look at the rear. The high-mount brake light has also been redesigned.

Expanding the size of the roof opening would have compromised body stiffness, so the hardtop uses the same cutout as the soft roof. Reinforcements in the rear shore things up and give the Roadster Coupe stiffness on par with the standard car.

Dynamically, the hardtop car does differ from its stablemate. The added weight of the new roof system alters front/rear weight distribution, center of gravity, and front/rear stiffness balance. Mazda has retuned the suspension to compensate for these changes, and the result is that the MX-5 Roadster Coupe has a ride that is more refined (read: softer) than that of the MX-5 Roadster. In all honesty, most of the buyers of the Roadster Coupe probably won't care about this. In fact, some may welcome the change. If they simply must have a more sporting ride, the soft-top MX-5 is there for the taking.

Powertrain options are the same as those available for the MX-5 Roadster. By adding the Roadster Coupe to the MX-5 family of cars, Mazda has covered all the bases. Sure, there are trade-offs you make when you select one over the other, but that's to be expected. Roadster shoppers will now have two outstanding products to choose from at Mazda showrooms. No matter how you spin it, that's a good thing.

Miata's philosophy is "Jinba Ittai" or "rider and horse as one" 2007 Mazda Miata

The Mississauga News May 17, 2006

KONE, Hawaii: There's more Zoom,Zoom,Zoom than ever with the 2006 Mazda Miata. From its introduction 15 years ago, the Miata has Zoom Zoomed to the largest volume selling sportscar in history, which proves the point that a car that's fun to drive doesn't have to cost half the price of your mortgage.

My first experience with the Miata goes back all those 15 years when my wife and I (before kids) took a French Mariner Blue Miata out to visit my oldest friend and his wife. In the evening, my friend and I went out into the July night with the top down, a canopy of stars above and the heater on just enough to make things toasty under the cowl. It was a wonderful drive. After years of smog-emasculated t-bar roofed cars with cheap vinyl interiors, here was a proper roadster with crackerjack handling, pert looks, and a near magical gearbox that was more like a toggle switch. That drive did it for me, and obviously for a lot more drivers, as the sales numbers reflect.

Now in its third generation, the Miata shows no lessening in popularity, but there is competition on the horizon with the Pontiac Solstice that is supposed to bow in the fall. A Mazda official once told me the Miata would probably never be under threat because the cost of development of a entry-level sportster would be prohibitive to duke it out in the same price range.

But Solstice has changed that and Mazda knows this Miata has to be more than just competitive.

The concept and execution of the Miata was, and is, simple. Using a central spine/chassis, place the engine in front, the drive in the rear and two seats in between and keep the whole package as light as possible for sharp handling. The shape of the Miata has not been trifled with in the third generation, but there are some changes. The biggest is the size of the wheels up from 14-inches on the base car in 1989 to 16-inch and optional 17-inch for 2005. This follows an internal Mazda directive that says that whatever the car is designed with, go up an inch. There is also a pronounced arch over the front and rear wheel wells, but after that, it's pretty well the same down to the little power bulge on the hood. The manual top, never a big hassle to put up, now has a Z-shaped frame that means one doesn't have to grunt and heave it up and over your head as before.

Central to the Miata philosophy is a concept called "Jinba Ittai" or "Rider and Horse as One". It comes from the Japanese where an archer going into battle on his horse required both to function as one with the archer controlling his steed so the arrow would hit the target on the move. That was the concept used in the original design and it has not been changed even though there is not one part carried over from the 2005 model. At the same time, Mazda engineers used a "gram strategy" to keep the Miata as light as possible. An example is the rearview mirror that was reduced in weight by 84 grams. This gram strategy was applied to every part in the car.

On the roads on the "Big Island" of Hawaii, the Miata is still a joy to drive and as pointable as ever. The front and rear tracks are wider and that translates into increased stability. The body stiffness is improved by 47 per cent and that means the suspension has to do the work, which you want in a roadster.

Motive power is a 2.3-litre DOHC inline four-cylinder putting out 170 hp and 140 lb/ft of torque on premium gasoline. There is a five-speed manual transmission on the base GX model priced at $27,995. The $30,995 GS is the more sporting version while the $33,995 GT is more luxury equipped. Both the GS and GT come with a six-speed manual or optional 6-speed automatic with sequential mode. If you opt for the autobox in the GT it comes with paddles for the up/down shifts. Both have 17-inch wheels.

Where they differ is the GS has anti-lock brakes, a rear limited slip differential and stability control performance Bilstein shocks with shock tower stress bar. Air conditioning and a detachable hardtop are options. The GT has air and ABS but no stability control. The GT seats are heated leather and a premium Bose sound system is acoustically mapped to the interior.

Lastly is the Limited at $34,495 that will be like the name implies, limited, with only 150 coming into Canada this year. It has everything the others offer, plus special touches like a red leather interior, a special iridescent red paint and chrome windshield surround.

Mazda picked Hawaii to show off the new Miata because this was where the car was unveiled to the world back in 1990. It seems like a long, long way to go to test a car, but it proved rewarding. The roads seem to be all new with rich, grippy asphalt and they can rise from sea level to over 2,000 ft in a matter of minutes behind the wheel.

There are always clouds scudding across the sky, most laden with rain. You can be in brilliant sunshine while being dumped on the same time. While the single-latch top goes up in one motion, you can ignore it and keep going with the aerodynamics of the body wafting the water up and over your head while you stay dry in the cockpit - very exhilarating.

Unchanged, and in fact improved, is the way the Miata romps along almost as if it wants to be part of the fun. It can change direction at a whim, but is not darty thanks to the 52/48 front/rear weight distribution.

Meanwhile the cockpit area is larger then ever with more than enough seat travel for taller folk. The one thing I didn't like was the door-panel mounted big gulp size drink holder that constantly chaffed against my left knee. Others journalists told my afterwards they didn't notice it. Am I being too picky?

The paddle shift GT I drove in the afternoon was a surprise. I don't like these things because I would rather concentrate on the road than trying to remember what sequential gear I'm in. If you paid extra for an automatic, why would you want to shift it manually?

With the GT and its 170 horses to work with, you learn over time how to extract all the car has to give and you really do work as one with it in the Jinba Ittai concept. With the paddles, you take it up to the redline and then blip up and the change in cogs is instantaneous.

Given my druthers, I would go for the GS probably without the optional air, because after all, it is a convertible.

And when it's all said and done, I don't know of a car that gives this much entertainment so honestly.

Miles of smiles is what the Miata was created to give and it still brings smiles to the faces of those who drive it today.

- Roadster NR-A race specification model is the standard model for Roadster One Make races in Japan -

Mazda Motor Corporation commenced sales of the NR-A version Mazda Roadster at its Mazda and Mazda Anfini dealers throughout Japan in early April. The new NR-A model Roadster is based on the all-new third generation Roadster that underwent a complete redesign and was launched in 2005. The Roadster is known as the MX-5 in overseas markets. Employing special equipment on the new Roadster NR-A model - height-adjustable Bilstein dampers, a torque-sensing 'Super LSD' (limited-slip differential) and front strut tower bars - makes this exciting new model more suitable for sporty driving. The new NR-A model was designed to participate in the "Roadster Party" One Make races in Japan. These events are organized by the Japan NR-A Race Association and sponsored by Mazda. The new NR-A model Roadster will participate in the races from September 2006

• The third-generation Mazda MX-5 takes the famous Nordschleife 15 seconds faster than its predecessor
• The "green hell's" unique circuit made for the perfect proving grounds
• Fine-tuning of brakes, tyres and spring-damper assemblies

After two years absence, Mazda engineers are once again regular guests at the Nürburgring and the new Mazda MX-5 is the first new model to profit from this. "The Nordschleife is more like a normal road than a modern race track. That makes it so attractive for us," said Yasuyoshi Mushitani, chassis engineer responsible for European testing. "The circuit changes constantly, partially due to the erratic weather, partially due to the track's different surfaces. Every curve has a different grip level and a different gradient. Several curves slope outwards with adverse camber, for instance. The curve radiuses vary as well, but the toughest are those curves where the vehicle and passengers are literally pressed together. If a bump comes while you're steering into the curve here, then the force applied to the chassis is extreme."

Although the Mazda development team had already done the bulk of chassis and endurance testing at their home proving grounds in Miyoshi, Japan, the old Nürburgring was seen as an essential test location for fine-tuning the new Mazda MX-5's chassis systems. "We drive a pre-determined number of laps and observe, for example, what the temperature is in a damper," said Alexander Fritsche, Assistant Manager at Mazda's European R & D Centre. "With the brakes, we not only test the temperatures involved, but also brake pedal feel and brake system stability." Tyre testing was also very important. "Special types of tyres could only be eliminated after Nürburgring testing," said Fritsche. "A tyre that causes no problems on normal roads can disintegrate after a few laps around the 'Ring."

The Area Around Nürburgring Was Also Perfect for Test-Driving

After resuming test driving on the Nürburgring race track in May 2004, Mazda expanded their test efforts to the surrounding country roads and even to the Autobahns. The German Eifel area has advantages as well. The Autobahns are relatively empty and have no speed limits; the country roads are not all smooth and have various surfaces. "For us it was important that the new MX-5, besides its basic sporty concept, also be a dependable and easy to control companion in everyday driving," said Fritsche. "The focus of our tuning here was linearity."

On the Autobahn, Mazda pilots tested the stability of the new Mazda MX-5 during high-speed driving, especially during fast lane changes. On two-lane roads, tests were conducted on things like brake feel, steering and throttle pedal response, slow-speed comfort, as well as transmission and differential tuning.

Attempting to change brakes on 91 Miata, the back brakes are source of problem. I am able to use a 10mm to take off hold down clamp for brakes and insert new brakes. However, problem comes about when I attempt to compress caliper to fit new size of brakes. I have taken of emergency brakes, taken car out of gear, and even turned car on, no success. Any Suggestions?

Originally posted by "craigp"

Been there, done that. There is a adjustment set screw in the back of the rear calipers that will allow the piston to retract further. Any forcing of the piston against this screw can damage the caliper and piston. Once you back it out, change the pads then put everything back together, re-set the screw so that the back pad is barely touching the disc. Then you should be good to go.

http://www.mazdausa.com/MusaWeb/pdf/articl...es_eprint01.pdf

This one works

Quick boot

In Florida, showers come and go and putting the OEM boot on is a chore. Here is a quick solution. Went to auto store, bought some cheap tan auto carpet in a roll. I cut a piece to fit from the back of the ledge (at the trunk side) about 3 feet long and wide enough to cover the exposed top interior.

I put stick-on velcro, the pointy side, not fuzzy, along the rear section and plugged it down. It folds over nicely along the ledge with the top up. When I put the top down, I simply fold out and as I collapse the top fold the forward edging under one of the folds. It's firm enough that wind won't dislodge it and supple enough to easily use. By the way, I use a folded soft beach towel on my plastic rear window to keep plastic from meeting plastic.

This may not be the most beautiful solution, but is great for daily up/down ops.

(Thanks to Bob Collins)

Sticky Dash

The dashboards on the LE's were painted black and in the heat they become "sticky". Rather than replace them you can remove the paint and have a nice looking dash. The dash will be the color of the interior. For example, my 1993 LE has the red interior and I removed the "sticky" black paint to reveal the red dash. A tan interior will have a tan dash under the black paint. It will make the limited more limited and save a lot of money and prevent another dash from getting "sticky" in the heat! (Thanks to Kevin Ferguson)

Adjust your top latches

There is an 'L' shaped arm that grabs the bracket on the top of the windshield and secures the top to the

windshield. Between the sides of the 'L' shaped arm is an adjustable hex nut about ¾ inch long with a plastic shield or guard on it.

Gently push the guard towards the front of the car until it pops off the hex nut. The plastic guard is attached to and will pivot around the elbow of the 'L' shaped arm. Turn the hex nut one way or the other to tighten or loosen the tension on the latch. Snap the plastic guard back into place and it's done.

Turn an ashtray into a cupholder

Simply turn it upside down loosening the four little screws, removing the lid/door and replacing it backwards (i.e., door at rear of ashtray). Then retighten screws and you have a holder that will take a 600ml coke bottle very securely . The bottle actually clicks into place as if it were made to fit. Takes about 5 min and is fully reversible. (Thanks to Peter Tosi)

Replacement for 2001 Fog Lamp

The Miata fog lamp replacement for the 2001 Miata is rather pricey ($214.00).

Well if you go to Ford and ask for Mercury Marauder fogs, you can get them for about $65.00. It is the same lamp. Comes as a complete unit. Lens, Bulb, and Casing. (Thanks to Rob Burton.)

Last ditch effort fix for window zipper

I used some Automotive Goop around the lining, held it together for 24 hours with some clips, and it has held through rain, snow, etc. Excellent stuff. (Thanks to Eddie Mikell.)

Transmission noise insulation

Go to your local craft store and get some 2" thick foam. Remove the center console and carefully cut the foam to fit inside the console, thereby padding it from the carpet. This reportedly results in much improved sound insulation.

Faster throttle response

If you have a slight lag between stepping on the gas pedal and the engine spinning up, you may need to take up the slack in your throttle cable. The adjustment is simple - about 5 minutes. Instructions here.

Droopy air vents on your dash?

Most of the time, you can just press on the center of the vent and the vent will snug up enough to keep it from drooping. Another solution is to remove the vents and disassemble them, then add a half inch by half inch piece of electrical tape to the rear half of each "eye ball" and reassemble them.

Droopy air vents II

Get dime sized "light duty felt blankets" (thin stick on felt pads), point the eyeball down as far as it goes, and stick the felt pad to bottom of the vent cup. The felt side is covered by the eyball when pointed anywhere but straight down. Voila, fixed!

Clean the bottom of the top!

This is especially important for people with tan tops: When washing your top, wedge the sponge down between the body of the car and the bottom of the top. Moisture can collect down there, and you'd be amazed at the black funk that comes out when you do clean it. This is a great way to nip mildew in the bud, before you have a nasty two-tone top.

Loose change?

If you're like us, you probably keep a lot of little items in your center console and a handful of change in your ashtray for tolls booths and parking meters. If you're like us, it probably drives you nuts when all that junk starts rattling every time you drive over rough roads.

Simple solution: Pick up a square of black self-stick-backed felt from your local hardware store or fabric store. Line the inside of the ashtray and the console storage area. Much quieter and it doesn't look bad either!

Careful with your soft top

With the coming cold weather (at least in our part of the world), don't forget to heed the warnings in the Miata Owner's Manual about your soft top: Don't raise or lower the top when the temperature drops below 41º F (5º C). The top material is a synthetic which loses some of its resiliency at low temperature and can be damaged if it is flexed.

Also, be especially careful with your plastic rear window. The last person we knew who thought a quick way to clear snow off the rear window would be to give it a smack from the inside sorely regretted that decision when he got the bill for his new window.

Reduce Wind Buffeting

A simple way to reduce wind buffeting while driving your Miata is to raise only the passenger's side window. This changes the aerodynamics of things so you actually feel less wind than if the driver's window alone or if both windows are raised. And if your passenger doesn't know about this, they'll be doing you a favor when they raise their window to keep a bit warmer!

If your trunk lid won't stay raised

You can adjust the tension. The lid tension is determined by the position of the tensioning bars at the rear of the trunk. There are three "settings", and the Miata comes from the factory preset to the middle setting. You can get a tad more tension by switching to the higher setting. To change the tension, you need to use a long screwdriver to move the tension spring on the left side of the trunk to the other position. Be careful! The springs are under high tension!

When was the last time you cleaned your headlights?

MAZDA MX-5 MIATA PAINT COLORS

This info comes from a site called PaintScratch.com, sellers of touch-up kits and paint packages that match original factory colors. All I've done is compiled the paint codes for each year - it's up to you to check your car and see what matches.

You can find your color by simply opening up your driver door and, on the info sticker on the door jamb, looking for a two- or three-digit paint code.

There are some other special colors listed (late additions, limited-production, etc.) that I don't yet have codes for, or that I'm unsure of the code number for. They're listed "as-is" for the time being.

1990 MAZDA MIATA

3L - Silver Stone Metallic Clearcoat (also coded as 4G; late-year addition)

DU - Mariner Blue

SU - Classic Red

UC - Crystal White

1991 MAZDA MIATA

3L - Silver Stone Metallic Clearcoat (also coded as 4G)

DU - Mariner Blue

HU - British Racing Green (Special Edition only)

SU - Classic Red

UC - Crystal White

1992 MAZDA MIATA

3L - Silver Stone Metallic Clearcoat (also coded as 4G)

6W - Perky Blue Metallic Clearcoat

DU - Mariner Blue

HZ - Sunburst Yellow (extra-cost; only 1519 HZ cars built)

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

UC - Crystal White

1993 MAZDA MIATA

3L - Silver Stone Metallic Clearcoat (also coded as 4G)

DU - Mariner Blue

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

UC - Crystal White

1994 MAZDA MIATA - note that this year's R-package Miatas may carry white or blue racing stripes

3L - Silver Stone Metallic Clearcoat (also coded as 4G)

M8 - Montego Blue Mica Clearcoat (also coded as 2A; only on the 3000 M-Edition models built)

PT - Chaste White

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

-- - Laguna Blue Metallic Clearcoat (only 1797 such cars built)

1995 MAZDA MIATA

3L - Silver Stone Metallic Clearcoat (also coded as 4G)

M8 - Montego Blue Mica Clearcoat (also coded as 2A)

PT - Chaste White

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

-- - Laguna Blue Metallic Clearcoat (only 562 such cars built)

-- - Merlot Mica Clearcoat (only on the 3500 M-Edition models built)

1996 MAZDA MIATA

M8 - Montego Blue Mica Clearcoat (also coded as 2A)

PT - Chaste White

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

-- - Starlight Mica Clearcoat (only on the 2968 M-Edition models built)

1997 MAZDA MIATA

12K - Twilight Blue Mica Clearcoat (only on the 1500 STO models built)

M8 - Montego Blue Mica Clearcoat (also coded as 2A)

PT - Chaste White

PX - Brilliant Black

PZ - Brilliant Black Clearcoat

SU - Classic Red

-- - Marina Green Mica Clearcoat (only on the 3000 M-Edition models built)

1999 MAZDA MIATA

12K - Twilight Blue Mica Clearcoat

18G - Highlight Silver Metallic Clearcoat

PT - Chaste White

PZ - Brilliant Black Clearcoat

SU - Classic Red

-- - Emerald Mica Clearcoat

-- - Sapphire Blue Mica Clearcoat (only on the 3150 10th Anniversary models sold in North America)

2000 MAZDA MIATA

(note that some codes have changed)

12K - Twilight Blue Mica Clearcoat

18G - Highlight Silver Metallic Clearcoat

18K - Evolution Orange Mica Clearcoat

23E - Mahogany Metallic Clearcoat

A3F - Brilliant Black

PT - Chaste White

SU - Classic Red

-- - Emerald Mica Clearcoat

-- - Mahogany Mica Clearcoat (only on the Special Edition)

2001 MAZDA MIATA

22V - Sunlight Silver Metallic Clearcoat

23C - Crystal Blue Mica Metallic Clearcoat

A3D - Pure White

A3E - Classic Red CLE

A3F - Brilliant Black

HU - British Racing Green (only on the Special Edition)

-- - Emerald Mica Clearcoat

-- - Midnight Blue Mica Clearcoat

2002 MAZDA MIATA

22V - Sunlight Silver Metallic Clearcoat

23C - Crystal Blue Mica Metallic Clearcoat

26S - Blazing Yellow Mica Metallic Tri-Coat (only on Special Edition)

A3D - Pure White

A3E - Classic Red CLE

A3F - Brilliant Black

--- - Midnight Blue Mica Clearcoat

--- - Emerald Mica Clearcoat

--- - Titanium Gray Metallic Clearcoat (only on Special Edition)

--- - Vivid Yellow (special order; only 239 such cars built)

--- - Laser Blue Mica (special order; only 152 such cars built)

2003 MAZDA MIATA

22A - Supreme Blue Metallic Clearcoat

22V - Sunlight Silver Metallic Clearcoat

25F - Garnet Red Mica Metallic Clearcoat

25G - Titanium Gray Metallic Clearcoat (only on the 1451 Shinsen Edition cars built)

25R - Splash Green Metallic Clearcoat

A3D - Pure White

A3E - Classic Red CLE

A3F - Brilliant Black

--- - Midnight Blue Mica Clearcoat

--- - Emerald Mica Clearcoat

--- - Strato Blue Mica Clearcoat (only on Special Edition)

2004 MAZDA MIATA

22V - Sunlight Silver Metallic Clearcoat

25E - Strato Blue Mica Clearcoat

27A - Velocity Red Mica Tri-Coat

28P - Razor Blue Metallic Clearcoat

28W - Radiant Ebony Metallic Clearcoat

29Y - Titanium Gray Metallic Clearcoat

A3D - Pure White

A3E - Classic Red CLE

A3F - Brilliant Black

2005 MAZDA MIATA

16W - Black Pearl Clearcoat

18J - Grace Green Mica Clearcoat

22V - Sunlight Silver Metallic Clearcoat

25E - Strato Blue Mica Clearcoat

27A - Velocity Red Mica Clearcoat

27C - Nordic Green Mica Clearcoat

27Y - Lava Orange Mica Clearcoat

28P - Razor Blue Metallic Clearcoat

28W - Radiant Ebony Metallic Clearcoat

29Y - Titanium Gray Metallic Clearcoat

A3E - Classic Red CLE

A3F - Brilliant Black

One tends to forget about a vehicle’s impact on the market when it’s been a sales success for over ten years. But then that’s the power of the Mazda MX-5 Miata, a design and concept that’s basically broken down all the barriers for compact sports cars worldwide. And it would be easy to think that something as simple and elemental as the MX-5 could be easily whipped together in just a few months, ready to be handed off to a waiting world. But it took quite a bit of time and planning before Mazda realized that what they were working on could be something really special.

The genesis of the Miata could be said to have begun nearly a decade before the car’s actual introduction with a visit to Hiroshima from American journalist Bob Hall in the spring of 1979. Hall had come to interview Mazda's managing director Kenichi Yamamoto about the company in general, as well as its future plans beyond the new RX-7. Yamamoto turned around the interview a little bit and inquired of Hall as to what kind of car he would like to see Mazda build. Hall, an enthusiastic sports car fan, went so far as to borrow a nearby blackboard and sketch out a rough rendering of a lightweight and low-cost roadster that could be built upon rear-drive 323 running gear.

Yamamoto didn’t show too much interest in the idea at first, considering that the company had just released the original RX-7 – which was still very much a low-cost, rear-drive sports car – at that time. And preliminary planning work was already progressing on the second-generation RX-7, not to mention other projects (like the important new front-drive 323 and 626 models). The company was growing every year and budgets were getting tighter, so it seemed that yet another sports car was out of the question. But then Yamamoto was asked by one of the company’s development testers if he wouldn’t mind driving a Triumph Spitfire they had just received. Curious, Yamamoto took up the offer and was impressed with the little Triumph’s sporting qualities. After that point, the possibilities for a lightweight sports car stayed with him.

I should speak briefly about the RX-7 here, as some may be asking why Mazda couldn’t just have stayed with one sports car. The company’s planners realized as early as the fall of 1980 that, given the ever-accelerating pace of vehicle development, the original RX-7 would only remain a viable vehicle through the early 1980s. Additionally, the RX-7’s triumphs in performance and styling made Mazda realize that they were quite capable of competing with the best cars in the world if they so chose. And it was decided by 1981 that the next RX-7 – coded P747 – would jump to the next echelon of performance to take on luminaries like the Porsche 911 and Nissan’s Fairlady Z (300ZX). Along with that would come a jump in technology and – perhaps most importantly to this story – price.

Flash forward to 1983, and another meeting between Mazda management and the motoring press. This time, the conference was strictly devoted to future plans for the next few years. Inevitably, the subject of sports cars came up, at which point someone asked about the apparent gap in price between the soon-to-come “upgraded” RX-7 and the previous model. It was an obvious problem, as not all of the current RX-7 owners could have been (or even should have been) expected to make the leap from a basic sports car up to its advanced successor. And while this loose planning session was underway, Mazda stylist Shunji Tanaka was in California, conducting a development drive in an early P747 prototype. Along with him for part of the trip was none other than Bob Hall, now working for the Mazda North America (MANA) product research and development team. As if by fate, Tanaka asked what car Hall might like to see Mazda build next – and Hall let loose with his old scheme for a low-cost, rear-drive sports car. Other executives caught wind of the American’s ideas later on, and were intrigued enough that the seed finally took hold.

The LWS (LightWeight Sports Car) movement gained a following this time around for two reasons. The first was the aforementioned gap in the line for a low-cost sports car under the RX-7; the second was a new emphasis within the company upon “outside-the-box” thinking. This last was spurred on by a new program begun in November of 1983 and called, curiously, “Offline Go Go”. The idea behind OGG was to keep designers and engineers fresh by encouraging them to break away from their usual conservative core projects (323, 626, 929, and B-series) and work on more exciting concepts of their own for a while. Some ideas to arise from this included a tiny “pocket” sports car, a modern off-road buggy and several studies on the traditional LWS ideal. Michinori Yamanouchi, leader of the OGG team, selected the LWS designs for further research. Though no one knew it at the time, great things would come from this humble beginning.

Yamanouchi appointed Masakatsu Kato as the director for project P729, and Kato requested theme sketches from both the Tokyo and MANA (California) studios to be presented in April of 1984. The Tokyo staff (under Yoichi Sato and Hideki Suzuki) chose to develop both a practical front-drive “FF” runabout and a more sporting mid-engine “MR” coupe, while the MANA team (led by former General Motors designers Tom Matano and Mark Jordan) stuck resolutely with a classic “FR” rear-drive roadster theme. Upon initial impressions of each studio’s work, it appeared that the Tokyo efforts clearly held the upper hand where raw styling was concerned. But there was still the matter of full-size clay models, which were due to be presented at the main Hiroshima studios in August of 1984. This time around, MANA’s clean Duo-101 design (markedly different in character from their Italian-inspired early drawings) was the hit of the show – though Tokyo’s mid-engine coupe was also an odds-on favorite.

Then the review process began. Although stunning to look at, the MR coupe was actually ruled out first. This outcome was based on an internal feasibility study from the Tokyo team (carried out by converting a 323 to the mid-engine layout) that proved such a design would be unduly noisy and rough riding unless the suspension was softened. And since no one wanted to compromise the sharp-handling layout, MR development was voluntarily ceased. This left the FF and FR proposals, both of which would be easy to engineer (based on either new or old 323 parts) and sufficiently comfortable for the majority of potential buyers. What sealed the deal for Mazda’s Hiroshima design board, however, was a video production created by the American design team extolling the virtues and mystique of the legendary rear-drive sports car layout – no doubt helped by the realization that the car’s primary market would definitely be the USA. In the end, the FR design won out and P729 would be a classic rear-drive roadster.

(As a side note, the FF coupe proposal did not expire but merely lay dormant for a little while. Updated with sleeker “organic” styling, a more practical four-seat hatchback body and the availability of Mazda’s unique 1.8-liter V6 engine, the MX-3 arrived for 1992 to high praise, being hailed in some circles as the true successor to Honda’s discontinued CRX.)

Rough engineering work on P729 began in September 1984, not long after the FR design had been selected. An independent British engineering company called IAD (International Automotive Design) was selected to build a running prototype of the American design, codenamed V705. After testing a wide variety of classic sports cars and noting their particular characteristics, IAD got to work on creating their own legend. In keeping with the original brief, off-the-shelf Mazda parts were used as much as possible – the 1.4-liter engine from a UK-market 323, front suspension from an RX-7 and rear suspension from the Japanese Luce (929) sedan. Hand-laid fiberglass panels were used to minimize IAD’s tooling costs, though Mazda engineers never seriously considered the material for mass production. It should be noted that IAD was selected for the prototype job mainly because Mazda wanted the car to have the feel of a classic British sports car, and apparently they succeeded when their creation was finally unveiled in August of 1985. On a trial test in California (pitted against an RX-7 and Yamamoto’s beloved Triumph Spitfire for general comparison), the public seemed to be immensely interested in the prospect of a new “old” sports car.

It was now October of 1985. With the design phase nearly complete (the American team had begun to make some last-minute refinements to its clay model) and the prototype’s engineering mostly sorted out, the LWS project was ready for final approval by the board of directors. But as always in a big company, there were more pressing issues to deal with and the idea went on hold for a while. The problems were, in fact, twofold.

The first issue was a conflict in available development resources between the proposed sports car and a more profitable Kei (light) car for the Japanese market, an area that Mazda had been basically absent from for some time. In short, the board believed that a new Kei car would be a sure-fire sales success, while a second sports car would only tie up a production line and produce minimal profit. Luckily, the company decided to partner up with Suzuki and let that company focus on Kei development, leaving Mazda free to tackle more impressive projects while borrowing Kei designs from Suzuki for sale as Mazda models. (This arrangement continues today.) The second issue, having very little to do with automobiles in a direct sense, dealt with the currency exchange rate between Japan and the United States – in effect, Japanese-built vehicles ended up being too expensive when their value in yen was converted to the weak dollar of the 1980s. Seeking a resolution, Mazda strengthened an already amicable relationship with Ford by splitting the costs of a new shared assembly plant in Michigan for production of the MX-6 and 626 lines (the company would also make extra profits from Ford’s purchase of Mazda components for the Probe coupe). This way, the money saved by using cheaper American labor would allow lower prices for all of Mazda’s offerings in the USA and free up more capital for further development on new vehicles.

Prospects for P729 were still shaky, but the LWS team felt strongly enough about the viability of both the car and the financial situation by December of 1985 to make a case for production to the Mazda board. And in January of 1986, the board – led by early proponent Kenichi Yamamoto – was finally swayed. The LWS project was set to go.

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Sources for this segment (gleaned from my local library):

Long, Brian. Mazda Miata: Renaissance Sportscar. 1998: Veloce, Dorchester, UK. (Now available in an American release from Motorbooks. Amazon.com's price is a reasonable $17.47.)

Yamaguchi, Jack and Thompson, Jonathan. Mazda MX-5 Miata. 1989: St. Martin's Press, New York. (Out of print, but supposedly available from Amazon.com for $22.00. And for a set of two beautiful hardcovers, that's not too bad.)

Yamaguchi, Jack. The New Mazda RX-7 and Mazda Rotary Engine Sports Cars. 1985: St. Martin's Press, New York. (I thought it was out of print, but it's apparently available from Amazon.com for the low, low price of just $65.50 either new or used. That may be worth it, though, because it does contain a great amount of extra history on Mazda's rotary development that I plan on sharing with you all later.)

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Once approval was attained for the basic P729 project, both the California team at MANA and the Japanese crew in Hiroshima – as well as the craftsmen at IAD in Worthing – were ready to get moving on the LWS design’s final form.

MANA began working on a definitive clay model during March of 1986, with lead designer Tom Matano looking to create a “Mazda face” – a unique, recognizable look that would identify the car as nothing else but a Mazda. But instead of going for a certain grille shape or front fascia style, Matano decided to craft an entire flowing, natural body language. (This was a concept repeated in multiple Mazda models over the next decade, the most notable being the third-generation RX-7 and the 1993 MX-6 coupe.) The final clay model, appearing very close in most details to what would eventually see the showrooms, was completed and sent to HQ at Hiroshima by July.

In the meantime, IAD had been working hard since May on both some rough engineering mules and a set of prototype steel body shells for evaluation. Some of these were even used to perform preliminary crash tests, proving (even at this still-early stage) that the car would be structurally sound. IAD staff then made a trip to Japan with their findings, in an effort to help Mazda’s engineers and planners make a quicker transition to production.

So it was that in July of 1986, the Mazda engineering and styling team in Hiroshima was presented with the task of finishing off P729. The styling department, led by Shunji Tanaka, began poring over the final MANA model. The first task was to remove what Tanaka saw as an extra “layer of skin,” making the car look a bit lighter on its feet. But then it seemed too long, so the Hiroshima took a step back and shortened the wheelbase – this after the MANA team had lengthened it for the benefit of easier engineering. One big problem caused by this shift turned out to be a good move after all – the battery, formerly located behind the seats, was moved to the trunk. Engineers grumbled, but the new placement actually improved the car’s already stellar weight distribution.

Oh, yes. Did I mention there was engineering work going on all this time?

The first technical task to come under consideration – the engine – was actually the easiest (by comparison) to complete. MANA’s original design had been crafted with existing componentry in mind, specifically the rear-drive parts from the old GLC. However, the engine tooling was by now outdated in terms of what people expected from modern cars, and the GLC (323 Familia) series had long ago shifted to front-wheel drive. So some conversion work was required.

In 1986, the hottest engine offered in the Familia line was the B6-DOHC, a twin-cam 1.6-liter unit used in the zippy Familia GT sedan. Since this was the most suitable powerplant available at Mazda (the 626 used a 2.0-liter four that was seen as too big), the B6 became the focus of chief powertrain engineer Kazuo Tominaga.

First task was to convert the engine to a longitudinal layout for the new rear-drive application. Then came the need to make the B6 rev higher, since the Familia GT had been tuned mainly for low-end torque. In the end, Tominaga and his crew were able to bump the redline up to 7200rpm – and most MX-5 drivers will tell you that’s where the 1.6-liter engine should stay most of the time.

Finally, there was a subtle concession to styling: oddly enough, the powertrain team felt that a car with such a classic layout deserved a classic look to its engine. Since they couldn’t use a set of twin carburetors thanks to modern emissions laws, they did the next best thing and shaped a beautiful new cam cover that evoked memories of Alfa and Lotus twin-cam motors. Even the oil pan was styled, with a set of cast-in cooling fins just like classic Italian race engines.

At the same time, a joint effort was occurring where the driveline was concerned. Originally, the plan had been to simply craft a basic sports suspension setup with independent double-wishbone front and rear layouts. This was done, and done very well, but another idea cropped up during development that would be a revolution for small sports cars. Noting that the inherently short drivetrain of a rear-drive roadster was generally prone to problems with axle windup and wheel hop on acceleration, engineers experimented with a way of stabilizing the whole assembly. On a hunch, one engineer built a simple frame out of aluminum plate and bolted it between the transmission up front and the axle at the rear. This worked very well in testing, providing a noticeable reduction in wheel movements under acceleration – along with the improved throttle response that comes naturally from a better grip on the road. With some refinements, the new idea became known as the Power Plant Frame (PPF) and was a major contributor to P729’s superb handling.

Other parts of the drivetrain were simpler to figure out. The standard five-speed manual transmission was borrowed from the RX-7, but engineers (among others within the company) agonized over how the shifter should feel. Eventually, they settled on the overall feel of a worn-in BMW gearbox, with just a touch of Ferrari’s characteristic “click” added for good measure. (Seriously, I’m not making this up.) In addition, the throws were shortened considerably – there’s just two inches of shifter travel between each gear.

Like the engine, brake and steering components were borrowed from the Familia line and suitably modified. Four-wheel discs were used, though rear drums had been briefly considered. And the manual steering rack gained a lighter ratio (power steering units would also be made available). Finally, stylist Tanaka crafted a beautiful eight-spoke alloy wheel design in the shape of the classic Minilite, but weight requirements imposed by the engineering staff meant that one spoke had to be knocked off – thus, the origin of the MX-5’s unique wheels.

Finally, with the major engineering work completed and Tanaka’s design finalized, the time had come to get the public’s opinion. Tanaka sent his clay model off to Pasadena, California in March of 1987 for a customer clinic. Of the 240 people polled, the majority liked the car’s look and basic concept. Mazda’s board was once again pleased, with the few remaining dissenters in the group agreeing that perhaps the frivolous little roadster project had some merit. Never mind the fact that the North American sales organization was practically salivating at the prospect of another great sports car to sell. With final approval in hand, final details had to be worked out.

Masakatsu Kato, the original planning director for the P729 project, had decided very early on that IAD’s prototypical fiberglass body and backbone chassis – effective as they were – would not be practical for mass production. So it had to be a conventional steel unibody, but numerous refinements and weight reduction measures were undertaken to bring the LWS down to the bare minimum. For instance, the hood was built from aluminum in order to lower the weight over the front end – likewise, the decklid was built of thin-gauge steel to achieve the same result in the back. The bumpers were also made out of lightweight materials, even going so far as to use polycarbonate mounting brackets rather than heavier aluminum or steel.

Also well underway was interior design, this being something of a secondary concern to the LWS team. That is maybe the biggest reason for the MX-5’s simplistic dashboard and seating layout. In concept, the look was supposed to represent the classic look of European sports cars past: a basic straight dash top, with cowled instruments for the driver and a central stack for ancillaries like the ventilation controls and audio equipment. The shifter, a tiny toggle wrapped in a blanket of leather, sits close at the driver’s hand.

The final issues, then, were resolved by September 1987. But there were a few extra matters left to settle before Mazda could begin the promotion machine.

First was suspension tuning. It was decided that the shocks would be optimized for best performance at 60mph, allowing the great majority of drivers around the world to get a good experience on a regular basis. Pre-production testing around the world bore out the wisdom of this decision. Other important considerations included the car’s exhaust note (with tests conducted among the Japanese public to determine the ideal sports car sound), interior comfort (deemed to be cozy but not too confining), and open-air feel (including measurement of the “hairstyle-retention rate” after high-speed runs). It was also decided that not only would the basic soft-top be a simple one-handed affair, but that a hardtop for all-weather use should also be made available as an option.

And that was it. By the spring of 1988, Mazda was prepared to reveal its well-hidden surprise to the world.

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Sources for this second segment are the same as for the previous post.

http://members.aol.com/solomiata/Drivetrain.html

This site is mostly for you miata people and perhaps you already know it.