Driving The 2014 Mazda MX-5 Made Me Forget All About My Mk2 Miata Resentment

A few years ago, I owned a second-generation Mazda MX-5, and I didn’t very much care for it. I’d been determined to find out why these little sports cars are held in such high regard, but just didn’t gel with the thing. Sure, I appreciated the handling and the balance, but the gutless, weedy-sounding 1.8-litre engine just didn’t feel good enough to exploit the fine chassis. Furthermore, I found the cutesy looks a little embarrassing, the fuel economy woeful considering the performance, and after a year of ownership, it started to fall to bits.

So poor was my ownership experience that I’d vehemently dissuade anyone from buying a second-gen MX-5, unless they plan to mod the hell out of it. But can the current generation car redeem the MX-5 name in my eyes? Before it bows out to make way for the fourth-gen version, I grabbed the keys to one for a week to find out.

Before I’d even seen the car, I was having doubts. A glance over the spec sheet revealed that I’d be driving a 2.0-litre Sport Tech Nav model, which, for £23,295, comes with a heavy folding hardtop roof and all sorts of kit: electric windows and mirrors, satellite navigation, cruise control, air-con - it’s all there adding weight and complication. It didn’t sound much like the bare bones concept of the MX-5 that’s firmly planted in my brain, but after slipping behind the wheel for the first time, it was clear my worries were unfounded.

Yes, you do get a lot more equipment than you’d find in MX-5s of old, but the cockpit and indeed the whole car still feels simple and uncluttered; pared back, even. And while there’s no getting away from the fact that the hardtop adds weight, the MX-5 is hardly porky at 1248kg, and that solid roof makes the car much easier to live with than my old second-gen car. More importantly, none of this stuff really matters, because it’s still brilliant to drive.

The very first time I took the car for a spin, it was abundantly clear that Mazda knows what it’s doing when it comes to making a fun, rewarding driver’s car. The steering is fantastically direct and bang on in terms of weight; jump into a normal hatchback after you’ve been in the MX-5, and you’ll feel as though you’re manhandling a ship’s wheel just to get it pointed in vaguely the right direction. Clearly, a drive on the best local B roads I could find was in order.

That super-quick steering meant I could nail each corner of my favourite local roads with ease. The superb balance of the chassis, meanwhile, saw me rounding each bend making a mental note that I’d be able to go quicker next time around without any trouble. Hard cornering revealed a slight hint of understeer, but all you need to do is push a little further, and it is possible to get the back moving nicely, despite the relatively low 158bhp and 139lb ft of torque.

Belting through the gears to extract every horse from the very willing 2.0-litre engine is an absolute joy on a back road blast

You do have to work hard to get that power out of the 2.0-litre engine, though. With the amount of torquey turbo petrol cars we drive these days, going back to a naturally-aspirated engine makes you realise how lazy you become behind the wheel of something with a few extra lb ft. This was particularly evident when planting my foot on the accelerator for the first time, at which point very little happened.

Realising my dim-wittedness, I dropped a cog and had another stab at the throttle, charging through the gears with the needle nice and close to the red line before shifting up.

Extracting every horse from the very willing 2.0-litre engine is an absolute joy on a back road blast, and really adds to the experience, particularly given the nature of the sweet six-speed manual ‘box. Each throw is delightfully short and precise, backed up with a meaty feel. The engine isn’t the most tuneful of lumps, but it emits a pleasingly gutsy noise, and is a world away from the puny-sounding four-pot found in my old Mk2.

The sound isn’t the only thing that’s better on the little ‘Miata’ now. It’s also - to my eyes - the best looking MX-5 we’ve had so far. The compact dimensions and grinning face don’t exactly help it stay away from the ‘cute’ label, but the car doesn’t have an unflattering angle.

The muscular wheel arch bulges - filled by some attractive 17-inch wheels on this example - give the whole car a purposeful look, and despite being nine years old (the 2008 facelift did help), the third-gen MX-5’s design still seems fresh. Sure, it’s still subject to the tedious ‘hairdresser’ jokes, but who cares?

There are - inevitably - things to not like. Topping that is the sat nav, which is one of the worst units I’ve ever come across. The touch screen isn’t very responsive, the interface too fiddly, and it gives out way too many instructions, which all completely mute the music for some time. Oh, and it can’t say the word ‘roundabout’ properly.

Mazda’s insistence on making the MX-5 a brilliant driver’s car is something which should be celebrated

Elements of the interior feel a little low-rent, too. The air vents seem especially flimsy, and the the middle two units - bizzarely - can’t be switched off. Then there’s the power output. Like the Subaru BRZ/Toyota GT86 pairing - the car’s only real rivals - you do have a nagging feeling that a little more poke to help you get past dawdling drivers would be a blessing, even if that goes against the low power/high fun philosophy.

Although it’s a surprisingly pleasant thing to drive when you’re not on a spirited blast, the exhaust drones a fair bit at motorway speeds, and the low speed ride is a touch choppy.

But I’m willing to forgive it for all of that, for the very fact that it exists in the way that it does. Mazda’s insistence on making the MX-5 a brilliant driver’s car is something which should be celebrated.

I’d wager that the core of MX-5 buyers don’t particularly care about driving purity, and simply want a neat-looking drop top for not much money. Mazda could just lazily throw out a generic convertible with little substance. They could even make it front-wheel drive. But they don’t, and for that, the few of us who love the MX-5 for the way it handles should be thankful.

There’s one moment from my week with the MX-5 that perfectly sums up the whole car. After returning from my already-extended B road Sunday blast, with home in sight and daylight running out, I wanted more. I promptly turned around and headed out for another lap, with all the disappointing aspects of my old MX-5 little more than a distant memory.