If you notice I haven't discussed much about the MX5 in the blog. Don't get the wrong idea I still drive the little open-top twice a week. It is a fact that it gets less use between Tiki and myself. We have nothing against the MX5. We use it in bad weather as well as in the nice days.
I have no complaint about its suspension and handling. I think it is just right and complaint enough for most of the road conditions of Hong Kong. Although it is easy to detect the body flexing from time to time, the body and the interior trim still feel like like one tough solid piece. Rattling is rare and interior trim noise is low, even with the inferior road conditions. It was really an impressive feast how Mazda engineers have worked out a magical compromise. MK1 Mx5 has been known to be weak in this area. MK2 really improved on this big time.
The drivetrain (engine and transmission) is not really ranking very high on my list. The gearbox is notchy when it is cold. Sometimes it is difficult to shift from 1st and 2nd gear. However I must say that the gearbox and gearchange actions have improved since day one back in August. Somehow I feel that the clutch condition and/or the poor gearbox oil are to be blamed. However I find them tolerable as they are. The gearbox is a six-speeder that I was told a bit more difficult and less smooth and finesse when compared to the original 5-speeder. Anyway. I will have the gearbox/gear looked at during the next routine check.
The engine has a very nice smooth torque from 1'500 to 2'500 rpm. Acceleration in any gear at this rpm range is just really nice, with a feel of smoothness and urgency. Unfortunately it was so narrow but still usable in the less hurried traffic conditions. While the power and torque above 3'ooo rpm are present and linear in the delivery, there is nothing to brag about. It could be the flow restrictive catalytic convertor that was the culprit. Sorry, I have no plan to replace with an after-market, flow-free exhaust.
I think the MX5 is best driven as it is, as it is magically engineered where its deficit is very tolerable and easily forgiven. It does not have the leisurely and yet smooth torque and power delivery of the big inline-6 but it gets the job done one way or other.
