MK3 NC 2005-2008

The first signs of Mazda’s new direction came in 2003, with the reveal of the Ibuki concept at the Tokyo motor show. With clean, geometric lines and ultra-compact proportions it was very different from the Mk2 MX-5, actually closer to the Mk1, its oval ringed headlights hinting at the sidelights of the original car. Other details, such as the blistered wheelarches and simple, industrial interior indicated greater solidity and fewer concessions to the classic models that had inspired the first car.Text

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When the production ‘NC’-generation MX-5 arrived in 2005, it was clear some Ibuki inspiration had crept in. Like many cars of the era it kept ornamentation to a minimum, relying instead on good proportions and strong forms – and the Ibuki’s wheelarches made the cut.

 

 

It was also a larger car though, not just compared to the concept but also previous MX-5s. It gained 65mm in length (and in wheelbase), 20mm in height and 40mm in width, with corresponding increases in track and in interior volume. If you were a taller individual, the NC was the first MX-5 that had a chance of accommodating you with minimal discomfort – and a fresh interior and a new, simpler hood design (its centre section now acting as a tonneau) were further improvements.

 

In 2006 the MX-5 also gained a significant new variant with the Roadster Coupe, which used a retractable, powered hard-top not unlike that pioneered by Mercedes-Benz with 1996’s SLK.

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As the MX-5 had grown, so too had its engines. The base unit was now 1.8 litres in capacity, matching the larger option of the previous car, while a new 2-litre joined the range. Both were Mazda’s ‘MZR’ unit, more sophisticated than the old B-series engines and shared with Ford as the brand’s ‘Duratec’ 2-litre.

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The lower-powered car made 124bhp, while the 2-litre mustered 158bhp – out-punching any Mk2 save the turbocharged Mazdaspeed sold in America. A five-speed manual was standard in the 1.8, while the 2-litre got a six-speed manual, limited-slip differential, and standard (but switchable) stability control.

The underpinnings had changed too, not just thanks to the new platform but also sharing componentry with the rotary-powered RX-8. Front suspension was by double wishbones, while the rear was now a five-link axle. New too was electric assistance for the steering, while Mazda had worked hard to stiffen the structure too, reducing the old cars’ scuttle shake on poor roads. This made the NC a heavier car than the NB, but at 1122kg for the 2-litre, it wasn’t too great a penalty.

 

Unfortunately, along with snappy handling and a jittery ride, the new electric steering contributed to a car that we found hard to read and quite unpleasant to drive in certain conditions. After the Mk3 bombed in evo Car of the Year 2005, we spent several pages in a subsequent issue comparing 1.8 and 2.0, and the Mk3 with its Mk1 and Mk2 predecessors to determine exactly where things had gone wrong.

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