::MX5 Owners club :: History of the MX5

History of the MX5:

The team's goal was to achieve 55% "do-ability", allowing for 45% risk. As the Japanese word for "5-5" rhymes with "Go-Go", 'Offline 55' was deemed the perfect title for the project.

In November 1983, Mazda launched 'Offline 55', an innovative new programme with the sole aim of encouraging revolution and experimentation in product development. This was a peek into the future, The team considered several proposals - a 323 convertible, an executive sports sedan, a mini 'space wagon' and a rotary-powered pickup. By far the favourite was an LWS - otherwise known as a Light-Weight Sports Car.

In 1984, under the close watch of programme manager Masakatsu, two styling teams were tasked with creating the design for the LWS in tandem - one in California, the other in Tokyo. It was a close race, but by the end of that year, the Californian team's front-engine, rear-wheel-drive roadster emerged triumphant. It was code-named the P279. A running prototype, the V705, was engineered and built by Britain's International Automotive Design.

As the car moved into the production phase, Toshihiko Hirai was appointed Product Programme Manager in February 1986. To move the project forward, he had to rethink the V705's steel backbone frame and plastic body in order to create a viable series production car - this was no mean feat! Over in the US, another round of changes were being made to the car's styling by Tom Matano and Koichi Hayashi. This was to become the design for the MX-5.

The Mazda MX-5 made its debut at the Chicago Motor Show in February 1989 to wide critical acclaim. The press hailed the car "a total success", "a car of the rarest quality" and one that boasted "exciting looks, fun to drive, sensible ergonomics, quality construction we feel like cheering".

The car's name? MX stands for Mazda Experimental. The '5' was the next number in the sequence of 'M' concept cars

In 1991, 800 dazzling 'Sunburst Yellow' J Limited models went on sale in Japan. The US was similarly tempted by a limited run of 1,500 MX-5 models in the same outstanding colour

In 1993, in the face of ever tightening emissions standards in its major markets, coupled with new safety requirements (which would inevitably mean an increase in the vehicle's body mass), the MX-5 was given a new heart - its engine, which in it's 1.6 litre guise was in need of some extra oomph. Power came in the form of a new BP-ZE 1.8 litre four-cylinder engine for the MX-5.

The MX-5 first generation's final season was marked by a commemorative model given a special 'STO' designation. 'STO' stands for 'Still the One' and was suggested by Mazda's US staff out of their great respect for Toshihiko Hirari - father of the first generation MX-5 and 'Still the One' programme manager.

The second major update to the first generation MX-5 came in 1995. Improvements to the car's performance were achieved by the introduction of a lighter-weight flywheel and more powerful engine management computer. These combined to optimise the air/fuel ratio during high-speed operation.

In the spring of 1994, Mazda began the process of building the next generation MX-5. More stringent safety requirements meant changes to the body's inner structure, which would have an effect on the look of the car. The design was an evolution of the original concept, rather than revolution. The new MX-5 was launched in 1999. It's new contoured headlights and sleek muscular body confirmed its status as a design classic. Enhanced performance came in the form of increased stability and a more sporty, responsive feel thanks to revised engine and suspension tuning.

"We like to think of it as an MX-5 that has been working out at the gym, adding muscle and tone." Tsutomu Tom Matano, executive designer of Mazda's Irvine, California R&D studio.

Tom Matano General Manager, Mazda Design and President of the MX-5 community

In designing the MX-5, I feel proud to have played a part in bringing together such a diverse, adventurous and passionate community of roadster enthusiasts.

Article courtesy of the

IBUKI:

Looking something like a first-generation Miata and an Audi TT, the Ibuki took the center spot at the Mazda exhibit in Tokyo and with good reason. Out of all the gas/electric hybrids trying to be sports cars on the show floor, the Ibuki has the most realistic shot at production. Why? Because it takes a simple formula a lightweight roadster with a lively personality and adds a self-regenerating electric motor and an automatic engine shut-off feature (to reduce fuel consumption at idle). The resulting roadster doesn't need to make tremendous amounts of power to be worthy as a sports car, since it doesn't weigh much to begin with. With the Ibuki, Mazda is shooting for approximately 177 horsepower at 7,500 rpm and 132 pound-feet at 6,000 rpm.

Alongside that, the company has deviated from two generations of Miatas and used a front-midship engine layout as in the RX-8 such that the new 1.6-liter gas engine's center line resides behind the front axle. Engineers opened up a space for the engine by locating the air conditioner behind the seats. The result is a car with less weight over its front wheels and better at-the-limits handling than the current Miata. The engine is paired with a six-speed manual transmission with reinforced synchronizers to assure shift quality that is equal to or better than that of any Miata past or present.

Additionally, the Ibuki adopts the RX-8's twin-backbone body frame, which gives the roadster a level of rigidity comparable to that of a closed-top car while keeping curb weight in check. The use of lightweight materials like reinforced plastic, aluminum and carbon fiber aids in this task as well. The 18-inch wheels are magnesium alloy, and they're fitted with run-flat tires.

The Ibuki incorporates a rollover sensor that would activate a four-point rollover bar in the event of a rollover. Noteworthy convenience features include dual-zone climate control and keyless entry by ID card.

The word ibuki has to do with "breathing new life into" something or "adding vigor," and Mazda is up front about the fact this concept is a possible direction for the next Miata. Although gas/electric hybrid drivetrains have yet to achieve widespread acceptance or even availability in the U.S, a shapely, sharp-handling Miata could be a sure route to many a heart, mind and bank account. Erin Riches

The future is here now:

The Geneve motorshow on the 3^rd of March 2005 will bring about a new era for the mx5, the unveiling of the new generation mx5,

Although the new roadster also bears a close design resemblance to the first two generations of the MX-5 it is clearly inspired by the Ibuki concept car which was showcased at the 2003 Tokyo Motor Show.

The new MX-5 features a curvaceous nose with a large, oval air scoop. Another prominent styling cue is the muscular wheel arches. The MX-5 also gets wider, larger 17-inch wheels, too.

It offers more cabin space too as the car has grown in length, width and height.

Mazda has also kept the basic front-midship engine layout, driving the rear wheels. However, as with the Ibuki, the engine moves a bit rearward, which results in a weight balance close to 50:50. The MX-5 is about 10kg heavier than its predecessor and torsional stiffness is up with 47%.

The new MX-5 gets a new 118 kW 2.0-liter in-line four engine as well as a 92 kW 1.8-liter power plant.

A new, six-speed manual transmission will be offered at launch, while a six-speed automatic, with steering-wheel-mounted paddles, will follow.