A Mazda what? That’s likely to be the reaction of the pub pundits when you tell them you’ve just bought a Xedos 9. With sales of just a few hundred cars a year, you’re guaranteed to have the only one in your street and that rarity value may well hold additional appeal. After all, who wants a BMW when they’re everywhere? Along with its smaller brother, the Xedos 6, the 9 represented Mazda’s attempt to break into the world of luxury sporting saloons dominated by the likes of the aforementioned BMW. The brand never quite achieved that aim –its bid to match Lexus in the States was a flop – but, with top build quality and Mazda’s renowned reliability, the cars make excellent second-hand buys here in the UK. High initial depreciation makes the well-equipped Xedos 9 cracking value for money on the used car market. Early ones with the regular 2.5-litre V6 engine are a bit ordinary, but explaining how the unusual 2.3-litre Miller Cycle engine of later cars works should keep the pub ‘experts’ engrossed for hours.

The Xedos 9 followed the 6 onto the UK market a couple of years afterwards, in early 1994. Initially only a ‘standard’ version was offered with automatic transmission but, six months later, the plusher SE version arrived. Both have the silky smooth, quad cam, 24-valve V6 from the 626 and MX-6. The SE was dropped in 1995 after barely a year on sale and the standard car was upgraded with leather ‘n’ walnut trim plus a remote control stereo with CD autochanger. In October 1998, the intriguing Miller Cycle 2.3-litre V6 replaced the earlier engine and the Xedos 9 was given a mild facelift. Only one trim level was offered. The car eventually died in the UK in August 2001. Mazda stylists originally built 20 full-size clay models before arriving at this graceful design with its quietly original lines recalling the lightness and elegance of a Jaguar. Indeed, strip away a little of the chrome and brightwork and the Coventry badge would rest easily on this car’s sculptured flanks. The earlier 2.5-litre V6 is a superbly smooth engine but not particularly economical. If you can afford it, go for the later 2.3-litre V6 Miller Cycle engine whose arrival coincided with a minor styling update and improved interior. The Miller Cycle (named after Danish-born Ralph Miller) is quite a clever way of making smaller capacity engines behave like larger ones. At the beginning of the compression stroke, the inlet valves are closed later than normal, which raises the capacity of the cylinder and increases power without affecting fuel consumption. Clever stuff. In this case, thanks both to Miller magic and the addition of a Lysholm turbocharger, the Xedos 9’s 2.3-litre V6 engine has been made to behave like a 3.3, with power leaping from 166 to 203bhp and torque rising an astonishing 35% to make overtaking a cinch. Yet the kind of appalling fuel consumption you’d expect from a 143mph super saloon of this prodigious capacity simply doesn’t materialise: you should get close to 30mpg in day to day use.

The earliest 94L-registered 2.5 V6 Xedos 9 models start from around £2,000 and range all the way up to about £5,300 on 99T plates (old stock of 2.5s overlapped the newer 2.3 for a year or so). The plusher though short-lived SE version commands a £500 premium. Miller Cycle 2.3-litre cars start at about £5,900 on 98S plates and you should secure even a 00X for £7,700, an excellent saving on the £28,500 new price. Only consider cars that are immaculate inside and out with a full (preferably Mazda dealer) service history. There’s a lot of equipment so check it all works and also look for minor bodywork and trim damage. Accomplished handling, a superb ride, high levels of grip and an invitingly cosseting interior make this the best Japanese luxury saloon you can buy new for less than £30,000. Second-hand, that rather high initial depreciation and rarity value ought to make it difficult to ignore. But be prepared for a search – there aren’t many about.

(based on a 1995 Xedos 9 – approx. – exc. Vat) A full exhaust system is around £1080 (inc. catalyst) and front and rear brake pads are £70 and £50 respectively. An alternator is around £285 and a starter motor around £235. While on the subject of the electrics, a complete headlamp unit is £275. When a major service is due, budget in the region of £600.

There’s a Jaguar-like quality about the ride, which provides smooth and unruffled progress over almost any surface. The automatic gearbox (there’s no manual option) is not quite as impressive, inclined as it is to be somewhat jerky in kickdown mode. Refinement and build-quality are, along with the stylish exterior, Xedos 9 strongpoints. Mazda’s body engineers originally set out to create a structure that would rival the most rigid Europe had to offer. So it is that the whole shell is heavily reinforced. For noise suppression, Mercedes was the benchmark, which meant filling all roof pillars with polyurethane and developing a secret new sound-damping material for the floor. It works too; this is an extremely refined used car.

For years, the idea of a Japanese sports saloon with the kind of prestige and status of a BMW or an Audi was a contradiction in terms. The Germans offered the class, the Japanese the value. Mazda’s Xedos 6 changed all that when it was launched in 1992 but how does it stack up as a used buy? Thanks to the relatively small numbers brought into the country, the answer is very well. Sales were limited to just 1500 cars each year, making second hand Xedos 6 models sought after on the used market, the result being that their residual values hold up reasonably well. A Xedos 6 is a decent investment of a used car – and a surprisingly fine compact executive saloon.

The Xedos 6 was the car that launched the Xedos (pronounced ‘ker-see-dos’) brand back in 1992, Mazda’s attempt to break into the BMW, Mercedes and Audi-dominated compact executive saloon sector. Initially, only the 2.0 V6 version was offered – in standard and plusher SE forms. A year later however, a visually identical single-specification 1.6-litre four cylinder version was added to the range. There was also an automatic option but this lasted less than a year. In June 1996, there were mild revisions to the line-up which included the addition of a relatively affordable Sport V6 model with spoked alloy wheels. A year later, both this car and the entry-level 1.6-litre model were withdrawn. The entire range disappeared quietly from the Mazda price lists late in 1999. In launching the Xedos 6 line-up, Mazda was the first Japanese manufacturer to recognise the importance that customers were attaching to the question of image – and the first to act accordingly. The company described the Xedos 6 as a car that is ‘genuinely different from the rest’, which seemed reasonable enough when you saw it in the metal. The ultra-low front, the subtle curves, the flush-fitting glass and the striking front grille; all gave the car real identity. You may see a hint of Jaguar in the feline sweep of the rounded body. Mazda even supposed that some customers would prefer to look at the car as a four-door sports coupe. You could not fail to ignore it either way. The boot was huge, the cabin airy and inviting and the handling taut and responsive. In this respect, it helped that the manual gear change was also excellent and the power steering quick and communicative, lacking the anaesthetic applied to the helm of most expensive Japanese saloons. Equipment levels were extensive in the plusher versions as you might expect. Alloy wheels, anti-lock brakes, tinted glass, electric headlamp levelling, central locking, front fog lamps and powered sunroof, windows and mirrors were all included, for example, on the V6 Sport model.

The earliest K-registered 2.0 V6 Xedos 6 models start from around £1,500 and range up to about £3,200 on 96N plates. The plusher SE version commands a £200-£500 premium and is your only choice from 97P to 99T at prices from around £3,600 to £5,400, the latter is a big saving on the £22,000 new price. The short-lived Sport model can be found between £3,000 and £4,000. If you’d be satisfied with one of the rare 1.6-litre models, the earliest L-platers cost around £1,000, with later M to P-platers between about £2,000 and £3,200. Ordinarily, Xedos 6 buyers tend to be picky, so if you’re thinking of one, you’ll need to be too. Avoid cars that are less than pristine and have incomplete service records. Check for electrical faults and minor bodywork and trim damage. The Xedos 6 may not have the image of a BMW 3 Series or a Mercedes C-class but its not far off. A pity that the dull interior doesn’t match the eye-catching bodywork but you can’t have everything. At least it should be reliable (a claim the German competition can always make) and you’re likely to be the only one in your road to have one. That – and those strong residual values – might swing the balance Mazda’s way.

(based on a 1995 Xedos 9 – approx. – exc. Vat) A full exhaust system is around £1080 (including the catalyst) and front and rear brake pads are about £70 and £50 respectively. An alternator is around £285 and a starter motor around £235. While on the subject of the electrics, a complete headlamp unit is £275. When a major service is due budget in the region of £600.

On the road, don’t expect it to be a BMW 320i, a Golf VR6 or an Audi A4. It isn’t but the gap is narrower than you might think, thanks to handling characteristics which Mazda said were tuned more to European tastes. New shock absorbers coupled to larger front and rear stabiliser bars were said to be responsible. The Hiroshima-based manufacturer was particularly proud of its sophisticated four-speed automatic gearbox which automatically selects ‘economy’ or ’sports’ mode depending on your mood. To make sure that gear changes are imperceptibly smooth, the same computer enters into conversation with the one controlling the engine to cut torque at the moment of change. Refinement, in fact, is one of the key features of the car; those sculptured lines help, of course. So does the impressive build quality. You could criticise the embossed plastic logo on the steering wheel or the slight lack of legroom in the back, but not much else.

The Mazda Tribute is one of the best of the breed of compact 4×4s, a fact not generally recognised by its sales performance. Here is a vehicle that did practically everything you could reasonably demand of a small 4×4 and did it well, but which has been overlooked by British buyers. That may be down to a lack of promotion on Mazda’s part. The Tribute’s low-key approach may well have some justification. With Ford now owning a good proportion of Mazda, it will come as little surprise to learn that the Mazda Tribute and Ford Maverick are largely the same vehicle. Neither of these cars has exactly enjoyed a high profile. Why? Well, it could be something to do with the fact that Ford also own Land Rover, a premium product with big margins. If customers buy Tributes or Mavericks instead of Freelanders, the corporation’s bottom line takes a hit. All of which is great news for the used buyer. Here’s a car for which the asking price is relatively low, enjoys the benefits of major manufacturer development, has parts that are available all over the map and isn’t exactly the same as what Joe Soap from up the road has on his driveway.

Unlike many of their compatriots, Mazda don’t have much of a history in 4×4s, so when Ford proposed the joint venture, the Hiroshima company jumped at the chance to get a beach head in another market sector. First introduced to the UK in August 2001, the Tribute lagged behind its Ford cousin by a clear four months. We already knew what to expect, a Maverick with a Mazda grille tacked onto the front, right? Wrong. Mazda had a little trick up their sleeve. Unlike the Maverick, Mazda offered a budget front wheel drive version that continued a trend resurrected by the Honda HR-V that can be traced all the way back to cars like Talbot’s Matra Rancho of the Seventies. ‘Faux-by-fours’ may be a harsh term for what is ostensibly a mini-MPV on stilts, and the front wheel drive 2.0GXi model was a tribute to Mazda’s pragmatism, realising that these cars were often driven exclusively on tarmac. Alongside the 123bhp front wheel drive 2.0GXi version were the all wheel drive 2.0 GXi and a plusher GSi variant, with the range topper being the thirsty 196bhp 3.0-litre V6 Automatic. No diesel version was ever offered, limiting the Tribute’s opportunities markedly. Final tributes were paid to the Tribute in early 2004. The major market for cars like the Tribute remains the States, and the plastic slab of dashboard betrays the US-bias more than anything else, the column-mounted automatic gearbox on the 3.0-litre car being probably the least happy aspect of the vehicle, hunting between gears and with detents on the shift that make it difficult to just drop straight into Drive. It’s also something of a shame that it’s only possible to lock the Tribute into first, second and top (fourth) gear, as third would be the ideal gear to take advantage of the Tribute surprisingly agility. As we’ve alluded to, the interior, though well equipped, probably won’t impress those with an eye for aesthetics. Everything works, seems well placed and well thought through, and yet feels drab, cheap and uninspiring. Interior space and luggage space is well up to the mark, the Tribute is longer than many rivals, evidence of which is instantly apparent the moment you throw the tailgate open. The rear seat is something of a shapeless bench, but the space available is excellent. The Tribute’s exterior styling is a little sharper than Ford’s Maverick, the beaky grille and shapely headlights making it look a good deal more modern.

Prices start at around £9,800 for a 2001 51 plated 2.0-litre GXi with front-wheel drive. If you feel the need for all-wheel drive, you’ll need £10,400 for a 2.0 GXi or £10,900 for a 2.0-litre GSi, again on the 2001 51 plate. A similar vintage 3.0-litre V6 Auto starts at just over £12,000. Insurance is decidedly reasonable; the 2.0-litre cars rated at Group 9 and the torquey 3.0-litre version at Group 12. The Tribute is built to last; certainly a good deal more so than many of its compact 4×4 rivals. No mechanical gremlins have been reported, as both the engines are well-respected units. Inspect the underside of the used car for off-roading damage to the exhaust, driveshaft and wheelarches if you suspect that the previous owner took their car off the blacktop. The other thing to make certain of is that your compact 4×4 is just that. Don’t let an unscrupulous seller try to pass a 2wd version off as a 4×4. The Mazda Tribute represents a real opportunity to bag a quality used compact 4×4 for relatively little. It’s weak image and utilitarian interior means that demand is not high for these vehicles, all of which spells big savings for the shrewd used buyer who’s in it for the long term. With a superb reliability record and satisfying on-road performance, you shouldn’t allow the Tribute to be the compact 4×4 bargain that you let slip.

(approx based on 2001 2.0GXi) A clutch assembly is around £245. Front brake pads are around £60, a rear exhaust about £105, and an alternator around £240. A headlamp is about £165. Should you want to shave a fair proportion off some of these prices, try at your local Ford dealer. Not strictly by the book, but you may be surprised as to how much you can save.

The deletion of 4×4 hardware from the base Tribute should have helped the economy figures somewhat, the 2.0GXi 2wd returning an average figure of 30mpg, but strangely the 4wd version can manage 31.4mpg. It becomes apparent at this stage that the Tribute is not always what it seems. Mazda were never going to convince real 4×4 enthusiasts to buy this car. Even the four-wheel drive versions aren’t full-time 4×4s and don’t feature serious off-road hero essentials like a low speed transfer gearbox and a limited slip differential. Instead, there’s a front wheel drive set-up for normal motoring, with an electronically operated clutch engaging the rear wheels when things get slippery. Alternatively, there’s the option of selecting full four-wheel drive via a switch on the dashboard. Given this torque split you’d probably expect the Tribute to struggle when the need to transmit power switches from front/back to side to side, for example if the driver’s side wheels were on tarmac and the passenger’s side in deep mud? Although it tries manfully to make the best of this, the Tribute isn’t in the same league as serious off-roaders. But then why should it be? As a result of the Mazda’s more car-oriented chassis dynamics we don’t get the lurch, wallow and bounce that makes driving a ‘serious’ 4×4 on the road such a miserable experience. Along with its Ford Maverick sibling, the Mazda Tribute is quite simply, the best handling car of its kind, an off roader you could conceivably enjoy driving on the road. It’s no sports saloon of course, but the excellent ride and general lack of body roll you can expect should make for a painless transition from more conventional family fare. There’s a choice of two petrol engines – diesel is not yet on the menu. Either a 123 bhp four cylinder 2.0 litre unit or a punchy 3.0-litre V6 with 196 bhp – more power, incidentally, than the old Range Rover 4.0 V8. This version’s fast, good for rest to sixty in 10.5 seconds on the way to nearly 120 mph, but it’s not too clever against the pumps (expect to average around 22 mpg) with the figure slipping to 15mpg in town.

Mazda had long had a reputation as innovators, but the launch of the RX-8 elevated their reputation still higher. Not only did it boast a rotary engine – in common with all the RX series sports cars – but it was also a four-door coupe. Whilst other car manufacturers scratched their heads and stroked their chins, Mazda made hay and sold thousands. Can a used RX-8 be anything other than a potential for big bills or does Mazda’s sweet handling coupe promise stress free reliability? Find out here.

When Mazda drew the wraps back from the RX-EVOLV, the 2000 show car that paved the way for the RX-8, few who saw it thought it would make production. Motor shows are full of cars like the RX-EVOLV, wild flights of fantasy that never get anywhere near sign off. Except that it did. With the RX-7 withdrawn from UK sale in 1995, many buyers were impatient for another Mazda rotary engined cracker and there was some slight disappointment in certain corners when the RX-8 was announced. The styling, while challenging and fresh, was nowhere near as slinky and menacing as the old RX-7. It looked as if Mazda had changed a street racer into a rather sit up and beg coupe. With four doors, it hardly looked like something that would put the frighteners on Porsche the way the RX-7 did. Still, despite, or perhaps because of, its less hardcore appeal, the RX-8 soon found favour with customers. Two models were available, one with 189bhp and another with a claimed 237bhp. A brief embarrassment followed when US versions of the ‘237bhp’ car were found to be routinely producing 228bhp, and Mazda’s power claims were rounded down in this country. Drawing many plaudits from an enraptured press, the RX-8 has shown that bold design and engineering can find favour with consumers. There are certain terms that car manufacturers love to use when pushing their latest wares. Words like extreme, radical, groundbreaking, and distinctive are often used to describe cars that are anything but. We grow immune to this hyperbole, a healthy amount of cynicism protecting us from the worst excesses of the press offices. Every now and then, however, something arrives that genuinely does break the mould. The Mazda RX-8 has certainly lived up to that particular billing. Here is a car that provides even greater impetus to Mazda’s ongoing renaissance. Four-door coupes are pretty thin on the ground, the term practically reading like a contradiction, but this one has been carefully thought out. The rear-hinged back doors create a pillarless profile and despite their truncated dimensions, allow easy entry and egress to and from the rear pair of seats. It’s an idea that Rolls-Royce have adopted for their Phantom and it works very well. The doors may attract the causal observer but as anybody who knows anything about Mazda’s RX series of cars knows, the real Unique Selling Proposition lies under the bonnet in the form of a compact rotary engine. With the RX-8, it comes in two guises, one with 189bhp and another with 237bhp at prices which at launch were £20,100 and £22,100 respectively. The less powerful car has marginally more torque – 162lb/ft as opposed to 157lb/ft – but most customers opted to pay the relatively small premium for the additional 48bhp. The payoff was – and is – definitely worth it. Rather than use a conventional internal combustion engine in which a number of pistons pump up and down in their respective cylinders to provide the motive power, a rotary engine like the one used by Mazda instead adopts a completely different engineering solution. Two triangular rotors spin in ellipsoidal chambers which, as any student engineer will attest, is a very elegant theory. Why? Because constantly spinning a rotor is a far more efficient use of energy than the wasteful, reciprocating motion of a piston accelerating from 0mph at the end of its travel up to around 40mph and then decelerating to 0mph at the other end of the cylinder, all in the space of a hundredth of a second. That’s the theory. In fact rotary engines have a reputation for being thirsty, dirty and difficult to maintain. Mazda claimed to have addressed these issues with the RENESIS engine found in the RX-8, the powerplant winning the 2003 Engine Of The Year award. As well as building on the traditional virtues of rotary engines, namely their smooth revving nature, their low weight and their flat, broad spread of torque, Mazda ironed out many of the bugbears. The efficiency of the engine was improved by a fundamental redesign of the way air and fuel are pulled into the combustion chamber and the way that exhaust gases are ported out. Cleanliness was improved as well, with unburnt hydrocarbons being recycled back into the chamber for another torching. As regards durability, Mazda worked hard to exorcise the demon of rotor tip wear using high tech materials and their engineers obviously had a clear understanding of the thermodynamics at work in the engine. The result was an engine that can rev to 9,000rpm without ever feeling strained. It settles to a hum at idle but then just zings straight up to the redline with turbine-like smoothness.

Although lower specification import models can be found from around £17,000, most customers prefer the additional trim, security features and rustproofing of a UK used car. These open at around £19,000 for a 189bhp car and £21,750 for a 228bhp model. Both cars have held onto their initial value extremely well, confounding many who thought that the RX-8 would be a disaster in terms of depreciation. A low up front price from new and reasonable insurance ratings have both helped to ensure that there’s a big pool of used cars from which to choose. The RX-8 is still so new and is built using new technology, so rotor tip wear has yet to rear its head. Many of the bugbears of the RX-7 have been well and truly addressed with the RX-8 but it has a few quirks of its own. One of them is an appalling thirst for oil. At first Mazda were recommending checking the oil every 1,00 miles but many owners have taken to having a gander at the inaccessibly located dipstick every time they fill their car up with fuel. You’ll probably be doing this a great deal as the RX-8 is still quite thirsty. Few owners average over 20mpg from their cars. Check the wheels for signs of kerbing and also take a look at the back end for signs of parking damage. The RX-8 isn’t fitted with a rear wiper and the high tail often renders delicate manoeuvres mere guesswork. There’s a lot to like about a used RX-8 but do make sure you know what you’re getting into. If you equate Mazda with low involvement, hassle-free motoring, the RX-8 may not suit your tastes. It’s a car that rewards keen drivers and diligent owners. Find one that’s been well looked after and put the effort in yourself and you’ll be amply rewarded.

(approx based on a 2004 RX-8 ex Vat) A rear exhaust box and tail pipe come to about £285, while front brake pads weigh in at around £85 a pair, with rears retailing at around £70.A new windscreen is £215 and a new starter motor will cost you around £320.

If anything, the 228bhp RX-8 feels a good deal livelier than its rest to 60mph showing of 6.0 seconds would suggest. The chassis offers the same sort of taut feel that made the last RX-7 such a favourite amongst those who appreciated a proper rear-wheel drive sports car. Although RX-7 diehards groaned with disappointment when they saw that their darling was being replaced by a car with four seats and a more upright profile, the result is a more rounded car in every sense of the word. Yes, the sensitivity of the steering and the feedback through the seat of your pants has been dialled back a few degrees, but the RX-8 still knows how to entertain in a way that’s proved beyond the ken of cars like the Audi TT and the Mercedes C-class Sports Coupe. Fuel consumption still isn’t what you’d describe as stellar, although it’s certainly a good deal less thirsty than the RX-7. Expect to average 25.6mpg in the 189bhp version and 24.3mpg for the 228bhp car. In reality, it will require a very disciplined right foot to return such figures over the course of an ownership spell as the RX-8 is one of those cars with an infectious nature that tempts you into frequent right boot to the bulkhead progress.

Generally held to be the most beautiful car ever to hail from the Land Of The Rising Sun, the Mazda RX7 could delight and frustrate in equal measures. Here is a car that is stunning to look at, electrifying to drive, agreeably rare, relatively affordable to buy, yet is horrendously thirsty and fiendishly complex mechanically. As the final custodians of the rotary engine concept, the Mazda RX series had its highs and lows. This last RX to be sold here was Mazda’s way of going out with a bang. Unless you want similar pyrotechnics from your used RX7, pay close attention…

The formula for new car development goes something like this. Successive generations get bigger, heavier and more upmarket until somebody stands up and has the courage to tell the emperor that he’s up for an indecency charge. At Mazda that man was Takahura Kobayakawa, who demonstrated his disgust at the way Mazda’s 2nd generation RX7 had developed by lapping the Miyoshi test track quicker in a 14bhp kids go-kart. Mazda’s senior management finally saw the error of their ways and gave Kobayakawa license to work on the 3rd generation car, with a philosophy of light weight and keen handling. Smaller, lighter and more powerful than the outgoing generation, the 3rd generation Mazda RX7 first arrived in the UK in July 1992, priced at £33,999, within a hairs breadth of its chief rival, the Porsche 968. The Weissach company was about to spring a rude surprise on the boys from Hiroshima though, soon afterwards introducing the now almost legendary Porsche 968 Club Sport for just £28,975. In early 1993, Mazda’s response to weak UK sales was to slash £1,500 from the list price and boost the spec with the fitment of an airbag, but still sales were haemorrhaging. It was then that Mazda decided on an extraordinary course of action, knocking £6,500 off the list price. The £25,950 RX7 was something of a bargain, but any goodwill Mazda hoped to accrue was drowned beneath the howls of anguish from the owners who had thought that £1,500 off was a good deal. Resale values fell through the floor and Mazda ended up paying compensation to disgruntled owners who felt that Mazda had deliberately misled them over pricing. The price crept steadily back up to £35,950 at the time of the car’s withdrawal from sale due to increasingly stringent emission and noise regulations in 1995. Development of the RX7 continued apace in Japan, with the Type RS version still finding customers in 2002. The RX-8 replaced the much loved RX-7 range in early 2003. Were it not for Porsche’s 968 Club Sport, the Mazda RX7 would be remembered as the best handling sports coupe of its generation. Little since is able to touch it as a driver’s car. As an ownership proposition, the Mazda was uncompromising and high maintenance. Buoyed by the success of Johnny Herbert in a Mazda at Le Mans in 1991, the UK-spec RX7 was designed as a sports car with the emphasis on driving thrills, but many were sold purely on the strength of their looks. With concealed door handles long before the Alfa 156 ever hit the drawing board, voluptuous curves, that elegant sweep of the door line and a cab-back profile that emphasised bonnet without looking overtly ‘chestwig’, the RX7 was, and is, a dazzler. The bodywork appears to have melted over the car, its fluidity punctuated with scoops, dams and spoilers with just the right amount of aggression. Aftermarket ‘specials’ show just how right Mazda got it. The other key talking point was, of course, that rotary engine. Few customers either understood or trusted the Wankel unit, bearing as it did a reputation both for rotor tip wear and prodigious thirst. Mated to twin sequential turbochargers (as seen in the Porsche 959) the Mazda was a sophisticated piece of kit. This deterred many buyers who saw the big, honest four-cylinder engine of the Porsche 968 as something that would be less of a worry. By and large they were right. The interior of the RX7 fails to match the visual drama of the bodywork, but it nevertheless feels like a great place to drive quickly. The driver is faced by an old-school fascia with chrome bezels lifting the otherwise unremitting black theme. Other clues to the RX7’s sporting intent are the tiny gear lever, the drilled aluminium pedal set and the lightweight sports seats. Visibility is pretty good and this helps reduce the intimidation factor, making the RX7 a truly useable sports car.

UK-spec 237bhp used cars start at around £6,000, which will buy the first of the 1992 cars, in this instance sitting pretty on a K plate. Now that the used market for RX7s has matured, the crazy new pricing policies that Mazda pursued have been smoothed over. For an early 1993 model, expect to pay £8,000 or a smidgeon over £10,000 for an early 1994 car. The last of the 1995 cars, residing on M plates, will fetch around £12,000. Many import companies have recognised the RX7s growing reputation as a modern classic and are shipping in increasing numbers of Japanese specification RX7s, often in RS (most similar to our model) or racy RZ guise. These are both powered by a 276bhp version of the UK car’s 13B twin rotor engine, and you can expect to pay up to £25,000 for a nearly new example. Three words that will have Mazda RX7 owners quaking in their boots. Rotor tip wear. It comes to everyone who signs up at this particular rotary club, being caused by carbon build-ups lodging at the tip of the rotors themselves. Normal use will see rotors start to drop in compression and lose power at around 75,000 miles, necessitating an engine rebuild, itself in the region of £2,000. Check to see whether the work has been carried out if you’re considering a higher mileage example. Aftermarket parts stores also stock a wide range of auxiliary cooling and heat shielding equipment for the RX7 that tells you that it’s not a car that particular likes being run in hot weather. Although not too much of a problem in this country, should you run your RX7 hard in during a hot spell, keep an eye on that temperature gauge. You won’t want to lose all your water from the radiator or reservoir. If you’re buying an import RX7 check that the exhaust is legal. Standard Mazda items are fiendishly expensive for a complete system, boasting as they do two catalytic converters, so they are often replace with freer flowing aftermarket items. The other thing you may have to take into account is that some Mazda dealers will lock themselves in the service bay toilets should you turn up with an RX7, so find out in advance how far you’ll need to go to get your Rex serviced. If you’re a keen, knowledgeable driver who revels in nods of appreciation from like-minded souls, the RX7 could be just the ticket. Expensive to run but jaw-droppingly beautiful, the Mazda is not recommended for those who merely want a car to look good in. To cruise in an RX7 is to waste it. It’s best to try to find an honest UK model, use it as a second car, treat it to heaps of TLC and stretch its legs on a racetrack occasionally. If you know what you’re getting yourself in to, get into one.

(approx based on a 1994 RX7 ex Vat) A rear exhaust box and tail pipe come to about £250, although a full system with both catalysts amounts to an eye-watering £2,000. Front brake pads weigh in at around £100 a pair, with rears retailing at around £90. A new windscreen is £150 whilst a new starter motor will cost you around £315. A clutch won’t leave a great deal of change from £400. If this strikes you as expensive, the incredible moving fuel gauge needle will give you a whole new perspective.

So long as you can afford to keep pouring in the unleaded at a rate of around 15mpg, you’re going to have some serious fun with the RX7. A good used example should still feel lithe, taut and eager in a way that so many contemporary rivals seem to have forgotten. Performance is predictably punchy, the 237bhp rotary engine only having to shift 2888lbs plus you, making the RX7 some 285lbs lighter than a Honda NSX. Performance is impressive, the RX7 making 60mph in around 5.4 seconds before topping out at 156mph. The uncanny smoothness of the RX7’s engine is countered by the liveliness of its ride, and it never makes going quickly the strangely anaesthetised experience it is in, say, a Mitsubishi 3000GT. Handling is also designed to appeal to the hardcore enthusiast. With all that power going to the rear wheels the Mazda serves up huge entertainment for those who enjoy driving their cars at only vague approximations of straight ahead. Especially in the wet, a heavy right boot can lead to some quite outrageous tail-out antics. If you’re sensible, the first time you approach the handling limits, the nose will push wide benignly, and can be tucked in with a gentle lift of the throttle. It all feels like an MX-5 on steroids. The gearshift and brakes are both correspondingly excellent, and for those who like this sort of used car, the RX7 approaches ten out of ten status.

The Mazda Premacy has suffered the same fate as every Mazda of recent years bar the MX-5. A perfectly good product, but without that extra something that tempts people to buy them. Call it inadequate marketing, weak advertising or poor brand presence, but Mazda haven’t been able to translate product development into UK sales. The Premacy is a case in point. Launched to a warm press reaction, it has suffered at the hands of the Renault Scenic and Vauxhall Zafira. This will be music to the ears of used buyers. Any model which suffers in this way makes a great used purchase. With the Mazda’s residuals not holding up as well as its more successful rivals, a used Premacy is perhaps the best mini-MPV bargain, combining as it does a good product with low initial purchase and running costs.

With increasing co-operation between Ford and Mazda, the most surprising aspect of the Premacy’s development was that it’s UK sales were not further decimated by a Ford version. The Premacy is a proper stand-alone Mazda product, being launched to the UK in July 1999. Initial impressions were generally favourable, although it was damned with the faint praise that it was ‘good for a Mazda.’ Few could see buyers being tempted away from the flexibility offered by the Vauxhall Zafira or the ingrained slickness of the Renault Scenic. And so it proved. Upon launch three models were available, the 1.8-litre petrol GXi and GSi and the 2.0-litre diesel GXi. The Premacy did have pricing on its side, offering a 1.8 litre petrol engine for the same prices as the Scenic’s 1.4, and over £1,000 cheaper than an equivalent engined Zafira. Nonetheless, it probably fell between the stools of these two premium offerings and the vast welter of budget mini-MPVs that were springing from the Japan and South Korea. In early 2002the Premacy range was mildly revised with a five-point grille, a bumper moulding with yawning orifices below the bumper and more smoothly integrated headlamps. The old car was no duffer in the style department, but the later Premacy is a sharper looker. At the back buyers got slicker combination tail lamp pods with three oval lights arranged vertically. A 2.0-litre petrol version made an appearance, and the range-topping Sport variant also got a deep front and rear air dam and subtle side skirts. Revised alloy wheels and wheel trim designs were also on offer. The 1.8 soldiered on in base model trim and plusher upholstery was used across the range. Due to the fact that the Premacy seats only five, Mazda somewhat curiously fail to refer to it as an MPV. Even in five-seater form however, the Premacy has a lot going for it. Prices are less than smaller-engined Renault Scenics plus it’s faster and much better equipped. On the move, it leads its class with standards of ride and handling previously unavailable in a car of this type. Body roll around corners (a bugbear usually common to all MPVs) is particularly well controlled. As far as versatility is concerned, the Premacy trades punches with its main rivals, claiming to offer over 100 different seating set-ups. The rear seats can be reclined, folded flat, hinged forward to create a loadspace or removed completely (an easier operation than you might think given that they weigh only 12kg). Three engine options are available to Premacy buyers, most of whom will opt for the 1.8-litre petrol unit in either 98bhp (GXi) or 113bhp (GSi) guises. There’s also a 2.0-litre direct injection diesel for GXi customers. Opt for the 1.8 GSi and traction control is standard, plus there’s the cost option of an automatic gearbox. All models however, get air conditioning, twin front and side airbags, ABS, roof rails, electric front windows and an alarm. Clever features include an aldehyde filter to cut out diesel and cigarette smoke (apparently a world first). The rear seats sit 50mm high than those at the front to give back passengers a better view. And Mazda has at last developed its own dash-integrated stereo system to guard against theft. Which leaves only the look, Zafira-like at the front, with Ford Focus-style wheel arches and a Mitsubishi Space Wagon look to the rear. Mazda stylists have clearly been doing their Motor Show rounds, but the overall effect is a little more exciting than most rivals, if not in the ‘other-worldly’ bracket inhabited by the Chrysler PT Cruiser or Renault Scenic RX4.

Whilst a used Premacy is still quite a scarce item, values are beginning to filter through. A 1999 T registered 1.8 GXi will fetch £5,700 whilst the better-equipped 1.8 GSi of the same age will be worth £6,300. Due to their relative rarity, values for the diesel-engined model have yet to settle, although £6,800 represents an opening bargain price for a 1999 T-registered edition. Insurance is Group 6 for the GXi models and Group 7 for the GSi trim levels. The Premacy suffers from the usual Mazda failing of insubstantial plastics qualities. This may appear a trivial complaint, but despite the decent equipment levels, the Premacy never feels like a sturdy product. It’s obvious where costs have been cut, and it could have been done in a cleverer way. Check the interior for tears, stains and snapped off fittings, and also inspect the luggage bay and the seat backs for signs of damage when loading. Otherwise insist on a service history. Mechanically the Premacy benefits from Mazda’s usual reputation for excellence. The Mazda Premacy is a mini-MPV with a lot going for it. Unfortunately, as with most things in life, the squeaky wheels get the oil. And whilst the Renault Scenic and Vauxhall Zafira were squeaking for all they were worth, the Premacy has been quietly ignored. For the keen driver, this is probably the best of the mini-MPVs, and the fact that it’s also one of the best looking also counts in its favour. Weigh in the fact that it’s super-reliable and is available at bargain used prices and the Premacy starts to merit some serious attention. UK used buyers must wake up to this fact and drive up residual values. Until they do, this could just be the best mini-MPV used deal around.

(approx. based on 1999 Premacy 1.8 GXi) A new exhaust system will cost over £550, but aside from that little shock, Premacy parts prices aren’t premier league. A clutch assembly tots up to about £125, whilst front brake pads are around £60 a set. Rear brake shoes come to £65, whilst a new radiator will be just over £100. An alternator will be £185, whilst a dead starter motor will cost £145 to replace. Those big headlamp units look costly, but are a surprisingly reasonable £80 for a new one.

This is where the Mazda comes into its own. Similarly priced to the 1.6-litre Renault Scenics, the 1.8-litre Premacy models perform similarly as well, but the handling is far better. Body roll and lurch is controlled more effectively and there’s also less high-speed float. Of the two 1.8-litre units, the GSi is perkier, with 113bhp to the GXi’s 98. The driving position is not too high, and the Premacy is fun to hustle about. The GSi makes rest to 60 in 11.1s on the way to 112mph in its fastest form. If speed’s not your thing, there’s also the 2.0-litre direct injection diesel for GXi customers that manages the sprint to 60mph in a respectable 12.4 seconds whilst returning around 50mpg making it a very economical used car.

The Mazda MX-6 is not a car to stir passionate debate amongst car enthusiasts. It does nothing poorly, quite a lot well and had a relatively low-key existence. It never received the adulation lavished on the MX-5, or the engineering novelties of the MX-3 V6. In a crowded corner of the marketplace, the MX-6 suffered at the hands of more attention-seeking competitors such as the Vauxhall Calibra, Toyota Celica, Ford Probe and latterly the Fiat Coupe. Despite this, the MX-6 has some seductive qualities. The engine suits the car’s nature perfectly, allowing languid cruising and then should the feeling take you, a firm accelerative punch. It’s not the most characterful V6 around, but then the MX-6 isn’t the most charismatic car. It’s understated, elegant and capable and is starting to look like an interesting used buy.

The MX-6 was launched at a time when the UK coupe market was in the doldrums. In early 1992 the choice was basically between a Vauxhall Calibra, a Nissan 200 SX and a Toyota Celica. Worthy offerings, certainly, but nothing out of the ordinary. The MX-6 was a little bit different. It shied away from any ‘rally replica’ pretensions and didn’t look like a re-skinned Mazda saloon. In fact its closest rival was probably the Audi Coupe range, which offered relaxed performance and a strong image at prices comparable to the Mazda’s, albeit without a V6 engine. Only one variant was ever made available, the 2.5i V6, although it was steadily uprated and fettled throughout its lifetime. In January 1993 it received a driver’s airbag as standard, while in September 1994 new alloys were added and the interior was spruced up a bit. A height adjustable driver’s seat and seatbelt pretensioners were also fitted. In March 1995 a transponder immobiliser system was fitted, and in July 1996 leather upholstery and an electrically adjustable driver’s seat were added to try to revive flagging sales. To get an idea of the MX-6’s appeal, remember that the Ford Probe shared much of its mechanicals, both being assembled at Flat Rock, Michigan. In many ways, the Probe’s successor, the Ford Cougar is a more modern interpretation of the MX-6 philosophy; mature and relaxed without trying too hard. The MX-6 always had a spacious, if blandly styled, interior that boasted good rear legroom, but the swoopy roof profile meant it was tight for taller occupants. Access into the back is good due to a sliding passenger seat, but annoyingly, once slid, that seat has to be readjusted for rake, something that will drive the front seat passenger mad. The Mazda also possessed a boot far larger than any coupe had the right to. Four golf bags could squeeze into the cavernous void, but a high loading sill meant you’d need to lift. The fascia is boldly swooping although finished in cheap plastics – a problem common to all early nineties Mazdas. Cost has been taken out of the most important parts of the car, namely the bits you touch. The seats aren’t overly supportive and the steering wheel and gearknob feel insubstantial to the hand. The pedals also feel slightly lightweight. This is a shame, as the MX-6 is a genuinely pleasant car to drive. For a few pounds more, it could have created a far more favourable impression.

The MX-6 sold steadily during the first four years of its life with sales tailing off later on. Therefore, the late cars with leather interiors are relatively rare, as buyers were seduced by newer coupes such as the Fiat Coupe or Alfa Romeo GTV. One advantage of buying an MX-6 is that their exterior appearance changed very little during their lifetime. Buy a 1992 car, put a private plate on it and few would know what year it was. Bidding for an early car such as this opens at around £1,800 for a 1992 J-plate edition. A 1995 M-registered car will retail for around £3,200, or £4,000 for a 1997 P-plated model. The final models were on 1997 R-plates and should be worth no more than £4,500. Automatic models are worth £200-£300 more, however. Insurance is Group 16 for all MX-6s. The MX-6 is largely reliable, but there are a few minor niggles worth looking into. The air-conditioning system is not the most durable and has been known to leak into the passenger footwell. Check the carpet for signs of mould or damp and blast the air-con up to full on a test drive. It should blow icy-cool in less than thirty seconds. Also check the electrics. The windows and sunroof are prone to some rather strange clunking sounds and uneven opening rates. Also check the front tyres for uneven wear rates. Paint quality is also sometimes not the greatest. Close inspection may reveal an ‘orange peel’ effect. Unfortunately this is common to most cars, although the reds can suffer from fading; eventually going quite flat. Mechanically the MX-6 has no known faults, but its worth getting a full service history just to make sure. It’s a relatively complex V6 engine you’re buying here, not a straightforward proposition should something go pop. As with all Mazda ‘sports’ models, check the condition of the exhaust. The replacement isn’t cheap. If you want a mature and accomplished coupe that’s reliable and practical, you can’t buy better than a Mazda MX-6. It has a blend of qualities that won’t appeal to the go-faster brigade, but which ensured that it sold in steady numbers. The post-1994 models are the best bet, as the interiors look a bit brighter, but in truth any well looked-after MX-6 is good news. As a market proposition, the mechanically similar Ford Probe V6 offers many of the Mazda’s qualities for far less money, though many dislike the image. Those who do opt for the MX-6 won’t regret their choice.

(approx. based on 2.5i V6) The MX-6 shouldn’t cost the earth to buy and run if well looked after. Parts prices aren’t cheap, although they aren’t too different from some of the Mazda’s more alluring rivals. A clutch assembly will cost around £160, while a new radiator is a reasonable £100. An alternator weighs in at around £260, while a starter motor retails for about £200. Should one go bang, those sleek headlamps are over £210 a pop, whilst a blowing exhaust will present you with a choice. £5 for a repair bandage or £700 for a new system? Make sure the person you’re buying from had the funds to opt for the latter.

The MX-6 is difficult to fault in this respect. Only those who are after a fire-breathing, tail-out racer will be disappointed with the way the Mazda can despatch a series of bends. The 2.5-litre engine feels gutsy and responsive with a good balance of low-down torque and high-end power. In many respects it feels like an even larger unit. The 165bhp it produces are available via a broad power band, and the five-speed manual gearbox is a peach. The four-speed automatic is not bad either, but really allows you to explore just one aspect of the MX-6’s personality. The fully-independent strut-type suspension is compliant and handles bumps and ridges well. The ride is firm, but not pure-sports firm, and quite comfortable on for the usual pock-marked British B roads. Fuel consumption is reasonably good, with an average return of just over 28mpg.

The British may have invented affordable open-topped sports cars but it was the Japanese who popularised them in the modern era. It was an era started by just one car – the Mazda MX-5. Designed by an American, its shape shamelessly mimics that of an old Sixties Lotus Elan and still looks good today alongside much more modern competition. Demand is huge for this affordable little ragtop on the used market, so prices stay high. Still, as an extra car for fun, you can hardly beat it.

In the late Eighties, European car makers said that there was no demand for affordable open-topped sports cars; we had GTi hot hatches instead. Mazda thought differently. But while the competition talked about bringing the concept back to reality, only the company from Hiroshima actually got on and did it. The result, launched in the UK in 1990, was the MX-5 Miata (though the Miata name was not used here). It was a car conceived, designed and built by enthusiasts. To say that the car has been successful is probably the understatement of the year. Close to half a million are on the roads world-wide and even in rainy Britain, annual sales are higher than ever. Originally, the car was offered in just one form, with 1.6-litre power. In 1994, however, a more potent 1.8-litre version was added to the line-up, offered in standard and plusher S variants. Various special editions – including the SE, Gleneagles, Monaco, Merlot, Harvard, Monza and California were offered. In April 1998, the range was replaced by an all-new second generation version. The MX-5 could not be described as a technically advanced car, though major changes to the suspension and safety specification did take place in the 1994 upgrade. Rather, it’s a 1990s version of the traditional MG. Like the car from Abingdon, it has rear wheel drive in preference to a modern front-drive system. And there are cute, bubbly looks which seem to remind the enthusiast press of a latter-day Lotus Elan. Chrome bezels surround the instruments, while the Minilite alloy wheels are direct copies of an old British design. On paper, it sounds all very sensible, if rather unimaginative. On the road, the result is the return of a long-forgotten quality to budget motoring; the driving experience.

Prices start from about £2,000 for the earliest 1990 cars; more typical K and L-platers cost between £2,500 and £4,000. The slightly revised 1.6-litre car that appeared in 1995 is worth a little less (equipment was more basic). The 1.8i is usefully more potent. The earliest base models sell for about £3,500, with more typical M-platers at about £4,300 and P-reg models around £5,100. The plusher S versions retail at premiums over these figures of between £800 and £2,000. There are a lot of first generation ‘grey imports’ about – these are cars imported used from Japan and, unless you can read Kanji characters, the service history is hard to determine. Check these cars very carefully for evidence of ‘clocking’. Imports were factory-badged as Miatas and have high stop lights and squared-off rear number plate housings (Japanese number plates aren’t as wide as ours). Most have air conditioning and you may be offered automatic transmission, too. You should also find an aftermarket rear fog lamp as, strictly speaking, this is required for a UK MoT. Some imports also have weird and wonderful add-ons such as aftermarket alloy wheels, steering wheels and gear knobs and unusual stereos. Very little goes wrong with the MX-5 or Miata – unlike most ‘traditional’ sports cars. As with any such vehicle, you need to be on the lookout for examples that have been thrashed, or cars with botched bodywork repairs or suspect service history. There are many Mazda MX-5 specialists who will be happy to weed out rogue examples for you. On imports, watch for Japanese-market stereos with a different FM band from anywhere else in the world. You can get these to work in the UK with a converter in the aerial cable but the digital display will show the wrong frequency. A blast. This car has that feel good factor – and you can enjoy yourself knowing that depreciation levels are legendarily low. Go on; make space in the garage.

The Mazda MX5 is a cheap sporty used car…
(approx based on a 1994 MX-5 1.8i ex Vat) A clutch assembly is around £160 and an exhaust main silencer about £150. Allow a budget of £300 for a catalyst, for an exchange alternator about £225 and for a starter motor about £135. A door mirror is about £75, windscreens just under £115, tail lamps just over £50, headlamps about £45 and servicing between £50 and £300 depending on mileage.

For a start, the MX-5 sounds right. You wouldn’t recognise the little 1.6 or 1.8-litre engines from the similar units used in Mazda 323s. The fat round tailpipe plays what one correspondent described as ‘a jazzy tune that misses no cliché’. At low revs, the tone resembles that of Alfa’s glorious boxer four. Further on, you might imagine it to be a Porsche or Jaguar powerplant, were you to be able to hear the music without seeing the car. Either way, it’s the kind of engine note that makes you want to rev the engine if only for the hell of it. The shape seduces you too, round and compact, distinctive and cheeky. Position yourself behind the three-spoke wheel and the narrow cockpit feels almost tailor-made to suit your frame. The pedals are well-spaced and ideally positioned for heel and toeing and the seats supportive and comfortable. With the ragtop up, the little Mazda feels something like a small tent on wheels. Better to risk the elements and pack the roof away, a surprisingly painless operation. Simply remove two clips under the sun visors and flick the single-layer vinyl back behind the seats. In the end though, there’s no one quality that endears you to the MX-5. Rather, it’s the sum of its parts and little features. Like the small eyeball vents; the chromed Ferrari-like outer door handles and the drilled accelerator pedal.

There aren’t too many modern cars which have achieved quite the level of success enjoyed by Mazda’s MX-5. Launched in the UK in 1990, it quickly established itself as the benchmark affordable roadster and went on to be listed in the Guinness Book of Records as the world’s best selling sports car. In 1998 an extensive revision was visited upon the MX-5 and with tougher rivals entering the fray, the Mazda no longer had it all its own way. A well looked after late shape MX-5 does make a very safe used purchase, however, being both reliable and easy to sell on.

In April 1998, the range was replaced by an all-new second-generation version. The pop-up headlamps were ditched in favour of fixed lights, the engines were made more powerful and the vinyl zip out rear window was upgraded to a proper glass item. Twin airbags were fitted and the S model received a Torsen limited slip differential. A 10th Anniversary six-speed limited edition model was imported in limited numbers in the summer of 1999 and subsequent special editions included the California and Icon. A revised MX-5 was announced in June 2001 with a slightly cleaner look and a classier interior. Only the most ardent spotters noticed that the front air intake had become a more V-shaped affair, whilst a pair of recessed front fog lamps also helped to lend the frontal aspect a little more venom. The tail lights looked subtly different, and you also got a six speed gearbox on the 1.8i Sport. The 1.8-litre engine gained an SV-T variable valve timing system that gave it extra smoothness and shove at the top end plus an extra 8bhp – though at the expense of 12% higher fuel consumption. Plus there was, for the first time, an automatic version of the 1.6i. So as to keep the momentum going, the importers announced a package of specification changes in late 2002. All MX-5s now included a fuel empty light to warn of impending fuel starvation: ludicrously, it wasn’t fitted before. There was also now ISOFIX front passenger child seat anchoring. Electric heated mirrors and a power aerial were also now standard, plus there was now the option of a more visually attractive cloth soft top combined with 15 alloy wheels in lieu of a vinyl roof. Go for the top 1.8i Sport variant and you also got a chrome fuel filler cap, that cloth soft top and Bilstein dampers as standard. Oh and the option of satellite navigation. Whether you opt for the 1.6i, the 1.8i, the 1.8i S, its successor the 1.8i Sport or any of the multitude of special edition models that Mazda launched in order to keep the MX-5 in column inches, you’ll find much the same formula. Despite the ever increasing equipment list, the MX-5 is, at heart, a very simple car offering traditional roadster motoring without the sacrifices. Two six-footers will easily fit inside and the shallow boot will just about cope with the luggage for a long weekend. The MX-5 is also a very easy car to live with, offering untemperamental reliability and acceptable practicality. The only flaw in Mazda’s plan has been an ever increasing retail price, but used buyers can offset much of this with a bit of canny shopping around.

Prices start from about £6,700 for a 1998 R plated 1.6i, with 2001 model facelift editions retailing at around £9,200 on an 01 X plate. The 1.8i opens at around £7,100, again on the 1998 R plate, with a facelift version retailing at £9,800. Opt instead for the 1.8iS version and you’ll need to find £7,800 for a 98R version. The constant bombardment with special edition models has caused fatigue amongst buyers and few will be willing to part with much in the way of a premium. Although not as popular as first generation cars, second generation MX-5 grey imports are now beginning to appear in significant numbers. These are cars imported unofficially from Japan and, unless you can read Kanji characters, the service history is hard to determine. Check these cars very carefully for evidence of ‘clocking’. You may also need to check whether the car was stolen and exported before handing over any money. Imports usually have air conditioning as standard and squared-off rear number plate housings (Japanese number plates aren’t as wide as ours). Most have automatic transmission, too. You should also find an aftermarket rear fog lamp as, strictly speaking, this is required for a UK MoT. Some imports also have weird and wonderful add-ons such as aftermarket alloy wheels, steering wheels and gear knobs and unusual stereos. Quite a lot of MX-5s had stainless steel kickplates added to protect the sills from damage. Unfortunately they themselves have caused damage to the paintwork. The plates sit on the sills and lip up and over the seam where the sill meets the floor pan. At the leading edges – both front and rear – the plates touch the paintwork on the sill and this metal-to-metal contact, coupled with movement during usage, has caused bubbling of the paint. This is very localised and is surface not structural. It merely looks a little unsightly. It’s worth pointing this out if it’s on one you find and agreeing with the dealer to have the plates removed and the area treated and repainted prior to purchase. Very little goes wrong with the MX-5 – unlike most ‘traditional’ sports cars. As with any such vehicle, you need to be on the lookout for examples that have been thrashed, or cars with botched bodywork repairs or suspect service history. There are many Mazda MX-5 specialists who will be happy to weed out rogue examples for you. On imports, watch for Japanese-market stereos with a different FM band from anywhere else in the world. You can get these to work in the UK with a converter in the aerial cable but the digital display will show the wrong frequency. Otherwise just check the alloys for kerbing damage, the tyres for wear and the hood for signs of rips, damage or discolouration. Although the Mazda MX-5 no longer represents the clear market leader in the way it once did, it’s still a worthwhile used buy. Whichever model you choose, it’s difficult to put a foot wrong with a UK used car.

(approx based on a 1998 MX-5 1.8i ex Vat) A clutch assembly is around £160 and an exhaust main silencer about £150. Allow a budget of £300 for a catalyst, for an exchange alternator about £225 and for a starter motor about £135. A door mirror is about £75, windscreens just under £115, tail lamps just over £50 and headlamps about £95.

Although the MX-5 has never been about outright straight line speed, those looking for the biggest serving of fun should look at the 1.8i Sport model. This variant’s SV-T variable valve timing system gives it extra smoothness and shove at the top end – though if you owned or drove one of the older 1.8-litre models, you might not find the output figures to be too exciting at first glance – 146bhp versus 138bhp for the original model. Take a look closer however, and you’ll see that whereas peak power was previously attained at 6,500rpm, you’ll now have more torque to work with across the rev range, just where you need it. Mind you, you’ll have to rev the thing a bit harder, maximum zing now appearing at 7,000rpm. Though in the sprint to 60mph, the 1.8i Sport now requires just 8.2 seconds before hitting terminal velocity at 129mph, the MX-5 has never been about pure power. Unfortunately one of the things it has been about (namely affordable motoring) has been dealt something of a blow thanks to SV-T, with average fuel economy falling from 33.2mpg to 29.8mpg. Put in raw terms, that’s 6% more power for a trade off of 12% higher fuel consumption. Whilst the economy isn’t too clever, the improvements made to the Mazda’s cabin in recent years certainly are. White dials brighten things up and you’ll appreciate a stereo with buttons that are large enough to operate on the move. The seats are more supportive, the excellent Nardi steering wheel is good to hold and the six-speed ‘box once reserved for limited-edition specials is standard issue on the 1.8i Sport. A whole raft of improvements have been wrought under the skin in recent times, the most noticeable of which is improved body strengthening. The little Mazda will still have a judder over the worst potholes British roads can muster, but the effect is transient and does little to spoil the MX-5’s ace card, it’s delightfully benign rear-wheel drive handling balance. Forget about powerful BMWs or TVRs, the MX-5 is the best place to learn the subtleties of traditional rear-wheel drive. More road testers and track day maestros having earned their ‘sideways spurs’ in an MX-5 than anything else. All models benefit from anti-lock brakes with brakeforce distribution, twin airbags and seatbelt pretensioners, and if the worst should happen, Mazda have increased the MX-5’s impact absorption. With more than 580,000 MX-5s having found owners around the world, it’s not just range topping 1.8-litre models that are attracting customers. The 1.6-litre model remains popular, being almost as much fun as the bigger-engined variants. All in all the Mazda MX5 is a sporty used car proposition!

The Mazda MX-3 is a product of Mazda at its best. The early nineties saw Mazda launching the MX-3, the RX-7 twin turbo and the evergreen MX-5. These driver’s cars were cherished by their owners and are much sought-after on the used market. The MX-3 carried on where the sorely-missed original Honda CRX left off, bridging the generation gap between the little Honda and cars like the Vauxhall Tigra and Ford Puma. Available in two guises, a 1.6-litre four-cylinder and the fascinating 1.8-litre V6, the MX-3 lasted for seven years and, like the RX-7 model, has yet to be replaced. When the MX-3’s successor does arrive, perhaps then history will remember the little Mazda for what it was: a sweet-handling, technologically innovative baby coupe.

Whilst the MX-3’s on-paper credentials looked good, its timing was even better. Launched in 1991, the little Mazda took advantage of the decreasing GTi market. Insurance costs had given the hot hatch market a bash and the Peugeot 205 GTi had just died, whilst the 306 was two years away. Volkswagen’s Golf GTi had grown old and bloated, and warm hatches just didn’t appeal. The Mazda MX-3 was a perfect product of its time, offering modest performance and a smart body shape coupled with a reasonable insurance rating. Two models were launched, the self-explanatory 1.6i and 1.8i. The larger-engined MX-3 was by far the more interesting with its tiny V6, but the four-cylinder car proved more popular, reflecting the premium most people put on an affordable insurance grouping. In January 1993 side impact beams were fitted whilst in June 1993 a limited edition all-white 1.8-litre variant was launched. Only 150 examples of this model were produced. July 1994 saw a mild update, with new seats and trim. The 1.6i received a 108bhp engine, 20bhp up from its previous meagre power output, whilst the 1.8i received a driver’s airbag and new alloy wheels. Strangely enough, it wasn’t until October 1996 that a manual gearbox was made available on the 1.6i, perhaps reflecting Mazda’s initial product differentiation between the gentle 1.6i and sporty 1.8i. In February 1997 Mazda deleted the 1.6i automatic, re-introduced it in June, and then quietly deleted the entire MX-3 range the following year. The two models of the MX-3 range are so different as to be almost like two different cars. The 1.6i is a sedate performer in automatic guise, although the manual car is a fair bit zippier. The 1.8i boasts a great deal more driver appeal, with wider wheels, tyres and uprated suspension. The little V6 revs smoothly and with a sporty exhaust note. The driving position is very good, although the interior is cramped. Adults will have to squeeze sideways on the rear bench where headroom is similarly restricted. Despite this, the MX-3 does have a practical side, with a large, if somewhat shallow, rear-loading bay. The view from the driver’s seat is of generic Japanese plastic. Lots of it. The high-backed seats offer good support, but the long doors make reaching the seatbelts awkward. The MX-3 is fitted with possibly the world’s most annoying warning chime system, informing you when a door is open, when the lights are on and so on. It also has a very meagre reserve on the fuel tank. When the light goes on you have just fifteen miles before the fuel runs out. Equipment levels are reasonably good, with even the base model boasting an electric steel sunroof, tinted glass, electric windows and central locking. The 1.8i looked more purposeful with its factory fitted rear spoiler, alloy wheels, twin exhausts and deep front spoiler. As long as you are aware that the 1.6i is not overtly sporty and the 1.8i whilst not particularly quick is fun to drive, you won’t go far wrong with an MX3 used car.

Used Mazda MX-3s are relatively common, and you can afford to shop around to find one you want. The automatic 1.6i model can be found starting from £1,500 for a 1991 J-registered car, whilst a 1996 P plate example will be around £3,800. Prices for the 1.6i manual models are approximately £100 less than the automatic, with a fair opening price for a 1996 P-registered car being £3,700. The more desirable 1.8i starts at around £1,800 for a 1991 car, rising to £3,800 for a 1996 N-plate model. The last of these V6 cars is a 1998 R-registered example, worth around £4,600.Insurance is Group 13 for the 1.6i cars and Group 15 for the 1.8i. The MX-3 suffers from the usual Mazda failing of insubstantial plastics qualities. This is where the MX-3 shows its age worst. In terms of driving, a well-looked after MX-3 still feels modern, but the standards of fit and finish inside are now eclipsed even by bargain Korean offerings. The 1.8i V6 should be especially carefully inspected, as it may well have led a harder life than the relatively sedate 1.6i model. Check the front tyres for wear and also check the suspension. Standard fit shock absorbers weren’t too durable and soon give the car a slightly baggy feeling when cornering on a bumpy surface. The manual gearbox is on the whole good, but try engaging and pulling away in second gear to check the synchromesh isn’t failing. Have a look under the car to assess the condition of the exhaust, as a replacement isn’t cheap. The 1.8-litre engine is a complex unit and needs expert tender loving care. The fuel injection system is known to go haywire, running too rich and then too lean with little warning, especially if the car is run out of fuel on a regular basis. The meagre nature of the reserve tank, with just fifteen miles or so before the fuel runs dry, makes this a distinct possibility. If neglected, big bills could be around the corner. The 1.6i is a more utilitarian motor and is quite happy with big miles. Mazda have a good reputation for reliability and a properly looked-after MX-3 should be no exception. The Mazda MX-3 is a car which sold well in the UK but has been largely forgotten, being born as it was just as the hot hatch trend waned and before today’s generation of small coupes drew breath. It’s no longer with us, but that shouldn’t be an excuse not to track a good used one down. The 1.6i is fine if you are just sold on the MX-3’s cute looks, but the 1.8i is the model to go for if you enjoy driving. It’s something with a little splash of exotic engineering, something that was conjured up in a moment of marketing madness. As long as you’re prepared to look after it and can forgive the dowdy interior, it’s a fantastic little car. Buy the newest you can afford and you may have an outside wager on a future classic in your garage.

(approx. based on 1.6 manual) The MX-3 is a reasonably cheap car to buy – and if that raises suspicion you’d be right. There has to be a catch and it’s in the price of parts. A blowing exhaust system will blow around £600 from your exhausted current account. A new clutch assembly is a more reasonable £130, while a new radiator is around £220. An alternator is a slightly depressing £310, and a dead starter motor will start you looking for ways to dredge up around £135. One of those teardrop-shaped headlamps will have you crying on the shoulder of your local Mazda dealer as he gleefully relieves you of around £165.

A tale of Jekyll and Hyde. The 1.6i is a sweet, but sedate little runner, happiest when doing the undemanding things like travelling to the shops or gentle cruising. With such a benign little car, road rage is all but impossible; the Mazda is too laid back to raise the pulse. 0-60 in 10.5 isn’t slow, but it feels cruel to subject such a gentle-natured car to such a merciless thrashing. The 1.8i on the other hand is not particularly quick, but makes all the right noises. It’s the sort of car that will make you feel like a back-road driving hero until that point when you’re overtaken by a clapped-out Bedford Astramax on remould tyres. There’s a genuinely exotic feel to the engine response, and a well-looked after example should feel tight and competent when cornering. Traction from the front tyres is excellent and performance feels a lot better than it actually is. Whilst 0-60mph in 8.5 seconds is as quick as an MGF, the MX-3 somehow feels more exciting, the tiny pistons giving the engine a delightfully light feel through the throttle.