Mazda Mx5

Para mim o 1.5 chega e sobra.. o MX-5 nunca foi nem nunca será um carro desportivo para andar a abrir.. é um roadster para quem aprecia conduzir de uma forma descontraída com os cabelos ou careca ao vento! Tanto o é que tanto o 1.5 como o 2.0 são motores atmosféricos..
Sinceramente não me interessa nada se posso comprar o carro X ou Y com 200CV ou mais pelo mesmo preço.. são campeonatos diferentes, públicos diferentes..
Não sejam Americanos que só vêem os 0-60mph e quantos mais CV melhor.. [;)]

E sim.. concordo dos 25k do 1.5 para os 41k do 2.0 vai uma diferença de 16k que não vejo como mereça esse investimento, já que as diferenças não são por aí tãooo grandes!
 
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Tenho um NB 1.8 is, e não tem navegação, não tem bluetooth, não tem computador de bordo, não tem comando á distancia, não tem GPS, não tem nada das modernizes que tenho no meu F32 por exemplo.

Mas quando estou a conduzi-lo, estou-me a borrifar para as mordomias do F32. O autoblocante Torsen, os 1080kg, um peso de 50/50, a direcção directa, e uma "ligação directa" ao piloto do momento, entusiasma-me por completo! [:p][:D]

Venha esse ND na versão 1.5 Essense. tenho a certeza que será melhor que o meu NB actual.
 
2015 Mazda MX-5 2.0 review - Autocar


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Our drive of the 1.5 revealed an iconic roadster that's back to its best. Is this 2.0 an unnecessary step up into the realms of impurity?
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What is it?:

Our second 'sneak peak' at Mazda's new MX-5, still in pre-production form, before it goes on sale in the UK later this summer. Colleague Matt Prior drove the entry-level 1.5 petrol version earlier this year and promised more on the 2.0 at another time. Now is that time.

We've determined that this lighter, shorter MX-5 feels closer to the purity of the Mk1 MX-5 than ever, but the eternal argument rages on with regards to the MX-5 and power. How much is too much - and is more actually necessary?

Some are convinced it is, while others are happy to focus on the legendary sweetness of the MX-5's chassis. Like it or not, this 2.0 gets an extra 29bhp and 37lb ft extra over the 1.5 and relatively insignificant 25kg, 22g/km and 4.3mpg penalties to go with it.

To tempt you even more, Mazda is including a rear-mounted limited-slip differential and front strut brace as standard on UK 2.0 cars and, on 2.0 Sport models, a sportier suspension set-up including Bilstein dampers.

And the price for upgrading? Not as much as you might imagine; across the range it's £850 extra. Break that down into monthly finance payments and it'll make even less financial difference.

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What's it like?:

A quick reiteration if I may, but there's just no doubt about it. Having sampled each MX-5 generation, the talk of this latest model feeling closer to the original than ever is totally justified. And let's not beat about the bush: we think we'd probably find the extra for this 2.0.

We tried a Sport model with LSD, strut brace and Bilstein dampers, and the result was nothing short of brilliant. Mazda has developed one of the best electrically assisted steering systems on sale; it's quick but bang on off centre and has a confidence-inspiring precision that's brimming with consistency.

With less weight at each end and shorter overhangs, the urgency with which even this heavier-of-the-two 2.0 changes direction is noticeably improved over the previous model. There's every bit as much pleasure to be had exploring adjustability on the throttle, too.

We were expecting rock-solid body control, but instead found a delicately tuned chassis that allows a hint of roll before settling with impressive compliance. It's tuned more stiffly than the 1.5, yes, but mid-corner bumps, camber and expansion joints all passed beneath us with minimum fuss on our French test route.

True, for your £850, you aren't getting a handle-grabbing power upgrade, but what extra power and torque there is arrives earlier, and is most welcome out of slow corners and thrumming along undulating country lanes.

Let's be clear: the 2.0 still has to be worked hard and the super-slick six-speed manual gearbox requires plenty of attention if you want to press on or provoke the back axle. But it's an engine that loves to be pushed, and breaking through the high levels of rear grip is always progressive.

The cabin is smaller than the last model's, and its inhabitants sit 15mm closer to its centre and 20mm lower, almost above the rear axle. This, together with nicely aligned, perfectly weighted pedals and a well-placed gearlever, make for a comfortable seating position. The absence of wheel reach adjustment is the only real failing for the long-legged.

The advantages of a shorter cabin are also seen on the move with the roof down, because it's possible to hold a conversation without your hair in your mouth even up at motorway speeds. Folding the ultra-light roof mechanism manually up and down takes five seconds and one hand.

Cabin quality isn't up there with the BMW Z4s and Audi TTs of this world, but then neither is the MX-5's price. Importantly - even in pre-production form - it feels well made, and there's enough soft-touch plastics and convincing trim details on show in the right places.

SE trim foregoes it, but from SE-L trim and up, Mazda includes its brilliant infotainment system as standard, which is easily controlled using an iDrive-style rotary dial between the front seats. SE-L and Sport trims can be upgraded to include sat-nav for an extra £600. Boot space is 20 litres less than before, at 130 litres, but it's a squarer, better-designed space.

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Should I buy one?:

If you're in the market for a roadster, you'd be mad to ignore it. Ultimately, we'll wait until we've traversed the UK's uniquely torturous twisties in both before delivering a final verdict, but from what we've experienced already, both cars feel like they're ready for the challenge.

The MX-5's lack of competition further strengthens its appeal. Mini Roadsters, Z4s and TTs will ruffle your locks more quickly and luxuriously, yes, but none is as sweet to drive and all cost a considerable amount more to buy.

Which engine you choose should depend very much on how you plan to use your MX-5 - whether you plan to enjoy driving it hard or spend more time exploiting its open-top credentials.

Historically, the MX-5's larger engines have sold in higher numbers in the UK, though, and Mazda believes this 2.0 will do the same. Both cars will thrill in the corners, but choosing the 2.0 will ensure each thrill comes at you that little bit quicker.


Mazda MX-5 2.0 160

Location France; On sale August; Price From £20,095; Engine 4 cyls, 1998cc, petrol; Power 158bhp at 6000rpm; Torque 148lb ft at 4600rpm; Gearbox 6-spd manual; Kerb weight 1000kg; 0-62mph 7.3sec; Top speed 133mph; Economy 40.9mpg (combined); CO2/tax band 161g/km, 27%
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A Mazda não faz maus descontos.

O MX5 é para ter motor, volante e banco...computadores são para familiares [;)]

Gosto do preço e mesmo com 130cv acredito que vá andar bem.

O meu 3 pesa bem mais, tem 100cv e não é lento, surpreende.
 
Pah os vídeos valem que o valem, mas o o motor do type-r nao me convence em acelaracao. Ou então ainda custa é o factor de custar a engolir o turbo...

Pensando em bem, em carros de gama baixa os atmosféricos estão a desaparecer. Até mesmo nos supercarros a Ferrari já os adoptou...
 
Pelo que já investiguei...a "paridade" aparente entre os valores do ND....dos mercados vizinhos e o nosso..é porque...o valor base tem como referência uma versão que nem existirá em mercados como o espanhol, italiano, francês ou irlandês (no reino unido a versão base será muito parecida à nossa).

Resumindo ao contrário do que é habitual...ou seja normalmente temos carros caros mas muito bem equipados...aqui a Mazda optou por apresentar a versão base para baixar o preço...coisa que se sauda...já que no fundo (pela brochura que já tenho em casa) é mais do que suficiente.

A Evolve apenas ganha...volante e manipulo da caixa em pele...6 colunas em vez das 4....ecrã de 7 polegadas...bluetooth...e provavelmente as jantes de 16 em "gun metal" em vez das "silver".

Posso e devo estar a falhar alguma outra coisa...mas...acredito que nada de importante. Outro assunto interessante é o valor da pintura metalizada e as variações consoante os mercados...na Itália o vermelho fantástico que aparece em todas as imagens custa...850 euros....na Espanha...550......

Pelo que me disseram na concessão a aposta será mesmo no Evolve....mas se de mim depende....será um Essence....vermelho....e mai nada.

P.S: Valor da pre-reserva 10%....entregas em Setembro.
 
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Versão Essence sem o ecrã táctil de 7"
(Este aqui tem uns estofos diferente do site da Mazda Espanhol.. e tem pele no volante e caixa velocidades, mas dá para ver como fica o rádio "básico")
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No site da Mazda Espanhol a opção do Pack Navi (deve ser o tal ecrã de 7" com navegação) custa 400€ e como já disseram em cima as jantes são de 16" em cinza "normal".

Para mim chega a versão Essence com a opção Pack Navi.. apenas por questão estética interior, porque de resto dispenso as jantes 16" gun metal..
 
para mim pode vir qualquer um.... podem é mandar uns 2 jogos de pneus extra que acho que os primeiros não vão durar muito [:D]
 
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