The Mazda MX-5 has enjoyed global success and near-universal praise in every form that it has taken. It is a common sight on British roads all year round and every current or former owner I’ve spoken to has a lot of love for the compact roadster. The MX-5 continually does well in reviews and group tests alike, is usually on the radar of anyone who’s after a sports car and is often right at the top of the shortlist for those wanting an affordable sports car. So is it worthy of being the obvious choice? There’s only one way to find out.

The “NC” is the third generation MX-5 which launched in 2005, having been previewed by the Ibuki concept of 2003. Being released in the age of the coupe-cabriolet, a folding hardtop was available alongside the classic fabric roof. This increased the weight by 43 kg over a fabric-roofed roadster, but 1,153 kg is hardly elephantine is it? Initial versions had a strong resemblance to the original NA generation, however an early facelift after just three years in production brought about a styling overhaul that made the model look like a true successor to the second generation NB model - at least in terms of its front bumper design. The oval grille and headlights were out and a larger, inverted D-shaped grille with angled side inlets and lights were in. 

The metal roof was very popular in the UK with the promise of greater isolation and refinement - as was the larger of the two Ford Duratec-based engines; a 1.8 litre and 2.0 litre naturally aspirated four-cylinder were available, with the smaller option sending 126 bhp and 123 lb ft to the rear wheels through a five-speed manual transmission. The 2.0 litre option gained an extra ratio, along with an increase in power and torque to 158 bhp and 139 lb ft respectively. Ask anyone who’s never owned an MX-5 and they’ll tell you that the bigger engine is the one to have and that the 1.8 is terrible in every measurable way…probably. 

My last two MX-5 experiences (NA and NB models) required the roof to be lowered for me to be comfortable and not a stressed member of the chassis. Luckily, the NC’s biggest criticism at launch - it being too large - allowed me to slip into the cabin and keep my head straight. At 6’3” my view is through the top of the windscreen, but I don’t have to arch my neck to see the road ahead, which is a good thing. The thin two-piece seats help to make the cabin hospitable for taller occupants and provide good levels of comfort and support, although the lack of adjustable head restraints means that only the base of my skull gets a place to rest when leaning back.

The thin-rimmed steering wheel doesn’t adjust for reach so my seating position ends up being a little further forward than I’d like, but it doesn’t take long to realise that I’ll be using the centre of the bonnet bulge and the visible front wheel arch blister as my yardsticks for placing the car on the road. Before heading off, I ask owner Mark two key questions: “Does it have one of those handles that you have to pull to get the roof to lower or lock?” and “Are there any mechanical quirks?” The answer to the first question is yes: one must press a button and pull a lever to unlock the roof, before pressing and holding a button on the dashboard until the car beeps at me to tell me that the mechanical ballet has been completed. With the cover rising out of the way fairly quickly, the two-piece roof falls into the recess behind the cabin faster than a semi-sealed pot of yoghurt falls out of the fridge.

In answer to the second question, Mark says “the gearbox needs to be warm before it shifts smoothly…and the air conditioning doesn’t work!” In a rare case of Japanese unreliability, a blown fuse killed the roof, stereo and traction control - a bit of fuse box roulette brought back everything but the air con.

With clear blue skies and not a morsel of moisture on the horizon, the non-functioning air conditioning wouldn’t be an issue and the MX-5 would be tested as Toshihiko Hirai, chief engineer of the original NA Mazda Roadster, intended: with the roof down. At this point, I reach for the centrally mounted window switches, drop the handbrake, press the clutch pedal to the carpet, grab the narrow gear stick for the first time and immediately stall the car. I start the car again, repeat the steps and try to find the biting point with a little less haste this time, before stalling it for a second time. I’ll freely admit that I am not the greatest operator of a manual gearbox, but the last time I stalled two times in a row was on an inclined slip road in the fastest car I’ve ever driven - a rented Ford Kuga.

As it happens, the saying “third time lucky” exists for a reason and the MX-5 and I finally advance towards my testing grounds, taking the indirect route all the way. Village roads give me a good first impression of the steering - it’s heavy and direct: exactly how I like it. The car is quick to change direction even at 30 mph so I use the meandering streets and parked cars to get a feel for how much lock is needed. 

Within two minutes of setting off, the car is already telling me that I can trust it to tackle corners well. My intuition to use the flat bonnet with its almond-shaped indentation to position the car turns out to be spot on, and the car is easy to place as the national speed limit sign beckons. The powertrain is still warming up, but some gentle throttle application returns an instantaneous reaction, with the 2.0 litre engine having no issue swiftly doubling my speed from 30-60 in fourth gear.