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Su Autocar ho trovato qualche dato interessante che Quattrobanane non dice:
Engine: 4cyls in line, 1496cc, petrol
Power: 130hp at 7000rpm (
limitatore a 7500 rpm)
Torque: 111lb ft (che sono
150 Nm) at
4800rpm (il
90% è disponibile fra i 2000 ed i 6000)
Gearbox: 6-spd manual
Kerbweight:1000kg (est)
Top speed: 125mph (est) (200 all'ora)
0-60mph: 8.5sec (est)
Economy: 48mpg (che sono
17 km/L)
CO2 rating & BIK tax band: 139g/km
Commento entusiastico sulla guida:
Here is a car that is agile, not just because of the overall weight, but because so many kilos have been removed at the ends. Front and rear crash structures, the bonnet, bootlid and front wings are aluminium, focusing weight around the centre of the car and reducing the polar moment of inertia.
The MX-5 show real enthusiasm, then, for turning. The steering, middlingly quick at 2.5 turns between locks has the ‘right’ kind of weight, and its electrical assistance gives it good feel around straight ahead. On lock, it’s supremely linear and accurate and consistent. Mazda likens it to being able to reach out and “feel the tyre”. I’d say it’s the best electrically-assisted setup this side of a Renault Megane Trophy R.
The Renault, of course, suffers torque steer: not an issue in a car whose rear wheels are driven. But even if the MX-5 was front-drive, I’m not sure its wheels would be particularly perturbed by the 130bhp of the 1.5-litre engine. This is developed from the 1.5-litre unit in the Mazda 3, but given its development has been so comprehensive, you might as well think of it as a new unit.
It revs to 7500rpm, and Mazda’s engineers encourage us to take it there. If you want to make the kind of progress a modern sports car will have you accustomed to, you’ll need to. Swift progress can be had at lower revs – 90% of torque is on tap from 2000rpm to 6000rpm – but blistering this car is not.
To that extent, it feels not unlike a Caterham Seven 160, though with the advantage that the Mazda’s 1.5-litre unit is happier to spin. The six-speed gearbox has pleasingly close ratios too, while its shift is a thing of pure joy; short, relatively light and positive, sucking the gearlever home once you’re part-way into the shift. Few do it better.
It’s backed by throttle, brake and clutch pedal weights that are expertly judged for this type of car: a sports car to be enjoyed by purists who’ll love the positivity; and moderate enthusiasts who’ll not just know why they find it easy. Ditto a ride that’s compliant, with just a little shimmy from the body over bad surfaces to indicate that this is not as stiff as a coupe would be. The relative compliance of the suspension, though, means notable body movements under braking and cornering.
Not that body control is loose, mind. Merely, what weight transfer serves to do is telegraph precisely what’s going on during cornering.
You’re aware you’re leaning on a front outside tyre on turn-in, you’re aware that force has been transferred to the outer rear wheel on corner exit, and you know precisely how much your right foot is subjecting it to an ordeal. Not overly, is the most likely answer in the dry, where – again like the Caterham Seven 160 - the Mazda has a surfeit of grip over handling.
Should I buy one?:
If you think you’ll like it, you probably will. Mazda was reluctant to mention the 2.0-litre (or the optional automatic gearbox) because it thinks that this 1.5 is the mechanical specification that shows the MX-5 at its absolute purest. I can understand that, and love it for what it is.
The 2.0-litre engine’s extra weight will compromise some of the values, I don’t doubt, albeit it will still be a lightweight car with 50:50 weight distribution. And who knows, its throttle adjustability might even make it preferable. But be in no doubt, this 1.5-litre version is a gem; the MX-5 ideal followed to its conclusion.
http://www.autocar.co.uk/car-review/mazd...-15-review
a me sta ND piace e non poco
