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Author Topic: Αρθρα που αφορουν στο Mx5  (Read 18810 times)

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October 28, 2009, 07:27:01 PM

Offline Liakos

Αρθρα που αφορουν στο Mx5
« on: October 28, 2009, 07:27:01 PM »
Ας συγκεντρωσουμε εδω διαφορα αρθρα με αντικειμενο το miata ειτε αυτα φιλοξενουνται σε ιστοσελιδες ,ειτε δημιοσιευθηκαν σε αυτοκινητιστικα εντυπα κ βρισκονται σε ηλεκτρονικη μορφη.

Oριστε λοιπον ενα ενδιαφερον αρθρο για το ανανεωμενο mk3 απο το αγγλικο EVO.Eνδιαφερουσα η "αναποφευκτη" συγκριση με την πρωτη γενια.


http://www.cmorephotos.co.uk/mx5/MX5%20EVO%2001.pdf

MyMx5:
1.8 Copper Red NC High

-Tochigi Fuji LSD,4.778 FGR
-ΒC Racing BR type RS coilovers,Cosmo RX8 sways
-CCR rollbar,IL PPF brace
-GW 4-1 Headers,GW Street Single,Mazdaspeed CAI
-RX7 FD 16x8,Hankook RS2 225/50/16
-Hawk HP+, Stoptech SS lines


November 19, 2009, 02:55:32 PMReply #1

Offline Basilmx5

Re: Αρθρα που αφορουν στο Mx5
« Reply #1 on: November 19, 2009, 02:55:32 PM »
Οποιος εχει υπομονη καθεται κ το διαβαζει... :P




Mazda MX-5

The MX-5 is 20 years old this year, and the latest Mk3 is a welcome return to form. But is it as much fun as an original?

Text: Henry Catchpole of EVO magazine/Photos: Matt Vosper
June 2009

Like paint and Dettol, the aroma of a hot clutch is one of those smells that seems to loiter in your nostrils. As the heavily laden Peugeot estate in front labours up the 30 per cent incline, it hangs thick in the afternoon air wafting over the top of the windscreen into the MX-5’s cockpit. Meanwhile the mk1 that’s following behind chirrups its way round another hairpin, inside wheel calling out its lack of a limited slip diff.

A French estate filled with the paraphernalia of a doomed Easter camping trip (including children) is not the ideal means to tackle the Wrynose and Hardknott passes. In fact not many cars are truly suited to this wondrous piece of road. Many are capable (including, eventually, the overladen 407) but few are actually enjoyable. The road is narrower than an Alaskan Senator’s world view, so anything that struggles in a normal parking space (ie most modern hatchbacks) feels slightly too big. A Lambo simply wouldn’t fit. The Lakeland tarmac is bumpy too. Bumpy enough that speed has to be tempered considerably for the sake of splitters and sumps. Try to reach the national speed limit and in most stretches all you’ll achieve is the sound of graunching metal or plastic, the road grazing your car as wincingly as it did your knee when you were a child.

All of which was a bit worrying when we turned up here. The last time I came this way I had my nose pressed against the glass of the back window of a car during the school holidays. The awe-inspiring fairytale scenery of the place obviously made an impression that meant I was drawn back. However, I was now seeking out a road that my memory had transformed into two perfect natural hillclimbs. The reality is a road that is the steepest in Britain (the Hardknott) and potentially a nightmare to drive.

But as luck would have it (and I assure you it is luck) we have brought the perfect cars here. This year marks the 20th anniversary of the launch of the Mazda MX-5 and we could think of no better way to celebrate than by bringing together the original and the latest incarnations of the little roadster. It helps that the recently face-lifted mk3 (already dubbed 3.5) sees a return to form after an inexplicable blip.

The MX-5 was designed to invoke the joy of motoring in its simplest and most uncomplicated form. It sought to recapture what people remembered motoring being like: freedom and fun, deserted roads, the carefree attitudes of the 1960s, Spitfires and Midgets. Mazda wanted to take all that and then rose-tint it with reliability.

The result was the mk1 MX-5 (or Eunos in Japan and Miata stateside). With its 1.6-litre in-line four designed to look like a Lotus twin-cam and sound like an MGB (though people forget that it also went into a 323 saloon) the little roadster would reach 60mph in a leisurely sounding 9.0sec. Twenty years later and the new 2.0i Sport has brought that down to 7.6, but as we’re about to be reminded, 0-60 has never been what the MX-5 is all about.

The road is well-sighted (as well as well-sited) so you can see all the meanderings ahead as they follow the course of the river along the valley floor. Both the Momo in the mk1 and the own-brand multifunction item in the mk3 seem slightly big for such small cars, but whichever one you’re behind it gives you all the accuracy you need to thread the car inch-perfectly through the bumps and yumps of the bends. The newer car has the more instant reactions, allowing you dart one way then the other through a sequence of turns. Keep the engine buzzing (which unfortunately is still about as appealing a sound as it makes) and you can feel the rear end almost gliding along behind you, swishing left then right as it follows the grippy front. On more open roads you can really throw the front of the 2.0 into a corner early, working the rear so that you’re pointing up the road by the time you’ve reached the apex.

The red car feels surprisingly familiar after the blue one. According to owner Peter Esders (a man who would probably say ‘Mazda MX-5’ if John Humphrys were ever to ask him for his specialist subject) the only part that is common to all three series is the side indicator repeaters. However, the layout of the dials, the position of the switchgear, the easy one-handed operation of the roof and the general intimacy are all identical despite being two decades apart. Even the very tight gearshift seems the same as it positively releases from one ratio then equally positively slots into the next across the short gate. If only Mazda could have kept the pop-up headlights…

The mk1 feels slow to react after driving the mk3 – a little more roll to be overcome, a little more sidewall to be squidged. But this is part of the magic, because where it takes slightly longer to turn and lean into a corner it also spends longer actually in the process of cornering and whilst it’s pressing on its outside tyres you can adjust its attitude gracefully and in an extended fashion. A corner in the grippy mk3 seems to last the length of a short YouTube clip, whereas in the mk1 it lasts the length of a director’s cut feature film. String several corners together and the mk1 flows continuously as it delicately transfers its 970kg from left to right, almost giving you enough time to shift and reposition yourself in the narrow seat as it changes direction. There isn’t really the power to work the rear tyres very hard (unless it’s wet) yet still all four are involved as the balance reacts to lifts of the throttle or dabs of the brake or changes in lock.

In many ways it feels like the differences between new and old are simply wrought by the growth in wheel and tyre diameters over the years. The little 14in Minilite-alikes, wearing 185/60 Pirelli P6000s on this car, are dwarfed by the spidery 17-inchers clothed in 205/45 Bridgestone Potenzas. The relief is that despite the bigger rims the new car deals with bumps as well as the original. It never once thumps or jolts during our day on the passes and although it doesn’t quite float over the road like the older car, neither does it feel quite so bendy in its chassis!

As we crest the top of the Wrynose Pass heading back towards Little Langdale, the road drops away again and momentarily there seems to be nothing at the end of the bonnet other than clouds scudding in the strong breeze. Then the rollercoaster dives down and twists out ahead. When you’re heading down a steep hill, gravity instils a strong temptation to use the brakes more than you actually need to. But despite the freewheeling feeling of falling there is still grip to be had and if you’re brave enough to hold your right foot back from the middle pedal it’s an exhilarating rush downhill, threading and sweeping through the rocks faster than feels natural.

It probably wouldn’t be an exaggeration to say that we didn’t top 50mph all day in the MX-5s – the road simply wouldn’t allow it. And that may sound boring. But it wasn’t, and that’s the magic of the little Mazda. Speed is not the answer. We all get seduced by impressive numbers, and as we’ve shown elsewhere in this issue those numbers can be breathtakingly exciting. But the most gobsmacking bhps and 0-60s would have been useless and frustrating on this fantastic piece of road.

What was required was poise, a small footprint and not a lot else. In a world where authorities seem to want to strangle the speed of cars more and more, it’s a philosophy that will become ever more relevant and one that we should embrace.



November 19, 2009, 05:18:44 PMReply #2

Offline nmwisima

Re: Αρθρα που αφορουν στο Mx5
« Reply #2 on: November 19, 2009, 05:18:44 PM »
Να και ένα που είχα κάνει στο Drive για used Mx5










November 19, 2009, 05:20:34 PMReply #3

Offline Theo

Re: Αρθρα που αφορουν στο Mx5
« Reply #3 on: November 19, 2009, 05:20:34 PM »
το εχω διαβασει αυτο...  :coolio:
MyMx5: 
NC 1.8 High
-MS CAI/ILM Header/GW Midpipe
-Cusco RS/ 4.44 F.G.R
-Eibach Multi-Pro Coil-Over R1 /Rx-8 Sway Bars
-Custom Rollbar
-Rx7 FD wheels skatouli custom color/ Ηankook Ventus V12 evo k110 225.50.16

November 19, 2009, 05:22:05 PMReply #4

Offline jSkyline

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Re: Αρθρα που αφορουν στο Mx5
« Reply #4 on: November 19, 2009, 05:22:05 PM »
το εχω διαβασει αυτο...  :coolio:
+1 :)
ΜyMX5
Type :
NBfl (2001-2003)
Engine Size : 1600cc
Color : Black
Engine Modifications : Completely Stock and nothing to expect for :)
Exterior - Interior : Il Motorsport Clear Side Repeaters , StyleBar, X-Carlink Audio Adapter, Mazda Unplugged 16" Wheels.

November 19, 2009, 05:25:14 PMReply #5

Offline nmwisima

Re: Αρθρα που αφορουν στο Mx5
« Reply #5 on: November 19, 2009, 05:25:14 PM »
Στο τεύχος που κυκλοφορεί στη στήλη μου στην τελευταία σελίδα έχει και φωτό του Μχ5 μου, αλλά το κομμάτι αυτό καθαυτό, παρότι έχει αναφορά, είναι άσχετο από Μχ5.

November 28, 2009, 10:23:16 AMReply #6

Offline option-D

Re: Αρθρα που αφορουν στο Mx5
« Reply #6 on: November 28, 2009, 10:23:16 AM »
Ακόμα ένα μεγάλο αφιέρωμα σε όλες τις γενιές mx5..

http://driftjapan.com/blog/mazda/mazda-mx-5-miata/#more-415
H A R D C O R E ?

"Speed isn't everything, you gotta look cool on the touge too"

January 22, 2010, 02:01:54 PMReply #7

Offline Basilmx5

Re: Αρθρα που αφορουν στο Mx5
« Reply #7 on: January 22, 2010, 02:01:54 PM »
Αυτα ειναι... μεσα στα 12 καλυτερα του κοσμου... :clap: :clap:
Πηγαινετε κατω που λεει the best cars of 2009 κ κλικαρετε...

http://magazine.windingroad.com/issue/54/

February 14, 2010, 01:15:15 PMReply #8

Offline Liakos

Re: Αρθρα που αφορουν στο Mx5
« Reply #8 on: February 14, 2010, 01:15:15 PM »
Aλλο ενα αρθρο απο το evo.co.uk για το ολοφρεσκο NCFL. :coolio: :clap:

Mazda MX-5
Rating:

Facelifted Mk3 Mazda MX-5 is more efficient and, crucially, has a revised chassis


It’s got a new, happier face, it’s more efficient, and it now comes with the option of an automatic gearbox, but all I wanted to know about this update of the third generation version of Mazda’s roadster – MX-5 v3.2, if you like – was whether its handling had been restored to the brilliance the model was once renowned for. I didn’t have to drive very far for the answer.

Launched back in 2005, the third iteration of the MX-5 was not what we were expecting. Reporting from the first drive in Hawaii, our correspondent John Simister said that dynamically the all-new car was dreadful. Really? Perhaps it was a duff batch. Later that year we booked one of the first UK cars for our Car of the Year competition and I can still recall the experience of tackling the first proper corner and the shift in emotions. Entry – keen, yeah! – to apex – oh heck, where’s the steering feel and what’s the back end doing? – to exit – what the hell just happened there?! The front and rear felt as if they had been developed independently, and by people who didn’t like driving. For us the MX-5 had crashed from icon status.

Prior to stepping on a plane to try the revised version, we booked in one of the last of the pre-facelift cars, a 2-litre with the standard-fit Bilstein sports dampers and a limited-slip differential, and although it still rode almost comically high, like a 4x4 roadster, there was a match and a balance between front and rear. The steering still felt a bit too eager, requiring sensitive, considered inputs for smooth progress, but it was a distinct improvement over the early examples.

Happily, on the launch in Italy, there’s a very similar spec 2.0i Sport to try. As before, all 2-litre models come with a slippy diff, and the Sport spec adds the Bilsteins, 17in alloys with 205/45 ZR17 tyres, a six-speed ’box, climate control and a Bose stereo. The car’s off to a good start just by sitting right, without a couple of inches of air in the wheelarches, and once you get rolling there’s every reason to believe things will get better; initial steering inputs feel crisp but not over-eager and the chassis seems taut, planted. Also, the revised 2-litre in-line four, which still makes 158bhp but now revs a little higher and is claimed to be a touch more efficient, sounds a tad more raspy and characterful too.

Ducking off the autostrada and heading up into the hills, the revised roadster shows what it’s made of. The steering response and rate, the damping and the balance of the chassis feel just as good as they did on the second generation MX-5, which is to say in harmony, cohesive, feelsome and poised. Which is exactly what you want on a wet, unfamiliar, winding road, and pretty much essential when a hail storm has left a blanket of ice marbles on the road…

As ever, pedalling the little Mazda is a low-effort exercise, the clutch action being very light, the steering having just enough weight to work against and the gearshift of the six-speed having a snappy action. Even with the extra under-bonnet strut bracing the Sport gets, the shell is far from stiff but this doesn’t spoil things. The further you drive, the more impressive the dynamics become and the more you get dialled into the feedback on offer.

The Mazda feels light on its toes but all the information is there. As the front reaches its limit of grip, through the steering wheel you can feel the outer tread blocks of the outside front tyre nibbling at the surface. Give it the beans now and you need to be ready to catch the tail because although the 2-litre engine isn’t especially potent or torquey, with the diff’s help (and DSC off) it does have enough to push the tail wide, and keep it there gracefully arcing and balanced. It’s easy to gather up, too, which is always the sign of a well-sorted rear-drive chassis. If you have the confidence, on a wet road you can drive it like you would a Caterham, playing it on the edge of adhesion and steering it on the throttle whenever you feel like it. Wonderful.

Better still, the entry-level 1.8i, which costs £16,345, demonstrates that same basic rightness – the superbly wrought relationship between steering, ride and handling, and the composure and unflappability under pressure that marks it out as an entertaining drivers’ car. It’s exactly as you might expect after the keen-edged Sport – softer, slower, a bit leggier on its five-speed gearing and less adjustable on the throttle – but it delivers a very rounded and engaging drive. Sure, the 124bhp, 1.8-litre engine lacks low-down torque and top-end power compared with the 2-litre, but the meat of the engine’s delivery is good, and there’s a bit of zing about it.

Also, the base 1.8i feels more confident on the 205/50 Yokohama Advans that come with the 16in alloys, their turn-in response and grip with the softer, standard suspension being superior to the 205/45 Bridgestone RE050s fitted to the Sport’s 17in rims. Not what you might expect.

The 17in Bridgestones don’t feel great on the non-Bilstein equipped auto either, though that’s the least of this model’s worries. If there is any car that doesn’t need an automatic gearbox, it has to be the MX-5, which is blessed with one of the world’s best manual shifts. The six-speed torque-converter transmission has been offered in the US since ’05 and comes with paddle controls, upshifts being requested by your fingers behind the wheel, downshifts via thumb operated buttons on the front. They work OK and the box is smooth acting, but this is no snappy, modern dual-clutch transmission (DCT), or even a tightly controlled torque-converter auto. With it the MX-5 loses its focus and precision, throttle response is dulled, the car drifts on the overrun and there’s an unattractive, CVT-style whine at high revs, making it seem as if the 2-litre engine is struggling. Best avoided, then.

Which is a pity because otherwise the face-lifted third generation MX-5 is a thoroughly sorted and entertaining bit of kit. The 2.0i Sport looks like the obvious choice but the fluidity and poise of the base model 1.8i suggests that the entry level 2.0i (£17,345) with the same supple chassis, 205/50 tyres, five-speed ’box and slippy diff, might be the canniest buy.

The bottom line is that the MX-5 is back to being brilliant again. It’s great to be able to say that, and to be able to suggest something other than a fast hatch to those looking for a satisfying drivers’ car for less than £20K, new. There are plenty of hatches that are more powerful and quicker in a straight-line, but none is as entertaining or life affirming as this little rear-drive roadster. Thank you, Mazda.


CAR SPECIFICATIONS
 
Engine: In-line 4-cyl, 1999cc
Max power: 158bhp @ 6700rpm
Max torque:139lb ft @ 5000rpm
Top speed: 132mph (claimed)
0-62mph: 7.6sec (claimed)
Price: £19,695

Handles brilliantly again
Less than macho image
[/I]






















MyMx5:
1.8 Copper Red NC High

-Tochigi Fuji LSD,4.778 FGR
-ΒC Racing BR type RS coilovers,Cosmo RX8 sways
-CCR rollbar,IL PPF brace
-GW 4-1 Headers,GW Street Single,Mazdaspeed CAI
-RX7 FD 16x8,Hankook RS2 225/50/16
-Hawk HP+, Stoptech SS lines


March 11, 2010, 12:08:03 AMReply #9

Offline dimsabas

Για δρόμο: Cube Agree GTC Race 2014

Για παντού: Cube AMS HP Race 29 2014

http://www.light-miata.blogspot.com/

March 11, 2010, 12:57:55 PMReply #10

Offline xenos

Re: Αρθρα που αφορουν στο Mx5
« Reply #10 on: March 11, 2010, 12:57:55 PM »
To άρθρο του Αχιλλέα που ξέχασα να πάρω το περιοδικό, θα το σκανάρει κανένας?  ::-
Το μεγάλο πρόβλημα του κόσμου είναι ότι οι βλάκες είναι γεμάτοι αυτοπεποίθηση και οι έξυπνοι είναι γεμάτοι αμφιβολίες...

March 11, 2010, 03:27:16 PMReply #11

Offline plokamhs

  • 300 km/h
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Re: Αρθρα που αφορουν στο Mx5
« Reply #11 on: March 11, 2010, 03:27:16 PM »
Το εχω το περιοδικο,αλλα δεν εχω σκανερ :P
Ο Α. λογικα θα το εχει σε ψηφιακη μορφη.

March 11, 2010, 03:30:27 PMReply #12

Offline Ξάδελφος

Re: Αρθρα που αφορουν στο Mx5
« Reply #12 on: March 11, 2010, 03:30:27 PM »
Το αρθρο που αφορα το ΜΧ5 το χει ηδη ποσταρει ο Αχιλλεας.
Το αρθρο που αφορα τα forum και οχι το mx5,μαλλον αυτο εννοειτε  ,νομιζω αν θελει μπορει να το ποσταρει ο ιδιος.

May 31, 2010, 11:43:46 PMReply #13

Offline simkoz

Re: Αρθρα που αφορουν στο Mx5
« Reply #13 on: May 31, 2010, 11:43:46 PM »
Ποιός κάνει συγκριτικό τεστ σε 2 γκάμπριο αξίας 300Κ£ bs 20K£ και ποιό τελικά «κερδίζει»;
Η συνέχεια επί της οθόνης σας:
http://www.topgear.com/uk/photos/james-may-cabrios
Brilliant Black NC 2.0 ->Presentation
RX-8 sway bars
Goodwin RoadsterSport II Duals
BC RS Coilovers
I.L. Aluminium Strut Brace kit
Rear upper Strut Bar
Daylight lights

June 11, 2010, 09:07:25 AMReply #14

Offline dimsabas

Για δρόμο: Cube Agree GTC Race 2014

Για παντού: Cube AMS HP Race 29 2014

http://www.light-miata.blogspot.com/