The MX-5 is probably one of the best sports cars ever made. Its only flaw is the (relative) lack of chassis rigidity. Although it was designed as a convertible, it’s impossible to fully escape the twists and vibrations caused by the absence of a roof. How to fix this? Simple, just install a proper roof.
Mazda long hesitated to produce a coupé version of its iconic MX-5. But that doesn’t mean the Japanese manufacturer never tried. Quite the contrary in fact, with some rather original results…
MX-5 designer Tom Matano had always dreamed of a fixed- top version. He wanted the MX-5 to be an evolving platform with various body styles, aiming to make it a “legend in the sports car world.” Matano and his California-based design team even proposed a clay prototype of a coupe body as early as 1992.
Around the same time, M2 Inc (Mazda Japan’s skunkworks division*) also explored a coupé body design, code named M2 1008, borrowing from classic coupés of the 1960s. The pop-up headlights were removed, the rear was redesigned, and a new body kit was installed. The redesigned, sharply tapered rear of this prototype resembled 1960s Alfa Romeos.
A prototype of the M2 1008 coupe was displayed at the M2 studio in Tokyo to gauge public reaction. Had it been approved, it might have gone into limited production (around 1,000 cars), although Mazda emphasized that it had no intention of exporting the vehicle.
This prototype was merely a “sketch” of the final product. Its style echoed the sporty racing cars of the '60s. M2 designers cited the Zagato-bodied Alfa Giulia TZ and the Aston Martin DB4 as key inspirations. The specific rear design tapered abruptly into a long, truncated tail with a narrow trunk opening. The front featured faired-in headlights and a large rectangular air intake, although M2 was reportedly also working on a version with exposed 911-style headlights.
The two-seater coupé was about 2.5cm longer and slightly lower than the roadster and weighed 40kg less. The roof and rear bodywork were made of carbon fibre, although steel or fibreglass would likely have been used in a production version.
The coupé used the same 1.6-ltr 16-valve engine as the MX-5 from the M2 1001. With new pistons, camshafts, a lightened flywheel, and a new exhaust manifold, the standard engine’s output was increased from 115hp to 130hp. Apparently M2 also considered a 1.8ltr- or even 2ltr engine.
The 1008 was assembled using parts from previous M2 projects: stiffer suspension, sport seats, sport steering wheel, chrome gear stick, and specific gauges. Like the M Coupe, the 1008 never got the production green light.
For the 1996 New York Auto Show, Mazda wanted an original show car. As it happened, Tom Matano had just the thing in mind.
Working to a tight schedule, Matano and his team modified a standard MX-5 to create the M Coupe. Designed as an evolution of the roadster, the M Coupé promised more cargo space, a stiffer structure, and improved aerodynamics. As brilliant as the idea was, Mazda executives ultimately rejected it, arguing it had lost the “purity” of the roadster.
Painted in metallic yellow, it was merely a show car without a functional chassis, essentially a regular MX-5 roadster with fibreglass panels.
In 1998, Mazda unveiled the second-generation MX-5 NB: a completely new look but built on the same platform. Interestingly, Mazda at the time was led by Shigenori Fukuda, who had served as general design manager during the creation of the original MX-5 NA. He seemed to share Matano’s vision of the MX-5, which helped open the door for the RS Coupe.
The RS Coupe was well received, prompting Mazda to finally build a fixed-roof MX-5 for the Japanese market. Unfortunately for us enthusiasts, production was extremely limited due to the labour-intensive manufacturing process. This involved building a standard MX-5 that was then removed from the production line to receive a new roof structure, support panels, and a redesigned rear end. The work was carried out by Mazda Engineering & Technology, which specializes in limited-production models. As a result, the finished car weighed only 10 kg more than a standard MX-5.
The Roadster Coupe was offered in three trims A, E and S.
The saddest part of the coupé story is what happened when it went into production.
Mazda had planned to limit output to 200 Type A units, 150 Type E units, and an unspecified number of Type S cars, all built to order.
The original body dies were made from low-use materials, as the production run was intended as a market test. However, due to a fire at Mazda’s Ujina factory, it is believed that only 179 Roadster Coupes were ever produced in total. This makes the Roadster Coupe extremely rare today.
Between 2003 and 2005, various modified Roadster Coupes were showcased at motor shows. My favourites are the TS Concepts. These cars featured retro-styled front ends and paint jobs reminiscent of 1960s race cars.
The MX-5 TS (Trial Sports)
At the 2004 Tokyo Auto Show, Mazda introduced the Roadster Coupe TS Concept, created by Mazda E\&T. Based on a Type S (hence the name), this car was fitted with the retro-styled front end of the Monocraft MM-1 and was designed as an old-school clubman race car. It featured a radically redesigned front fascia reminiscent of the Abarth 1000 Zagato.
The TS Concept was also equipped with white Enkei Racing wheels, white racing number discs on the doors, a roll bar, rear bumper from the turbo model, a central exhaust, and custom taillights and side markers designed by Zoom Engineering.
Another version of thIs concept, called Circuit Trial, featured a redesigned front bumper, Type A-style fender flares, was painted light blue, and wore OZ Superturismo wheels for the 2005 show.