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From YourSITE.com Reviews and Road Tests Defining the term “sports car” is an age-old quandary, made only more difficult in recent years by the onslaught of truly great drivers’ cars. In fact “sports car” is probably too vague a term for the variety of performance-oriented coupes, sedans, roadsters, muscle cars, supercars and hot hatches that we are so fortunate have at our disposal today. Yet ironically, there is really only a handful of cars that fit the more traditional definition- small, lightweight, minimally equipped, and with balanced performance. In my book, the one modern car that exemplifies these virtues is the Mazda MX-5.
There is much danger in starting over with something as iconic as the Miata. It would have been easy, for instance, to look at all the other convertibles on the market and assume that a power operated roof was a necessity, perhaps even a folding hardtop. It would have been easy to assume that 250 horsepower was needed, perhaps from a V6 or turbocharged engine, to be a contender in the market. Mazda could have “clinic-ed” potential convertible buyers and loaded the new MX-5 with power seats, satellite navigation, and six cupholders. They could have done all that, and they may have very well come up with an attractive convertible that would appeal to broad cross-section of the automotive buying public. But they wouldn’t have had an MX-5. Mazda deserves major kudos for developing a wholly new and much more contemporary car while staying true to the original concept. In its press materials, Mazda makes a big deal about the guiding principle behind the new car’s development, that of “ the synergy of horse and rider moving as one.” The new MX-5 is less about the equipment list and more about the emotional connection- and the two-way communication- between man and machine. It’s less about raw performance data, and more about the driver’s sensation of speed through touch, sound, vision, and even smell. This, in essence, is a sports car defined. Much has changed in the decade and a half since the original MX-5 debuted. Notably, today’s safety regulations have a far greater influence in a cars design, with certain equipment made mandatory for this market in particular. That the new roadster would weigh more than its predecessor was a foregone conclusion. Engineers focused on two key areas to maintain the roadster’s reputation for nimbleness and balance- incremental weight reductions, known as the “Gram Strategy” internally, and increased power and torque from the engine.
The so-called “Gram Strategy” involved reassessing even the smallest components in search of weight savings. As an example, simplifying the rearview mirror saved two-tenths of a pound. Employing ultra-high-strength-steel in the unibody removed more than 20 pounds despite its stronger and more rigid structure. The use of composite plastics instead of cast metal for the intake system and utilizing aluminum instead of iron for the block saved a substantial 42 pounds in the new engine compared to the old one. Each individual weight reduction may have been small, but when compounded made a significant contribution to keeping total vehicle weight below 2500 pounds. The body-in-white actually weighs 3.5 lbs less that the previous generation while curb weight is a mere 22 pounds more than before in base form. The new 2.0-liter, 16-valve engine remains naturally aspirated, yet produces a healthy 170 hp at 6700 rpm and a respectable 140 lb-ft of torque at 5000 rpm (90% of which is available from 2500 rpm). None of these figures will exactly rock the engineering world, but they endow the two-seater with enough gusto to be entertaining in almost any situation. Mazda engineers kept things relatively simple under the hood, focusing primarily on improved breathing. The new engine has 57% less intake restriction than before, and thanks to a 4-into-1 exhaust manifold, restriction has been reduced by 40% on the other side. Though not as overtly techy as some modern engines, the MX-5 does take advantage of variable intake timing and a low-restriction variable intake system. All of these changes mean the new MX-5 breathes much more freely, a change you notice right away. Past Miatas often felt as though they had severely clogged air filters, or perhaps bananas in their tailpipes. The new car does away with this asthmatic feeling completely.
The Miata’s hallmark was always its nimble, balanced chassis. The new model picks up where the old one left off, retaining a 50:50 front-to-rear weight distribution with two occupants. Chassis component structure is similar to past versions- dual wishbones and coil-over struts in front, a multi-link setup with coil-over shocks in back- but revised tuning and greater emphasis on dive and squat reduction. Four-wheel-disc brakes with standard anti-lock are the only specification offered now. On the road, there’s no doubt you’re behind the wheel of Mazda’s iconic roadster. The steering is light and accurate, alarmingly so if you are used to driving numb, front-drive sedans. The brakes are firm and accurate, communicating perfectly with your right foot. And the shifter mechanism is still a thing of glory- it belongs in a museum- for its short and definitive action, requiring only the slightest flick of the wrist to engage. Behind you is the playful rasp of the engine’s exhaust, somehow straddling the line between bullish and tamed. The suspension is far more compliant than expected, absorbing small bumps rather well, especially considering the low-profile wheel and tire package. There is also more cornering lean than one might anticipate from such a single-purpose car, but there is never so much as a hint that the MX-5 is unable to deliver what you ask of it. Our test car was a six-speed manual version of the top-of-the-line Grand Touring model, with the optional suspension package (Bilstein shocks, limited-slip differential) added. For pure driving pleasure, it’s hard to imagine a more perfect combination. Aside from the ABS brakes and power steering that are now standard on all MX-5’s, this setup offers the purest mating of driver and machine on four wheels for less than 30 grand. At this level, there is no stability control to hamper your late-apex antics, no traction control to shut down your side-stepping launches. It’s just you and the car, free to do whatever the two of you can negotiate without the electro-nannies pissing on your party. If you’re not cut out for this, you can select the Premium Package, which gets you Dynamic Stability Control with Traction Control, as well as xenon headlights and some other goodies.
The Grand Touring package is also equipped with 17-inch allow wheels, which do a great job of filling the space between the road and the bold new fenders. This time around Mazda ditched the cutsie, bubbly, Malibu-Barbie look in favor of a more, dare we say, masculine aesthetic. Rather than relying heavily on the past for inspiration, the new MX-5 was given a more modern look, a la RX-8. The shape remains somewhat organic, but with a more technical feel, it’s as though the designers have “engineered” a piece of nature, and it works well on this car. I’ll admit to being mesmerized by the exterior of the MX-5. I walked around it several times, looking at it from different angles and in varying light. For such a simple car, it looks downright exotic from certain angles. Features like the show-car-like headlights and unique hood opening lines reinforce this perception, and the rich combination of Copper Red over Tan Leather on our test car help this along as well. I couldn’t help but think this shape could be rather convincing wearing a Jaguar badge. As far-fetched as that may sound, the new MX-5 is indeed a beautiful piece of automotive sculpture at a very attainable price. The interior continues the affordable exotic theme, with an updated layout and new material selections. The speedo and tach are prominent in the instrument cluster, with their needles resting in the 6 o’clock position. An oil pressure gauge nests high between them, with fuel level and coolant temp gauges flanking them below below. The three-spoke steering wheel is one of the best looking wheels to be found in any sports car, with its metallic-look accents and simple design.
The cockpit remains a cozy place; drivers that found themselves cramped in past Miata will likely not find the new one any more inviting. Though small, the cabin provides numerous small storage spaces, including a recess beneath the center stack, door pockets that hold large drink containers, and storage center on the wall between the seats, and two storage boxes located behind the seats. Trunk space remains at a premium, but is adequate given the roadster’s intended purpose. It will easily hold a couple overnight bags to whisk you and your loved one off to a romantic weekend away, just don’t plan on bringing home too many souvenirs. Access to the trunk is now handled either by unlocking with the key, or by pressing the trunk release button on the key-integrated remote. Otherwise there is no inside release. As a convertible, one of the most important features is the top itself. The MX-5’s top remains a single-layer affair of canvas on the Grand Touring, vinyl on all other models. Unlike the original Miata’s zip-out plastic piece, the rear window is now fixed glass with standard defrost. More importantly though, the top is can be easily lowered from the driver’s seat with one simple turn of the center release handle and a quick drop. Those with long enough arms and/or strong biceps can also raise the top while seated. Once up, the redesigned roof blends in well with the roadster’s new exterior styling. Since the top lacks any insulation or sound deadening, an optional hardtop can be fitted for those who must endure long, cold winters.
The idea of a using this car in winter seems almost absurd though. The MX-5 is clearly meant to be enjoyed with the top down, the sun on your face and the wind in your hair. But I suppose no matter how bad the weather may be, taking a drive in the newest incarnation of Mazda’s roadster is sure to put a smile on anyone’s space.
2006 Mazda MX-5 Base Prices- Club Spec- $20,995 MX-5- $21,995 Touring- $22,995 Sport- $23,495 Grand Touring- $24,995 Major Options Prices-Sport Suspension- $500 In-dash CD Changer- $500 Rear Spoiler- $350 Premium Package- $1600 Interior Trim Package- $435 Appearance Package- $1145 Aluminum Fuel Door- $100 Price as Tested- $26,430 Technical Specifications General: Weight- 2498 lbs Weight Distribution F/R %- 50/50 Length- 157.1 in Wheelbase- 91.7 in Width- 67.7 in Height- 49.0 in Track, F- 58.7 in Track, R- 58.9 in Turning Circle- 30.8 ft
Engine: 2.0 liter I-4, DOHC, 16 valves Bore- 87.5 mm Stroke- 83.1 mm Compression- 10.8:1 Max Power- 170 hp @ 6700 rpm Max Torque- 140 lb-ft @ 5000m rpm Fuel- 91 Octane Unleaded Gasoline Fuel Economy, city/highway- 24/30 mpg Drivetrain: Drive Layout- Front Engine/ Rear Drive Transmission- Manual Gearbox, 6 Forward Speeds Gear Ratios- 1st- 3.82:1 2nd- 2.26:1 3rd- 1.64:1 4th- 1.18:1 5th- 1.00:1 6th- 0.83:1 Final- 4.10:1 Chassis: Front Suspension- Aluminum double-wishbone lower arms, coil springs, gas shocks, 21 mm anti-roll bar Rear Suspension- Multi-link system, coil springs, gas shocks, 12 mm anti-roll bar Steering- Engine-speed sensitive power rack-and-pinion Front Brakes- 290mm x 22mm vented rotors Rear Brakes- 280mm x 10mm solid rotors Wheels/Tires- 17 x 7.0 cast alloy/ 205/45R-17
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