By on December 14, 2015

2016 Mazda MX 5 Miata Exterior Front

2016 Mazda MX-5

2.0-liter DOHC I-4, direct injection, CVVT, (155 horsepower @ 6,000 rpm; 148 lbs-ft @ 4,600)

6-speed manual, optional 6-speed auto

27 city/34 highway/30 combined (EPA Rating, MPG)

31.5 (Observed, MPG)

Base Price: $25,735*

As Tested: $33,750*

* Prices include $820 destination charge.

If there is one constant in the automotive world, it is that every redesigned vehicle gets bigger, more powerful, heavier and more complex. Bucking that trend is Mazda’s latest MX-5, one of the smallest and lightest cars sold in the United States.

Since the launch of the Miata in 1989, Mazda’s tiny roadster has been a beacon of light to those who prefer a “pure” driving experience. The MX-5’s core mission of being an affordable, lightweight, two-seat convertible has hardly changed. More impressive: The 2016 MX-5 is about the same size as the original Miata, and the new roadster is only 182 pounds heavier despite producing 50-percent more power and being 30-percent more fuel efficient. The price tag has also been kept in check. The 2016 model still costs about the same as a mid-sized sedan.

Making the MX-5 even more special is that it stands alone in America. Sure, Alfa is now selling their sexy and expensive 4C here, BMW still has a Z4 roadster, and Scion and Subaru are selling their two-door coupé — but none of these are like the MX-5 and that’s a good thing for Mazda.

Let’s talk about curb weights and MSRPs first, as they are key to understanding this roadster.

The base, six-speed manual MX-5 tips the scales at 2,332 pounds and ends at 2,381 pounds with the six-speed automatic and all options ticked. That means the new Miata is actually 150 pounds lighter than its immediate predecessor. More interesting is the comparison to the 1990 Miata: the fourth-generation MX05 which is just 180 pounds heavier than the original.

Not impressed? Consider the safety features standard today that were not even available 25 years ago — side impact airbags, tougher side impact standards and seat belt pre-tensioners and force limiters. Then consider the creature comforts like navigation, Bluetooth and touchscreen infotainment we didn’t have in 1990.

Still not impressed? The 2016 MX-5 is actually lighter than the carbon fiber monocoque Alfa Romeo 4C in America.

You may be scratching your head if you’re reading this outside of North America. You see, international versions of the Alfa Romeo and Mazda two seaters are lighter than their more plump American siblings. The 4C in Europe is a slim 2,153 pounds and the MX-5 is 2,200. The American MX-5 gains weight because it receives a bigger engine — with an extra 29 horsepower and 37 lbs-ft of torque to match. The 4C, however, gains weight because the European version doesn’t meet U.S. crash standards. Alfa Romeo had to substantially alter the the carbon fiber tub and add side impact airbags in order for it to be sold. The total toll on the Alfa side is a substantial 342 pounds — and safety doesn’t bring additional horsepower and torque.

The Miata’s lightness still wears a svelte price tag. Starting at $25,735 (after $820 destination) and ending at $35,750, the MX-5 is only a hair more expensive than the 1990 model accounting for inflation. Much of the Miata’s draw is its accessibility; for less than a Honda Accord EX, you can put a rear-wheel-drive roadster in your garage.

2016 Mazda MX 5 Miata Exterior-004

The Miata has never been about breakneck speed nor outlandish looks. That’s as true for this Miata as it was in 1990. Even though the 2016 looks meaner and more chiseled, it’s instantly recognizable as a Miata. This is because Mazda didn’t graft their latest look onto the MX-5. Instead, designers penned a modern homage to the original. The unique look features a large black grille opening and angry-birds inspired LED headlamps on every model. Sadly, in states that require a front license plate, the look is a bit Bucky Beaver.

Turn the car 90 degrees and you’ll still see the profile of a classic British roadster: long hood, short passenger compartment and a perky trunk. Out back, the look is a little more in tune with the rest of the Mazda lineup, with tail lamps styled after the Mazda6. Mazda’s obsession with weight savings means you won’t find massive twin exhaust tips, electric spoilers or anything that isn’t absolutely necessary.

2016 Mazda MX 5 Miata Interior
Like the Alfa Romeo 4C, ultra-light construction means sacrifices inside. Unlike Alfa, Mazda’s designers were not willing to make too many sacrifices. As a result the two companies took different approaches to weight savings.

In the 4C, it seems engineers simply threw pieces out to save weight and the result is a fairly stark cabin. At Mazda, it appears engineers were determined to make the MX-5 look like your average Mazda on the inside while cutting out the ounces that weren’t necessary. While Alfa eschews luxuries like carpet, sound deadening foam, padded arm rests, usable cup holders, a navigation system and storage cubbies, you’ll find all of that in the Mazda. And yet the Mazda is still lighter.

Although you still won’t find power seats in its cabin (they add weight), the MX-5’s standard seats are more comfortable than those in the Scion, Subaru or, yes, even the Alfa. That’s not to say they are perfect, as lumbar support is not offered on any trim and Mazda uses a lighter mechanism that lifts up the front of the seat bottom cushion for improved thigh support instead of lifting the full seat bottom.

2016 Mazda MX 5 Miata Interior-005
Like most Mazdas, the MX-5 has a touchscreen infotainment system grafted to the dashboard. The 7-inch LCD is reminiscent of an iPad or Android tablet and is standard on all trim levels. In the center console, we have an iDrive/MMI-like controller knob with a button array for direct access to certain menus. Similar to Infiniti’s systems, you can navigate with either the controller, the touchscreen or both depending on what is easier at the moment — as long as you’re parked. Touchscreen functionality is locked out above 5 mph, allowing only voice and control knob inputs.

Smartphone app integration for streaming media is standard and shoppers can add navigation software to the display even after you buy the car. Although some folks seem to dislike the look, the software is intuitive and easy to use. Mazda promises future apps will be integrated into the software, but we haven’t really seen much movement in that direction since the system was first launched in the 2014 Mazda3. Still, this is light years ahead of the cheezy stereo you find in the Alfa and at least a few steps ahead of anything in the FR-S or BRZ.

Also worth noting in the MX-5 is the sound system. It has one. For $70,000, Alfa provides a few speakers and an Alpine head unit from Best Buy. Because two seat roadsters have little room for rear speakers, most manufacturers simply don’t install them. Mazda decided instead to have Bose fit a few into the headrests and the solution sounds surprisingly natural. When using the integrated Bluetooth speakerphone, the other party’s voice comes out of the headrest speakers on the driver’s side. This means you can hear the call even with the top down. Whether or not they can hear you is another story entirely.

2016 Mazda MX 5 Engine 2.0L SkyActiv-002

While other world markets have to make do with a 1.5-liter four cylinder making 129 horsepower, MX-5 models bound for America get Mazda’s latest 2.0-liter SkyActiv four-cylinder engine. The direct-injected engine is essentially the same as we find in the CX-5 but tweaked for the MX-5’s rear-wheel-drive layout. Power figures come in at the same 155 ponies as the CX-5, but torque drops by 2 lb-ft to 148 with its peak arriving 600 rpm later than in Mazda’s crossover.

The reason for de-tune is likely due to the positioning of the engine and the space required for Mazda’s Medusa 4-2-1 exhaust manifold (pictured below, with the “lid” removed, from a Mazda3). The manifold design allows for optimum exhaust gas scavenging while still keeping the bundle of snakes close to the catalytic converter for faster warm up times. On the downside, it’s enormous and tricky to package in the MX-5 where its front suspension is close to the exhaust manifold. As a result, some changes had to be made and this is likely the reason for the alteration in the torque curve.

2014 Mazda3 exhaust manifold


Sending the power to the rear wheels is your choice of a six-speed manual transmission or a six speed automatic. If you opt for the six-speed manual and the Club trim, you’ll find a torque-sensing limited slip differential in the back. Sadly, the the LSD is not available in any other trim.

Thanks to its ultralight curb weight and modern engine design, the MX-5’s fuel economy is impressive and premium gasoline is only recommended — not required. According to the EPA, the combined fuel economy should average 30 mpg regardless of transmission or trim choice, which is an enormous 7 mpg leap from the previous Miata. Because of U.S. fuel standards, Mazda’s 2.0-liter SkyActiv engine uses a reduced 13:0 compression ratio versus 14:1 in Europe, which, according to Mazda, results in a 5-percent loss of efficiency. Blame Washington.

Obviously, with a naturally aspirated 2.0-liter four-cylinder engine under the hood, acceleration numbers are not breathtaking — but they are still faster than the FR-S or BRZ.

Despite the Subie and Scion offering a better power to weight ratio, the highly strung boxer engine they use just can’t match Mazda’s low-end torque. Talking pure numbers, the MX-5 ran from 0-30 in 2.0 seconds and hit 60 in 6.3 — about 2/10ths faster than the Scion or Subaru. While not overtly fast, this is the fastest MX-5 yet. If you want a faster Miata, the Fiat 124 Spider — or “Fiata” — uses a 1.4-liter turbo engine good for 160 horsepower and 184 lbs-ft of twist. Although the turbo in the Fiat adds about 100 pounds, the power comes on sooner, torque hangs out longer and Fiat fiddled with the final drive ratios to sacrifice fuel economy on the altar of performance. Thanks to the tire selection on our Club model and the optional Brembo brake setup, 60-0 stopping distances were short and fade resistance was excellent.

Comparing the MX-5 to the competition simply in terms of acceleration and horizontal Gs would be missing the whole point of the roadster. (Although it still pulls more Gs than the Toyobaru.) The Mazda is all about feel. The engagement of the clutch is linear and the pedal weight is perfect (which is easy to accomplish when you have a light weight vehicle and an engine that only makes 148 lbs-ft of torque). The manual shifter features short throws and a notchy feel that reminded me of BMWs from the ’90s. The small dimensions and light weight allow comparatively small tires that range from 195/50R16 to our model’s 205/45R17 summer rubber. Wider tires would allow more grip but, yet again, that would be missing the point. Being able to get the MX-5’s rear end to kick out is part of the fun.

2016 Mazda MX 5 Miata Exterior-009

When the road starts winding, you start to understand how everything comes together. With a slight front weight bias and the same tires front and rear, the MX-5 tends to understeer a hair in neutral handling situations. Add a little extra power and the rear end rotates willingly and predictably. Even the somewhat narrow tires play into the MX-5s handling. Like the Toyobaru, the MX-5 allows you to experience the joys of a well balanced, rear-wheel-drive car at sane speeds. Sure, the Audi S7 we recently looked at or the Alfa 4C have limits that are much higher than the MX-5, but the Mazda is simply more fun. The Alfa is a hoot and a half to drive without question, but the strong rear weight bias means that things can get unpredictable if you have the stability control disabled. It also takes more concentration to drive at 9/10ths. Although 9/10ths in the MX-5 would be 6/10ths in the 4C, the Miata feels more natural, easier going, less frenetic. When pitted against the Z4 or Boxster, the Germans just feel fat, heavy and isolated.

Over a week of driving the MX-5 hard we still averaged an impressive 31.5 mpg, a hair higher than the EPA average and 9 mpg better than the last MX-5 I drove. Whether your numbers are 25- or the near 50-percent improvement we saw, this is one economical drop top. That’s thanks to the obsessive dedication to curb weight.

2016 Mazda MX 5 Miata Exterior-007

You may be surprised to hear the MX-5 has a fairly compliant suspension despite the focus on Zoom Zoom. Mazda realizes that many shoppers intend to commute in their roadster and not have it sit in the garage. Even our tester, which was fitted with Bilstein dampers and low profile tires, was firm without being harsh.

If the Miata sounds too good to be true, there are some sore points. The first is the stability control. Although it can be disabled, the software’s default programming causes it to intervene early. I found it overly intrusive on roads I knew well. The next is the steering. It’s perfection for an electric power steering rack — but it’s still an electric power steering rack. (This is sort of like saying, “the best cup of coffee in England.” Yes it is coffee, but it’ll still make you a little sad.) There is a hint of feedback, but this isn’t the rack from your 1990s Miata. (Hopefully someone will create a manual steering conversion.) The last item is the cabin noise. Admittedly, our Club Sport model trades the increased weight of the Brembo brakes for the reduced weight of a single layer top — but any way you slice it, this cabin is far from Lexus quiet. The issue isn’t road noise, it’s the wind noise. Because of the design of the window seals, there’s a constant rumble from the area of the side view mirrors. Even with the double-layer top you find in other models, noise from behind the driver’s head is excessive. I measured 76 dB at 50 mph, which is just 1/2 a dB quieter than the 4C. For the record, the 4C is the loudest car I have tested in the last decade.

Miata comparisons are difficult. Aside from the recently announced Fiata, the MX-5 has little natural competition. It’s priced in the same range as the FR-S and BRZ, but the Mazda is a 2-seat roadster and not a hard-top coupé with back seats. The Saturn Sky, Pontiac Solstice and Honda S2000 clearly had the Mazda in their sights, but they’re all long gone. The Porsche Boxster and BMW Z3 of yesteryear were slightly spendier options for the shopper that wanted something light and fun, but they too have given way to newer versions that are bigger, fatter and more expensive. The Alfa Romeo and Lotus competition will cost you two to three times as much to buy and probably eat you out of house and home on maintenance.

With little real competition, why bother with a redesign at all? Excellent question. If my penny-pinching self had been in charge, Mazda would still be selling you the older Miata with a new infotainment system and a few new color options. Be glad I’m not running Mazda. Instead, we get a new take on the original mission of the Miata: the ultimate affordable roadster.

Mazda provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested

0-30: 2.0 seconds

0-60: 6.3 seconds

1/4 Mile: 14.5 seconds @ 92 mph

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59 Comments on “2016 Mazda MX-5 Miata Review – An Original Reborn (Video)...”

  • avatar

    Very nice review.

  • avatar

    I drove one of these a few months back.

    -Feels as light as it is
    -Great interior
    -Handling is excellent
    -One handed top up/down motion remains
    -Good low end/midrange
    -Very enjoyable top down

    -Didn’t like the shifter… it was precise enough, but didn’t give you a lot of feedback of where it was and when you’d slid into gear. Hard to explain.
    -Steering was overboosted, IMO.
    -Top up is still stupid loud.
    -Top end of the rev range trailed off quickly

    Weekend car only or live somewhere that you can top down almost all the time, it is an amazing car. My situation, where I tote a toddler and deal with 4 real seasons, the twins are better to live with.

    • 0 avatar

      I mostly agree with you, didn’t have a problem with the shifter. Steering in all new cars is numb. My problem is I’d have to sell my Elan to make room for it and I just can’t do it yet.

    • 0 avatar

      A PRHT is coming. That should address the top up loudness and four season ability of the car.

      • 0 avatar

        I hope so. I have seat time in both an NC and ND Miata, and they are fantastic with the top down… but they are dreadful with the top up. On my test drive, I did the drive out with the top down (in the 50s) and the drive back with the top up. The drive back soured it a bit.

        The PRHT doesn’t fix the toddler situation for me (for another 9 years anyway), but for those that only need 2 seats, the PRHT will be well worth the weight penalty.

      • 0 avatar

        How much weight is the PRHT expected to add?

    • 0 avatar

      How does the shifter compare to the previous generation? I love the way my 6 speed shifts.

      • 0 avatar

        I only drove the 5MT NC Miata and that was back in 2010. I didn’t have any complaints of the shifter at that time, though. I seem to recall it feeling a lot like the MKV GTI that I had at the time. (good)

  • avatar

    For all the supposed weight saving sacrifices, it seems an extra faux exhaust pipe wasn’t too heavy to include.

    • 0 avatar

      Having two small side-by-side outlets out of the muffler seems like a miniscule weight compromise over having one larger one.

      In any case, it almost undoubtedly saves weight over the previous Miata’s setup, which had an exhaust outlet at either side of the transversely-mounted muffler. And the previous Miata wasn’t exactly uneconomical with mass.

  • avatar

    As much as the new Miata have been further finessed and refined, I still haven’t warmed up to the front and rear styling and I doubt I ever will. Mazda really did get both ends wrong this time.

  • avatar

    I’ve never commented on the actual article before. But this is probably the best review I’ve read on a car. Full of information that I can actually process. The pic from the drivers point of view looking at road and gauges should be mandatory on all car reviews. Thank you.

    • 0 avatar

      + Bunches

      I just hate seeing his time and talent squandered on toys like this and that Cobra thing.

      • 0 avatar

        Well good thing he mainly reviews regular cars. Personally, given that I respect his opinion on everything out to a boring Camry, I really enjoy when he gets to play with a toy. He is a real auto journalist for the people and not some entitled press release fluffer. So the wider a range of cars he can cover the better IMO.

    • 0 avatar

      +1 re gauge pics. I like the looks of this, and would love to have it for a weekend ride. A buddy of mine has the previous gen, it’s fun but not something I’d want to drive every day. But I’m glad people buy these.

  • avatar

    People talk about halo cars…. this may be the ultimate. The Miata is a brilliant car, but more importantly, unlike various other halo cars (worst offender is the GT-R) the spirit of the Miata is carried out through the rest of Mazda’s lineup. Going from something like a 370Z to a Versa might as well be like changing brands. But I would not feel bad at all getting a 3 instead of an MX-5. It’s the same philosophy, just applied to a different segment. I really love what Mazda is doing right now.

    • 0 avatar

      Does the mainstream, mall-hopping CUV buyer even know what a Miata is? Mazda desperately needs that customer.

      This halo is pretty dim and distant.

      • 0 avatar

        Mainstream mall hopping CUV buyer doesn’t know what Mazda is. But people who know and like what its about care about cars like the Miata.

        • 0 avatar

          Ah, good ol’ No True Scotsman. If you don’t know about the Miata, you aren’t a Real Car Person.

          …I mean, yes, a Real Car Person should at least be aware of the Miata, but there are plenty of car people who can appreciate CUVs for what they are.

          • 0 avatar

            I just don’t see why Mazda would be on the radar of someone who buys something like a CR-V. It’s not a swipe, it’s just reality. Most people don’t seek out anything beyond what is most easily available and popular. That is just the human condition. So the path to purchasing something like a CX-5 is going to be much more convoluted than buying a CR-V, and will probably involve some knowledge of Mazda’s ethos, which is hinged on the Miata philosophy. Mazda is not a BHPH kind of brand and they fail where overlap is low (see: Mazda 5). I don’t think I am saying anything unreasonable.

          • 0 avatar

            Would Mazda be gladdened to know that their CXs are *not* perceived as mainstream crossover competitors?

            Is it their “ethos” to spend billions developing CUVs in order to only have an enthusiast US clientele aware of them?

            I’ve got nothing against Mazda’s products, but they surely suck at marketing.

      • 0 avatar

        “Does the mainstream, mall-hopping CUV buyer even know what a Miata is?” Good question. Personally, I started with a new MX-5/Miata and, based on that experience, considered and purchased a new CX-5. Now that I am thinking about it, probably, if it hadn’t been for my good experience with the MX-5 and with the local dealership, I probably would not have considered the CX-5 when shopping for a small SUV (I’m glad I did, though).

  • avatar

    Even as a brand new model, this is getting outsold by the FR-S/BRZ. Kinda sad, considering those two already don’t sell well.

    • 0 avatar

      1) It’s a two seat convertible sports car. I don’t think anyone expected it to outsell a much more practical 2+2 coupe.

      2) What time of year did this convertible sports car go on sale in North America? Late fall and early winter aren’t exactly peak sales times for this particular segment.

      The fact that the Miata – especially this new one – generates the kind of positive buzz for Mazda that it does and the fact that it remains the best-selling 2 seat convertible of all time are probably enough to make it a worthwhile proposition for the company.

  • avatar

    How tall is too tall for this generation of MX-5? I got a ride home in a friend’s first gen Miata, and even at 5′ 11″, I couldn’t have owned one.

    • 0 avatar

      The first-gen was really tight, my buddy traded his in for newer one to get more room. I’m 5’11 and fit in his, although I wouldn’t want to drive it every day.

  • avatar

    Does the new Miata still get an optional hard top?

    I love the _idea_ of a Miata. But realistically where I live the top would be up 90% of the year. And the lack of theft-resistance of soft tops puts me off.

    Everything else about this car sounds fantastic, though. Kudos to little Mazda.

  • avatar
    30-mile fetch

    Great review.

    After every review of this car I think of how thoroughly impressive this effort is from Mazda. The adherence to their goals, the lithe curb weight, the sub-6 second 0-60 time out of the Mazda3’s little 155hp economy car engine.

    I keep reading caveats about how straight line speed isn’t this car’s strong suit, but (per C&D) it is nearly a half second quicker to 30mph than a DSG GTI, matches it to 60, and is about 5mph down by the quarter mile. That might hurt you at the track on the straights, but out on a curving road or around town it should be quick enough to get you ahead of most people and into plenty of trouble.

    This could never be my DD, but I’ll be looking wistfully at it as the car 3rd car I won’t afford & don’t have room to store. It has such an angry face for such a happy little car.

  • avatar

    Nice piece. Glad to see Mazda still does the MX-5 well. This is about the only model I would seriously consider from them.

  • avatar
    Master Baiter

    Every Mazda front end looks like it got caught in a guillotine.

  • avatar


    now to go and read it…

    • 0 avatar

      And exactly what I expected. My decision is made, I’m buying one next year. Hopefully Mazda will put Android Auto in it, so I dont have to worry about changing the head unit, and I can get one in red with a tan cloth interior.

      :D Thanks Alex for the best review all year!

  • avatar

    Nobody does affordable quality, handling, fit and finish, design, reliability, aesthetics, paint quality, etc. like Mazda.

    Look at that price…those gauges…that motor & exhaust…the obsessive attention to detail and fit/finish…the decision to give the buyer actually effective Air Conditioning and a real stereo.

    This is the kind of car you can buy, drive when it’s nice out, take good care of, and pass it to your kid when they are driving, in as good of shape as when it was purchased…


  • avatar
    Big Al From 'Murica

    This is the sort of car a company can build when they dare greatly.

  • avatar

    I love how they’ve stuck to the original mission of the car. And while it doesn’t have pop-up lamps or lace wheels any more (sad face) it’s clearly a modern and current take on that original from 1990. It’s very impressive that they have not succumb to bloat like other models – and have added all the modern tech and safety requirements which tend to ruin everything.

    I don’t care for all the shut and body lines in white, but find other colors look good, especially hoping they add dark green to the color roster.

    FWIW, I did -not- like the NC version, and found it overworked and too bubbly looking in the styling department.

  • avatar

    Personally I’m more interested in the Fiat version, but I’ll probably not get either one as it would only be a toy car for me and couldn’t effectively replace any of my existing cars no matter how much I want it.

  • avatar
    bumpy ii

    Le sigh. The Miata is the kind of car I want to drive, and I did fit in the refreshed NC… but the top of the windshield frame was level with my eyeballs.

    • 0 avatar

      Try it. The new seating position really helps. I’m 6’3″ and a big boy, and the ND is the first one I can drive. I can actually get my leg under the steering wheel to hit the brakes. Sadly, i could not do it on the previous gens, or I’d already own one.

  • avatar

    A fantastic review of a fantastic car. Mr. Dykes strikes again! I am so happy he is writing for TTAC again.

    I love this car, and want one. i am finally at the point in my life when i can conceivably afford one. I am already at the point where i am thinking how i can afford to buy one.

    My wife and I travel during holidays, so a “highway car” is a must for us. We have a v6 B7 A4, who serves us faithfully at 120k and looks flawless. We also try to restrict ourselves to a single car for environmental and financial reasons, in that order. If a second car is needed, it’s going to be a hatch (Golf, Soul, maybe wagon depending on kid(s), CX-5 ish if CUV). So i can’t really buy this. But if we did get a Golf, and we had to sadly retire the Audi… this would be the second car. We both DREAM about driving stick car again. Now I will pretend this scenario puts us in PRHT CPO territory in about two to three years.

  • avatar

    How can you tell a Miata isn’t a chick car?

    Ask the owner, he’ll tell you 50 times. Not insecure at all…

    • 0 avatar

      Right. But the guy who names himself after a group of Star Wars mercenaries is completely secure in his manhood.

      • 0 avatar

        He at least picked the correct fictional character, he could have went with Jar Jar. Mesasostoopid.

        In response though at one time I/society would have characterized the then Miata as a “chick” car but I wouldn’t any longer. MX-5 buyers when I see them driving (which is almost never these days) strike me as discerning gentleman. Moneyed ladies are more likely seen in a “cute” tiny fake SUV of varying brands but if seen in a “sports car” its a SLK or Audi TT. I don’t see “I drive an MX-5” as an image thing, I see it as I love the car thing and to hell with what anyone else thinks.

        • 0 avatar

          I have nothing against the Miata, personally I think they’re brilliant. All of the fun of the classic British roadster with Japanese reliability. They’re fun little cars.

          It’s the owners I like to screw with. But don’t feel special, the Corvette guys (and their gold chains) get it too.

          • 0 avatar

            I’m a biased, self-confessed fanboy of Mazda because:

            a) It’s as if the engineers have more influence over product design and manufacturing than at any other “large” (though Mazda is small by market share) manufacturer of moderately prices vehicles;

            b) Mazda has great ergonomics, gauges, shifters, clutches, and exterior & interior anesthetics;

            c) Most Mazdas are reliable despite some past issues with body rust (2004 model years and prior, IMO), and I say this with the caveat that Lang will toss in about Millenias, CX-7s etc., which were flawed.

            With that said, I am not a fan of Mazdas big, recent move to build large scale factories and produce some of their cars in Mexico (e.g. new Mazda 3), and hope this doesn’t prove deleterious to the brand quality, etc.

        • 0 avatar

          I think the time of Miata as chick car is over as well. For the woman who wants a cabrio and cares not about driving, the Eos, Beetle Cabrio or the Solara would suit her better.

          Or more probably, she’ll just get a Q3.

    • 0 avatar

      What are you guys talking about?

      I bought my Miata in an attempt to tone down my overwhelming masculinity.

  • avatar

    The best cup of coffee in England?

    I don’t get it coffee in England is 100 time better than the US.

    There is a sence in Blackadder goes forth where Baldrick serves Blackadder a cup of mud water with spit and dandruff. Even that would be and improvement over Folgers!

  • avatar

    It doesn’t seem like remotely enough power from a 2.0 liter. After all, Honda can get lot more out of the same size engine. A hundred more in fact, on the first s2000. At this price range, 200hp should be the minimum. Although I don’t think I really fit in this generation Miata either.

    • 0 avatar

      Yeah, lots of people said that when the horsepower figure was announced. And then Car & Driver pulled off a 0-60 time of 5.9 seconds. (I suspect Mr. Dykes’ 6.3 time is a result of a much less aggressive methodology than C&D uses in their tests.) Compare that to C&D’s 6.4 second time in the 200 hp FR-S.

      0-60 in under 6 seconds is a very respectable time for a car which has never been about the numbers, especially when you consider its combined 30 MPG figure.

      And not to speak ill of the departed, because I love the S2000, but the original AP1 – the one with the 2.0 litre – would cost nearly USD44,000 in today’s money, was often described to be about as quick as a Civic below 6,000 RPM, and even though it had 85 more peak horsepower (not 100), according to Car & Driver, it was slower both 0-60 (by nearly a full second at 6.8) and in the quarter mile. The AP2 was quicker, but also had a bigger 2.2L engine.

  • avatar

    1. Since when exactly a Honda Accord EX an entry level car? Besides Navi, Leather seats, or premium audio system (available on Accord EX-L with Navi) 25.7K for a toy car with minimal amenities is a horrendous value.

    2. Placing speaker behind your head should never feel natural. That is why most car audio systems should like sh1t. Let’s go to the basics of the stereo recordings. They are optimized for a listener who is sitting behind two speakers, left and right, and approximately equidistant from both of them. Stereo recording cannot sound “natural” with any speakers behind your ears. Granted, a few really clever companies have come up with a way to convert the stereo signal of an audio recording into a true surround sound, such as with 5.1 or 7.1 speakers, and such systems can sound very good. But most cars do not have this, and simply play the same stereo signal on front and rear speakers. Granted, if Bose was involved, they probably added some surround sound processing.

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