2019 Mazda MX-5: More Power and a Steering Wheel That Zooms?

2019 mazda mx 5 more power and a steering wheel that zooms

For 2019, Mazda seems ready to offer two things MX-5 Miata buyers have long demanded: more power, plus a steering wheel that reaches towards the driver, instead of just tilting. These are big changes for a model where every minor detail is fussed over by engineers and enthusiasts alike.

The changes are detailed in a document — apparently originating from Mazda Canada — that details the changes coming for 2019. That doc found its way onto Reddit, which was then shared by joyful members of the Miata.net forum. How does an extra 26 horsepower sound?

The document, if accurate, confirms details contained within regulatory docs dug up by Bozi Tatarevic early last month, though Mazda product spokesman Jacob Brown would not comment on the vehicle’s specs, nor on a release date for the 2019 model.

Besides the telescoping steering wheel — the first time Mazda has offered such a feature in the MX-5 — the model’s Skyactiv-G 2.0-liter engine sees a host of changes for 2019, resulting in a mill with greater top end power and a smidgen of added torque. The document lists the 2019 model’s output at 181 horsepower and 151 lb-ft of torque. That’s up from last year’s 155 hp and 148 lb-ft, and it seems certain the new car’s redline will top the current model’s 6,800 rpm.

Mazda alludes to this in its description of the engine’s upgraded internals. Massaged Skyactiv-Gs, bound for all Miata models, boast “ultra light weight pistons, lighter connecting rods, and a crankshaft balanced to enable higher rpm operation,” the document states. This “increased rev capacity” necessitates the use of a dual-mass flywheel to quell NVH issues.

That’s just the surface of the changes made to the Skyactiv-G. A larger air intake, throttle valve, intake valves, and intake manifold join a higher lift camshaft, lighter exhaust valves, redesigned exhaust ports, and a larger exhaust manifold to aid the engine’s breathing. Mazda has also apparently reduced the piston top height and improved the atomization efficiency of the fuel injectors.

The MX-5’s Canadian trims do not align with its American offerings, so the Canuck document won’t be of much sue to U.S. readers. Still, equipment upgrades for all 2019 models include a rearview camera and the addition of Smart City Brake Support — an automatic emergency braking system designed to prevent rear-end collisions. The system operates at speeds below 19 mph.

Sales of the MX-5 soared when the fourth-generation ND model hit the market in late 2015. Last year’s U.S. sales tally of 11,294 units was the first time Miata sales crested the five-figure mark since 2008, and the trend carried over north of the border, too. This year hasn’t been as kind, however. Sales over the first three months of 2018 show the MX-5 down 41.9 percent compared to the same period last year.

[Images: Mazda]

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  • Fordson Fordson on Apr 10, 2018

    Wow - TTAC perennial favorite the MX5 will feature more power (translation: Mazda will now get power and torque levels out of a 2-liter NA inline four that most other manufacturers have been getting for 20 years), and 10 of the 19 comments are speculating about what colors it will come in. Kinda sad.

    • Rpn453 Rpn453 on Apr 10, 2018

      Honda is the obvious one, and Toyota had that 1.8L screamer in the last Celica; but I'm drawing a blank on the other manufacturers that have had 2.0L NA engines with 180 hp.

  • Eliandi Eliandi on Apr 11, 2018

    I am excited about these changes, but I will keep my 01 BRG with tan interior until Mazda offers a compelling interior/exterior choices. At least offer them as a build-on-demand...I can wait.

  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.