What the new Mazda MX-5 (Miata) has not got is what gives it everything it has got. If that oxymoron troubles you, then the MX-5 comes without the electronics that hold your hand and emasculates the driver, reducing him closer to passenger level. Why, one asks, would anyone want to be told when the car in front is too close — are you asleep or what?
Ah! Silly question.
What this new Mazda has got is a feel that is definitely that of a hands-on rugged little sports car.
Quiet? No. Smooth ride? No. Sensitive and caring power steering? No. It sounds, feels and handles in a way that engenders atavistic memories of times when medieval British sports cars were used at weekends for hill-climbs or motocross, and on weekdays to take the damp Labrador to the vet. This one, however, comes with an accessory those fine vehicles never achieved — comfort.
This has all the light and agile characteristics of British roadsters of the 60s — the buzzy engine, go-kart-like handling, a quick-drop top, and trim and classic proportions. What it also has is reliability — no more grimy fingers at the roadside. Many years ago the axiom that “pilots fly by the seat of their pants” was tested by simply anaesthetising that overused portion of their anatomy. Pilots flew less well as the brain did not receive information on g-forces from that previously unconsidered area of their body.
Driving the Mazda at anywhere near its design limits rather proves the point. Close to the road, 120kph seems twice the speed. Sports suspension’s feedback and ongoing communication from the road surface through the very responsive steering quickly seduces you into feeling you are driving something special. It is huge fun, as the experience is nearer to proper driving than computer-aided insulated locomotion.
Although launched 20 years ago, the Miata was completely redesigned two years ago for more comfort and performance without losing any of its elemental appeal. Last year, Mazda introduced the power-retractable hardtop (PRHT) version. The Miata PRHT offers the — if rather cramped — comfort of a coupe when the top is up, or the full-on roadster experience when down. Anyone six feet or over may have their head scraping the roof even with the new seat height adjustment. Incredibly, the folding roof version weighs just 30 kilos more than the easy to pull up soft-top.
Precise steering and handling, the MX-5 keeps maintains Mazda’s reputation for producing a vehicle that goes where it is aimed and adheres to the road like paint. This comes largely from the 50/50 weight distribution, precise rack and pinion steering, and sport suspension. It is also remarkably economical to operate, giving better than 12km per liter cruising.
The test model — top of the range with stability control and a six forward speed manual box — had a retractable roof. Ten to 12 seconds or so after unlocking it and pressing the button — voilà! Drop top.
The 17-inch alloy wheels, a strut tower brace, cruise control, keyless entry, seven speaker Bose audio with a CD changer and steering wheel-mounted audio controls add the refinement of a GT car. Leather-upholstered and heated seats and silver interior accents finish off the effect.
And, bless their tatami zoris. Those awfully nice people at Mazda have added a real oil pressure gauge — not the awful “contact-your-dealer-and-subprime-mortgage-advisor” light that informs you that you have just broken your engine. A nice retro touch.
Available on Touring and Grand Touring trims, the suspension package has a sport-tuned suspension (with Bilstein dampers) and a limited-slip differential.
The Grand Touring version has two premium packages. Number one (not available with the automatic transmission) adds stability control, limited-slip differential, advanced keyless entry and xenon-HID headlights. Number two — ditto minus the limited-slip differential.
All Miatas come with a 2.0-liter, four-cylinder engine that delivers 166 horsepower (158 with the automatic transmission) and 140 pound-feet of torque at 5000 rpm to the rear wheels. The engine has dual overhead camshafts and variable valve timing. Manual gear change is clean — it has to be, because you have to play the close ratios of the gearbox fast and frequently to maximize its usefulness.
After a short time, one becomes re-accustomed to changing on engine note, not the rev-counter and the arcane arts of throttle blipping and feathering a downshift resurface to delight the driver. If you have never done that, learn!
A six-speed automatic with paddle-shift is optional on all but the SV and the Sport PRHT models for those who insist.
Acceleration is sufficiently quick for daily driving — around 7.5 seconds to the 100kph mark. However the Miata stops very quickly with its antilock disc brakes. The real fun though is in the very precise and predictable steering and super-sticky road holding.
Sneering SUV drivers who attempt to bully the MX-5 off corners end up wondering just how much replacing two kerb-damaged alloy wheels will cost them after they try to out-corner the little Mazda. Deeply, deeply satisfying!
Even though it’s larger than earlier iterations the current Miata’s cockpit remains snug. It is comfortable enough for two on a daily commute and the well-designed 5.3 cubic-foot trunk can hold a week’s groceries. As a daily car, the PRHT drop top offers greater security and makes the ride quieter and is probably a wise investment.
Altogether the MX-5 is a delight to drive, and requires that you revive some of the darker arts of driving from lost times. Do that and enjoy yourself.
