The Mazda Miata is the contemporary embodiment of the 1950s sports car spirit, minus the irritations that went with the MGs, Triumphs and Austin-Healeys of the day. So you won't need to worry about oil stains on the driveway nor having to spend every weekend wrenching.Throttle response is instantaneous. Acceleration is brisk, and the exhaust note conjures up memories of Watkins Glen and the roots of American sports-car racing. Miatas have won a number of Sports Car Club of America national championships. And the Miata is one of the most entertaining and one of the most reliable cars in SCCA Showroom Stock (unmodified) competition, as I can attest. Compared with the more expensive roadsters, and some of the front-drive compact coupes, the Miata's relatively small 1.8-liter engine does not provide a lot of torque. But it loves to rev, and there's plenty of power to satisfy most enthusiasts.
Last year, Mazda boosted compression to 10:1, and added variable valve timing to increase horsepower to 142 at 7000 rpm (which is the redline) and torque to 125 foot-pounds at 5500. More important, torque swelled throughout the rev range for better flexibility when driving around town.
The exhaust system delivers a spirited tenor bark to go with the engine's increased bite. It's a high-tech echo of the 1950s, and sounds exactly how sports cars are supposed to sound. The Mazda engine isn't as smooth as a Honda's, but its roughness somehow makes the Miata more endearing.
The five-speed manual transmission shifts smoothly, with short throws from gear to gear. Its excellent action is a big part of the fun. You only have to push the clutch in part way to change cogs.
The available six-speed manual tightens up the ratios, allowing the skilled driver to keep the engine revving in the optimal power band. Fifth gear on the six-speed has the same 1:1 ratio as fourth in the five-speed. Both transmissions use an overdrive ratio for the top gear, and achieve identical EPA fuel economy ratings of 23/28 mpg city/highway. The optional four-speed automatic erodes the sports car driving experience considerably and drops fuel economy slightly, to 22/28 city/highway.
Handling is excellent. The Miata reacts to the driver's input like a Formula Ford race car: Lift off the throttle in the middle of a fast corner, and you'll feel the chassis rotate as the nose tucks in tighter. Step on the gas again, and the Miata straightens out as weight is transferred to the rear and the rear tires gain grip. It's perfectly balanced. Unlike most front-wheel-drive sport coupes, the rear-wheel-drive Miata does not mask poor driving technique. By the same token, it rewards the smooth, skilled driver. A good driver will become a better driver in this car.
Last year, Mazda's engineers widened the gusset at the rear of the transmission tunnel, added reinforcements behind the cockpit, and strengthened the side sills, all of which increased the stiffness of the chassis. The changes make the Miata feel more solid and secure. As a result, the Miata now turns in more sharply. Turn the wheel toward a corner and the chassis responds instantly. In fact, the steering is so quick that, until you get used to it, you may find yourself turning in a little too early or a little too much.
The Miata rides like a traditional sports car. It shudders over bumps like an old MG. When you run over ripples in the pavement, you feel them. But like the noise, it's all part of the experience.
If you're a hard-driving enthusiast, opt for the Torsen limited-slip differential ($395), which comes standard on the LS and SE models. Without it, you may spin the inside rear wheel when accelerating hard out of tight corners. On the other hand, if you're buying the Miata simply for its carefree open-air motoring, and won't drive it real hard, then probably won't need to spend the money on the Torsen.
Braking performance is excellent, primarily because of the Miata's light weight (2,387 pounds with the five-speed, 2,447 with the six-speed). Get the 16-inch wheels and you get bigger brake discs, a larger master cylinder, a larger brake booster, and higher friction brake pads; the bigger brakes combine with the meatier 16-inch tires to deliver shorter stopping distances with less fade. Anti-lock brakes ($550) are an option for LS models, and a good idea, because ABS helps the driver to maintain steering control in an emergency stop.
ABS comes with Electronic Brake-force Distribution (EBD), which varies the front-to-rear brake bias according to load. Slam on the brakes, and it transfers more braking force to the front wheels as the weight transfers forward. EBD reduces stopping distances and enhances stability under hard braking.
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