2016 Mazda MX-5
The MX-5 (Miata) inspires blind fanaticism. It is a Cult Classic, a People's Hero. It is beloved.
But not by me. I neither love it nor hate it. I'm neutral whenever the subject of MX-5 comes up in car conversation (as it always does). It's no hero of mine.
Or rather, it never used to be.
Walkaround
This is the fourth generation of the MX-5. Mazda fanatics will refer to the various generations with "N" codes: NC or NBA or something. Don't bother. Just know this 2016 model is the fourth one. People really love the first and second one, less so the third which by MX-5 standards was "too big and heavy" even though it sure as hell didn't feel big with the top of my skull digging into its roof.
The new MX-5 is shorter even than the first generation car. And it's nearly as light at just 1,058 kg. This is a miracle of biblical proportion, a feat of engineering akin to the Wright Brothers' flying contraption; it is a cure for all that ails the modern sports car. (And I'm only exaggerating this slightly.)
Interior
Sweet lady headroom, my skull doesn't hit the roof! It may be smaller, but the new MX-5 is big (relatively) inside. The seats recline a little more than before, and the metal bar that used to dent my head has been moved forward, out of harm's way. The steering wheel isn't adjustable for reach though, only tilt.
Fully kitted in Fauxrrari trim — metallic red paint and a khaki leather interior — the little Mazda might just fool passers into thinking you're driving a piece of Italian exotica. The shape of the air vents, the lines of the dash, the three central rotary knobs — it's all direct from the Ferrari style book. Of course, lesser trims are somewhat more drab.
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Technology
Nope. Just good old fashioned mechanical engineering here: the driver sits 20 millimetres lower, there are better viewing angles out the front window, LED headlights to save room, a lighter six-speed manual transmission, and a lighter flywheel.
The engine is a pure, naturally aspirated 2.0-litre, four-cylinder unit. It makes 155 horsepower and 148 lb-ft of torque. Yes, that's less hp than the outgoing model, but as Mazda's engineers never fail to point out, there's more "area under the curve." In the real world that means more usable power, more of the time.
Also, bravo to Mazda for ditching the plastic engine cover for a proper aluminium piece. No reason, other than it's nicer to look at. Mazda knows MX-5 owners are the sort of people who look at engines for fun.
Performance
All it took was two hours carving canyons around Los Angeles.
Settling into the MX-5 cabin, you sit shockingly low. Press the starter button, and the sound is nothing to brag about. It's piped into the cockpit, but not through the speakers.
Out the front window you look down the nose, between the swoop of the wheel arches.
You wear the car like a spandex onesie, but it doesn't chafe.
Driving out of LA, the MX-5 already feels alive — for lack of a better adjective. Every little motion is telegraphed through the seat and steering wheel. The steering is ultra light, and responds immediately. The brakes are a little mushy, but we found out later that the optional Brembo kit fixes that.
In the canyons you want to keep up momentum, rolling the car from corner to corner. You can push the MX-5 right to its limits with confidence. Partly because you're low enough that it feels safe. Unlike, say, a Porsche 911 on the same road. The grip from the narrow wheels are matched to the modest power output. Although, ideally, I'd like a bit more power and torque. Another 50-75 ponies would do it. Just enough to push the car barely into "overpowered" territory.
The suspension is beautifully judged. Soft enough to soak up bumps and let the car roll a bit. Only lightweight cars have this kind of chassis control. You can't fake this.
Complaints: Um, there's no glove box. So… yup.
Value
You should buy an MX-5 over a Porsche Boxster. Seriously. The Mazda is just more fun, more of the time.
That said, the new MX-5 is pricier than the outgoing model. It used to start at $29,000 in Canada, but now it's up to $31,900 for the base model. You do get standard air-conditioning for 2016, which helps. The Fauxrarri MX-5 GT is $39,200.
Still, it's sad to see the MX-5's price climbing so high. (The Scion FR-S is way cheaper, at $27,745, although it's not as good.)
Conclusion
Other car companies should learn from the little MX-5.
The press has already heaped universal praise upon it. It's fun, and pretty, and affordable. Why is that such a hard trifecta to hit? We don't know, but it is. Best of all, the MX-5 is enjoyable at any speed, unlike so many super fast German sports cars.
The 2016 MX-5 is an instant classic. I am a convert. And you will be too, once you drive it.
Autofocus.ca is a Canadian automotive website dedicated to making car shopping easier and driving more fun. Follow Autofocus on Facebook and Twitter.
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