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When Mazda announced that the 2019 Mazda MX-5 Miata was getting a serious increase in power, I was both excited and nervous. I was excited because more power is always exciting, and it was no insubstantial increase. At 181 horsepower, it's the most powerful production Miata ever offered, beating out turbocharged Mazdaspeed Miata's 178 horsepower. Plus it has more revs to play with.
But what had me worried was whether this power would mess up the friendly, playful character of the Miata. The 155-horsepower 2.0-liter engine is just about perfect, almost universally loved by the Autoblog staff and other reviewers, with good midrange torque and short gearing that always made it feel quick in nearly every rev range. It felt like the right amount of power for the chassis, too. There was just enough to get it loose without working too hard, but it wouldn't spin you around unexpectedly.
I could imagine a couple of ways the new engine could affect that sweet balance, too. A bit too much power could risk some of the Miata's accessibility and predictability. It might become more serious and less fun-loving. I also feared that in pursuit of a higher redline and more horsepower, the low-end of the rev range might become painfully slow. Honda owners know this feeling whenever their VTEC-equipped screamers drop out of the aggressive cam profile, and the Toyota 86 and BRZ suffer from an awful lack of torque right in the mid-range that doesn't recover until nearly redline.
All of this was on my mind when the assembled reviewers were briefed by Mazda engineers about the car. It started out like most presentations, with a brief rundown of the goals of the car and what Mazda has done with the model so far. Then came a chart showing the power curves of the NC, current ND, and the 2019 model, and my fear of a loss of low-end grunt dissipated. The amount of power and torque over engine speed is nearly identical between the old and new ND Miatas right up to around 4,500 rpm. And then from there, the 2019 continues making more power all the way to its 181-horse peak at 7,000 rpm, 500 rpm higher than the previous model's redline. This was a good sign.
Mazda managed to get these gains with no sacrifices through many small upgrades. The throttle body is wider with a slimmer throttle plate, the intake manifold has longer runners and dual paths, and the intake ports are larger. The exhaust valves, ports and header pipes are bigger, and the exhaust cam has a bit more duration and lift. The pistons were redesigned with slimmer skirts for less friction and new tops for better cooling. The rods have stronger, shorter end bolts for less weight, and the crank is stiffer. Finally, the fuel injectors run higher pressure for better fuel atomization.
Mazda also sought greater refinement, adding a dual-mass flywheel to help with transmission noise and vibration, adjusting the electronic throttle to flutter a bit to eliminate vibration from the engine rocking under power, and tweaking the muffler for a smoother sound.
All the presentation slides and engineering talk is fine, but the true test is actually driving the car. Over the course of two days, I drove freeways and mountain roads between San Diego and Pismo Beach, racking up hundreds of miles between a Miata RF Club and soft-top Miata Grand Touring. And what I learned is that I really shouldn't have worried — and heck, with Mazda's nearly 30 year track record of fun Miatas, I really, really shouldn't have worried. The 2019 Miata is basically the current car, but with an extra little layer of icing. And that icing is delicious — almost too delicious.
Let's start with the engine, which manages to feel just like a current Miata when hustling it around town. It's got enough grunt to feel peppy in town, and it isn't so fast that you'll be cursing every speed limit sign you pass. When surface streets give way to a highway on-ramp is the time you'll first notice the extra power and revs — and you'll notice the revs more than the power, since the car is able to hold each gear a little longer to savor the little engine's furious growl for a few moments more. The power, though, is much more subtle. It's not like the hit from a turbocharger or even the cam profile change in some VTEC engine. It basically continues the current Miata's smooth power past the old rev limit of 6,500 to the new one of 7,200. It feels just like the old car, but it just keeps pulling for longer.Then on backroads, the muted bass of the intake and the higher snarl of the exhaust combine with the power to encourage you to keep the engine as close to redline as possible. And it's easy to do so between the car's laser-precise, slick-as-a-light-switch shifter and the engine's willingness to build revs.
Also evident when driving around are the changes intended to make it all more refined, and it comes through in the sound. There's plenty of the old growl, but the whole engine sounds much smoother. It's lost any raspiness and off-pitch notes the old one had. Whether that's a good thing is arguable. I personally liked that the current Miata was a bit uncouth. It was like it was wearing a slightly wrinkled T-shirt, and the new one is wearing a well-ironed collared shirt. Neither is really bad, just different.
What hasn't really changed with the Miata is, well, basically everything else. Chassis-wise, it feels as nimble and stiff as ever. It's light weight lets it quickly change directions without drama, and the somewhat soft suspension results in some body lean, but it also means it can handle uneven back roads without being upset and bumped loose. The chassis is constantly letting you know which end of the car is getting a little loose, and nothing happens overly quickly, so you have plenty of time to correct with throttle and steering inputs. The steering is delicate and light, which fits the personality of the car perfectly, but its feedback and precision fall a bit short of the 86 and BRZ.
Related to all this are some interesting differences and lack of differences between the two cars I drove, an RF Club with the BBS and Brembo package, and a soft top Grand Touring. The Club is definitely a bit more stiff, though still exhibiting lean on corners. I also can't recommend the BBS and Brembo package. The wheels certainly are sharp, but the Brembo brakes didn't feel particularly stronger than the standard units. Save your money and buy some upgraded pads and the wheels of your choice. In general, the brakes on both cars could be firmer. Also noticeable between the two cars was the RF's extra weight. For reference, the RF is a bit over 100 pounds heavier than the 2,339-pound manual soft top.Going around corners, you could feel the whole car pushing wider.
The tradeoff to the Miata's charming engine and handling is that it's not ideal for long highway jaunts or especially bumpy city streets. First off, it's not quiet. Wind, road and tire noises are omnipresent, regardless of whether you're in the RF or a soft top. The difference is between low roar and medium roar. Also, while the Miata has relatively soft suspension, it's still small, light, and doesn't have that much suspension travel, so you'll still be bounding up and down a fair bit over bigger bumps.
Inside, nothing has changed either except the inclusion of a telescoping steering wheel. As Mazda representatives explained, it was its own major engineering project to keep weight down; the new unit only weighs another half pound. It's sure to make getting comfortable easier for most people, though another inch outward would have been nice for my preferences. Still, the driving position is quite comfortable and low. The Recaros are the same, which is sure to please Associate Editor Reese Counts. While they do offer good support, those of larger build, such as myself, may prefer the less bolstered stock seats. The interior is also still attractive, and the controls are a breeze to use. The plastics are cheap and hard, but that's not something you'll be too worried about. The cupholders are still subpar, and the passenger side is still tight.
There are a handful of other small changes to the Miata. The most notable is the GT-S, which finally lets buyers have all the comfort features of the GT along with the Club trim's stiffer suspension and limited-slip differential. Pricing has also gone up a few hundred dollars for the RF models, and pricing for the soft top is coming soon.
The important takeaway: Even with the extra power and tweaks for refinement, Mazda hasn't ruined the Miata formula in the least. It's the same light, playful little car that's stolen our hearts for years, made just a little sweeter.
If you've read our recent review of the updated 2019 Mazda MX-5 Miata, you likely remember a lyrical tale of belting through the twisting roads of the Angeles National Forrest with the sound of a redesigned 181-horsepower SkyActiv engine providing a glorious soundtrack for a glorious day. Unfortunately, our day driving the Miata wasn't quite as perfect we made it out to be. Approximately 10 turns into the Angeles Crest, well beyond the point where cell phones lose their reception, we hit a rock on the apex of a blind corner. The air in our tire immediately departed and as we learned the hard way, the Miata doesn't have a spare.
This isn't surprising, as nearly one-third of all new cars have ditched the spare tire in exchange for weight reduction and increased fuel economy. Of course, this meant we had to rely on a can of fix-a-flat and a portable air compressor. We'll give you three guesses on how that worked out. We ended up having to hobble the car to a local ranger station where we called Mazda to come to our aid. This is when we learned that the company had secretly removed even more weight from the car. Those geniuses over at Mazda never stop obsessing over the smallest details.
We were finally rescued with a brand new BBS wheel to fit our Club car, but changing the tire wasn't as simple as we had anticipated. In a bid to further reduce weight, Mazda has quietly switched from a 21-mm bolt to a 17-mm one. Our rescuers had to quickly run over to the hardware store to get a new socket, then we were on our way. It may be a minor change with a minimal effect on overall weight, but it just proves how devoted Mazda is to keep the Miata as one of the lightest sports cars on sale today.
In August 2017, Mazda announced that it will be offering factory quality restoration work for the original, NA body Mazda MX-5 Miata introduced in 1989. The program also included parts support, as Mazda wants to underline how much the original Miata still means to it. The program was launched with exemplary work carried out on a Miata owned by Mazda, but the first customer car has now been finished.
The first car was picked from 600 applications sent to Mazda. Out of all these cars needing factory certified work, the 1992 British Racing Green V-Special owned by retired tomato farmer Keiji Nishimoto was chosen to be the first. The Eunos-badged limited-edition car was bought new by Nishimoto, and he told Mazda the car had been instrumental in creating some wonderful road-trip memories. The V-Special edition came in a British roadster-style color combination: "Neo" green over tan leather, complete with a retro-style Nardi wood wheel. The car also has a front strut bar and a limited-slip differential.
Nishimoto had already been planning to get his car restored, but getting it done by Mazda during the summer was even better. The car was finished in August, and it was officially handed over to its owner in September. To have owned and enjoyed a car for a quarter-century and getting a chance to experience it in as-new condition again must be a fantastic experience. Nishimoto says the car is now good for another 25 years of driving.
For the time being, the TÜV Rheinland certified restoration program is only available for Japanese customers. But since a large percentage of first-generation Miatas are still on the road, and a large percentage of those will need bodywork done in all the usual places, we would happily see Mazda reach out to European and American customers as well.
Mazda is celebrating three decades of the Miata at the Chicago Auto Show, where the car first debuted back in 1989, with the 2019 Mazda MX-5 30th Anniversary Edition. Not with a hardcore racing setup, nor a limited run of hardtop coupe models, or anything wild like that. Just this orange color.
The color is called Racing Orange and bespoke to this special edition, and it’s part of the anniversary package that also includes orange brake calipers (Brembo in the front, Nissin in the back), orange-accented Recaro seats, dashboard, shifter, and door trims, 17-inch Rays aluminum wheels, a mechanical limited-slip differential that’s exclusive to cars with a manual transmission, a nine-speaker Bose audio system,Apple CarPlay and Android Auto, and a 30th anniversary badge.
It’ll be available in both soft-top and RF models, and will be limited to just 3,000 cars worldwide, with 500 coming to the U.S. Pricing starts at $34,995 for a soft-top manual, or $37,595 for the RF, with the automatic a $500 option or $400 respectively.
This time around, it took four hours, but there's a difference: in 2014, there only were 100 25th Anniversary cars to pre-order, and for the big 3-0, Mazda allocated 500 U.S. cars. We're expecting the 2,500 rest-of-the-world cars will also sell out rather quickly.
The 25th Anniversary model was Soul Red, but in the lighting seen in the 2014 article it rather reminds us of the "Sunkist" orange of the original NA generation Miata color test car, the orange one out of six one-off special paint cars. This year's model is more clearly orange, a hue Mazda calls "Racing Orange" and says it's inspired by the 1989 Club Racer concept's ... bright yellow. In any case, it's a good match with the ND's swoopy flanks.
There is — we mean, was — a choice of regular Roadster from $34,995 and the folding top RF version from $37,995, and a choice of manual or automatic transmission. It took a refundable $500 deposit to secure one of the 500 cars.
It's somehow fascinating that one of the most interesting developments of Mazda's MX-5 Miata roadster is the one that isn't a roadster at all. Unlike the NC and ND generations with retractable power hardtops, the second-generation NB Miata got a special coupe version with a fixed roof, done in the style of the first-generation coupe concept. We're talking very limited production numbers: just 179 of these NB coupes were made, and they were all Japanese-market models, so it's not often that one comes up for sale. Except now.
Itself even more of a limited-edition car, this sportier Type S version residing in Hong Kong and advertised on Pistonheadsis one of just 63 made. It's right-hand-drive, as both its Japanese market origins and Hong Kong regulations dictate, and out of the available engine variations it comes with the 1840cc unit and a six-speed manual gearbox. What's more, despite its low 30,000 miles, the 2004 fixed-roof Miata is said to be fully overhauled and restored to as-new condition. We can't imagine those coupe-specific parts such as glass and trim are easy to source, so with these extremely rare cars it's probably best to go with the best condition example you can find, if you can find one to begin with. Rust hits all old Miatas at some point.
With that backdrop, the £30,000 ($38,700) asking price doesn't seem all that unreasonable. With the Miata's enormous enthusiast base, there are now aftermarket solutions that imitate the flowing lines of the rare factory coupe, but they do lack the strengthening that Mazda's specialty skunkworks shop put in these — and the body-stiffening roof adds a mere 22 pounds to the car's dainty overall weight. For some lucky Miata hobbyist, this particular red coupe might be the crown jewel of their roadster collection.
It seems like every day you hear news that the manual is dying. Nobody is buying a manual transmission, especially not Hyundai buyers. The take rate on many manual-optional cars is dwindling. But there are a few bright spots in the manual transmission world. The one shining the brightest right now is found in Mazda’s lovely Miata.
Based on the period of sales from July 2018 until April 2019, Mazda told Autoblog that only one in four soft-top Miata buyers opted for an automatic transmission. Admittedly Miata RF buyers, seeking a more Grand Touring experience, were more likely to purchase an automatic, but still (barely) in the minority at 48%.
Personally, I don’t see the appeal of an automatic Miata, as much of the joy is found in the car’s near-perfect notchy gear change. Automatics make a lot of sense for high torque highway haulers, but the Miata’s 181 horsepower engine demands to be flogged up to high revs to extract as much zoom zoom as possible.
It’s unlikely we’ll be “saving the manuals” in mid-sized commuter sedans any time soon, but it’s good to know that the three-pedal crew is still alive and well in two-seat roadster land.
Fifteen years apart—and a surprisingly close matchup.
When the Honda S2000 roadster went out of production in 2009, things looked bleak for the temple of VTEC. The company's top brass had seemingly forgotten that Type R was even a thing, the NSX remake was stuck in production hell, and the Prelude felt like a weird, distant memory. Fast forward a decade and the Civic Type R is besting cars more than ten times its price and the hybrid NSX is a fine supercar, haters be damned. The spirit of the fast Honda is alive and kicking.
Despite this, the automaker still has not released (or given any indication that it's even thinking of working on) a successor to the much-loved S2000. Luckily, it isn't the only small, Japanese roadster to exist. You see, the Mazda MX-5 Miata is still very much a thing, and the recently-updated 2019 model promises the purest open-top experience this side of modern safety regulations.
And to help you get a sense of whether a 15-year-old Honda is a better buy than a new car, Mazda graciously lent me a 2019 Miata to compare against a bone-stock 2004 S2000—which happens to be my personal car. So how do they stack up?
Honda Vs. Mazda On The Daily Grind
The Mazda is the immensely better daily. It has knurled, aluminum-look knobs, automatic headlights, Bose speakers in its headrests, feather-light inputs, and—as of this year—a telescoping steering wheel. Its deliberately large wheel gaps mean it rides way better than a car of its class has any right to. Suddenly, Toronto's post-winter potholes are a complete non-issue. Hell, I've been in cars that seat five, try a little too hard to be "sporty," and as a result aren't nearly as pleasant as the Miata.
The S2000, on the other hand, is a bit more demanding as an everyday commuter. Hopping behind the wheel after an extended stint in the Miata, the Honda's clutch felt shockingly heavy—like a kicking a bowling ball after a lifetime of beach balls heavy. It's the same story, albeit to a lesser degree, with the rest of the S2K's driving inputs. Its ride is predictably less compliant over bumps than that of the Mazda but remains reasonably comfy for what it is.
There's a spartan charm to the Honda's driver-focused cabin. No screens, just like nature intended. The way its HVAC and audio controls are clustered on either side of the steering wheel are an aspirational, supercar-aping touch. But once the novelty wears off, it all feels a bit superficial.
Also, the seats suck. (That hasn't stopped 'em from being annoyingly popular with thieves, though.) Throw in an aged, tinnitus-inducing soft-top and this is a car that doesn't seem to care too much about your general comfort. You'll forgive it for the drive, of course. And the older car does win out on outright space with its marginally airier top-up cabin and more usable trunk; Honda drivers will also be rewarded with a downright legendary shifter (more on that later) but the verdict is clear. For driving to work on cold, sleepy Monday mornings, the Mazda is the machine you want. It's got stitching on its dash, for God's sake.
At The Track
Flogging both of these cars back-to-back around the 1.86-mile road course at Toronto Motorsports Park looking for an objective and measurable verdict is a very enjoyable exercise in splitting hairs. In terms of outright pace, there wasn't much of a gap between the more powerful but heavier Honda and the less-is-more Mazda. Predictably, both cars will concede to even the humblest of modern hot hatches down TMP's front straight before going on to routinely and effortlessly harass Corvettes and BMWs on the slow and technical infield.
The Honda has its famously high redline but as of 2019, the MX-5 Miata's 181-horsepower mill revs up to 7,500 rpm—well within striking distance of my AP2-gen S2000's 8,000 rpm limit and up 700 rpm from last year's model thanks to increased valve spring rates and lighter pistons. But lap times and spec-sheet point-scoring were never what either of these cars were ever about, at least from the factory. To better understand how these two set themselves apart, we need to talk about how they go about their business.
Let's talk about the S2000 shifter. It's well-documented by now that the Honda S2000's manual shift action is one of the most satisfying experiences of modern motoring. It's oily, metallic, and comically short. It feels like a wartime weapon and leaves no ambiguity as to which one of the six cogs is currently hooked up to the rear axle. It's as good as they say, and a clear victor here. Not that the stick in the Mazda is a dud—like much of the rest of the car, the shifter in the Miata feels light, crisp, and toy-like. It's solid but cannot match what Honda's done here. Then again, not many cars can.
Another Honda highlight is its engine and the racket it makes. Above 6,000 rpm, the F22C emits a manic VTEC wail that makes me feel like a child again. Winding it out to 8,000 rpm and rowing through the gears is the sort of experience I find myself thinking about lying in bed at night when the dopamine is running low. Meanwhile, Mazda's revised 2.0-liter still feels and sounds more workmanlike, not as special as the car's looks might suggest.
Where the MX-5 has the older car beat is in its steering. The Mazda's rack is quicker, more direct, and transmits more of the road surface to your hands than the Honda's, which is noticeably number and suffers from a small on-center dead spot. (It's also 15 years old, but well maintained.) Caning the softer-sprung Miata around bends predictably yields a lot more body roll, yet grip doesn't really suffer as a result, and there's an art to the weight transfer in quick curves.
Speaking of, there aren't very many cars that can make the 2,835-pound S2000 feel heavy, but Mazda's roadster pulls it off. The denser-boned Honda has the edge on track charisma, but the lightweight-to-a-fault MX-5 feels just a little more fleet of foot. Forgiving, too—it has modern traction control. Call me a coward, but there's pleasure to be had in wantonly burying your right foot into the gas pedal on corner-exit, knowing it won't result in any unfortunate phone calls to Mazda's PR office.
Verdict
Make no mistake, both of these cars are supremely good toys. A spirited drive with the top down in either of 'em is the sort of experience that's liable to convert your scrapbooking, Camry-driving, middle-aged aunt into an r/cars-browsing car nut. For a no-holds-barred lap of the track, I'd take the Honda and its godly engine, Heckler & Koch shifter, and no-F's-given attitude. It's a theatrical driving machine that I'll be indulging in for years to come.
But in terms of sheer enjoyment on both road and track, the 2019 Mazda MX-5 Miata's superior steering, cotton-weight inputs, and modern amenities put it awfully, admirably close to the 15-year-old Honda. For a car that has to put up with 2019 safety and emissions standards, it's a remarkable engineering achievement. If you're looking for a second car that'll only be driven on warm, dry days, it's worth your time to look into a used Honda S2000. If finances and storage constraints dictate that one vehicle must do it all, spring for the new Mazda Miata with its heated seats, Bluetooth, and, y'know, a warranty. Plus, new cars just smell better, don't they?
Mazda launched its factory restoration program for the first-generation Miata back in 2017. It's a great way to get your two-seat sports car restored to factory quality—if you live in Japan, that is. People living anywhere else have been left out in the cold—until now. While you still aren't able to send your Miata back to the factory for a full restoration, you'll soon be able to buy a whole bunch of NA Miata factory parts from Mazda.
Mazda USA announced today it will be making over 1100 new and legacy parts available in America, all manufactured in Japan using modern engineering and new materials. The company says it consulted Miata specialty shops to understand which parts were needed most, and chose which to include from there.
Among the parts are a redesigned fabric soft top that uses that same rear screen material as the original, engine internals, differentials, clutches, brake parts, gaskets, hoses, brackets, side window rollers, and everything in between. Mazda has even contracted Enkei Wheels to reproduce aluminum wheels that look like the original "daisy" design, but thanks to modern production methods, will be stronger and retain their finish for longer.
The full list of available factory genuine parts for the NA Miata can be found here. For info on how to go about purchasing what you need for your own restoration, Mazda says to contact your local dealer.
Like Jeep’s Wrangler, Mazda’s MX-5 Miata is a vehicle both beloved by purists and under threat from changing norms. Little has changed about the model since its inception, and redesigns — especially the last one — are the product of untold levels of scrutiny, calculation, and deliberation.
It’s a vehicle with an inherent purity. Weight, power, and balance are all arrived at after months and years of careful planning, and any upset to the recipe carries with it the danger of alienating owners and intenders alike. And this is why high-level talk of electrification for the ND’s successor is bound to raise eyebrows.
According to Britain’s Autocar, Mazda bigwigs are considering adding a new ingredient to the Miata mixture: an electric motor, either part of a hybrid drivetrain, or the sole motivator of the vehicle.
The fourth-generation MX-5 kicked off production in 2015, meaning it’s come time for Mazda brass to start thinking of a follow-up. Careful consideration (and engineering) went into the ND in order to ensure the roadster was still a plucky, easy-to-live-with car with attractive sporting attributes. Keeping weight down sits at the top of an MX-5 designer’s to-do list.
And that hasn’t changed.
“The lightweighting and compact size are essential elements of MX-5, so even if we apply electrification, we have to make sure it really helps to achieve the lightweighting of the vehicle,” said Mazda R&D head Ichiro Hirose
Electric motors are compact and powerful, capable of delivering maximum torque from rest, but to keep up the momentum they require hefty battery packs. Should Mazda go the hybrid route, an electric motor and associated (albeit smaller) battery pack will still add weight to the vehicle. Hardly ideal. Currently, a stock MX-5 tips the scales at about 2,345 pounds, with motivation provided by a 2.0-liter four-cylinder making 181 horsepower and 151 lb-ft of torque.
But why go this route, or even think about going this route at all? Blame a shifting landscape.
The preference of people who enjoy driving sports cars might be changing, so we need to think about what direction society is going,” said Mazda’s design chief, Ikuo Maedahe. “We want to look at the best powertrain to keep the vehicle lightweight, but because of the diversifying requirements and preference, we need to explore various options.
He added, “I don’t have the answer now but we need to make a vehicle that people can own without worrying that they are not being eco-friendly.”
That comment isn’t a confirmation that the next-gen MX-5 will adopt an electrified powertrain, but it’s a strong hint that Mazda plans to go that route. A successor to the current MX-5 isn’t expected to appear until possibly 2022, but the jury’s out on whether the automaker will offer updates to the existing product, or go in a new direction. Being that it’s not a huge source of volume, Mazda has the luxury of taking its time.
MX-5 sales reached a post-recession high in the U.S. in 2017, with some 11,294 of the little things finding new buyers — nearly double the volume its NC predecessor saw earlier in the decade. Since that high point, demand has fallen off. Some 8,971 MX-5s left the lot last year, and the first 10 months of 2019 saw the model fall 14.6 percent.
Mazda announced a refresh for the MX-5 Miata sports car today for European markets, outlining new trim levels and standard safety equipment. The car hasn't changed much, save for one thing: the inclusion of the company's i-ELOOP and i-stop kinetic recovery and stop-start systems, which will now be standard on all European MX-5 models.
Mazda's i-ELOOP tech has been around for awhile, but this is the first time we're seeing it included in the MX-5. It works by converting the car's kinetic energy into electricity as it decelerates, rather than lose it to heat as the car uses its brakes to come to a stop. It then stores that energy in a dedicated capacitor, which in turn powers the car's electronic systems. Mazda has a great video explaining the entire process:
This system means the engine-driven alternator doesn't have to work as hard to power the car's electronics, which Mazda claims can result in a five-percent improvement in efficiency. And in case you were wondering, no, this doesn't mean the Miata is now a hybrid. The system only helps power the car's electronics—it doesn't assist with propulsion.
Mazda hasn't specified how much weight its i-ELOOP system adds to the Miata, or how it'll affect drivability or the car's fun factor. But knowing them, we're sure the car will be just as enjoyable, even with the system in place.
We've reached out to Mazda to see if it has any plans to bring the i-ELOOP system-equipped Miata to the U.S., and will update this post if we hear back.
Back in 1989, Mazda launched a new luxury brand called Eunos exclusively for the Japanese market. You'd be forgiven for forgetting all about Mazda's Eunos luxury brand, however, because it was discontinued way back in 1996. But now, the Eunos nameplate lives on in this new limited-edition Mazda MX-5 Miata.
However, there's a catch: it isn't being sold in the US. Dubbed the Mazda MX-5 Eunos Edition, the limited-edition roadster is only available in France. No, we're not sure why a limited-edition MX-5 that pays tribute to a historic Japanese-exclusive model is only available in the French market either.
Specifically, the Eunos Edition is a tribute to the Mazda Eunos S Limited launched in 1992, which was distinguished by its black exterior color, red leather, and exclusive rims. As a homage to the Eunos S Limited, the Eunos Edition's exterior is finished in a unique Jet Black color complemented with a red leather interior and exclusive 16-inch forged wheels. Numbered badges on the front fenders, dashboard and key fob also highlight the Eunos Edition's exclusivity.
No modifications have been made under the hood, however. Like the regular MX-5 Miata, power is provided by a Skyactiv-G four-cylinder engine paired with either a six-speed manual or a six-speed automatic transmission.
Since this is the European version, the Eunos Edition is equipped with the smaller Skyactiv-G 1.5 four-cylinder engine that sends 130 horsepower to the rear wheels to comply with stricter emissions regulations. The US version uses a 2.0-liter version with 181 horsepower and 151 lb-ft of torque. Other available equipment includes Mazda's i-Activsense safety systems and a Bose nine-speaker audio system.
Production of the Maxda MX-5 Eunos Edition is limited to only 110 examples in the French market. The limited-edition roadster will arrive in dealerships this March with a starting price of €34,600 - that's around $39,129, which makes it around $13,000 more expensive than the standard MX-5 Miata. It's also around $5,000 more expensive than the range-topping Grand Touring model.
2020 may have gotten off to perhaps the worst start of any year in living memory, but despite packing its schedule as chock full of awful events as it could, there's still room for one or two positive dates in the diary. Milestones like the one we passed on January 30th, when one of motoring's greatest marques celebrated its centenary.
Yes, it has now been over 100 years since Jujiro Matsuda, who had travelled to Osaka to become an apprentice blacksmith, returned to his hometown of Hiroshima and opened his own foundry. The following 40 years were spent not in the production of cars, but first machinery and, eventually, trucks. In 1960, however, everything changed, with the debut of his first production car: the Mazda R360.
To mark such a momentous anniversary, Mazda has done what it does best, and launched a special-edition MX-5 - what else? Originally intended to be shown at last month's abandoned Geneva show, the car in question - creatively dubbed the '100th Anniversary Special Edition' - takes its cues from that R360, with several features paying homage to its design.
Foremost amongst these are Snowflake White Pearlescent paint, a contrasting burgundy interior and a Dark Cherry fabric roof. A unique 100th Anniversary badge has also been created; an amalgamation of the current Mazda logo and that of Matsuda's original Toyo Kogyo company, the design of which was said to reflect its founder's desire to contribute to the world through engineering and determination to constantly strive forwards. It can be found throughout the car, most notably embossed into the headrests, stamped on the centre caps of the wheels and printed on the key fob.
The 100th Anniversary Special Edition doesn't end with the MX-5, however. In Japan it's set to extend right through the range to include the Mazda 2, 3, 6, CX-3, CX-30, CX-5, CX-8, MX-5 and MX-5 RF. Closer to home, meanwhile, buyers will only get a shot at 100 examples each of the MX-5 (RF not included), CX-30 and 3, all of which are set to go on sale later this year. A decision on whether or not to bring Anniversary editions of the Mazda 6 and CX-5 to UK shores will be made at a later date.
UK pricing and specification is also left for another time, although we wouldn't bet against the cars being reasonably well equipped. Commenting on the 100th Anniversary Special Editions, Mazda UK Managing Director, Jeremy Thomson, said: "Mazda Corporation has created these special models as a token of appreciation for the customers who have supported Mazda through the years ... UK buyers have always loved special edition MX-5s so I'm sure that with its distinctive cherry roof and burgundy interior, the 100th Anniversary Special Edition Convertible will be very popular, while the first opportunity to have distinctive limited-edition versions of our latest cars: the Mazda3 and Mazda CX-30 is equally exciting."
The 2021 Mazda MX-5 range has been enhanced with the launch of the limited edition Sport Venture. Based on the 1.5-litre 132ps Sport Convertible, the £27,615 Sport Venture features a stand-out design that includes free-of-charge Deep Crystal Blue Mica paint matched to a grey fabric hood and silver door mirror trims. Drop the roof and the Sport Venture's Light Stone Nappa leather and silver roll hoop trims further complement the Deep Crystal Blue paint, as do the 16-inch bright alloy wheels.
Across more than three decades on sale, special edition MX-5 models have proved popular with sports car enthusiasts looking for a car with unique details, extra equipment and an added dose of exclusivity. With just 160 examples of the Mazda MX-5 Sport Venture coming to the UK this latest special edition follows that tradition. In fact the Sport Venture name pays homage to the 2014 third-generation Sport Venture, which was also offered in Deep Crystal Blue and featured silver detailing on the mirrors and roll hoop covers. Powered by the 1.8-litre engine it was also offered in Titanium Flash with the 1,219 examples split between the soft top and Roadster Coupe.
Now, the 2021 Mazda MX-5 Sport Venture Convertible goes on sale alongside the £27,705 MX-5 R-Sport Convertible. Launched in 2020, the R-Sport is also powered by the 132ps 1.5-litre and features Polymetal Grey Metallic paint and grey soft-top hood combined with 16-inch RAYS gunmetal alloy wheels. Inside, the R-Sport features burgundy Nappa leather seats with silver stitching, ensuring the interior has the same bespoke feel as the exterior. Both these 1.5-litre special editions offer their own unique alloy wheel, colour and leather combinations, yet as you'd expect for a car so famed for its dynamic abilities, they retain the same award-winning chassis and mechanical set up as the standard 1.5-litre MX-5 Sport.
They sit alongside the standard 10-model 2021 Mazda MX-5 range that features four Convertible models and six RFs. As before the range features SE-L, Sport, Sport Tech and GT Sport Tech trim levels and a choice of 132ps 1.5-litre and 184ps 2.0-litre Skyactiv-G engines. Across, the whole range the MX-5 now features wireless Apple CarPlay as standard, while GT Sport Tech models now feature Light Stone Nappa Leather, replacing the burgundy leather of the 2020 model year car, plus RF GT Sport Tech cars now have a stand-out black roof.
Commenting on the launch of the MX-5 Sport Venture, Jeremy Thomson, Managing Director, Mazda Motors UK, said: "when it comes to driver engagement, the current generation MX-5 has already established itself as a benchmark sports car, and with the 2021 Mazda MX-5, and now the Sport Venture, we continue to offer one of the most exciting and satisfying to drive cars money can buy. The MX-5 is Mazda's brand icon and it embodies all that is great about our products, its fun to drive character has strengthened the bond between Mazda and its customers for over 30 years and the 2021 model continues this unswerving dedication to delivering an affordable world-class sports car, while the Sport Venture continues our long heritage of offering uniquely styled limited edition versions.
And, the ND2 got a small power & redline bump, so that would be the ones to get.
ND2 or a late model NB would be my top choices, followed by a 96 M Edition.
Unfortunately there aren't any f/i setups available for the ND2 yet. I'm sure it'll come though, but that's definitely the one I'd want to go with - they also have a few other upgrades to add in reliability.
The future is electric, and if Mazda wants to exist in the years to come, that means shifting away from internal combustion power. The Japanese brand hasn't been as aggressive in the electric arena as others, but Mazda's recently unveiled electric strategy shows that will soon change. A lingering question for enthusiasts is how this strategy will affect the much-loved MX-5 Miata.
That question still isn't answered definitively, but a recent report from Kuruma-news in Japan sheds a bit of light on the roadster's future. Mazda's electric announcement included a plan to have global electrification by 2030, but that doesn't automatically mean a lineup of purely electric vehicles. Mazda is aiming for an EV portfolio of 25 percent, with the remaining 75 percent being hybrids utilizing a combination of electric and internal combustion power. As such, if the MX-5 lives beyond 2030, per Mazda's own word it will be either a hybrid or an EV.
According to the report, Mazda executives were asked point-blank about this, but the response was predictably cagey. There was confirmation the Miata was in the scope of Mazda's electrification plan, but the nature of the electrification was left open-ended. There are certainly electric roadsters on the streets today, but the Miata's lightweight nature has been its claim to fame. Batteries add weight, so whether the future is hybrid or all-electric, a heavier Miata seems all but inevitable.
If we simply play the odds, a hybrid Miata seems the likely choice versus a dedicated EV. 75 percent of Mazda's 2030 lineup will offer hybrid power, and while a combo powertrain adds weight, it wouldn't be nearly as much as going fully electric. It also leaves Mazda with some wiggle room to thoroughly create a new electric roadster to take the MX-5 further into the future. Then again, with the Miata accounting for such a small portion of Mazda's overall sales, an electric version might be a better fit for the 25 percent group.
Update: Mazda confirmed to Motor1.com that the next MX-5 Miata will be electrified, but the extent is still unknown. Here is the official statement.
"Mazda is seeking to electrify the MX-5 Miata in an effort to have all models feature a form of electrification by 2030. We will work hard to make it a lightweight, affordable, open two-seater sports car in order to meet the needs of customers."
New wheels and tires were arranged, some parts were removed, and the end result is an otherwise stock ND Miata all set to tackle some trails. The car didn't necessarily get a trial by fire—Moab was not on the menu—but it did get seriously tested on Imogene Pass Road in Colorado. The car's owner, Joel Gat, shared some details of the project with us and explained the challenge of taking the little sports car out of its natural habitat.
Let's get the unnecessary justifications out of the way first. Speaking to Grassroots Motorsports, Gat said, "I travel to a lot of mountain events and trailheads, and I prefer to have something fun to drive. What good is a fun Miata for 90 percent of the trip if it won’t take me the last 10 percent of the way, though?" See? It's all pretty simple, really.
Talking with The Drive, Gat explained his modifications to the Miata are, as mentioned, light. "[I] removed the side skirts, cut away [the] fender liner, and a little love with a hammer to clearance some metal on the chassis side of the wheel wells." That's pretty much it. "Oh, and Weathertech floor mats."
The suspension is completely stock. There haven't been any new parts or lifts kits—nothing like that. The new 27-inch Falken tires give a bit more ground clearance as well as offering more grip on the loose trail surface, but those new rollers are the most significant mods.
"I was wishing for AWD in a few spots," Gat said on Facebook, replying to a comment. That's sort of selling the Miata short, though. It did make it up to the Mount Hayden Backcountry Lodge, which is along Richmond Trail, about halfway up Imogene Pass Road outside of Telluride. "Turns out that despite all the Jeepers' complaints, this part of the trail had two really tough obstacles for me, and the rest was just a little finesse," Gat explained.
While you probably wouldn't want to go on something like Black Bear Pass without four-wheel drive, this is—thankfully—lower risk. Considering the suspension is completely unmodified and all it took was some new wheels and tires to get this Miata up a trailhead, it's an impressive achievement. "It's been kinda funny how much attention it got," Gat told us. "My plan was just to drive it as far as it was relatively safe to go." Turns out, that's further than anyone expected.
It looks like there's plenty more on the way for the Miata, too. Gat apparently has some bigger plans for the future, and one comment reads, "Joel, Joel, Joel. I’ve known him for a long, long time. He’s a nut. You should hear the eventual plans for that car... He really wants a set of Fox (shocks) for that car. We’re just waiting for a shipment.”
@SamDoe1 looks like someone's getting ready to take down your Fiat shitbox.
I'm always down for people to join up! It's a ton of fun out there.
That said, the road to the lodge on Imogene pass isn't really that bad. Shit gets real when you leave the tree line and the ledges/steps get MUCH bigger. I went over it in my Trailhawk and that barely did it. Wangler wouldn't care.
07-05-2018, 07:29 PM
And, they're gone.
Please don't spoil what keeps the Miata a blast.
Unfortunately there aren't any f/i setups available for the ND2 yet. I'm sure it'll come though, but that's definitely the one I'd want to go with - they also have a few other upgrades to add in reliability.
