2019 Mazda MX-5 MiataNick Tragianis / Driving The rumour mill is churning out Mazda news the next-gen MX-5 could get electrified, either partially as a hybrid or fully as a battery powered EV, in the near future. Autocar in the UK reports that sources within the brand, including research and development head Ichiro Hirose and brand and design chief Ikuo Maeda, are aware drivers of the sporty little MX-5 are seeking environmentally friendly alternatives. And apparently the brand is willing to play along. “The preference of people who enjoy driving sports cars might be changing, so we need to think about what direction society is going,” Maeda told Autocar. “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. “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.”So, regardless of whether or how the little drop-top sports car is given the “e” prefix, Mazda promises to keep it true to its lightweight motoring roots, reiterating to Autocar that “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.”The latest Mazda Miata MX-5 got a healthy jolt of power, and any electrification is likely to do more of the same. We’re open to the idea, but will certainly be holding Mazda to its word on keeping the car light on its feet.LISTEN: In this week’s episode, we talk about all the electrifying news coming out of the 2019 Los Angeles Auto Show with Postmedia Driving senior writer David Booth, including Ford’s bold Mustang Mach-e SUV. And, of course, we get Booth’s take on Tesla’s Cybertruck. Plugged In is available on Apple Podcasts, Spotify, Stitcher, and Google Podcasts.Is the player not working? Click
Origin: Mazda mulls over making the MX-5 electric
MX-5
The MX-5 is only the beginning of Mazda’s restoration program
HIROSHIMA, Japan When Mazda was developing the first-generation MX-5 Miata, known as the NA, the development team bought classic cars an MGB and a Datsun 240Z as muses for the upcoming sports car. They wanted to drive and test the classics alongside the new car to ensure it captured the same joy as roadsters once did. Speaking with Nobihuro Yamamoto, a lead engineer when the original Miata was in development, I asked him which classics had been brought in to develop the latest, ND MX-5.And with a smile, he replied simply, the NA.The car meant to carry on the legacy of the classics has become a classic itself. Introduced in 1989 for the 1990 model year, the oldest NA Miatas are now 30 years old. A victim of their own fun-to-drive an easy-to-use nature, many of even the best cared-for NAs have succumbed to the perils of age. So, a devoted crew within Mazda felt something needed to be done. So, the Mazda MX-5 restoration program was created to deepen the bond between you and your NA, says the brochure detailing this service. For roughly $58,000 Canadian, a team of craftsmen and experts will go over literally every single part on your MX-5 and make it new again. The level of detail goes down to remaking the soft-top with the exact same grain as the 1989 unit. Sure, aftermarket soft-tops are still available, but theyre not a 100 per cent match of the old pattern the ones Mazda uses are custom-made and sourced from the U.S. And if that wasnt enough, the original Bridgestone SF-325 tires have long been out of production, but Mazda has gone through the effort of remaking them exactly as they were, with the notable deviation of using a more modern and grippier rubber compound for the tire itself.Mazda is also very selective about the cars theyll restore and the people who own them. The program had 54 applicants and those were whittled down to a waiting list of 15 cars. Cars can be rejected for being too rusty or being in an advanced state of disrepair. But more importantly than the car itself, Mazda is looking for owners who are good ambassadors for the brand they want people that have a strong bond with their car, and not necessarily just someone with a lot of money to spend. The first restored car went to a famous Japanese actor who bought his beloved Miata brand-new.Can you buy one? Sadly, the program is limited to Japan right now, but that might change. Mazda wont say anything concrete, but they may expand the restoration efforts to Europe and North America after a while. But what they did say in the meantime, is that theyre currently studying expanding the program to RX-7 models. We want to make that dream happen, Yamamoto said, adding that the potential program is currently being studied for second- and third-generation RX-7s known as the FC and FD, respectively, by the way. Still not excited enough? After the RX-7, the next car Mazda is considering is the Eunos Cosmo from the early 1990s, a three-rotor technological tour-de-force that was never sold outside of Japan. Why? Yamamoto says its important to allow people to keep enjoying (the cars). Before launching the Miata restoration program, Yamamoto travelled to Germany and studied similar programs run by Mercedes-Benz and Porsche. An invitation was extended to Ferrari Classiche, but they declined.But its not just a restoration program. Mazda is backing this up by adding 1,100 parts to their catalogue to support fans doing their own, likely less intensive MX-5 maintenance. And its worth noting that the restoration program is not limited to total restorations of a complete car theyll refurbish your Miatas interior, engine, or exterior, instead of the whole package, if you so choose. As for us Canadians, Mazda Canada is very interested in supplying NA Miata owners in Canada access to these parts, and are currently working on a deal with Mazdas U.S. division thatll allow Canadian dealers to order these parts from any North American distribution centre.On a small test track at Mazdas sizeable Hiroshima facility, I sampled two freshly restored NA Miatas. Gleaming in the late afternoon sun, you can really see how deep these restorations go: Every tiny rubber seal and plastic fitting are perfect and new, and every single part looks flawless. Ive driven many NA Miatas and some were very nice, but nothing was as nice as these. For the first time in my life, I drove a brand-new 1989 Miata. This is a special car, and you cant help but smile. For motivated and devoted owners, this is like pressing a big reset button on their favourite little car. Im jealous, and I cant wait to see where this program
Origin: The MX-5 is only the beginning of Mazda’s restoration program
Car Review: 2019 Mazda MX-5 Miata
2019 Mazda MX-5 MiataNick Tragianis / Driving OVERVIEW A plucky and playful roadster that stands the test of time PROSZippy engine, impeccable chassis, power upgrade doesnt ruin the Miatas spirit CONSTight interior, becomes expensive once you start climbing the trim level ladder VALUE FOR MONEYGood WHAT TO CHANGE?Absolutely nothing HOW TO SPEC IT?GS-P with Sport Package As far as budget-friendly sports cars go, its tough to beat the Mazda MX-5 Miata especially in its current flavour. Where the previous MX-5, known as the NC in Miata-speak, was larger and slightly pudgier than its predecessors, the current-generation ND is a return to form. Smaller, sure, but also lighter. More technology, sure, but still pure. Less powerful, sure, but still incredibly zippy.Wait. Scratch that last one. When the ND first launched in North America for 2016, there was a glaring horsepower difference between itself and its predecessor. The new engine, a normally aspirated 2.0-litre SkyActiv four-cylinder, pumped out 155 horsepower and 148 lb.-ft. of torque. Sure, it had a bit of extra torque, but ultimately, it fell short to the NCs 167 horses. Of course, this is all like trying to figure out which of The Three Stooges was the smartest, but that aint happening because the Miata was never about horsepower. Although a V6-powered Toyota Sienna could dust you at a stoplight, the Miata could do plenty with 155, without ever feeling sluggish. But apparently, Mazda didnt feel this way. Apparently, Mazda felt the Miata needed more horsepower. So, here we are in 2019 the 2.0L four-cylinder remains, but it now pumps out 181 horsepower a very healthy bump of 26 ponies. Its actually quite clever, the way Mazda found this extra power: Lighter pistons and connecting rods, plus revisions to the intake, crankshaft, flywheel, fuel injectors and exhaust, to name just a handful of the tweaks and all without resorting to any sort of forced induction. Admittedly, torque doesnt change much; you now have 151 lb.-ft. at your disposal, versus 148 in the few years prior.Mazdas stubborn nerdiness is admirable, really. It couldve taken the easy way out by slapping a turbocharger onto the 2.0L engine, or shoehorning the boosted 2.5 from the CX-5, CX-9, Mazda6, etc., into the Miatas engine bay. But no, Mazda just had to add more power without losing any of the magic that makes the Miata so special, and most importantly, without diluting the car in the process. This last bit is key the Fiat 124 is, for all intents and purposes, a turbocharged Miata. Turbo lag can be fun, but forced induction dulls this car, regardless of the badges it wears.Taken individually, the upgrades dont seem like much, but the overall package is more than the sum of its parts. You legitimately feel the Miatas newfound urgency; you still wont win a stoplight drag race with a V6 Sienna, but 181 horsepower is absolutely perfect for the Miata. Its punchier and pulls harder, particularly through the midrange, and as responsive (and light on its feet) as its ever been. There are a couple of pleasant side-effects, too, aside from the obvious: The redline is now 7,000 rpm, and the exhaust note is a little deeper. Even fuel economy is impressive after about 340 miles (roughly 550 kilometres) of hard driving, the trip computer settled at about 30 mpg, or 7.8 L/100 kilometres. On a tight, serpentine road, the Miata is more of the same, but better. Pulling itself out of corners with ease, the tight steering informs you exactly whats going on beneath the wheels. Get back on the gas too quickly and the tail wags ever so slightly, but its incredibly easy to bring it back into line. The brake pedal is firm, building up your confidence to go faster, brake harder, and steer later. Its reflexes feel like a Hot Wheels toy car, come to life. The six-speed manual shifter is crisp and precise, and smoothly clicks into each gear with oh, yeah. About that.Perhaps as some sort of cruel joke, this particular tester was fitted with a six-speed automatic transmission. An enthusiasts nightmare? Definitely. Sacrilegious? Debatable. In Canada, about 40 per cent of Miata buyers spring for the automatic. Are they onto something? Well, it certainly eliminates one of the more appealing aspects of the Miatas driving experience the manual transmission is no doubt a masterpiece but the automatic is smart, shifting smoothly and invisibly under normal driving, yet its responsive and eager to downshift when driving with gusto, keeping the engine in its sweet spot. The paddle shifters and Sport mode make up for some, but not all, of the lost driving pleasure. And even then, the six-speed automatic only makes the plucky little sports car more accessible, spreading driving joy and Jinba Ittai the horse and rider as one philosophy, as it were to the masses. You just cant argue with that, especially as we teeter on the cusp of electrification and autonomy.Inside, the
Origin: Car Review: 2019 Mazda MX-5 Miata
Nearly-new buying guide: Mazda MX-5 Mk4
The cheapest new MX-5 is the £19,495 1.5 132 SE convertible, but why spend that when you can spear a four-year-old 2.0 SE-L Nav rag-top for £10,995? Why subject yourself to the curse of depreciation when there’s a perfectly good MX-5 down the road on which the leeches have done their worst? Okay, it’s done 53,000 miles and, for all we know, it’s had a couple of owners. It’ll have a few scratches and maybe the brake calipers look a little tired. On the flipside, it’s a Mazda-approved car, which means it’s passed a multi-point inspection and has a 12-month, unlimited-mileage warranty and breakdown cover. The Mk4 MX-5 launched in 2015. Even smaller, almost as light despite having more kit, just as pretty in an edgier way and with a lower centre of gravity, it drew favourable comparison with its Mk1 forebear. Purists preferred the slightly lighter and revvier 129bhp 1.5 over the 158bhp 2.0 but took the 2.0-litre home anyway because it’s usefully quicker. And then there were the trims. Basic SE came with cloth seats and valve radio, SE-L got climate-controlled air-con, DAB radio and a colour touchscreen, while Sport added rain-sensing wipers, rear parking sensors, BOSE sound system and leather. Most buyers plumped for the full-fat 2.0 Sport (see above); better still, the Nav version. Later in 2015, Mazda scratched its special-edition itch with the 2.0 Sport Recaro based on the 2.0 Sport Nav. Limited to 600 cars, it has the aero bodykit, special alloys, an Alcantara-trimmed dash and Recaro chairs. The 1.5 Arctic special, with silver body detailing, followed in 2016 and the 2.0 Z-Sport in 2017. Bear in mind that as the MX-5 Mk 4 ages, condition and originality will trump any special-edition premium. Also in 2017, the hard-roofed RF (for ‘retractable fastback’) arrived. Its removable centre section leaves the rear buttresses intact. It’s more convenient and quieter at a cruise but it’s heavier, more expensive and, to these eyes, not as pretty. In 2018, the argument for buying the 2.0-litre Sport became stronger still when its rev limit rose by 700rpm and power went up to 181bhp, bringing the 0-62mph time down by almost one second to 6.5sec. Meanwhile, across all versions the steering wheel became telescopically adjustable. I recently bought a pre-registered, approved used 2018/68- reg 2.0 184 Sport Nav convertible with 500 miles on the clock. Finished in Machine Grey it cost £21,500, or £4250 less than the new, undiscounted price. I’ve since noticed the radiator is dented and the rear wing shows evidence of a small paint repair – blemishes not disclosed when I bought it. The rear numberplate was delaminating, too, and I had to buy mats for the car. The experience shows that approved used schemes still have a way to go, but as a way of avoiding the leeches, a used MX-5 Mk4 is definitely the way forward. Need to know If it’s going to be your only car, know that motorway journeys are likely to be something of a chore in the convertible. You’ll want the 2.0-litre for those, but whichever engine you choose, be prepared for road noise at a heroic level. If you’re parking it outside and don’t have anywhere for it to find shelter, consider getting a cover for the hood. Sounds daft, but an MX-5 is such a sweet car that you’ll want to do everything to protect it from the worst the elements can throw at it. It helps to keep it more secure, too. Look out for used MX-5s with the optional safety pack that brings rear and blind spot assist, a reversing camera and LED headlights. Blind spot is especially useful on the RF, which has deep buttresses. Our pick: Mazda MX-5 2.0 Sport Nav 184 The uprated 181bhp engine that accompanied the mid-life refresh has more mid-range punch yet still delivers 47mpg with a light foot. You don’t have to work it as hard as the 1.5, sweet though that engine is. Wildcard: Mazda MX-5 1.5 SE Hardly a wild card but a basic 1.5 SE from 2015 feels like the purist’s choice. Light on its feet, keen to rev and stripped of fripperies, it seems closer to the MX-5 ideal. Ones we found 2015 2.0 SEL-L Nav, 52,000 miles, £10,995 2016 1.5 SE, 7000 miles, £13,000 2016 2.0 Sport Recaro, 12,000 miles, £16,000 2018 1.5 Sport Nav, 10 miles,
Origin: Nearly-new buying guide: Mazda MX-5 Mk4
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