MX-5 Miata lighter, more agile
Choose Mazda’s well-equipped base GS roadster if you don’t need the bling
Sometimes, you just have to cast aside all intentions of objectivity. With so many things defined by compromise, it’s downright comforting to know there are still a few holdouts who defiantly embrace their own imperfections.
In the case of the Mazda MX-5 Miata, even the least objective among us has to admit there are drawbacks to living with the iconic little roadster. But they pale by comparison to the unadulterated joy derived from being behind its wheel. In the 27 years since its debut, the MX-5 Miata recently hit the onemillion milestone, making it the world’s most popular sports car. Through four generations, it’s gained refinement without losing the essence behind its popularity.
The newest MX-5 is still undeniably cute, but it’s also a whole lot sexier. The cabin is a simple environment, but with a higher level of refinement. The seating position is now lower, offering more headroom but an excellent, unobstructed view over the resculpted hood.
Although an inch shorter from tip to tail, the MX-5 is now wider, lending incredible stability. The little roadster quickly becomes an extension of the driver; subtle steering inputs are answered with laser-sharp accuracy, the perfect pedal placement encourages an instinctive interplay between hand and footwork, clutch take-up is just right and the short-shifter snicks through all six gears with intuitive ease.
There is a bit of a rattle when the revs drop in third gear — likely due to the extra-light flywheel. The MX-5 rotates beautifully around corners, but its well buttoned-down chassis and limited-slip differential make it easy to rein in.
Two people fit within its tiny cabin, but the MX-5 is like slipping into a car suit — and there’s not much pocket room. There’s space for a gym bag or maybe a small suitcase, and you might find room behind the seats for a briefcase. The cup holders are ludicrous; flimsy and ill-placed behind the occupants.
Wind and road noise are considerable, and the Bilstein shocks deliver a harsher ride over rough pavement than the more supple stock suspension of the base GX model. This is not a practical car, which is unfortunate only for those whose situations just can’t be stretched far enough to warrant owning one.
Mazda keeps it simple for Canadians, offering only three trim levels: the $31,900 GX, the $35,300 GS and $39,200 GT. The only options are between the sixspeed manual or six-speed automatic transmission, and a couple of special $300 paint colours. Base GX models are decently equipped, with air conditioning, push-button start, Bluetooth, keyless entry and LED tail lights.
The sportier GS comes with Bilstein shock absorbers, strut tower bracing and a limited-slip differential, but only with the manual transmission. The topspec GT includes all the features of the GS, and adds heated leather seats, a Bose audio system, automatic climate control and various active safety features. But if you opt for the auto, you lose the extra handling goodies.
It’s a savvy marketing strategy because each model offers up a compelling reason to choose it. Buyers seeking a sweet, reasonably priced open-air cruiser can take home a GX with no extra charge for the automatic transmission, and with all its standard features. Top-spec GT models supply all the comfort expected from a grand-tourer, and manualequipped models offer the extra handling capability to satisfy the enthusiastic driver.
But the mid-range GS is where things get interesting. Bone stock, this car is athletic enough to suit the buyer who’d forgo a little luxury for performance. However, the new $4,400 Sport Package, available only on this model with the manual, adds heated Recaro seats, 17-inch BBS wheels and bright red Brembo brakes; this puts the pricing on par with the top-spec GT.
Is the price tag justified by performance or by the extra level of visible bling? We put the Sport Package-equipped MX-5 back to back against a 2016 GT over Forks of the Credit Road in Caledon, Ont.
Both cars are powered by Mazda’s SKYACTIV 2.0-litre four-cylinder engine, producing 155 horsepower and 148 poundfeet of torque. Doesn’t sound like much, but the Miata has always been more gymnast than drag racer, and it’s now significantly lighter than the previous generation. Aside from the GS’s Brembo brakes, the two cars were technically identical, right down to the paint colour.
The lighter 17-inch BBS wheels are eye-catching, especially with the red calipers behind the split spokes, but we found no discernible difference in braking over an afternoon’s driving. Perhaps a track session would reveal if one had less brake fade.
Inside, the GT’s leather seats are more cushy than the suede Recaros, which offer more bolstering and grip but are surprisingly flat-bottomed and could use more lumbar support for long trips. But they sure are pretty.
If you don’t mind spending $4,400 on extra bling and bragging rights, go for the Sport Package. If luxury and technology are as important as performance, have a look at the GT.
On a budget, but still want performance? Buy the base GX and have a limited-slip differential installed. You don’t have to compromise.