Pros :
- It looks good.
- It handles like a go-kart.
- It brakes hard even without ABS.
- It is built to last.
- It is cheap for a sports car.
Cons :
- Girly image.
- Shaq won't fit in it.
- Needs more power.
- Spine-shattering ride on potholed streets.
- It's become heavier with age.
Interior :
Press Coverage :
The Mazda Miata was first introduced at the beginning of the 1990s, with a weak 116 hp engine, pop-up headlights and a prayer. It soon became a massive hit thanks to the level of driver involvement the car offers. Engine upgrades and all-round improvements came throughout the decade. The car was heavily altered in 2001, changing over to a sleeker fixed headlight design. Power output from the 1.8L engine was rated at 155 hp due to some miscommunication between Mazda's marketers and engineers, but soon Mazda realised its mistake and revised that figure to 142 hp. The company offered buyers a choice between buying back the car at full price and a service-credit scheme. Needless to say, the incident was a public relations nightmare, but given the virtues of the car even without the extra power, it all worked out fine. The truth is, the Miata is simply the best front-engine roadster out there for the price.
The Mazda Miata comes in three trims - base, LS and Special Edition. The base price is $21,280 and comes standard with a five-speed manual tranny, air conditioning, alloy wheels with 195/50VR15 tires, a CD player, power windows, power mirrors, black cloth interior and black convertible top. The LS trim, which adds 205/45WR16 tires, a Torsen limited-slip differential, Bose audio system, power door locks, cruise control, tan leather upholstery and a tan convertible top, jacks up the price to $24,080. The $25,755 Special Edition trim, which changes frequently, offers a six-speed manual tranny, a six-disc CD changer, aluminum foot pedals, Special Edition badging and floor mats, a leather Nardi steering wheel and aluminum-like interior trim pieces, with exterior colors limited to yellow and silver.
Optional packages for the Miata include a $1,025 Suspension package for the base model which adds a strut-tower brace, Bilstein shocks, Torsen differential, and the wider tires from the LS. Options for the LS include Bilstein shocks for $395, ABS for $550 and a six-speed manual transmission for $650. An automatic transmission runs for $900. Other options for the base and LS trim include an in-dash six-disc CD changer and an alarm system. A detachable hardtop is available for $1,500. A windblocker is also optional.
The 142 hp engine delivers its peak power at a high 7000 rpm, with peak torque of 125 lb-ft available at 5500 rpm. The torque band is fairly broad, but the peak power output is smack dab on the redline. Improvements to the current generation engine include variable valve timing and a compression ratio of 10:1. The chassis has also been stiffened with numerous reinforcements all along the car. In true sports car tradition, all four wheels have double wishbone suspension. And the manual gearbox is one the slickest-shifting in the business. The automatic is best reserved for those who are buying this car for image only. Needless to say, handling is a benchmark for most other manufacturers. The Mazda Miata is not about unskilled straight-line drag racing. It's about skillful twisty track racing. This car is for enthusiasts only, and there are no electronic aids to save you if you get into trouble. If you need such aids, get a BMW Z4 or a Merc SLK.
ModernRacer.com
The Mazda Miata seats two in a cockpit reminiscent of the British roadsters of the 1950s and 1960s. It feels snug to folks over six feet tall, and those who sit tall in the saddle are likely to find the top brushing against their hair. But it's perfect for people of standard or smaller stature. The bucket seats are comfortable and supportive. The mirrors are bigger and more effective than those found in BMW's more expensive Z3. The trunk is tiny, but you can wedge in a couple of golf bags, or enough luggage for a weekend excursion.
The top couldn't work any easier; with just one hand you can drop it into the well behind the seats. A glass rear window complete with an electric defogger is standard, and preferable to the plastic window that would get crinkled when someone forgot to unzip it. A boot covers the folded top for an improved appearance, but isn't necessary. Just make sure you flip the latches down after dropping the top or you'll look like a Miata newcomer. An optional Windblocker is designed to keep cabin turbulence to a minimum when the top is down. You still get wind in your hair, but without having your hair stand straight up.
Like all convertibles, the Miata is a little noisy inside. When the tires pick up sand or small rocks, you hear the debris hit the fender wells. But the exhaust sounds great, and the rest is all part of the traditional sports-car experience. If extended Interstate droning is on the menu, the Miata is far from ideal. Like its British ancestors, the Miata is designed for driving fun, as distinct from mere transportation. The destination is unimportant; getting there is everything. Viewed from this perspective, the Miata is just about perfect.
Throttle response is instantaneous. The exhaust system delivers a spirited tenor bark to go with the engine's increased bite. 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, 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.
Braking performance is excellent, primarily because of the Miata's light weight. 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 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.
Nctd.com
Phantom ponies be damned, this new Miata is still faster. When we last tested one-a 1999 model, the first year of the current design cycle-our best quarter-mile was 16.22 seconds at 84.1 mph. The 2001 managed 16.03 seconds at 85.8 mph, and was also faster to 60 mph by 0.23 second. Credit this to a bump in compression ratio (read: better use premium) and variable valve timing, changes that also pumped peak torque up to 125 lb-ft. Braking distance was also improved, from 136 feet to 121 feet from 60 mph, despite our test car not having the optional ABS. Our testing showed grip to be unchanged, though we were able to pick up 1.2 mph in the slalom, evidence of Mazda stiffening the Miata chassis.
Autoweek.com
History:
1994-2000 Mazda MX-5 Miata
1,893 cc / 128-138 hp / 110-120 lb-ft / 2293-2407 lbs / 0-60 mph 8.0 sec.
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