Four Seasons two thousand sixteen Mazda MX-5 Miata Club Wrap-Up
W e`ve reached a crossroads where two decidedly different sports cars are at a standoff over which has the right of way. Will the autonomous system guiding the tech-laden, EV-boosted model engage polite mode and let the visceral, very analog machine proceed very first? Or will this be the last intersection for a car that actually needs a human to turn the wheel and thrust the pedals?
The old-school-flavored, drive-it-yourself rail in question is a lightweight, minimalist ragtop with rear-wheel drive. It has no advanced self-driving gadgetry, and its drivers need not waste their time dialing in fancy electronic chassis and throttle settings. It came, we think, with the correct setup from the Hiroshima factory where it flipped off the line. It`s a car we`ve been thrilled with since the original made its debut in 1989: the Mazda Miata.
When Mazda announced to the world that the all-new fourth-generation MX-5 would be lighter and closer to the original`s character, we knew we wished to perform a long-term evaluation, even more so after we dubbed it a two thousand sixteen All-Star. So we requested a $29,420 MX-5 Club edition to join the Four Seasons fleet. The only Miata trim level that comes with the sport-tuned suspension, the Club also features Bilstein shocks and a limited-slip differential, along with a front air dam, rear lip spoiler and bumper skirt, and side sill extensions. Naturally, we couldn`t fight back adding the Brembo/BBS package to the mix ($Three,400), with the former`s front calipers and rotors and the latter`s 17-inch forged dark aluminum wheels. An advanced keyless system is added on for good measure.
With minus one hundred fifty pounds of lightness added (as Colin Chapman would`ve put it) versus the outgoing third-generation model, our two thousand sixteen Mazda MX-5 Miata remains only adequately quick in a straight line, tho’ to channel Lotus founder Chapman again, it`s quick everywhere else, too. Much like the previous three generations, it yaws at turn-in and then stiffens as the tires hold grip. The tail will predictably help speed you through the corners if you use enough throttle or lift at the right time.
«Alive is how I would describe the Miata`s steering,» road test editor Eric Weiner said. «It just tells you everything you need to know. Paired with slight bod roll, the Miata is never brief on engaging communication.»
Albeit others agreed with Weiner on the steering feel, the car`s overall rail/treating has been described by some on staff as having tons of bod roll.
«I don`t like the amount of it you get when you corner hard,» executive editor Mac Morrison added. «The car is joy to drive regardless, but I would much choose a more aggressive feel.» Our 6-foot-1-inch executive editor also desired a seat height adjustment beyond the progressive fore-aft track that lowers as you budge the seat back. Associate editor Jonathon Klein, at six feet four inches tall, said the car is howling out for a telescopic steering wheel.
Albeit it`s rated at just one hundred fifty five horsepower, there are only Two,312 pounds of car to motivate. And tho’ there were predictable prayers for more power, many announced the MX-5 to be as close to flawless as any sports car on sale. The power it does have is almost flawlessly distributed. This is a car that`s about balance in every sense of the word.
Not remarkably, editors loved driving the Miata Club, especially with the top down on twisty canyon roads during a weekend getaway or on their beloved highway on/off-ramps, adding some spice to an otherwise boring, traffic gasped daily L.A. commute. We drove it back to back along with the latest Volkswagen GTI, another perennial Automobile beloved, at Mazda Raceway Laguna Seca. We also drove it alongside the fresh Fiat one hundred twenty four Spider Abarth on the twisty, empty Highway fifty eight in Central California.
Daily news editor Conner Golden spent some quality time in the MX-5, running it down to San Diego for his grandmother`s 90th bday. «Especially in person, you notice how lil’ the Miata is,» Golden said. «I didn`t pack lightly, carrying along a full-size rolling suitcase, plunged backpack, and strong glaze. Fortunately, the canvas roof occupies a very modest share of real estate, and the relatively snug Four.6 cubic feet of cargo space was just enough to guzzle my luggage flawlessly.»
By far our thickest excursion in the Miata, however, was a cross-country jaunt by yours truly from our SoCal HQ back to our Detroit office, mostly along Interstate 80.
If you`re a duo who likes to take your sports car on longer trips, attempt fitted luggage, which my wifey and I have used to good effect with our individual third-gen Miata. I borrowed the two larger bags for the three-day tour to Motown and had space left for my bike-messenger bag. As many of the car`s miles were brief open-top blasts in and around L.A., the Four Seasons Miata slightly had 9,000 miles on the clock when features editor Rory Jurnecka turned the keys over to me on the west end of Highway 58.
I drove it harshly Two,500 miles during the tour, and with less than three months remaining, the Detroit bureau team added another 7,500 or so. We (reluctantly) returned the car with Nineteen,484 miles on the odometer.
On top of scheduled maintenance, we spent $79.38 on a window chip repair and $595 on a Flyin` Miata Hush-O-Matic, a throaty-sounding active harass that offers no spectacle improvements. Editors in the El Segundo HQ were a bit embarrassed by its volume, while the evidently more boisterous Metro Detroit office loved its manlier note.
One of the last cars available at any price to suggest all the charm and driving pleasure without oil leaks and electrical gremlins of yore.
We heard that some early owners of the fresh Miata were having issues with 2nd and third gear, and indeed one we know received a technical service bulletin for his individual car. The dealer kept his MX-5 a few days to install a revised gearbox. However, we received no TSB and had no issues even after tracking the car twice.
In fact, we had virtually no problems with the Miata. «It`s been a total peach since day one,» reported Weiner just before we turned it in. «It feels as taut as the day we got it, the only blemish being the windshield chip immobile by Safelite, which evidently didn`t take.»
Albeit some junior staffers missed the navigation system and blind-spot warning indicators that come with the top-trim Grand Touring model, others regretted the electronic gizmos that did come with the Miata Club, such as the big center-screen control button in the center console, which is effortless to brush when shifting gears. We want third, not a different radio station.
But that`s kibitzing over one of the last cars available at any price to suggest all the charm and driving pleasure of a puny, well-balanced, rear-drive, two-seat roadster without oil leaks and electrical gremlins of yore and the soul-sucking autonomous electrified gadgetry that`s proliferating today. When we very first took possession of our two thousand sixteen Mazda MX-5 Club, we asked, «Is the Miata always the response?» For us fortunate few, it is indeed the solution to all that.
Pros & Cons
+ Treating and rail
+ Communicative chassis and steering
+ Elementary and effortless to drive prompt
– Equipment limitations among three trim levels
– Center-screen control knob gets in the way of shifting