Like the second generation model, the new Miata/MX-5, had to look different from the previous one, yet be recognizable as a Miata/MX-5. It was decided to eliminate the classic 'Coke bottle' fender line and go for the straight through line, and to put a sedan-like almost flat hood on the car, without rising fenders. And the marketers wanted more room here and there. That's the bad news.
The good news is that the new car looks pleasant in a bland sort of way, with rather ordinary headlamps and plain nose, and the almost plain sides. The back end is recognizable as an MX-5. Maybe too big a committee was involved in the design, which was basically Japanese with some input from Germany and some from the USA.
The engineers decided the car needed to be light, and so spent a lot of time and money taking weight out of the car, although they did put quite a bit of it back in. Upgrading the engines from 1.6/1.8 liters to 1.8/2.0 liters gave more power without extra weight because the new engines have aluminum blocks, whereas the old ones were a bit old fashioned with iron cylinder blocks.
Power up to 160 bhp
The new engines deliver more power than the the previous models, although the 1.8 is not such a sporty engine as the old 1.8, developing 126 bhp at 6,500 rpm as it is aimed at the less sporty types. Maximum torque is 123 lb ft (167 Nm) at 4,500 rpm. To give it more power and torque, the 2.0 liter unit has a variable length intake manifold, and the valve timing of the inlet valves is variable as well – just the opening point of the valves that is . Peak power is 160 bhp at 6,700 rpm, and torque reaches 138 lb ft (188 Nm) at 5,000 rpm.
Improved six-speed box
There is the familiar five-speed box on the 1.8 liter, which works well, and the gate of the six-speed box has been changed so that reverse has its own leg of the gate, to improve shifts. As before, the gearbox is connected to the rear axle housing by a tunnel, but this is now aluminum.
Aluminum panels and new welding process
To cut the weight of the slightly large body – an inch longer and two inches wider – most of the body is made from high-strength steel, but to reduce weight further, the hood and trunk lid outer panels are aluminum. Mazda has developed a cunning welding technique which allows aluminum to be welded to steel – no one has been able to do this before - and the hinges of the hood and trunk lid are steel. We shall hear a lot about this on other models in the future.
The process involves the use of zinc-coated steel and a welding tool which spins at high speed. The friction created by the tool melts the surfaces of the two metals. The zinc coat prevents the creation of an oxidized surface which would reduce the quality of the weld. Of course, this is not as fast as spot welding, but it works.
Diet prevents the MX-5/Miata being overweight!
More weight is reduced with the use of aluminum front wishbones and rear hub carriers. The front anti-roll bar is also hollow. Then, weight has been added - some went into extra safety, and others into extra features. Side air bags have been added, there are now rather heavy and fat screen pillars, and a rear bulkhead increases weight by a massive 28 lb (12.8 kg). Mazda talks about the car have gone on a successful diet, but here it looks more like a binge after the diet was over!
One of the unlikely features on a small car is electrically heated seats, which will not be fitted in all markets of course.
Overall, though you get a more refined car which is not overweight. Curb (kerb) weight is 2,380 lb (1,080 kg) for the 1.8 - and 2,410 lb (1,095 kg) for the 2.0 liter. Good.
There has been a little repackaging to maintain the 50:50 weight distribution of the original car. This involved moving the engine back by 5 inches. But then the battery was moved from the boot to a higher position in front of the engine, which seems odd. Maybe that was more to do with luggage space, which is quite good.
Anti-dive and anti-squat wishbone suspension
Both the tracks have been increased slightly, as has the wheelbase, while the new body is 47% stiffer than the old one, and the center of gravity is slightly lower.
The suspension certainly looks good. It retains the double wishbone front suspension, but with anti-dive built in to reduce pitching under braking. At the rear, the double wishbones have been replaced by a five-link system – effectively giving double wishbone geometry with the addition of the extra link each side to control toe-in and keep the wheels parallel to each other during cornering. The geometry has been designed to reduce squat on acceleration, which improves the overall ride when the going gets tough.
Mazda says that following extensive suspension development, the new car is 15 seconds quicker round the Nurburgring Nordschleife circuit in Germany than the old one. Still 15 seconds is a good improvement, and this was evident in the improved ride over poor surfaces.
Some of the gain in lap times comes from the extra power, which pushes the 2.0 liter Sport to 60 mph in about 7.7 seconds, 0.5 seconds faster than the old 1.8 liter car. Top speed is put at 130 mph.
The interior is simple and efficient, with black and aluminum for trim, while the new hood looks good, and stows very neatly.
