Miata: many flock to fountain of youth
TORONTO STAR FILE PHOTO
The 2006 Miata, renamed MX-5 without "Miata" badge, came substantially redesigned and with more power.
In a distressed world choking on anti-depressants — $11 billion worth are sold annually to keep people artificially happy — the Mazda Miata probably has done more to combat misery than any jagged little pill.
According to its rabid fans, the world’s best-selling sports car is renowned for planting smiles on faces that have not known the joy of unfiltered motoring.
“In the long run, I bet this is a lot cheaper than therapy,” wrote one driver, after working things out with his right foot.
Looking for the fountain of youth? Search no further.
“I bought the car when I was 60, and feel as if I’m 18 every time I pull out of the garage,” read another post.
CONFIGURATION
When it arrived in 1990, enthusiasts recognized it as a facsimile of the 1962 Lotus Elan, a lightweight roadster that was delightful to pilot, but failed as reliable transportation.
Like the Elan, the Miata used a twin-cam 1.6 L four-cylinder, this one taken from the splendid Mazda 323GTX. In naturally aspirated form, the high-revving engine was good for 116 hp — not big power, but in the flyweight Miata it was adequate.
The Miata’s dimensions were determined by the minimal space requirements of two average-sized adults, not unlike a Tokyo hotel room.
It faithfully chirped its rear — not front — tires. The automotive press proclaimed it a genuine sports car, flawless right out of the box.
For 1994, engineers fortified the Miata to meet upcoming crash standards. Torsional rigidity was boosted by 10 per cent, new seatbelt anchors and door beams were added, and the revised dashboard accommodated an optional passenger airbag.
The changes added 32 kg to the car, which compelled Mazda to replace the original engine with the Protegé’s DOHC 1.8 L four, generating 128 hp and 110 lb.-ft. of torque.
The second-generation Miata arrived for 1999, featuring aero-smooth headlamps to replace the pop-up peepers, a slightly roomier cockpit and a convertible top with a glass rear window instead of plastic.
Anxious about the weight gain, the fusspots at Mazda redesigned the cylinder head to boost output to 140 hp.
The third-generation Miata was completely redesigned for 2006 to give its growing fans — no kidding, we’re getting bigger as a species — a more comfortable car.
Now soullessly named the MX-5, it was both 4 cm longer and wider overall, while the wheelbase was stretched 6 cm for better legroom. Engineers made the all-new unibody 47 per cent more resistant to torsional forces and 22 per cent less bendy.
Incredibly, base curb weight increased by less than 25 kg.
Dropped under the hood was the DOHC 2.0 L four out of the Mazda3, tweaked with a two-stage intake manifold to boost low-end torque. Output rose to 167 hp.
The toggle-switch-like five-speed and re-engineered six-speed manual gearboxes remained among the best shifters in the world. The new six-speed automatic came with steering-wheel shift paddles.
Side airbags designed to protect both head and torso were standard; traction control was optional.
For 2007, Mazda unveiled a retractable hardtop model that didn’t compromise trunk capacity. Developed with German supplier Webasto, the two-section top added just 35 kg and folded in a mere 12 seconds.
ON THE ROAD
Regardless of the model year, every Miata rewarded its driver with Formula-car shifting, intuitive steering and g-whiz cornering talent.
“It has a responsiveness that borders on precognition,” posted one enthusiastic owner.
The Miata was a refined, tossable sports car that was limited only by its modest engine. The 1990 model reached 96 km/h in 9.2 seconds; the 1999 Miata cracked the 8.0-second barrier.
The 2006 and newer models sprinted to highway velocity in 6.5 seconds, and could stop from 112 km/h in 48 metres — exceptional performance for the money.
While the MX-5 is tightly assembled, it still provides a visceral sports-car experience, say owners, with lots of road noise emanating into the cockpit through the convertible top’s well. A long-distance highway journey can get tiring, some noted.
WHAT OWNERS REPORTED
“With excellent mileage, great reliability and great performance, it’s the guilt-free sports car,” gushed one owner online.
No car is perfect, but Miata owners have had little to gripe about. Mechanical failures are almost non-existent in this Japanese-built car, and there are few design flaws.
When buying used, check records to determine when the timing belt has been changed. Clutch chatter and premature wear are common concerns.
Selected newer models came with run-flat tires, which can results in a punishing ride. Some owners switched to regular tires, despite no provision for a spare (they pack tire sealant).
Drivers criticized the car’s poor tracking in snow (four winter tires are mandatory), the laughable meep-meep horn, and interior plastics that scratch too easily.
If you fit in, buy one and bid your pharmacist farewell. Do not take internally.
We would like to know about your ownership experience with these models: Chrysler Aspen, Lexus IS 250/350 and Chevrolet HHR. Email: toljagic@ca.inter.net.
Mazda Miata
WHAT’S BEST: talented road carver, easy-opening top, super reliable
WHAT’S WORST: noisy ride, confining cockpit, no spare tire
TYPICAL GTA PRICES: 2002 - $12,500; 2006 - $21,000
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