2016 Mazda MX-5 Miata Review

All versions of the manual-equipped ND weigh in at 2,332 pounds (1,058 kg), which is significantly less than the NC that ranged from 2,480 pounds (1,125 kg) in Sport trim up to 2,511 pounds (1,138 kg) on the non-Sport models; maxed out, a 2015 Miata with an automatic and power retractable hardtop tipped the scales at 2,619 pounds (1,188 kg).

To cut weight, Mazda shaved 44 pounds from the body structure, 26 pounds from the suspension and about 50 pounds from the drivetrain (including 18 pounds alone from the engine).

Mazda engineers went over every inch of the 2016 MX-5 to make sure this roadster was able to boast a perfect 50:50 weight distribution… and that’s including a driver. This starts up front with the engine, which is mounted behind the front axle.

Suspension was also fine-tuned to position the center of gravity just behind the front seats, so that regardless of what input the driver makes the car not only responds without delay but does so while rotation around the seat of the driver’s pants resulting in one of the most direct driving experiences possible short of a full-blown racecar.

This is in all regards, too. Throttle response is instantaneous as a result of the low curb weight and perfectly executed transmission gear ratios. Winding through the canyon roads (with elevations nearing 6,000 ft/1,828 m) holding mostly second and third gears, a tap of the gas is all it took for the Miata to rocket out of the corners. Surprisingly, the front brakes of the 2016 Miata are smaller than the 2015 model year, but this slimmed-down car still comes to a stop fast.

Aside from the transmission, my favorite part of driving the new Miata was the steering system. Upgrading to a specially tuned electric power steering system, Mazda managed to make the steering feel as direct and responsive as possible at higher speeds, but it is still light enough at low speeds to be easy in daily driving around the city.

Even with all of its sportiness, the 2016 MX-5 feels great to drive with cabin ergonomics that seemed to be just as much of a priority as the drivetrain and chassis. Everything falls right into the driver’s comfort zone including the wonderful shift lever ball, the perfectly sized steering wheel, and the new high-tension cloth mesh seats.

This seat design replaces springs and foam while helping to keep the occupants in place without requiring thick side bolstering. With the top up, the interior is quiet thanks to the GT getting additional padding in the headliner, but since most drivers will probably spend the majority of their driving time with the top down, the new Bose audio system is a perfect tool.

In the GT and Club trim level, the Bose nine-speaker audio system includes two speakers incorporated into the headrests of both seats, and unlike similar designs such as the Pontiac Fiero, the speaker tuning is such that music isn’t blaring directly into the occupants’ ears. Instead, the audio sounds as if it was coming from in front of the driver, but the speakers are close enough that it doesn’t require blasting the music.

The Club trim is the most enthusiast focused with manual-equipped cars coming standard with limited-slip differential and having the option for a package that adds BBS wheels, Brembo brakes, and a more aggressive body kit.

The GT model gets added driver assist safety features such as Rear Cross-Traffic Alert, Adaptive Front Lighting System, rain-sensing wipers, Blind Spot Monitoring and Lane Departure Warning; BSM and LDW can be shut off (even after restarts) with buttons to the right of the steering column. Looking at the features found on the ND’s spec sheet (both standard and optional), it’s definitely a far cry from the stripped down NA of yesteryear.

Speaking of the original Miata, this trip also allowed me to drive a cherry first-gen Miata. And this wasn’t just any NA either. This Miata was the 14th production car ever built in 1990, and it is still owned by Mazda with just about 8,000 miles on the odometer.

Now I’ve driven a handful of NC Miatas (including on road courses) and an NB once, but the NA always eluded me. After just a few minutes, my eyes have officially been opened to why so many people love the Miata so much. The small stature and classic lines make the NA Miata an icon, but the steering tune and transmission feel make this car the legend that it is.

The lower curb weight and more efficient engine are key factors in the 2016 Miata’s excellent fuel economy with official EPA ratings of 27 mpg city (8.7 l/100km) and 34 mpg (6.9 l/100km) highway with the manual transmission, which is a gain of 6 mpg in both figures.

Opt for the automatic and the highway rating climbs even higher to 36 mpg (6.5 l/100km) – an outstanding feat for anything as fun as this Miata. Running on the recommended premium gasoline, my real-world fuel economy was 31.6 mpg (7.4 l/100km) after about 130 miles of mostly curvy mountain roads holding gears as long as possible.

Since it was introduced in 1989, the Miata has always focused on being an exhilarating car to drive, but at the same time, value plays a key role as well. The 2016 Mazda MX-5 is priced starting at $24,915 (€22,990) for the Sport trim level, which Mazda points out is actually more affordable than the original Miata’s $13,800 (€12,585) starting priced when adjusted for inflation.

The track-tuned Club trim level starts at $28,600 and the top-of-the-line Grand Touring, which is the model I tested, is priced at $30,065 (€27,490). The three trim levels are no longer a hierarchy of equipment as each model serves a distinct purpose: Sport being the value trim level, Club the sportier trim and the GT is loaded up with lots of luxury and tech.

On one hand, there are compacts such as the aforementioned Civic Si and Scion FR-S, there are heavier cars like Ford Mustang and Chevrolet Camaro and there are more expensive offerings such as the Audi TT and Porsche Boxster. With no true direct competition, most Miatas are likely purchased on an emotional basis.

And the new Miata is all about emotion. This back-to-basics sports car proves that you don’t need a big engine, high horsepower, fat tires or fancy transmissions to have an absolute riot behind the wheel whether it’s on tight mountain roads, a leisurely Sunday drive or a skill-challenging road course.

As Mazda said plenty of times during the presentation: long live the roadster.