Developing a car isn’t easy. Some automakers like to take their sweet time in developing a new-generation vehicle, whether it’s due to budget constraints, insufficient demand to justify making a new model, or even the exact opposite–high enough demand that automakers wouldn’t want to risk ruining an already perfect recipe for success.
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For a company like Mazda, which is much more limited in research and development resources versus a larger company like Toyota, they’re both constrained in terms of budget. In the case of the MX-5 Miata, the high-enough demand criteria and fear of reinvention also apply, because year-to-date, as of the end of July (their August sales results aren’t out yet), MX-5 Miata sales have grown 50.3 percent, with month-on-month sales rising by as much as 72.4 percent.
Clearly, the MX-5 is still as popular as ever, despite celebrating its tenth year in production this year. Yes, guys, the MX-5 in its current “ND” fourth-generation form is already a decade old, thus making it the oldest brand-new sports car you can buy in America today. How has the MX-5 remained popular despite its age? Let’s find out.
To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from various manufacturers and other authoritative sources, including Road and Track.
The ND Mazda MX-5 made its global debut at the 2014 Paris Motor Show and the 2014 Los Angeles Auto Show for its North American debut. Its first model year was during the 2016 model year. Since then, the MX-5 has remained very resilient amidst economic and political challenges, thanks to these major factors.
The Mazda MX-5 Miata is extremely popular in the country where I live–the Philippines. In fact, we take pride in the distinction that we’re the largest MX-5 Miata market in Asia outside Japan. Big enough for us to have two special edition models commissioned by Mazda Motor Corporation (such as the car you see in the above photo). And so, I’ve had the pleasure of having a total of five MX-5 Miata press cars during my entire motoring career, with each one driving better than the last. Like the Porsche 911 Carrera GTS T-Hybrid I recently drove as well, the MX-5 resists being reinvented–at least for as long as regulations allow it. This is what has kept the MX-5 resilient over the past decade.
A lightweight car doesn’t need a powerful engine, which also makes it fuel-efficient whilst being fun to toss into a corner. The precise steering and balanced suspension, which deliberately induces a bit of body roll as the MX-5’s way of communicating its intents, make the MX-5 very intimate and communicative to drive.
Over time, Mazda introduced mechanical improvements such as their G-Vectoring Control (GVC) torque vectoring by braking. In its 2024 model year facelift, GVC evolved into Kinematic Posture Control (KPC). The same principle applies, but KPC now uses slight braking forces as a way to subtly “pull down” the inside wheel when cornering. KPC aids the MX-5’s cornering grip and stability even further, adding a bit of neutrality since the inside wheel has better tire contact on the ground. The limited-slip differential (LSD) in that same update eventually became an asymmetric LSD, which enables varying locking forces versus the previous LSD. In hindsight, though, the asymmetric LSD and KPC may only introduce incremental handling improvements, but they improve the driving experience nonetheless.
Furthermore, the entire drivetrain package of the MX-5 also sings happily ever after as this vehicle dances around a corner. Its 2.0-liter four-cylinder produces 181 horsepower and 151 pounds-feet of torque, which is a 26-horsepower and a three-pound-feet increase from when it first went on sale for the 2016 model year. This is exactly what I mean by each MX-5 driving better than the last. These changes also don’t reinvent the MX-5 recipe. Instead, Mazda refines it until it reaches perfection.
2016-2019
2019-Present
Engine
2.0-liter four-cylinder
Horsepower
155 hp
181 hp
Torque
148 lb-ft
151 lb-ft
Transmission
6-speed M/T
6-speed A/T
Drivetrain
RWD
Fuel Economy (Combined)
30 MPG
29 MPG (6-speed M/T)
30 MPG (6-speed A/T)
Base MSRP
$24,915
$30,715
Also, pretty much perfection is its six-speed manual, which is one of the absolute best in any car you could buy. The shifts are precise, and with an easy-to-manage clutch, it’s a manual sports car I’m willing to drive, even in our horrendous Manila traffic. Among those five press cars, I’ve also driven an automatic, and while the MX-5’s also nice with an automatic, the manual is a non-negotiable choice for me if I were in the market for one.
Over the past decade, the ND MX-5 Miata’s design has also been refined and enhanced. A mid-cycle facelift was introduced for the 2024 model year, while numerous special editions have been made as well.
When the ND MX-5 Miata came out in late 2014, its design was a sensational hit–to the point that, at the 2016 New York Auto Show, it received the World Car Design award from the 2016 World Car Awards. Mazda’s Kodo design works extremely well in the MX-5, and, of course, its fierce yet friendly front fascia is unforgettable, especially since its grille is somehow shaped like a smile. A mid-cycle facelift for the 2024 model year finally integrated the LED daytime running lights into the main headlights, and these were complemented by new, full LED taillights and new alloy wheels.
Three special edition models of the ND were introduced. The 30th Anniversary Edition in 2019 celebrated, well, you guessed it, the 30th anniversary of the MX-5 Miata. It was painted in Racing Orange, as well as featuring RAYS forged wheels with exclusive engraving, orange Nissin brake calipers, and Recaro seats with orange piping. In 2020, a 100th Anniversary Edition celebrated Mazda’s centenary. Paying homage to the Mazda R360, it was finished in Snowflake White Pearl with a Cherry Top, along with Garnet Red Nappa Leather upholstery. Finally, the 35th Anniversary Edition is still on sale today, finished in Artisan Red with a tan top and a tan Nappa Leather interior.
Reflective of the MX-5’s petite proportions, the interior is expectedly snug. That’s by design, because even Mazda’s engineers didn’t want the MX-5 to be a grand tourer (GT) in the first place to maintain agility and lightness. Even with its cozy interior, Mazda has added a lot of style to match its character, with swoopy lines and just the right amount of tech. Material quality is a mix of hard plastics, body-colored panels, and also leather- or suede-finished surfaces, depending on which model you’re choosing.
For the 2024 update, Mazda updated the MX-5 Miata’s tech by introducing its current version of its Mazda Connect infotainment system, now housed in a larger screen. The gauge cluster also has better fonts and an improved layout, while the update finally introduced Mazda Radar Cruise Control as part of its i-ACTIVSENSE driver-assistance features. This is thanks to its front bumper now having a provision for a radar sensor, with additional features including:
Trust Mazda to be conservative when redesigning the MX-5 Miata, as proof of its ten-year production lifecycle. The lightweight rear-wheel-drive (RWD) recipe has been nearly perfected at this point, so any reinvention could spell disaster for the MX-5 Miata program. While a few comprehensive changes are coming soon, as the fifth-generation model’s development is underway, none of them are radical enough to transform the Miata’s character.
If there’s one model that will be difficult to electrify, that would be the MX-5 Miata. Thankfully, for the next-generation model, Mazda’s aim to reduce its emissions won’t be through electrification, but through the introduction of Skyactiv-Z, the next chapter of Mazda’s Skyactiv technology. You may have heard about Lambda 1 as a new automotive buzzword in the automotive industry, which means it talks about the stoichiometric air-to-fuel ratio of 14.7:1. Though engines already operate mostly at Lambda 1, most engines tend to add more fuel to the ratio during high-demand situations, thus turning it into a rich mixture. This is an engine cooling measure, but, of course, this makes an engine less efficient and emits more pollutants.
The problem with having an engine run at Lambda 1 at all times is that power output is significantly reduced. To compensate for this, Mazda will follow a similar path to Porsche’s 911 Carrera GTS T-Hybrid by increasing its displacement to compensate for the reduced power. Rather than use a 2.0-liter unit, the next MX-5 Miata will feature a larger 2.5-liter engine, according to Ryuichi Umeshita, Mazda’s CTO, as he speaks to Road and Track:
If we go to Lambda:1, then naturally, power will go down. But in order to avoid that, we have defined the displacement to be 2.5 liters. So the power is very good, and the fuel economy will be very good.
Though the engine size will increase, the MX-5 Miata’s lightweight recipe will remain intact. In fact, Mazda’s team in Japan has always resisted the idea of creating an MX-5 that the American team wanted–heavier, bigger, and more complicated. Mazda’s designer, Masashi Nakayama, told Road and Track through a translator, when he was involved in the current ND’s development:
When I started designing this fourth generation, there was a request from the United States to make the car bigger and to increase the power of the vehicle. I said, ‘Do you really want a Harley-Davidson?’
Nevertheless, Mazda’s MX-5 Miata development team knows what’s what and will resist the pressure of the American team regarding their wishes for the next-generation Miata. The future of the Miata is indeed secured.
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