Updating the "Zoom, Zoom" icon
Sixteen years and more than 700,000 sales since its introduction, the Mazda Miata holds a place in the Guinness World Record book as the best-selling sports car of all time.
Now comes a third-generation Miata that won't share a single part with the successful original, including the name. The 2006 roadster is simply known as the MX-5, aligning it with other Mazda products that use alphanumeric nomenclature. Confusingly, Mazda will still use the Miata name in its advertising. The spunky little roadster is still about having fun - but now, it's better in every way.
Most will notice little visual difference from the previous generation Miata. The black honeycomb grille still sports a happy face, but the fenders now flare in an aggressive fashion, similar to its pricier big brother, the RX-8. The car's aluminum hood is higher, necessary to pass new pedestrian crash standards. Gone is the little hump on the trunk's rear edge; new are the multi-element clear-cover taillights.
While the overall length has grown less than an inch and the width only 1.6 inches, Mazda stretched the wheelbase 2.6 inches. The interior feels much roomier in a cabin that now has 50 cubic feet, up from 46. However, I didn't detect any additional leg or head room and we taller drivers will still have to scratch the MX-5 from our list of fun cars to own.
Miata has always had a manually operated folding top, and for 2006 the operation couldn't be simpler. Without leaving the driver's seat, simply unhook one latch above the windshield and the top easily drops straight back into a folded position behind the headrests, automatically snapping into place. The forward section of the Z-fold forms a hard tonneau boot cover, eliminating the need to stretch a cover in place. The folded top does not intrude into precious trunk space.
The interior (let's call it a cockpit), while small, is attractive and well laid out. The instrument clusters are straight forward, with white numerals and red needles on black-faced gauges. The dash in my tester was monochromatic, finished in shiny piano black graphite with matte silver accents on gauge trim, door handles, three-spoke steering wheel, shift knob and console, air vents and the back of the seat headrest-roll bars. My upscale Grand Touring edition tester came with standard leather upholstery. Cloth seats are standard on the entry-level Club Spec model.
All controls are simple and easy to use with twist knobs for the audio, heating/air-conditioning systems. Redundant radio and cruise control buttons are located on the steering wheel. Power window switches are located on the console between the manually operated seats, and cup holders are built into the doors. I liked the lockable console bin between the seats.
The MX-5 is available in six trim levels with the stripped-down Club Spec starting at $20,995, including $560 destination charge. This is a very basic model that comes with a 5-speed manual transmission instead of the 6-speed, and is not available with air-conditioning or cruise control. The next in line is the Base model ($21,995) that adds air conditioning. No options are available for this model.
Standard equipment is added exponentially as trim level and price increase to the Touring, Sport, and Grand Touring. A small run of 3rd Generation Limited models will be available worldwide, identified by a numbered plate on the center console and finished in a special Velocity Red Mica exterior paint with red leather seats (black optional). I tested the Grand Touring with a seven-speaker Bose audio system, optional $500 Bilstein shock absorbers and fancier interior.
Miatas are known for excellent gas mileage, precise handling, responsive steering and excellent balance from its perfect 50/50 front-to-rear weight ratio. On fast curves the car handles with aplomb when pushed hard, cornering flat. Some may find the ride too firm for everyday driving.
You have to shift a lot but that's part of the fun in driving a roadster. The six-speed manual is world-class with shift throws merely a flick of the wrist. I can't imagine anyone opting for the $1,100 six-speed automatic with steering-wheel paddles to override the computer system.
Horsepower has been upped to 170 in the new 2.0-liter inline 4-cylinder. It drops to 166 with the automatic. Zero to 60 takes just over seven seconds. Don't confuse the MX-5 with a racer's car. It isn't. While it's just as happy cruising at 70 as it is darting in and out of city traffic, the MX5 is about top-down joy of driving.
Side airbags are now standard and have been incorporated into the seat backs. Front airbags, anti-lock brakes with electronic brake force distribution, yaw and traction control are now all standard. There is no crash test data for the MX-5.
Having been the standard bearer for affordably priced top-down fun in a two-seat sports car, the ever-popular Miata now faces serious challenges from the likes of the sold-out-for-2006 Pontiac Solstice and the soon-to-be-introduced Saturn Skye. That said, the new Miata - I mean MX-5 - is better than ever with much to like and very few faults.
