From Miata to MX-5

MANY PEOPLE CALL IT a “chick car.” I’m okay with that—since I’m a chick and I own one. The Mazda Miata, an icon in the affordable drop-top class, has been a long-running success since it was introduced in 1989. It didn’t change much because it didn’t need to. Over a 15-year period, the 1.6-liter, four-cylinder engine grew to a 1.8 and cranked out a consistent 140 horsepower. The wheels grew larger, and the plastic window in the convertible top was replaced by glass.

By the second generation in 1999, Miata had grown up nicely. It added some sexy body curves, and integrated headlights flush with the body replaced the flip-ups. The trunk got bigger; you could actually carry luggage. Those changes sold me on the Miata. I bought a 2000 black Miata LS with chrome wheels, leather interior and a Bose stereo. I began enjoying the same great driving experience loyal fans have for years.

But some guy-types groused that the horsepower was too little, the seating too tight, the gears too few and the styling not masculine enough. (Tell that to the San Diego Miata Club—the largest, most active Miata club in the country, composed of dudes as well as dudettes.)

The Miata has changed significantly for its third-generation redesign in 2006. It is no longer called a Miata; it is simply the MX-5. Is that macho-sounding enough for un-chicks? We’ll see. But wait, there’s more. With 170 horsepower, deep cockpit seating coupled with a larger interior, longer wheel base and a standard six-speed transmission replacing the five-speed, the Miata has evolved into what is probably intended to be a guys-too car. Maybe it will pull in more testosterone. But I will not be replacing my current Miata with this year’s model. Simply put, I don’t like most of the changes.

What kept me from forsaking my Miata for more expensive and luxurious convertibles are the sporty road feel, comfortable ergonomics and sexy styling. I can easily see over the cowl. Not so in the MX-5. The simple manual seat in even the highest-end Grand Touring model I’m test-driving won’t adjust to make it fit me.

Ditto for the new not-a-Miata droptop. The previous convertible top could be unlatched and tossed down easily from the driver’s seat. The handy simplicity of flipping down the top without getting out of the car—the only convenient alternative to an electric top—is gone.

YES, IT HAS MORE HORSEPOWER, but it also weighs 27 pounds more. Yes, it has more gears, but the tachometer is still well over 3,000 RPM in sixth gear. To me, that defeats the purpose of an additional gear.

Granted, the MX-5 is still a kick to drive. Exhilarating through tight turns and first off the line at the light, it has retained the appeal of the Miata driving experience. It’s a satisfying rush for those who like to whip around quickly in a tight package of fun with short shifts, great torque and excellent road feel.

The new model has a new suspension, which adds to the fun—but not enough to justify the “take aways.” With the curves removed from the body, the MX-5 has lost styling appeal. Could be the flat door panels are intended to make it look like a less expensive BMW Z4 or Honda S2000.

Maybe Mazda will sell this redo to consumers who wouldn’t have considered the old Miata. But retaining your existing customer base is vital. I hope Mazda rethinks some of the changes. Until then, this chick will keep her old one.

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