2016 Mazda MX-5 Stays True to Its Roots
Mazda engineers give the industry a lesson in getting more from less.

In the last 26 years, various “affordable” small sports cars have come and gone while the Mazda MX-5 Miata remains the unwavering benchmark of the genre. It’s remarkable how the company’s designers and engineers kept the model so true to its purpose — a driver’s car in the spirit of the first Lotus Elan — throughout its evolution from the 1989 original (known internally as the NA), through its NB (1997), and NC (2005) successors. Hardcore Miata fans may pick nits about one generation versus another, but the MX-5 has lost none of its mojo atop the purist roadster podium.
Expected to soon reach the 1-million-units production milestone, the MX-5 has entered its fourth generation as a 2016 model. The all-new ND’s development cycle was protracted because getting it right was so essential — MX-5 is to Mazda what 3 Series is to BMW, and what Wrangler is to Jeep. Any major misstep would be catastrophic to the brand, as Program Manager Nobuhiro Yamamoto’s team clearly understood. Their mission: Take the holistic goodness of the previous-generation car — mechanical simplicity, 50/50 front/rear weight balance, lively vehicle mass-to-power ratio, communicative and nimble chassis dynamics — and improve on it while keeping cost in check.

To the delight of sports-car lovers — and the FCA team charged with developing the upcoming Fiat 124 Spider that’s derived from the MX-5 — the ND team hit its bogies and then some. Most encouraging is that Mazda engineers proved that a new model doesn’t have to be larger and heavier than its predecessor. The 2016 Miata is 105 mm (4.1 in) shorter, 20 mm (0.8 in) lower, and 10 mm (0.4 in) wider overall than the ’15 car, while its 2315-mm (91.1-in) wheelbase is 15 mm (0.6 in) shorter. Front and rear overhangs have each been reduced by 90 mm (3.5 in).
Overall, the ND Miata is 50 mm (2.0 in) shorter than the original NA. The smaller dimensions along with a thorough attention to mass reduction helped bring the base curb weight down by 150 lb (kg) to 2332 lb (1058 kg), which helped improve fuel efficiency by 25% compared with the outgoing model.
Miata has never been a vehicle for drivers outside of the 90th percentile, but the 2016 cabin’s admittedly snug (for this 6-ft, 3-in Automotive Engineering editor) space feels slightly roomier than that of the previous car. While this still isn’t a vehicle for drivers with size-12 feet, there’s a bit more generous driver’s seat recline, the steering wheel tilts (but doesn’t telescope) and the seats are lower by almost 1 in (25 mm), which provides about 10 mm (0.40 in) more headroom.
Equipping the 2.0-L engine with a low-profile oil pan and positioning the powertrain about 12 mm (0.5 in) farther back in the chassis enabled the hood’s outer surface to be more than an inch lower than the NC car’s, according to Dave Coleman, the program’s Lead North American Development Engineer. Forward visibility is outstanding as a result.
During a drive of early production cars in Michigan last spring, Coleman explained that retaining the industry’s easiest-to-operate (one hand!) manual fabric convertible top was a program mandate. “Although the 2016 top is fully insulated, it’s 65 grams lighter than the previous top thanks to new aluminum top bows and structure,” he said. Our drives in the car indicated that the new top is also quieter.
Less is more in power

Yamamoto’s engineers had to be aggressive in their hunt for excess mass. “Every gram mattered,” noted Coleman, “because the NC car was not exactly overweight by most standards.” The ND’s high-tensile — 780 MPa (113 ksi) or higher—steel content increased to 71% versus 58% on NC. All exterior panels except the windshield frame and doors are made of aluminum alloy, which helped reduce the body-in-white mass by about 45 lb (20 kg), Coleman said.
The new seats are each 17 lb (8 kg) lighter than before, and 35% thinner due to the previous seat springs replaced by a net and urethane cushion. The new A/C system is approximately 20% lighter — 8 lb (3.6 kg) — than that on the NC Miata. The long list of redesigned components and their mass savings includes the suspension system — 26 lb (11.8 kg) — much of it from replacing the previous steel steering knuckles with aluminum ones; manual transmission — 16 lb (7.3 kg); front 11-in (280-mm) brake rotors — 14 lb (6.3 kg); and instruments and controls — 3 lb (1.4 kg). Fastener count was reduced significantly through component design and consolidation, Coleman said.
Reducing curb weight enabled Mazda engineers to rethink the MX-5’s powertrain specs. On the new car, 155 hp (115 kW) at 6000 rpm does the job of 167 hp (124 kW) at 7000 rpm on the previous model, both using 2.0-L naturally aspirated inline four-cylinder engines. Coleman explained that the long-stroke — 83.5 x 91.2 mm (3.29 x 3.59 in) — Skyactiv-G unit delivers more mid-range power, while torque — 148 lb·ft (200 N·m) at 4600 rpm, versus 140 lb·ft (190 N·m) at 5000 rpm on the NC’s engine — is also stronger and delivered at a more useful engine speed.
Three feature bundles
The U.S. EPA fuel economy rating was not yet finalized when this article went to press, but should be close to 27 mpg city/34 mpg highway/30 mpg combined when equipped with the standard six-speed, Mazda-built manual transmission (6th gear is direct, not overdrive). The Aisin six-speed automatic models offer an EPA-estimated 27 mpg city/36 mpg highway/30 mpg combined. Only the 2.0-L engine is available in North American market Miatas; a 1.5-L unit serves as the base engine in most global markets.
And in furthering MX-5’s worldwide popularity as a racecar, Mazda is offering the 2016 MX-5 Cup version as unveiled at the SEMA show. Street models are now available in three trim levels with limited options. The base Sport model comes standard with 16-in wheels, cloth top, and LED headlamps (with halogen DRLs). Next step up is the Club, with 17-in wheels, LED DRLs, shock tower brace, limited-slip differential, Bilstein dampers with tighter valving, special air dams and rear spoiler, and Bose audio. The Club trim also offers BBS alloy wheels and Brembo foundation brakes.
Top of range is the MX-5 Grand Touring. It includes leather seat surfaces, insulated headliner, and a more sophisticated Bose audio system.
Overall, Mazda’s ND development team has done an outstanding job in keeping the new MX-5 true to its roots while increasing the car’s efficiency; improving its handling, steering and passenger comfort; and crafting a generally handier package for everyday use. And luckily for FCA, there’s more than a little bit of MX-5 in every 124 Spider!
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