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2006 Mazda MX-5

2006 Mazda MX-5 | Photo: Mazda

Mathieu St-Pierre

September 27, 2005

Hats off to Mazda

It is very difficult for car makers not to follow the trends that they themselves have established. I am talking about every vehicle growing in girth and power at each renewal cycle. For example, the 1983 Toyota Camry would barely classify itself as a compact by today's standards and a 2006 mid-sized Camry would have been positioned in the full-size segment back then. For many cars and trucks, this evolution has been necessary and has actually been beneficial to the car itself. The Camry is one such example. On the other hand, Volkswagens as they were known and loved 20 years ago, have lost much of their appeal and a large portion of their following.

The Mazda Miata is perfect; it always has been and should always be. Mazda undertook a daunting task when they decided to completely revise their superstar. Basically, it is not broke so it should not be fixed. The engineers and designers at Mazda must have worked their butts off to come up with ideas and solutions to retain the best of what the Miata was and make it better. I, for one, believe they have achieved the near impossible.

The 2006 MX-5 begins at $27,995 for a base GX. An optioned out GT automatic with hard top retails for $37,065. This price range is nearly identical to the 2005 Miata. Kudos to Mazda for this. I was fortunate enough to drive a Limited that retails for $34,495, ironically, the same price as the previously tested 2005 Miata Mazdaspeed.

Styling
The 2006 has a modern approach to the Miata's original design. By using many of the Miata's cues such as the rear-end's shape and lights and incorporating a more rounded and protruding nose similar to that of the first generation, Mazda has retained the essence of the original all the while adding a definite 21st Century touch to the final product. I must say that I like the fact that the RX-8 and MX-5 have the same general design for the front wheel flares and the indents at the top of the hood. Somehow, they are now real Mazda siblings even if they share nothing else but the badge.

While remaining true to its origins, the new MX-5 has still adopted many of the coveted styling aspects that most of the new vehicles have: A high beltline. Where it used to be that I could put my elbow on the door by barely moving my arm away from my body, I must now lift my arm and prop my elbow onto the door. Along the same thought, the occupants of the MX-5 now have the impression of sitting lower even though the car has more ground clearance and is taller. Many appreciate this but I find that the new car has less of an open cockpit feel to it.

The MX-5 has certainly, albeit mildly, grown in every direction. The wheelbase is now 65 mm longer and overall, the car has been extended by 45 mm. This means that the wheels are now even closer to the ends than they were before. The next largest increase is in the car's width. These extra 48 mm allow for more hip and shoulder room. All these augmentations are appreciated however I can not help but think that they exist for the wrong reasons... To keep a virtually ideal weight distribution of 52/48, Mazda shifted components such as the engine further behind the front axle. They also lowered the gas tank and moved it closer to the cockpit.

The now larger than before interior improves the general feeling of comfort. The leather seats of the tested car perfectly adhere to the contours of the body and firmly keep the passengers in place. The steering wheel, now tilt adjustable, is meaty, grippy and a pleasure to manipulate. The shifter knob remains very near the wheel, perfect for quick moves. The shifter itself glides with ease through the gate. This is a very noticeable difference with the previous car. Another advantage to the extra hip and legroom is the ease with which heel-toeing can be done. It is now possible for me to rotate my knee ever so slightly for a perfect motion.

The fit and finish of the cabin are very good. The materials are of a finer quality, in the Limited at least, and the assemblage is without reproach. The HVAC, audio and steering wheel mounted controls are simple to operate however I find buttons do not belong on the wheel of this type of car. They are more distracting than useful. The Deep Crimson leather seats are exclusive to the Limited as are chrome accents on the dashboard and around the gauges and its 17" alloys. Every Limited model also carries a specific plaque that identifies the car. The Limited will be limited to 3 500 units Worldwide of which 150 will come to Canada. I had the incredible opportunity the test a piece of Mazda History; I drove # 0001!

The new soft top is a "Z" type. This means as it folds down, it takes the shape of the letter Z and the front portion of the roof sits on top when open. Only one latch needs to be undone and then, it is a one hand 2-second job. Geniusly, the roof locks when fully retracted.

Velocity Red Mica is the only color available for the Limited. This paint application is actually done in three steps. The first coat is pink-red in color. Then comes the pearl effect which includes the gold flakes for the sparkle. Finally, the clear is applied and the end result is one of the richest Red colors on the road today (thank you Automotion). Although this shade is exclusive to the MX-5 Limited, the Mazda 3 and RX-8 can be delivered in the same tint.

Technical
The 2006 gets a 2.0L I-4 cylinder with variable valve timing that develops 170 hp (166 with the autobox) at 6 700 rpm and 140 lb/ft of torque at 5 000 rpm. Transmission choices vary between a 5-speed and a 6-speed manual and a 6-speed automatic with steering wheel mounted paddles. The MX-5 is by birthright a RWD vehicle and has 4-wheel disc brakes. The Limited's fully independent sport tuned suspension is accompanied by Bilstein shocks like the sporty GS model. The Limited also inherits the GS' limited slip differential. Steering is engine-speed variable assist type and only needs 2.6 turns from lock to lock.

On the road
The 2.0L is far more enjoyable to push than the old 1.8L and it is almost as potent as the 1.8L turbo of the Mazdaspeed Miata. Acceleration times are only about a second off from 0-100 km/h: mid 7 seconds compared to mid 6 seconds. The larger displacement engine is more tractable and the extra torque is a welcome addition when taking off from a dead stop. Thanks to a very marginal rise in the weight of the MX-5 over the Miata, the power-to-weight ratio is superior to the previous generation. If the turbocharged 2.3L of the Mazdaspeed 6 can develop 276 hp, a turbocharged 2.0L in the MX-5 should put out somewhere in the vicinity of 210 to 220 hp. I am looking forward to that experience.

The chassis of the MX-5 displays amazing rigidity, more so than the second generation (which was also very stiff). The all-new car's ethos is: "jinba ittai". It means that the rider and the horse are as one. This saying perfectly reflects the relationship between the driver and the car when they are chewing up tarmac together. The most important element for this bond to work is communication. Well, the MX-5 has tons to say. Be it through the steering wheel that directly transmits everything that the tires are going through or by means of the definite feeling of near limitless grip and adherence from the same tires, the Mx-5 is always talking to the driver. A predictable suspension which maintains total control is also part of the equation.

The Michelin Pilot Preceda tires impress by how quiet (for a performance tire) they are and by their level of authority in both wet and dry conditions. With the top down and the small wind deflector in place, it is possible to have a normal conversation at 110 km/h. Steering is perfectly balanced and razor sharp. Brakes are superb and the pedal is firm as they also help to keep the conversation alive.

The new 2006 MX-5 is more civilised than the 2005. Overall, it feels more sophisticated and mature. Its ride is smoother and better adapted to city driving. The mild harshness that I experienced in the 2005 Mazdaspeed had been replaced by a more refined nearly European driving experience. It almost seems polished in comparison.

Safety
The 2006 MX-5 has standard dual front air bags, available side air bags, available ABS brakes and seatbelt pre-tensionners. The 2006 also has available traction and stability control and optional side air bags. The NHTSA (National Highway Traffic Safety Administration) and the IIHS (Insurance Institute for Highway Safety) have yet to crash test the MX-5.

Conclusion
The 2006 MX-5 is a more user-friendly roadster that has not lost any of its incredible driving abilities. The difference is immediately apparent if you drive both roadsters back to back. The new car feels grown up and more mature as a daily driver. The real beauty lies in the fact that it can still be an excellent performer for those that take their 2-seaters to the track. It is almost too good to be true; we can now have our cake and eat it too.

Mazda has decided to drop the "Miata" out of the name of the car and I think it is unfortunate because most people know it as the Miata. The reason is because only here, in North America, do we refer to the MX-5 as the Miata. The rest of the World has always called it "MX-5". Many people ask me every week about the vehicle that I am presently testing. When I would tell them "Mazda MX-5", most had no clue what it was. Very sad indeed.

It has become obvious to me over the last few weeks that Mazda has two niche cars that have very little in the form of real competition in the RX-8 and MX-5. The Pontiac Solstice / Saturn Sky duo and the Mini Cooper Convertible prove to be the MX-5's only plausible rivals. I would love to see a 3-way shootout.

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