![]() ![]() in real-world use when you’re not thrashing it. Thanks to the MX-5’s tiny 2,341 lbs (1,062 kg) curb weight and Mazda’s Skyactiv engine tech, the 181 hp (184 PS) 2.0-liter motor in the current car is capable of returning over 35 mpg U.S. We’re banking on Mazda carrying the perfectly short, light and tight gearchange across to the new one, because it wouldn’t be an MX-5 without it, and here’s something else that’s great about Mazda’s two-seater: economy. We can live without a turbocharger too, if it means having a throttle response this crisp, an engine that actually pulls cleanly from low revs and spins this high (the rev limiter was raised from 6,800 to 7,500 rpm for 2019). You might as well tick that auto transmission option while you’re at it. Unless you have to park under a freeway underpass next to a crack den at night it seems madness to spend more money to make your MX-5 slower, uglier and less agile. And who needs an electric roof when the manual one can be opened or closed faster than any motor could manage, and without leaving your seat? I know some people love love the retractable hardtop RF model, but I’m not one. ![]() ![]() The ND is also beautifully compact, meaning it’s a cinch to park (it also has an incredibly tight turning circle), and you’ll never come across a road that makes the car feel too big to blast down full-pelt. Other updates happened a few years back, like an output boost for the 2.0-litre four-cylinder engine and the addition of a reversing camera, Apple CarPlay and Android Auto, and better cupholders.īut since the last time I did a stack of miles in an MX-5 was seven years ago when the ND was new, now seemed like a great excuse to get behind the wheel of the latest car to se how fresh it still feels, to figure out which parts and traits should be carried over to the next car, and which need some serious improvement. We’ve seen this sort of tech countless times before on others cars but it made its MX-5 debut for 2022. One of those upgrades was something called Kinetic Posture Control, which brakes the inside rear wheel when cornering to help turn-in. Although some way off the Chrysler 300C’s 270 years, the MX-5 comes in at 120 using that equation, but Mazda has continually refined and upgraded the MX-5 since its late 2014 launch to keep its joints supple. If a dog year is worth seven human ones, a car must equate to 15 based on the average six-year model life. At eight years old today, and probably nine or 10 when Mazda finally gets around to unveiling the finished NE-code car, the current ND MX-5 is pretty geriatric in the context of other cars on the market. ![]()
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