Around the city, the added chassis rigidity was clearly evident, as well as greatly appreciated. Potholes that used to evoke a juddery "thwak!" from the unibody now go largely damped with minimal after-shock. Also vastly improved are the seats that now offer generous lateral and lower-lumbar back support. On the racetrack, the Miata continues to impress with a wonderfully firm brake pedal--no doubt a result of the revised power-assisted hydraulics and larger-diameter rotors. The steering, sharp as ever, transmits the most subtle of surface nuances to the driver's fingertips. And when coaxed beyond cornering limits, the Miata gently tucks and rolls itself into a graceful four-wheel drift. Slide it through cones. Slither through chicanes. Whip through hairpins. Don't hold back because the Miata simply begs for such fun and games.--Shiv Pathak
Mazda's Miata remains the quintessential sports car, in spite of all the new roadsters out there. It fits the age-old description of being a lightweight, two-seat roadster that can, in a pinch, be raced. And it's relatively affordable, an essential ingredient of the classic British sports cars.
Miata keeps drivers honest. Rear-wheel drive and a balanced, lightweight chassis give the driver instant response. No front-drive compact involves the driver so fully as the Miata. It fills the senses and doesn't gloss over mistakes. Turn the steering wheel and it turns in. Right now. Step on the throttle; immediate response. In corners, you can steer this car with the throttle.
While front-drive cars offer varying amounts of understeer, the Miata lets skilled drivers induce oversteer or understeer at a moment's notice. Well-placed pedals allow heel-and-toe downshifting. A short-throw shifter snicks through the gears like a race car. Tired of bustin' ass? Wanna cruise? Drop the top and let the wind blow through your hair. Listen to the exhaust; this is a real sports car.
For 2001, Mazda has stiffened the chassis, enlarged the brakes, increased the wheel size, improved the interior, and dangled a six-speed gearbox in front of us. None of this really changes life with Miata, but it shaves lap times and modernizes the product.
You'll still have to contend with the tiny trunk. Climbing in is tougher than jumping through the side window of General Lee. And this is neither the smoothest nor the quietest car in this price range. But then again, this is all part of the charm of a true roadster.
The Miata starts at $21,180, but you'll want the $1,025 Sport Suspension Package with Bilsteins, Torsen, and 16-inch alloys; that's $22,685 retail with destination. You'll need more cash for leather and a six-speed; an LS with all the proper enthusiast's gear goes for $26K.--Mitch McCullough
"If it ain't broke, don't fix it."
I don't know who said that, but it's apparent the folks at Mazda have taken it to heart. Although the Miata has gracefully matured since birth, it's still recognizable with core values intact. The Miata remains a brilliant little piece of work--just add gas and go.
Spend a few hours in the Miata and it quickly becomes apparent just how tenacious this roadster really is. The Miata hates losing grip and when it does, fights hard to regain every inch. Provoking the car to throw its tail out is not that difficult, however, especially with its punchy, more powerful engine (slide all the way to the grocery store and back) the Miata is easy to catch. That you can push the car this far out of shape--and catch it--is testament to its fine chassis.
The Miata has a "RIGHT NOW" feeling, which is missing from its contemporaries. You feel it in the steering wheel (The Miata's Nardi wheel is the best air-bag wheel in the world.), at the pedals, shift knob, and under your butt. If you're looking for a feeling of supreme connectedness, the Miata is king. Ultimately, the Miata is a bit raw--you may not want to live with it everyday--but perhaps every other day.
Years from now, under the word "sports car," you'll find a picture of Mazda's Miata in the dictionary.--Les Bidrawn