Road Test
Follow-Up Test: 2001 Mazda Miata
The World's Best Seller Gets Better
Editor's Note: We heard some interesting news right after this test was completed. In a nutshell, Mazda miscalculated the 2001 Miata's horsepower by 8 percent. While the difference may be barely noticeable to most owners of the Miata, it was certainly enough for us to realize something was not exactly right. The power of the new Miata now stands at 142 horsepower, as opposed to the 155 originally advertised. To make up for the mistake, Mazda is offering 2001 Miata owners free factory-scheduled maintenance for the length of the car's warranty as well as a $500 debit card to spend as they choose. Furthermore, if the customer isn't happy with the car, Mazda will buy it back and refund the entire purchase price of the car including taxes.
The original story with the 2001 Miata was that it made 155 horsepower, a rating that came from a vehicle with 49-state emissions. However, when Mazda decided to make the Miata a 50-state car, it was not given another validation. The restrictive emissions equipment kept the car to 142 horsepower, or two more than the 2000 model's 140. It's a revisit of a similar issue Mazda partner Ford had with the '99 Mustang Cobra and clears the air as to why the '01 car is, in fact, not any faster than the 2000 model we tested last year.
With more than a half-dozen Miata reviews listed on the Edmunds.com Mazda road test homepage and its inclusion in at least two comparison tests, you'd think we'd have plenty of chances to drive the wheels off various examples of Mazda's peppy little two-seater. But even though we also had the redesigned '99 model in our long-term fleet for two years, we still can't get enough of this always fun-to-drive Japanese roadster.
For the foreseeable future, we don't expect that to change. As long as Mazda keeps updating the car with things like more power, as it has done with this model, we'll always have an excuse to drive one. And when the car is totally redesigned for the third generation, maybe we'll just have to add another one to our long-term fleet. Gee, what a bummer that would be.
So, why are we taking an '01 LS model for a Road Test Follow Up? The answer is simple. The new car was said to have more horsepower. Fifteen, to be exact. Mazda boasted it as the biggest power increase in the car's storied 12-year history. In fact, this new car would've had 49 more ponies than the first-year 1990 model's 116 horsepower.
Originally rated at 155 horsepower at a lofty 7,000 rpm and 125 foot-pounds of torque at 5,500 rpm, the 1.8-liter four-cylinder engine remains unchanged from an architectural standpoint. But now its DOHC cylinder head has variable valve timing for the intake valves. Additionally, compression has been bumped a half point from 9.5:1 to 10:1.
Another added benefit of the variable valve timing system is that it provides more power and torque throughout the engine's operating range. This flatter power and torque curve translates into better flexibility in daily driving situations. Though we didn't feel our test car was dramatically more powerful than our '99 long-termer and its 140 horsepower, we were still eager to get this example to the track to see if 15 horsepower translated to quicker outright test numbers.
We hoped to see our six-speed-equipped Miata hit 60 mph in less than 8 seconds with the supposed 15 extra horsepower. No cigar. It was actually slower than the 2000 model we tested in our Roadster Comparison Test last year, running to 60 mph in 8.1 seconds on the way to completing the quarter-mile in 16.2 seconds at 84.7 mph. The 2000 car got to 60 in 8 seconds flat. Oh well.
The new car's larger brakes didn't perform any better, either. Enlarged from 10.0 to 10.6 inches up front and 9.9 to 10.9 out back on cars equipped with 16-inch wheels, our car stopped from 60 mph in 121 feet, compared to the 2000 Miata which stopped in 118 feet. Marginal, yes, but still notable. Cars with 15-inch wheels still get the smaller rotors.
Stepping away from the straight-and-narrow, the new Miata negotiated our 600-foot slalom at 62 mph, compared to the 2000 car's 63.3 mph. We hoped the new car and its bigger tires would've been quicker, but again, last year's version was ever-so-slightly better. The new car still performed well, so any differences anyone might feel in the real world are basically a wash.
Once done with the less-than-thrilling empirical testing, we got out on the highway for some real ya-yas. Some might think a Miata is no fun in the rain, and they'd be wrong. During one day, we had slick freeway on-ramps and slow-speed turns to apply gentle throttle applications for tail-out fun. It was made all the better by light traffic and the highway patrol busy tending to those motorists who forget that a rainstorm in Los Angeles is like freezing drizzle in Detroit, as far as our oil-soaked paved surfaces are concerned. Additionally, with the Miata's glass rear window (with defogger), a downpour doesn't mean reduced visibility (as it might in, say, a Boxster).
The next day, however, we motored home under sunny blue skies. The top was, of course, down, the heater cranked against the chill of a 55-degree January day and the windblocker raised to keep as much draft out of the cabin as possible. Through the mountains, the Miata is cathartic after a stressful day in the office. Every two-car family owes it to itself to have a functional car and a fun car -- who needs two Accords in the garage? People need to make the Miata their fun car, if for nothing more than a stress-reliever.
One staffer said he liked every change to the 2001 Miata, save for the newly restyled "five-point" front air inlet. He was particularly fond of the chrome-ringed gauges and the thin-spoked 16-inch wheels. Most noticeable, however, is the added structural reinforcement that he said, "Makes the '01 a tighter, more solid-feeling vehicle than our '99 long-termer and certainly better than my own rickety-by-comparison '97."
As we mentioned, the interior has been little changed since the '99 redesign. That's a good thing, because from a functional standpoint, it's as good as it'll get in a car this diminutive. However, a few visuals have been added and a few minor changes make this good thing all the better. Most notable are white-faced gauges and the aforementioned chrome rings around the speedo and tach. The center console has been redesigned slightly with covered cupholders and relocated power window switches. The seatbacks are also taller, meeting European standards. Revised door trim and chrome door handles on LS models round out the menu of cabin updates.
Standard features on LS Miatas are numerous. Included are 16-inch wheels, a strut tower brace, a Torsen limited-slip rear differential, a Nardi three-spoke steering wheel and remote keyless entry.
With these changes, it's not surprising that the Miata is getting somewhat pricey. Our test car -- which included two options in the form of ABS and a six-speed gearbox -- stickered at well over 25 grand. The ABS runs $550 and the extra gear ratio is another $650.
But if you've always wanted Mazda's sprightly little two-seater gracing your driveway, now's probably the best time to get one. And even though the new bodystyle is already three years old, it's still fresh enough to be appealing for several more years. Furthermore, one of the best things about the Miata other than its MGB roadster- or Triumph Spitfire-like charm is its modern-day warranty program and reliability record. Both are polar opposites of the above-mentioned cherished but extremely fickle British classics. The warranty currently stands at three years and an impressive 50,000 miles in addition to a five-year unlimited mileage corrosion warranty.
In only 12 years, the Miata has become the world's best-selling two-seat roadster. More than 500,000 copies have been sold since the car was introduced for the '90 model year. Of those, more than a quarter-million were sold in North America. Consistently one of the best values on the market today, the Miata also enjoys the status of being one of the most fun-to-drive cars you can get your hands on. Certainly those half-million-plus owners can't be wrong.
Enthusiasts know that it's usually more fun to drive a slow car fast than to drive a fast car slow. Keeping that in mind, the Miata has always been just about as much fun as you can have with anything on wheels.
The original story with the 2001 Miata was that it made 155 horsepower, a rating that came from a vehicle with 49-state emissions. However, when Mazda decided to make the Miata a 50-state car, it was not given another validation. The restrictive emissions equipment kept the car to 142 horsepower, or two more than the 2000 model's 140. It's a revisit of a similar issue Mazda partner Ford had with the '99 Mustang Cobra and clears the air as to why the '01 car is, in fact, not any faster than the 2000 model we tested last year.
With more than a half-dozen Miata reviews listed on the Edmunds.com Mazda road test homepage and its inclusion in at least two comparison tests, you'd think we'd have plenty of chances to drive the wheels off various examples of Mazda's peppy little two-seater. But even though we also had the redesigned '99 model in our long-term fleet for two years, we still can't get enough of this always fun-to-drive Japanese roadster.
For the foreseeable future, we don't expect that to change. As long as Mazda keeps updating the car with things like more power, as it has done with this model, we'll always have an excuse to drive one. And when the car is totally redesigned for the third generation, maybe we'll just have to add another one to our long-term fleet. Gee, what a bummer that would be.
So, why are we taking an '01 LS model for a Road Test Follow Up? The answer is simple. The new car was said to have more horsepower. Fifteen, to be exact. Mazda boasted it as the biggest power increase in the car's storied 12-year history. In fact, this new car would've had 49 more ponies than the first-year 1990 model's 116 horsepower.
Originally rated at 155 horsepower at a lofty 7,000 rpm and 125 foot-pounds of torque at 5,500 rpm, the 1.8-liter four-cylinder engine remains unchanged from an architectural standpoint. But now its DOHC cylinder head has variable valve timing for the intake valves. Additionally, compression has been bumped a half point from 9.5:1 to 10:1.
Another added benefit of the variable valve timing system is that it provides more power and torque throughout the engine's operating range. This flatter power and torque curve translates into better flexibility in daily driving situations. Though we didn't feel our test car was dramatically more powerful than our '99 long-termer and its 140 horsepower, we were still eager to get this example to the track to see if 15 horsepower translated to quicker outright test numbers.
We hoped to see our six-speed-equipped Miata hit 60 mph in less than 8 seconds with the supposed 15 extra horsepower. No cigar. It was actually slower than the 2000 model we tested in our Roadster Comparison Test last year, running to 60 mph in 8.1 seconds on the way to completing the quarter-mile in 16.2 seconds at 84.7 mph. The 2000 car got to 60 in 8 seconds flat. Oh well.
The new car's larger brakes didn't perform any better, either. Enlarged from 10.0 to 10.6 inches up front and 9.9 to 10.9 out back on cars equipped with 16-inch wheels, our car stopped from 60 mph in 121 feet, compared to the 2000 Miata which stopped in 118 feet. Marginal, yes, but still notable. Cars with 15-inch wheels still get the smaller rotors.
Stepping away from the straight-and-narrow, the new Miata negotiated our 600-foot slalom at 62 mph, compared to the 2000 car's 63.3 mph. We hoped the new car and its bigger tires would've been quicker, but again, last year's version was ever-so-slightly better. The new car still performed well, so any differences anyone might feel in the real world are basically a wash.
Once done with the less-than-thrilling empirical testing, we got out on the highway for some real ya-yas. Some might think a Miata is no fun in the rain, and they'd be wrong. During one day, we had slick freeway on-ramps and slow-speed turns to apply gentle throttle applications for tail-out fun. It was made all the better by light traffic and the highway patrol busy tending to those motorists who forget that a rainstorm in Los Angeles is like freezing drizzle in Detroit, as far as our oil-soaked paved surfaces are concerned. Additionally, with the Miata's glass rear window (with defogger), a downpour doesn't mean reduced visibility (as it might in, say, a Boxster).
The next day, however, we motored home under sunny blue skies. The top was, of course, down, the heater cranked against the chill of a 55-degree January day and the windblocker raised to keep as much draft out of the cabin as possible. Through the mountains, the Miata is cathartic after a stressful day in the office. Every two-car family owes it to itself to have a functional car and a fun car -- who needs two Accords in the garage? People need to make the Miata their fun car, if for nothing more than a stress-reliever.
One staffer said he liked every change to the 2001 Miata, save for the newly restyled "five-point" front air inlet. He was particularly fond of the chrome-ringed gauges and the thin-spoked 16-inch wheels. Most noticeable, however, is the added structural reinforcement that he said, "Makes the '01 a tighter, more solid-feeling vehicle than our '99 long-termer and certainly better than my own rickety-by-comparison '97."
As we mentioned, the interior has been little changed since the '99 redesign. That's a good thing, because from a functional standpoint, it's as good as it'll get in a car this diminutive. However, a few visuals have been added and a few minor changes make this good thing all the better. Most notable are white-faced gauges and the aforementioned chrome rings around the speedo and tach. The center console has been redesigned slightly with covered cupholders and relocated power window switches. The seatbacks are also taller, meeting European standards. Revised door trim and chrome door handles on LS models round out the menu of cabin updates.
Standard features on LS Miatas are numerous. Included are 16-inch wheels, a strut tower brace, a Torsen limited-slip rear differential, a Nardi three-spoke steering wheel and remote keyless entry.
With these changes, it's not surprising that the Miata is getting somewhat pricey. Our test car -- which included two options in the form of ABS and a six-speed gearbox -- stickered at well over 25 grand. The ABS runs $550 and the extra gear ratio is another $650.
But if you've always wanted Mazda's sprightly little two-seater gracing your driveway, now's probably the best time to get one. And even though the new bodystyle is already three years old, it's still fresh enough to be appealing for several more years. Furthermore, one of the best things about the Miata other than its MGB roadster- or Triumph Spitfire-like charm is its modern-day warranty program and reliability record. Both are polar opposites of the above-mentioned cherished but extremely fickle British classics. The warranty currently stands at three years and an impressive 50,000 miles in addition to a five-year unlimited mileage corrosion warranty.
In only 12 years, the Miata has become the world's best-selling two-seat roadster. More than 500,000 copies have been sold since the car was introduced for the '90 model year. Of those, more than a quarter-million were sold in North America. Consistently one of the best values on the market today, the Miata also enjoys the status of being one of the most fun-to-drive cars you can get your hands on. Certainly those half-million-plus owners can't be wrong.
Enthusiasts know that it's usually more fun to drive a slow car fast than to drive a fast car slow. Keeping that in mind, the Miata has always been just about as much fun as you can have with anything on wheels.
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