Mazda Mx5

[FernandoAc]

Já fizeram post deste vídeo pelo menos 2x, mas aqui vai novamente: https://www.youtube.com/watch?v=15tIFGXDpgM&feature=youtu.be

Eu acho que teoricamente são prestações condignas com o propósito do carro. Quem quer mais, ainda há o 2.0, mas se se queixarem assim tanto do 1.5, o mx-5 não é carro para essa pessoa.

Quanto à caixa longa, é normal que assim seja pelas imposições de poluição e de consumos. Muita gente também se queixa desse aspecto na caixa manual do Cayman/Boxster, em que nas curvas mais lentas são obrigados a usarem a 1ª mudança...

Gastar 10 segundos dos 0-100 são valores de entrada na gama do 323F, um familiar com poucas pretensões desportivas nascido há 26 anos.
Sobre esse aspecto só testando mas um Porsche desses tem muito mais motor para aguentar com mudanças altas... digo eu. Esperava um caixa mais curta para explorar cada cavalo daquele motor. Nem os NA/NB com caixa de 5 caiam tanto de rotação nas trocas.

Eu sou um confesso apreciador do mx-5, alias, não só do mx-5 como da marca em si e fico satisfeito se o pessoal não ver nisso um problema mas gosto de pensar pela minha cabeça e continuo a achar as performances paupérrimas, hoje em dia um charuto de um Polo 1.2 já faz os 0-100 em menos de 10 segundos...

 

[tomix]

Os valores de aceleração 0-100 no site da mazda uk são se 7,3 e 8,3 s, para o 2.0 e 1.5. São valores perfeitamente respeitáveis.

Não sei de onde vêm os 10 s.

 

[marelo]

Os valores de aceleração 0-100 no site da mazda uk são se 7,3 e 8,3 s, para o 2.0 e 1.5. São valores perfeitamente respeitáveis.

Não sei de onde vêm os 10 s.

No video do carro com caixa auto.

 

[momentos]

Preços para Portugal (confirmado por vendedor da Santogal):

Versão base para o 1.5 começa nos 25 mil euros. Os preços terminam nos 41 mil euros para a versão 2.0 com equipamento mais completo.

 

[marelo]

Gastar 10 segundos dos 0-100 são valores de entrada na gama do 323F, um familiar com poucas pretensões desportivas nascido há 26 anos.
Sobre esse aspecto só testando mas um Porsche desses tem muito mais motor para aguentar com mudanças altas... digo eu. Esperava um caixa mais curta para explorar cada cavalo daquele motor. Nem os NA/NB com caixa de 5 caiam tanto de rotação nas trocas.

Eu sou um confesso apreciador do mx-5, alias, não só do mx-5 como da marca em si e fico satisfeito se o pessoal não ver nisso um problema mas gosto de pensar pela minha cabeça e continuo a achar as performances paupérrimas, hoje em dia um charuto de um Polo 1.2 já faz os 0-100 em menos de 10 segundos...

http://www.automobile-catalog.com/car/1989/1645460/mazda_323f_1_6i_glx_cat.html
11.2s vs 8,(..)S que faz o mx5 actual com caixa manual é um diferença enorme. Além disso, o que mais importa é a sensação de velocidade que nos é transmitida, e carros com centro de gravidade muito baixos tendem a parecer uns pequenos canhõezinhos, ainda que no papel pareçam lentos.

Percebo e respeito a tua opinião, mas acho que por vezes temos de por de lado as brochuras/catálogos/sites da net e sentarmo-nos ao volante. Gostava mesmo muito de o poder fazer.

 

[reckoner00]

[h=1]2016 Mazda MX-5 Miata Behind the Scene Balance Video[/h]

 

[Fabulous]

Já fizeram post deste vídeo pelo menos 2x, mas aqui vai novamente: https://www.youtube.com/watch?v=15tIFGXDpgM&feature=youtu.be

Eu acho que teoricamente são prestações condignas com o propósito do carro. Quem quer mais, ainda há o 2.0, mas se se queixarem assim tanto do 1.5, o mx-5 não é carro para essa pessoa.

Quanto à caixa longa, é normal que assim seja pelas imposições de poluição e de consumos. Muita gente também se queixa desse aspecto na caixa manual do Cayman/Boxster, em que nas curvas mais lentas são obrigados a usarem a 1ª mudança...

Concordo inteiramente, quem quer melhores prestações que o 1.5 tem o 2.0, além disso o MX-5 nunca foi propriamente conhecido por ser um carro muito rápido em recta, o segredo do seu sucesso está no conceito de roadster acessível aliado a um chassis fantástico. 10s é perfeitamente aceitável para um roadster que começa em 25 mil Euros. Quem quer 6s dos 0-100km/h tem outro tipo de carros que custam o dobro. Amigos, tudo tem o seu preço. O MX-5 tendo em conta o seu preço é das melhores compras que se pode fazer para quem quer um veículo para desfrutar []

 

[3pelos]

Concordo inteiramente, quem quer melhores prestações que o 1.5 tem o 2.0, além disso o MX-5 nunca foi propriamente conhecido por ser um carro muito rápido em recta, o segredo do seu sucesso está no conceito de roadster acessível aliado a um chassis fantástico. 10s é perfeitamente aceitável para um roadster que começa em 25 mil Euros. Quem quer 6s dos 0-100km/h tem outro tipo de carros que custam o dobro. Amigos, tudo tem o seu preço. O MX-5 tendo em conta o seu preço é das melhores compras que se pode fazer para quem quer um veículo para desfrutar []

Tudo dito.

A maioria da.malta hoje em dia interessa o tempo dos 0 aos 100, esqueçam isso com o Mx5, o conceito é o puro roadster, o prazer de condução, e pra isto não é preciso 200cv. Num roadster muita cavalagem torna o carro indomável, de que serve ter 200cv num light weight se depois fica instável e não se pode tirar prazer dele?

 

[reckoner00]

2016 Mazda MX-5

 

[reckoner00]

Teste ao MX-5 com o motor 2.0, pela Autoblog

The 2016 Mazda MX-5 Miata is easy to comprehend. It is an enthusiast roadster in its purest form. There's no need for any sort of sales pitch. You don't have to ramp up in order to get people excited about it. Say the words "new Miata" to anyone who cares about cars, and you've immediately got their attention. And now that I have yours, I'll to cut right to the chase.

It's brilliant.

That's a fact I've known for a while. I drove the Japanese-spec ND Miata in Spain earlier this year, with the 130-horsepower, 1.5-liter engine that we aren't getting in the United States. The new Miata is a modern day reincarnation of the original NA that stole our hearts in 1989. It's smaller and lighter than the outgoing NC, yet boasts more interior room. It's comfortable. It looks great. And it drives like a Miata should. In other words, it's perfect.

So what about this US-spec car, then? It's got more power – 155 horsepower and 148 pound-feet of torque from Mazda's2.0-liter Skyactiv four-cylinder engine. But it's also heavier. Our car weighs 2,332 pounds, compared to the roughly 2,200 pounds of the 1.5-liter car.

Yes, the ND Miata loses 12 hp compared to the outgoing NC, but it's up 8 lb-ft of torque. Plus, according to Mazda, because of the improved powerband, anytime you're under 5,700 rpm the new Skyactiv engine is stronger than the old MZR mill. It's more efficient, too. With the manual transmission, the Miata is estimated to achieve 27 miles per gallon in the city and 34 mpg highway. That a jump of six mpg in both categories compared to the old six-speed.

Consider this: The Japanese-spec car uses a 130-hp engine, which I found to be perfectly adequate. The increase in power for the US-spec car mostly just balances out the extra weight, but it also improves performance on the highway. Hit the throttle in sixth gear with the 1.5 and nothing happens. Do the same with the 2.0, and there's movement. Low-end power is far more important in the US than it is in other markets, and that's why our car has the larger engine. "North America is why the two-liter car exists," engineer Dave Coleman told me. Plus, 155 hp power means you eke out the Miata's dynamics at legal speeds. 45 miles per hour in an MX-5 is a far more exhilarating experience than that same speed in any supercar. So yeah, it's not powerful. But to paraphrase Jay-Z, the MX-5 is a super car, not a supercar.

Having driven both versions of the Miata, I can say that the added weight makes little to no difference in overall performance. The final curb weight number isn't the main focal point. Instead, concentrate on how the MX-5 throws its weight around. It's perfectly balanced – 50/50, front to rear. Moreover, the car was designed around the driver. No, really. That's not just marketing speak. Engineers started with the driving position and located the other components accordingly. The weight and balance translates to excellent involvement from behind the wheel. Compared to the outgoing NC Miata, the driver sits 20 millimeters lower to the ground, and 15 millimeters closer to the center of the car. The Miata's center of pitch is more rearward, in line with the driver's head. When the car squats under hard braking, your eye point remains stable. And the brakes don't bite hard during initial application.

The driver-centric logic applies to every facet of the Miata's operation. When the car exhibits some of its classic roll in turns, your body stays put. You never have to wonder how much weight is being transferred to any corner, because you feel it. Truthfully, you get feedback more through the suspension than the steering. Distinct road feel isn't as present through the wheel of the ND Miata, neither is on-center weight. But this was done deliberately. With the previous Miata, stronger buildup around center meant less feel at higher Gs. Instead, the electric power-assisted setup is more progressive in how it builds weight. Steering response is less like you're simply controlling the movements of the front wheels, rather, the entire car rotates around you.

That connection extends to the six-speed manual transmission. Yes, an automatic is available, but that's not what you want. A stick-shift heightens the engagement of the Miata experience, and Mazda's do-it-yourself tranny is great. Clutch action is light and linear. Throttle response is as well, so you're never giving it too much juice off the line in first gear, though it's easy to blip and rev match for downshifts. The shifter itself is small, and is placed close to the driver. Changing gears is a quick action, with appropriately short throws between each cog.

In the Miata I feel incredibly confident behind the wheel. I know exactly how the roadster will respond to every command, and I use that to my advantage. I provoke the rear end to step out around a slow corner, the car snaps back in line with the same rate of my corrective inputs. My eyes look ahead into a corner, my arms move the wheel accordingly, the car responds with quick, yet predictable turn-in and roll. I cannot stress it enough: The relationship between car and driver is stronger in the ND Miata than perhaps any vehicle I've tested in recent years.

I'm not just talking about the driving experience, either. The same goes for specific elements of the Miata's cabin. For example, the pedal box is deep enough that even taller drivers will have no problem fitting inside. The seats are comfortable and supportive, but aren't so strongly bolstered that the driver will struggle to turn around while operating the folding top.Mazda measures effort on that sort of thing – seriously. And before you ask, no, the company hasn't said anything about the availability of a power hardtop in the future.

All of the radio, HVAC, and infotainment controls are logically organized and easily accessible from the driver's seat. The small touchscreen interface for the Mazda Connect system is nicely designed and easy to navigate, and the redundant buttons and main control knob on the center console feel premium and operate logically.

Three trim levels are available: Sport, Club, and Grand Touring – the latter of which is seen here. Sport models in the US come standard with 16-inch alloy wheels, while Club and GT trims upgrade those to 17-inch alloys on 205/45R17 tires. True enthusiasts will want to opt for the Club – it comes with upgraded Bilstein shocks and BBS wheels, as well as unique exterior styling elements. (We're told the Bilstein/BBS package is also good for about 10 pounds of weight savings.) In lieu of that stuff, Grand Touring cars come with improved safety tech, including lane departure warning, blind spot monitoring, rear cross traffic alert, rain sensing wipers, smart keyless entry, and more. All cars get LED headlamps, which fit nicely into the slim housings that help make this car look so damn sharp.

I won't dissect the styling piece by piece, but the more time I spend with the new Miata, the more I like it. The fact that it doesn't look like an evolution of the NC really drives home the point that Mazda hit the reset button with the new Miata, going back to basics. It's about revolution, not evolution.

And a revolution it is. At the risk of sounding hyperbolic, I'll say that the ND Miata is one of the best enthusiast cars I've ever driven. It keeps the great Miata traditions alive in a more modern package. It looks great, is comfortable inside, rides well in everday driving, and absolutely charms when driven hard. It is the epitome of what a small, lightweight roadster should be. And with the 2.0-liter engine, it's well tuned for America while still keeping all of the 1.5-liter car's verve. It's everything a new Miata should be. And it's fantastic.

Engine:2.0L I4Power:155 HP / 148 LB-FTTransmission:6-Speed Manual0-60 Time:6.0 Seconds (est)Drivetrain:Rear-Wheel DriveEngine Placement:FrontCurb Weight:2,332 LBSSeating:2Cargo:4.6 CU-FTMPG:27 City / 34 HWYBase Price:$25,735As Tested Price:
$30,885

 

[reckoner00]

Yahoo Autos - MX-5 First Drive

 

[reckoner00]

Teste- 2016 Mazda MX-5 Club Edition - Car and Driver

The Meta Miata.​

When Mazda launched the first Miata, it made no secret of its intention to clone the Lotus Elan, minus the puddle of oil on the garage floor. The new car became a hit with buyers who remembered other roadsters—classic MGs, Austin-Healeys, Triumphs, and even the long-in-the-tooth Alfa Romeo Spider, which was somehow still in production though would become immediately unsellable in the face of the new competition. If it seems to you like this happened just yesterday, that is because you’re old, which is why Mazda has dreamed up this latest version of its halo car. The 2016 MX-5 is meant to at once go back to the original template, while updating the franchise for the foreseeable future. And convince you to buy another.

As we detailed in our first drive of the European-spec 1.5-liter MX-5, the new car is dimensionally quite close to the 1990 Miata and smaller than the outgoing version. Our test car, equipped with the largest 17-inch wheels and the U.S.-spec 2.0-liter inline-four-cylinder engine, tipped the scales a mere 99 pounds heavier than our 1990 test car. Weighing only 2309 pounds, the new MX-5 is 231 pounds lighter than the last third-generation car we weighed in 2009. It even has a 155-pound advantage over the carbon-fiber Alfa Romeo 4C, which used to be the lightest new car on the market that we’d actually want to drive. (No, the 2066-poundMitsubishi Mirage does not count.)

Yet the downsizing has not harmed cabin roominess, which actually seems to have improved from the last MX-5, even if Mazda’s interior measurements don’t show it. While anyone pushing six-and-a-half feet is still unlikely to fit in the car, a new seat design that’s closer to the floor and reclines a bit more opens the Miata’s fitment to larger people—and leaves the rest of us with more space to stretch out. The company’s focus on the driver that we lauded in the Mazda 3 has now been implemented in the Miata. So the heavy but smooth shifter is ideally positioned, while the narrowly spaced pedals are perfectly aligned underneath the thin, small-diameter wheel. Performance notwithstanding, the MX-5 is an extremely rewarding car to drive just in the manipulation of its controls.

Not only does the fourth-generation MX-5 have the most comfortable cockpit of any Miata, it’s also the highest performing. The 2.0-liter four is derived from the base engine in the Mazda 3, but adapting it for the Miata has changed its character. A lighter flywheel and tuning for premium gasoline (recommended but not required) make it quicker to rev with improved throttle response, which means the new MX-5 feels a lot like the original 1.6-liter Miata—though a whole lot quicker. We managed to crack the six-second barrier at the test track, recording a 5.9-second sprint to 60 mph and 16.2 seconds to 100. Even the turbocharged second-generationMazdaspeed Miata can’t hang with this thing: It took 18.3 seconds to hit the century mark when we tested it in 2004. There is a small penalty for the MX-5’s newfound speed, as the boisterous intake noise drowns out the exhaust and makes the new car louder under acceleration than any Miata that has come before.

On the road, significant changes can be felt in the MX-5’s steering. Mazda switched from hydraulic to electric assist, which has toned down some of the car’s twitchiness. The wheel has a strong on-center feel, and it takes some effort to initiate turn-in, although once you start to dial in that effort, force builds proportionately. This change makes the car feel more planted than before, although there’s plenty of lean in turns, just as in previous Miatas. We recorded 0.90 g in our skidpad test and a 158-foot stop from 70 mph; both results are consistent with past models.

So is the price, sort of. A base 2016 Mazda MX-5 Miata Sport is $25,735. That’s a bump of $945 from last year for a car with quite a bit more equipment, including Bluetooth, LED headlights, cloth material for its top rather than vinyl, and an extra cog in its manual transmission. More impressively, it’s also only about $750 more than the inflation-adjusted price of a 1990 Miata. But the pricing of the higher trim levels escalates more steeply now, with Club models starting at $29,420 and the Grand Touring at $30,885.

The Club is the only way to get the sport suspension with Bilstein shocks and a limited-slip differential, or the optional Brembo package ($3400) that includes forged BBS wheels. Naturally then, our test car was a loaded Club, although it was missing some aero add-ons (front and rear air dams, a trunk spoiler, and rocker-panel extensions) that would normally be included were it not a preproduction vehicle. Leather seats, automatic climate control, and sensor-based safety features are available only on the GT, and while both of the upper trims include Mazda’s Connect touch-screen infotainment system, only GT models get it with navigation. A six-speed automatic transmission is a $1075 option across the board, but choosing it in the Club means losing the sport suspension and the limited-slip diff. Even if you don’t make that mistake, it’s probably best we all start thinking of the Miata as a $30,000 car.

Which is why Mazda has dipped the 2016 model in its Kodo design language, transforming it into a car that actually looks like something substantial. We’re not sure exactly what*—the face of the MX-5 seems alternately feline and fishlike—but consensus says the car looks better from farther away. Up close it seems less of-a-piece, and also less like all the Miatas past, cars that almost seemed to eschew styling. Whatever you think of it, the new MX-5 courts attention like an Easter hat. To our eyes it still looks best from behind the wheel, where it remains the most fun you can have for the least amount of money.

 

[reckoner00]

[h=1]2016 Mazda MX 5 Miata Review[/h]

 

[reckoner00]

Mazda MX-5 Club Review - Automobile Magazine

My iPhone’s alarm insists I wake up just after 6 am, as does the sun that is already prying its way past the blinds of my east-facing bedroom window. Normally, I’d hit the snooze and catch a few more minutes of shut-eye, but on this particular morning there’s a 2016 Mazda MX-5 Miata with a full tank of gas in my driveway. Forty miles north in the hills above Malibu, California, plenty of twisty canyon roads wait impatiently. Better get going.

The long slog on traffic-soaked freeways is tough to handle, but the miles spent here make me appreciate the improvements Mazda has made to the Miata to help it cope with situations just like this. After all, the scores of 200,000-mile Miatas found on Craigslist are a testament to the car’s ability to play daily driver. In Southern California, many do. There’s a ton more room inside this 2016 version, despite being 1.5 inches shorter than even the first-generation car (that’s the NA to Miata obsessives). There’s even more room than the NC offers; my left elbow isn’t pressed against the door and the steering wheel doesn’t hit my legs anymore.

Due to a lower roofline, headroom isn’t appreciably different, but there’s no longer a top frame bar directly above my noggin to hit at every bump in the road. Instead a flat aluminum panel is layered in the front of the top to help block outside noise. It does the job admirably, making it easy to believe Mazda’s claims that the cabin is 40 percent quieter than before.

The seats are more supportive and the driving position is lower than before -- by 20 mm, says Mazda -- a huge improvement from the tall, hard chairs in the NC. With the low window line and the feeling that I’m sitting down in the car, rather than on top, the essence of the original Miata comes flooding back. My only wish is for a telescoping steering wheel -- my feet are still a touch too close to the pedals or my hands are too far from the steering wheel.

The 2016 Mazda MX-5 Miata’s essential controls are improved in feel. The steering is still quick and sharp but feels more refined -- less jerky. I wasn’t sure how Mazda could improve on what is arguably the best shifter on the market, but throws are just as short and precise as before and far smoother -- less notchy. The footwell feels roomier, and the throttle/brake relationship is spaced perfectly for effortless rev-matching. The brake pedal feels a bit strange at first, demanding more effort before effectively slowing the car. That’s a component of the optional Brembo brake package. The larger front pads dissipate heat more effectively during fast road or track use, but they’re also less grabby initially for better modulation when being used hard. Strange in rush hour, perfect in other situations as I later discover.
An hour or so passes and I’ve finally ditched I-405 for the meandering oceanside road that is Pacific Coast Highway. Traffic is surprisingly light as the sun climbs higher in the sky. At a stoplight I can resist the temptation no longer and pull the convertible top’s release handle. The windows automatically drop and I shove the top into its stowed position. The whole operation takes maybe 5 seconds. The light turns green. I accelerate away, the new 2.0-liter Skyactiv-G engine’s fruity exhaust note sounding even stronger without a layer of fabric between it and my ears. The engine’s improved torque delivery is noticeable, especially in the mid-range, and the throttle gives more linear response across its travel.

This particular 2016 Mazda MX-5 Miata is of Club spec, which means lots of go-fast goodies that you won’t be able to get on any other trim level. Bilstein dampers with stiffer springs, a shock tower brace, and a limited-slip differential are standard, but only available on Club versions with the manual transmission. Front and rear spoilers are also part of the package though they aren’t installed on our preproduction car. Also not installed: the rocker panel extensions and rear bumper skirt that are supposed to come with our tester’s optional Brembo/BBS package ($3,400). Said package also includes the aforementioned Brembo front brakes and dark-colored 17-inch BBS wheels. All in, the sticker price for a car identical to this one (including advanced keyless entry at $130) is $32,950. That might seem like a lot, but it’s right in line with a moderately equipped Scion FRS or Subaru BRZ, the MX-5’s most obvious competitors despite their fixed-roof, 2+2 design.
Turning off PCH onto the notoriously twisty Decker Canyon Road, all those sporty bits begin to work in unison. There are several tight, uphill hairpins on this early stretch of Decker; hard on the gas, then the brakes, drop a gear with a roarty throttle blip, turn in, and the Miata tucks its nose in eagerly. Steady throttle, find the apex, then punch the gas while keeping some steering lock and the tail begins a progressive slide. A little countersteering settles the Miata and lines it up arrow-straight toward the next bend. It’s easy to find rhythm driving a car like this, perfectly sized for narrow stretches of two-lane road, just enough power to keep a big, goofy grin plastered on my face. And the view out the front is mesmerizing, with the peaked fenders cresting above the tires on each side, then dropping into the low hoodline.

The 2016 Mazda MX-5 Miata has an overall feeling of lightness that was missing from the previous-generation car -- that’s been missing since the NA ceased production, really. In fact, the 2016 Miata is nearly 200 pounds lighter than the 2015 Club version and within mere pounds of the 1.8-liter NA. Thank increased use of high-strength steel and aluminum (the fenders, hood, trunk, bumper beams, and roll hoop supports are all made of the latter). The polar moment of inertia is within a single percentage point of the original 1.6-liter NA.
A brief foray across Mulholland and then I point the Miata back toward Decker Road, only headed downhill this time. The Miata’s brakes seem up to the task; there’s a hint of hot friction material in the air, but the Miata never loses any stopping power. This new Miata seems like it was bred for the Malibu canyons and that’s probably because in part it was. Miata’s California-based development crew no doubt spent plenty of time on these very roads.

A glance at my watch reveals it’s a bit past noon -- time to meet up with Automobile’s photo team for lunch at a local grocery store with an amazing deli. After we’ll spend the afternoon shooting around the same roads I’d spent the morning driving. Yesterday, I tweeted out our lunch location, inviting any Miata enthusiasts in the area to come on down and have a look at the 2016 car in the sheetmetal. Climb around it; have a look inside. Mazda’s PR folks even gave me some stickers to hand out. Will there be a crowd of people waiting?

I find the parking lot behind Vintage Grocers virtually empty except for a lone, red NB Miata, its owner fervently polishing the hood with a microfiber and a bottle of detailing solution. There are “pollo rampante” (prancing chicken) shields on the side of the front fender and big, red aftermarket brakes poking out from the spokes of aftermarket wheels. There’s a luggage rack on the trunklid because Mark, the car’s owner, and his wife have spent years road-tripping around the country and Miatas aren’t particularly well-known for their cargo space. He got up early this morning and drove 200 miles in traffic to get here. “It was worth it just to sit in the car,” he says.

I’m not a morning person, but it was worth it to me, too. Guess there’s just something about a new Miata.2016 Mazda MX-5 Miata Club Specifications

[TABLE="class: vehicle-details-table, width: 100%"]
[TR]
[TD="align: center"]On Sale:[/TD]
[TD="align: center"]Summer[/TD]
[/TR]
[TR]
[TD="align: center"]Price:[/TD]
[TD="align: center"]$29,420/$32,950 (base/as tested)[/TD]
[/TR]
[TR]
[TD="align: center"]Engine:[/TD]
[TD="align: center"]2.0L DOHC 16-valve I-4/155 hp @ 6,000 rpm, 148 lb-ft @ 4,600 rpm[/TD]
[/TR]
[TR]
[TD="align: center"]Transmission:[/TD]
[TD="align: center"]6-speed manual[/TD]
[/TR]
[TR]
[TD="align: center"]Layout:[/TD]
[TD="align: center"]2-door, 2-passenger, front-engine, RWD convertible[/TD]
[/TR]
[TR]
[TD="align: center"]EPA Mileage:[/TD]
[TD="align: center"]27/34 mpg (city/hwy)[/TD]
[/TR]
[TR]
[TD="align: center"]Suspension F/R:[/TD]
[TD="align: center"]Control arms, coil springs/multilink, coil springs[/TD]
[/TR]
[TR]
[TD="align: center"]Brakes F/R:[/TD]
[TD="align: center"]Vented discs/solid discs[/TD]
[/TR]
[TR]
[TD="align: center"]Tires F/R:[/TD]
[TD="align: center"]205/45R-17 Bridgestone Potenza S001[/TD]
[/TR]
[TR]
[TD="align: center"]L x W x H:[/TD]
[TD="align: center"]154.1 x 68.3 x 48.8 in[/TD]
[/TR]
[TR]
[TD="align: center"]Wheelbase:[/TD]
[TD="align: center"]90.9 in[/TD]
[/TR]
[TR]
[TD="align: center"]Headroom:[/TD]
[TD="align: center"]37.4 in[/TD]
[/TR]
[TR]
[TD="align: center"]Legroom:[/TD]
[TD="align: center"]43.1 in[/TD]
[/TR]
[TR]
[TD="align: center"]Shoulder Room:[/TD]
[TD="align: center"]52.2 in[/TD]
[/TR]
[TR]
[TD="align: center"]Cargo Room:[/TD]
[TD="align: center"]4.59 cu ft[/TD]
[/TR]
[TR]
[TD="align: center"]Weight:[/TD]
[TD="align: center"]2,296 lb[/TD]
[/TR]
[TR]
[TD="align: center"]Weight Dist. F/R:[/TD]
[TD="align: center"]52/48%[/TD]
[/TR]
[TR]
[TD="align: center"]0-60 MPH:[/TD]
[TD="align: center"]5.8 sec[/TD]
[/TR]
[TR]
[TD="align: center"]1/4-Mile:[/TD]
[TD="align: center"]14.5 sec @ 94.2 mph[/TD]
[/TR]
[TR]
[TD="align: center"]Top Speed:[/TD]
[TD="align: center"]125 mph (est)[/TD]
[/TR]
[/TABLE]

​

​

 

[crash]

Todos os testes do lado americano são bastante prometedores.
Agora é esperar pelos testes neste lado do Atlântico e verificar discrepâncias.

 

[reckoner00]

 

[crash]

Só tem ali um pormenor que poderia ser melhor amanhado, mas na maior parte das imagens não se nota.
A ver se a imagem que coloquei ajuda...
por baixo do manipulo da porta, tem ali uma linha que ascende em direcçao ao arco de roda, que cria uma superfície muito estranha. Poderia estar bem melhor resolvida essa área.
Mas no geral, tendo em conta o aspecto inofensivo que se conhece dos MX-5, este trouxe uma saudável dose de atitude visual.
Só não sei é se resistirá tão bem à marcha do tempo, pois alguns pormenores como óticas frontais, acabam por parecer um pouco forçados nos seus contornos, para transmitir essa mesma agressividade.

De qualquer forma, acho que está no geral bom, e pelo que se tem lido, ainda melhor no que toca a condução.
Definitivamente, quero um. []
Tenho saudades dos rasteirinhos

Citando-me a mim próprio, e graças ao incansável reckoner00, uma imagem que ilustra bem a tal linha que não tem nenhuma razão de ser, e quebra de forma algo infeliz, a fluidez geral das superfícies laterais. Uma das poucas manchas num desenho que trouxe uma agradável e refrescante divergência ao que tinha sido alcançado pelo NC.

Pormenor à parte, ainda quero um!
A par do GT86/BRZ, serão os últimos descendentes dos desportivos de receita clássica sem que tenhamos de vender a alma ao diabo para comprar e manter um?
Motor frontal longitudinal, atmosférico, caixa manual e tracção atrás!
E no caso do MX-5, super compacto e leve.

 

[FernandoAc]

http://www.automobile-catalog.com/car/1989/1645460/mazda_323f_1_6i_glx_cat.html
11.2s vs 8,(..)S que faz o mx5 actual com caixa manual é um diferença enorme. Além disso, o que mais importa é a sensação de velocidade que nos é transmitida, e carros com centro de gravidade muito baixos tendem a parecer uns pequenos canhõezinhos, ainda que no papel pareçam lentos.

Percebo e respeito a tua opinião, mas acho que por vezes temos de por de lado as brochuras/catálogos/sites da net e sentarmo-nos ao volante. Gostava mesmo muito de o poder fazer.

Cheguei a ver specs em que o carro era mais rápido, nem sabia dessa versão de 83cv, pensei que o mínimo fosse 88cv. De qualquer forma depende muito do mercado, são ambos JDM e no mercado doméstico o 323 era mais potente e dispunha de motorizações que não estavam disponíveis no exterior...
Voltando ao assunto Mx-5, não preciso de esperar pelo teste da revista ou de conduzir para saber que essa versão auto a fazer 10s não vai satisfazer, o carro além de lento cai em demasia de rotações.
Estou 100% de acordo quando dizes que a diferença de 11s para 8 é enorme, é a diferença entre um familiar e um carro com aspiração desportiva, entre um carro que sobe de rotação e deixa o condutor ocupado e outro em que carregas a fundo e esperas para que algo aconteça. O tempo gasto no uso da caixa é uma parte importante na condução principalmente num carro que tem por tradição uma das melhores caixas manuais.

 

[reckoner00]

10 Cool, NerDy Facts About the 2016 Mazda MX-5 Miata - MotorTrend

To mark yourself as an MX-5 cognoscente, you'll want to refer to this fourth-gen model as the ND (the first one was NA, the most recent NC, get it?) and keep these fun facts at the ready, as spilled to us by self-described Miata Nerd, former Sport Compact Car magazine colleague, and super-sharp Mazda engineer Dave Coleman.

Engine Power



First and foremost, when your less-informed Miatisti pals start moaning about the backslide in the ND's power and torque, save this acceleration curve to your phone and show them how the new car's weight-to-power improvement (and fatter torque curve) translate to improved acceleration. The lower redline accounts for the slightly earlier shift points you see here. Inside this engine is basically a Mazda3 mill topped by an (ultra-thin) aluminum valve cover because MX-5 owners want to see a beautiful engine, not a crappy black shroud. The engine is also programmed to give you a throttle-blip bark at startup.More on Automobilemag.com:
2016 Mazda MX-5 Miata Rated at Up To 27 MPG City, 36 MPG Highway
Speedy Gears



You should save this chart to your phone as Exhibit B. Dave shared it to indicate how much better the acceleration feels in each gear of the ND Miata. Note that especially in first, second, and fourth gears, there's good separation of the acceleration curves. All the ratios are taller (by an average of 10 percent), but third is actually 15 percent taller. If we were calling the shots, we might have shortened that popular track gear a smidge to nudge the red trace up here, too.More on Automotive.com:
2016 Mazda MX-5 Miata Confirmed for September Debut
No Overdrive



The new six-speed manual transmission weighs 15 pounds less than its predecessor and breaks with tradition by utilizing a 1:1 sixth gear. That's because the car spends most of its time in top gear, and drivetrain losses are minimized in the "straight-through" 1:1 ratio. (That's why you typically conduct dyno "pulls" in whatever ratio is 1:1.) This required a new differential with super tall 2.87:1 gearing. Because the ND is so much lighter, the overall gearing could be made taller while still improving performance. Only third and sixth gears deliver lower acceleration in gear than did the same gear in the NC. Oh, and the new tranny utilizes new ultra-low friction, low-viscosity oil that works way better in low temperatures (not that many of us use Miatas in block-heater weather).Automatically Enhanced



True, "real" car nuts would never consider a self-shifting Miata, but half of all NC buyers chose thusly, so the carryover automatic features revised programming to better anticipate gear selection when driving briskly in Sport mode and to match engine revs (a manual-transmission model is shown here). Dave says the Cayman PDK was his benchmark for performance. He also admits there's no matching that one with a mere mortal planetary box.High Roller



Body roll is a Miata tradition, and it's one Dave and his team are none too eager to excise, in part because it helps inform novice drivers of the car's proximity to its handling limits. But the suspension is now even better designed to leverage its roll. All along, the "kinematic roll steer" induced by the geometry of the rear suspension links contributed rear toe-in, but on the NC the "compliance roll steer," which results from the way the bushings deflect, contributed toe-out. Now they both toe-in for a more decisive (if minimal) rear-suspension contribution to vehicle steering. Another important change: In the past the performance suspension was enhanced by stiffer anti-roll bars and damping rates, whereas the ND changes spring and damping rates but leaves the tiny anti-roll bars alone. Beware just bolting on big bars, though, as you may lose the steering effect.Rotary Steering



The electric power steering system uses a dual-pinion design, with the steering column connected to one pinion and an electric motor to the other. This is the same design that was used on the lovely steering rotary-powered RX-8, but it's not shared with any of Mazda's front-drive based cars, as it doesn't fit.Lightened Loafers



Opt for the $3,400 BBS/Brembo package and you'll shave two pounds per wheel — reducing both unsprung weight and rotational inertia in the bargain. The brakes shave another 1.5 unsprung pounds.View Master



By lowering the seating position by 0.8 inch and moving it inboard by another 0.6 inch, moving the windshield a bit closer, and lowering the hood by 1.1 inches, the field of view out the windshield and through the next corner is improved greatly.Room to Vroom



The cabin is reconfigured to provide one more click of seatback recline (27 degrees, up from a max of 25 degrees). Despite overall height of the top dropping 0.4 inch, there's almost that much additional headroom. Several factors contribute to the increase: The seat itself drops, the seat support system of a net in place of foam/springs is thinner, and a top redesign moves a support bar away from directly above the head and a rigid aluminum panel supporting the space from the header back to just in front of a tall driver's head. That panel is also credited with cutting wind noise by 40 percent. Legroom is improved, and a slightly smaller steering wheel and greater range of adjustment leaves more clearance for driver thighs.Quick Top



In another back-to-its-roots move, the effort required to manually raise the soft top (which is now made of ritzy-looking cloth even on the cheapest model) has been reduced by half. It is once again an easy wrist-flick maneuver to put the top up or flop it back, even for people of petite stature sitting farther forward. This means that once again, there are no good excuses for not putting the top down and back up again with any tiny change in the weather.

 

[reckoner00]