The Mazda Takeri concept. Image: Mazda

It’s no secret that the current Mazda6 is overdue for a replacement, and sales of Mazda’s midsize offering have been unimpressive in recent years. That’s a shame, because the Mazda6 was class-leading when the previous generation debuted in 2002. Over the years, Mazda has seemingly lost focus with the Mazda6, to the point where it’s no longer competitive with offerings from Ford, Toyota or even Hyundai.

Enter the Mazda Takeri, a concept that will be shown at this year’s Tokyo Auto Show. While the Takeri is just a concept, there’s reason to believe that the styling of the next Mazda6 will borrow heavily from the lines of the concept sedan. We say that’s a good thing, since the current 6’s styling blends too well into the background. Mazda needs a standout midsize sedan to draw the faithful back to the brand.

A word of caution, however: Mazda seems to be focused more on fuel economy than on performance these days, so don’t expect a high-output engine in the next gen 6. We will get a diesel variant, likely a turbodiesel, and it’s possible that the production Mazda6 will even use the Takeri’s regenerative braking system to reduce electrical load and boost fuel economy.

Expect the Takeri to make its North American debut at January’s Detroit Auto Show.

Source: Autoweek

Mazda's upcoming CX-5. Image: Mazda

If you’re a fan of diesel engines and want an alternative to the VW and Audi TDIs, I’ve got some good news for you. Autoweek quotes a “source familiar with Mazda’s development plans” as saying a diesel-powered version of their CX-5 crossover will hit these shores in 2013 as a 2014 model. It will likely be powered by Mazda’s 2.2-liter, direct-injection turbodiesel, which should be good for about 160 horsepower and 310 ft-lb of torque.

The CX-5 will officially make it’s debut at November’s Los Angeles Auto Show. The long-awaited replacement for Mazda’s Tribute SUV (itself a badge-engineered Ford Escape) will join Mazda’s existing crossovers, the CX-7 and the CX-9. As the name implies, the CX-5 will be the smallest crossover in Mazda’s linup, with an overall length some 5 inches less than Mazda’s current small crossover, the CX-7. It will also be the first of Mazda’s new products to use their SkyActiv powertrain, designed to return both performance and fuel economy.

Here’s the irony: funding for the development of the next rotary engine is dependent upon the success of Mazda’s Sky Activ family. The more SkyActiv CX-5s (and Mazda 3s) the company sells, the more likely funds will be available to continue development of the next RX series sports car.

Source: Autoweek

The 2011 Mazda RX-8 GT. Image: Mazda Motor of America

Mazda has produced the rotary engine for use in its vehicles since 1963, but that streak has now come to an end with the demise of the Mazda RX-8. A victim of tightening emissions requirements, high gasoline prices and low consumer demand, the RX-8 has now officially ended production.

Sales in Europe were halted back in 2010, when the RX-8 was unable to comply with the stricter Euro-5 emission standard. The RX-8 soldiered on in the United States (and in other markets), but Mazda managed to sell just 1,134 RX-8s here in 2010. That’s not nearly enough to justify production, and Mazda knew the time had come to pull the plug on the RX-8. There’s still some 300 units in U.S. inventory, which at the current rate of sales represents a 118-day supply.

Mazda has been working on a replacement rotary engine and a new rotary-powered sports car, but that project has been shelved until Mazda launches their SkyActiv range of vehicles. The SkyActiv vehicles promise superior handling and superior fuel economy, so Mazda must recover the development costs from this program before it canl continue work on a rotary-engined sports car. The irony is this: to save its highest performance vehicles, and further the development of what many feel is the “soul” of Mazda, the automaker needs to be successful at selling its upcoming green cars.

Source: MotorAuthority

Image: IFCAR

Whether you admit to it or not, we all have some sort of a bucket list. There are things in our minds that we have to do, regardless of whether or not we’ve put them down on paper. When it comes to cars, there are certain models you have to drive at least once in your life; some are sports cars, some aren’t, but all have a certain amount of hype about them. The good news is that most can be snapped up on the used car market for blue-collar wages, as long as you’re willing to do some digging. I’ve driven all of the cars below and have even owned most of them, so I’m well versed on why they’re included.

Mazda MX-5 Miata

The car that re-introduced the motoring public to the joys of lightweight roadsters remains a modern classic. A true “Jack of all trades” sports car, the Miata is equally adept at road racing, autocross and casual top-down cruising; as long as you don’t expect to win any drag races, the car won’t disappoint. Miata’s are available in just about any price range, and the first generation cars (built from 1989 through 1997) are absolutely bulletproof and easy to maintain.

BMW 3 Series Sedan

Have you ever wondered why every sedan’s handling gets compared to BMW’s 3 Series? The car really is that good, and manages to blend ride comfort and handling better than any other vehicle on the planet. Its front engine, rear drive layout helps to optimize weight distribution, and equipped with winter tires the car is surprisingly capable when the weather turns ugly. Be warned that parts can be expensive, and BMW shops aren’t exactly known for their discount rates. Still, E36 cars (built from 1990 to 1999) are relatively easy to wrench on, and a strong enthusiast community means that help is just a message board post away.

VW GTI

The original “hot hatch”, VW’s GTI proved that the whole can indeed be better than the sum of the parts. There were always faster cars and better-handling cars on the market, but somehow none seemed to beat the GTI’s fun factor. Today, the car has evolved into a surprisingly practical daily driver that isn’t averse to the occasional autocross or weekend track day. Early model cars are rising in value as clean examples get harder to find, but VW built plenty. Look long enough and you’re sure to find the car you want.

Jeep Wrangler

The Jeep Wrangler is as much of an American icon as the Ford Mustang or Chevy Corvette. If you’ve never driven one, it’s easy to overlook what all the hype is about; on road, the Wrangler is a fish out of water. It’s noisy, it’s uncomfortable and the handling is best described as “dodgy.” Off-road, however, the Wrangler is entirely in its element, and aftermarket vendors can transform the Wrangler into a go-anywhere, do-anything mountain goat of an SUV. Like the GTI, Wranglers are just plain fun to drive and will get you to places that few other 4x4s can. There’s a huge Jeep community as well, with owners happy to answer any questions or lend a hand in building your rig.

Porsche 911

There seem to be two kinds of car guys in the world: those that love the Porsche 911 and those that simply don’t understand the hype. I’ll admit to falling somewhere in between those two camps myself, since early 911s can be underpowered, temperamental and ill-handling beasts unless driven with the utmost of care. I like the Porsche 911, but I just don’t like it enough to overlook the shortcomings of cars in my price range. Still, to really be a car person, you need to drive as many 911s as you can, since each generation has its own unique personality. If money were no object, I’d have a 911 Carrera GTS parked in my garage right now. Aside from that example, there really isn’t a 911 I have to own.

What cars did I miss? Should I have included the Chevy Corvette? The Ford Mustang? The Dodge Viper? Let me know the cars on your own “must drive” bucket list.

The 2011 Mazda MX-5

Mazda’s original MX-5 Miata adhered to a sports car philosophy proven by automakers such as Maserati, Lotus, Porsche and Alfa Romeo: if you build a car light and nimble enough, power output is of secondary importance. The original MX-5 wasn’t fast in a straight line, but the car could carry an amazing amount of speed into corners, even in stock trim. Many “manly cars” grew accustomed to seeing MX-5’s whistle by them on a track, especially tight, technical tracks that favored corners over long straights.

Mazda’s kept that philosophy consistent over the years, but even the MX-5 has fallen victim to the larger-and-heavier disease that seems to plague all modern automobiles. The current generation MX-5 is a few inches longer and wider, but it’s gained some 302 pounds thanks to a bigger engine, more amenities and additional safety features. If you’re going to build a car with superior handling and superior fuel economy, ever-increasing bulk isn’t the way to go about it.

Mazda is keenly aware of this, and rumors have them targeting a curb weight of 1,760 pounds for the next generation MX-5. Rumors also say that the car’s engine will take a step backward in displacement, and that Mazda will use a 1.4 liter, turbocharged, direct-injected SkyActiv engine in the next MX-5. Rumors also say the engine will be good for at least 150 horsepower, which would give the car a horsepower-to-weight ratio of 1:11.73. The current car delivers a horsepower-to-weight ratio of 1:14.85, so (on paper at least) the performance will be increased. Given the right suspension tuning, a weight below 1,800 pounds would make the next-gen MX-5 stupid fast in the corners, and that’s exactly what Mazda had in mind when they designed the original car.

Given all the structural and safety requirements that automakers must meet today, I personally doubt that Mazda will achieve their goal. I’m sure they could get there if money were no object, but how many consumers would buy a carbon-fiber-monocoque MX-5 for $150,000? Even getting close to the targeted way would yield significant gains in fuel economy and handling, and who doesn’t like saving the planet while you defy the laws of physics in a turn?

Source: Inside Line

Thumbs Up: If you like to drive but need a minivan, here’s your ride.

Thumbs Down: Would benefit from more horsepower.

Buy This Car If: You want a sedan but need a minivan.

Life, it’s said, is what happens while we’re busy making other plans. The same philosophy would apply to the purchase of a minivan, at least if you consider yourself a driver. Coupes and roadster are fun, sedans and SUVs can be fun, but minivans and crossovers are generally purchased out of need, not desire. Mazda refuses to accept that convention, and that’s good news for anyone who likes to drive but finds themselves in need of practical transportation. The Mazda5 isn’t a sports car, but it is an entertaining-to-drive compact minivan that will accommodate four adults, two kids and the trappings of modern life. It may be a compromise, but it’s a compromise that most drivers won’t mind making.

The 2012 Mazda5 represents a redesign of Mazda’s popular people hauler, now updated to make the inside more comfortable while making the outside more stylish. It’s got more power, too, and thankfully retains the option of a shift-it-yourself gearbox, albeit on Sport models only. There’s a lot to like about the Mazda5, including the minivan’s price, which starts at under $20,000 and tops out at under $25,000. For families on a budget, that’s good news, indeed.

Inexpensive doesn’t mean cheap, and nowhere is that more evident than on the Mazda5’s exterior. Yes, it shares the same happy face worn by the Mazda3’s front fascia, but look past that and you begin to see how complex the styling on the Mazda5 is. The hood, for example, carries sculpted character lines from the grille to the A-pillars, and waves sweep from the front doors rearward to blend with the taillights. The effect is subtle, but it makes you realize how much effort Mazda put into the styling of the Mazda5. I can’t name another vehicle anywhere near this price range that has that much emphasis on design (or expensive tooling). Out back, the subtle roof spoiler and wing-shaped rear hatch carry over both Mazda’s design theme and the car’s sporting intentions. There are other subtle but noticeable touches on the Mazda5 as well, like the titanium-colored grille insert and blacked out pillars, which give the glass a “wraparound” effect. Take a serious look at the Mazda5, and it’s impossible not to be impressed with the effort their designers put into it.

Inside, Mazda’s attention to detail carries over. Grand Touring versions get leather-trimmed seats, which feature contrasting piping for an upscale feel. Front seats are wide and supportive, but lower seat cushions could be a bit longer for better leg support. Folding arm rests are a nice touch, as are front seat heaters for winter comfort.

Second row passengers get captain’s chair seats, which tumble forward for additional cargo capacity or for ease of third-row seat access. There’s plenty of second-row room for two adults, and long trips won’t cause any fist fights over who gets the front passenger seat.

As with most compact vans and crossovers, the third-row seats are best left to children. There’s plenty of head room and the seats are sufficiently wide, but their proximity to the floor makes them uncomfortable for adult-sized legs. Short trips are bearable, but you won’t get many adult volunteers to ride in the third row on cross-country trips.

One of the selling features of a minivan is cargo carrying capacity, and the Mazda5 doesn’t disappoint despite its compact size. No, you can’t haul as much as you can in a full-size minivan, but the Mazda5 compares favorably against small wagons, hatchbacks and crossovers.

The Mazda5 carries over the tiered dash design used on the Mazda3. The dash effectively blends shapes, colors and textures to create a driver-friendly environment, and storage spaces abound. Like the 3, the Mazda5 displays audio, temperature and trip data atop the dash, and the orange LCD display is clear even in direct sunlight. The steering wheel is well-shaped for driving (a Mazda hallmark), and both dash and steering wheel controls are intuitive and easy to operate.

Instruments sit in separate pods, under a shaded binnacle. You get a tachometer, a speedometer and a bar-graph fuel gauge combined with the odometer and trip odometer. There’s a gear indicator as well, handy if you want to manually shift the Mazda5’s five-speed automatic gearbox.

Under the hood, the 2012 Mazda5 gets a 2.5-liter inline four, good for 157 horsepower and 163 ft lb of torque. That’s up from last year, when the Mazda5 made 153 horsepower and 148 ft lb of torque, but it’s still not enough to make the Mazda5 accelerate with enthusiasm. Zero to sixty takes 9.5 seconds, which is an improvement over 2010, but still not quick enough to impress the enthusiast driver. Fuel economy is decent, with the EPA rating the Mazda5 at 21 mpg city and 28 mpg highway. In mostly-city driving, I was able to eke out 22.5 mpg, which confirms the EPA’s fuel economy estimate.

So how can the Mazda5 be a driver’s minivan if it isn’t particularly quick in a straight line? Like the Mazda MX-5, the Mazda5 is all about balance and preserving momentum. Steering feel is surprisingly good, and the Mazda5 exhibits a confidence in corners not often associated with minivans, thanks in part to four-wheel independent suspension. There’s decent feedback from the front tires, and a lot less body roll than you’d expect; you’re still not going to keep up with a Mazdaspeed3 (or even a well driven Mazda3) when the road gets twisty, but I can’t think of another production minivan I’d rather drive North Carolina’s “Tail of the Dragon” in. Even the brakes are surprisingly good, which is an important factor when shopping for a family vehicle.

Although the 2012 Mazda5 has not yet been safety rated by the NHTSA or IIHS, I’d expect it to fare well. The 5 comes equipped with ABS and electronic brakeforce distribution, dynamic stability control, traction control, advanced front and side-impact airbags and three-row side-impact air curtains. Mazda uses something they call “Triple-H” body construction, which adds strength to the Mazda 5’s unibody by using high-strength steel in the B-pillars and increasing the size of the side sills and B-pillars. Reinforcements are also added below the B and C pillars to strengthen the unibody; in other words, when the Mazda5 is finally rated, you can expect it to fare well against the competition.

My 2012 Mazda5 Grand Touring tester had a base price of $24,670, which includes a destination charge of $795. Grand Touring models come well equipped, so the sole option on my tester was the $50 Rear Bumper Guard, for a total sticker price of $24,720. It’s hard to compare the Mazda5 against other minivans, which have grown significantly larger and more expensive over the years. If you need their capacity, chances are that the Mazda5 won’t work for you. On the other hand, if a “conventional” minvan is more vehicle than you need or want, the Mazda 5 may be just the ride you’re looking for.

Recently, I attended the Carlisle Import and Kit Nationals show at the Carlisle Fairgrounds in Pennsylvania. Held every May, this show features a vast array of meticulously maintained classic British, European and Japanese cars, exemplary examples of their more modern kin, as well as a beautiful collection of kit cars.  As far as sheer variety in makes, models and years, hands down, this show can’t be beat.

This has become something of an annual treat for me as I can think of few better ways to spend a weekend than by gazing at a gleaming sea of jaw-droppingly stunning automobiles, many of which I guarantee you won’t find at other shows. Plus, participation is open to anyone with an import or a kit car – all you have to do is register, make your car pretty and show up. It’s a great opportunity to display your cherished ride and meet other aficionados of your favorite marques.

I used to come down to show my Saab and hang out with the Saab contingent that makes it out every year. But even though I have a Subaru now, it’s just so much fun that I continue to make the trip to Carlisle (my WRX was parked over by the lone DeLorean, if you happened to be there). Volvo, BMW and Audi clubs also traditionally have a large showing so the weekend is packed with the cars you love, cars you haven’t seen before, your friends from the forums, barbeques – it’s a good time for everyone.  So, if you’re not too far out from Pennsylvania, I definitely recommend heading out there next May to check out the Carlisle Import and Kit Nationals. To tide you over, provided for your viewing pleasure are some of my favorite cars of the weekend. Enjoy!

Lancia Scorpion

Matte black Volvo V70R

Opel GT and Opel Kadett Coupe

Volvo P1800S

Saab 9-3 Viggens

Ferrari 360 Modena and 328GTS

Citroën 2CV and Smart Roadster Coupe

Gorgeous Audi Quattro

Fiat 124 Spider Abarth

Twin-charged Audi A1

Volvo S60Rs

Saab 99 Turbo

Badass Volvos: PV544 and 142

DKW Junior de Luxe - DKW/Dampf-Kraft-Wagen became one of the four companies that comprised the "Audi NSU Auto Union AG" (now known as Audi AG).

Triumph TR8 and TR6s

Saab 96 V4 convertible - must have been a custom job.

Bimmer Beauties

Datsun 280ZX 10th Anniversary Edition

Citroën H Van and DS

Audi A7

Honda Z600 / 600 Coupe

Saab Sonetts

Datsun SPL311 Roadster

Opel GT

Controversial styling and "CamCord" bloat lead to lower sales?

A short while ago, there was a rumor that Mazda may kill off the Mazda6 due to low volume sales.  I can’t say I was surprised but the news definitely left me sad.  Actually, my first thought was literally “But what about the Shinari concept??!”  As many of you know, Mazda reps have since dispelled the rumor via several outlets and made it clear the 6 is here to stay.  *Whew* Those of us who are fans of “the driver’s alternative to Camry and Accord” felt like we dodged a bullet.  For me though, my love for the model wasn’t always so profound.  In fact, I downright loathed it.  So what happened?

Rewind three years ago.  Our ’99 Chevy Venture finally died by way of transmission failure, and good riddance we said.  My husband agreed to take over my 2000 Accord coupe, and I was to get the “new” car.  Having always been a fan of coupes and Hondas in general, but short on funds, I test drove countless cars trying to find one that didn’t smell like stank gym socks (a Prelude), that didn’t get bought out from underneath me that day (an RSX), have a stick (I hadn’t yet learned to drive one, and that was an RSX Type-S), or was out of my price range (an ’06 Civic coupe, which was then only 2 years old but had a massive dent in the hood).  Eventually, between a rock and a hard place, it became clear that the only car on the lot that day available to me was a silver ’03, base model 6.  (Side note – I wish I knew then what I know now about being a savvy car shopper, but we all make our mistakes right?)

Pretty similar to the face that greets me every morning

Anyway, I hated the thought of having to drive a boring, four-door sedan.  I got behind the wheel not expecting much when I punched it.  Wrong.  It happily came to life with the most enjoyable “grunt” one could expect out of a little four-pot.  I felt connected to the road as I took it around corners in a way I never did with the Accord.  It wasn’t a sporty little two-door, but the fun I had on the test drive took a bit of the sting out of the purchase concessions.

Over the years, I came to terms with the 6 and grew to appreciate its Euro-inspired design.  Having no previous experience with Mazdas, the 6 provided a nice gateway into the brand and their truly driver-centric outlook.  Those four doors still don’t look particularly sleek, and I continue to feel that a spoiler or brighter color would do wonders for its looks but at this point in my life it’s function over form.  The cavernous trunk helped us move boxes that would never have fit in a coupe and after folding down the rear seats it became even more useful.  The interior bears the battle wounds of shuttling a young kid and an active family, and the exterior has unfortunately been the victim of a few parking lot incidents where, of course, the perp decided not to leave a note after leaving their paint on mine.

Paint, spoiler and ground effects perk it up nicely

It’s not luxurious by any stretch.  There were never any floor mats when I bought it; the cloth seats need a good shampoo; the brakes squeal at every application no matter how many times I take it in for service; the upholstery (gray), blends into the exterior (silver), and with the sea of black, matte, hard plastic on the dash, it paints a rather dreary picture upon entry.  It was the car I needed at the time, and the one that has served its purpose admirably overall.  Somehow, this rather unassuming vehicle has endeared itself to me with its combination of utility, dependability, and a fun-to-drive factor.

You like that cassette deck blank? And who needs auto-climate? I AM auto-climate!

It’s true that I haven’t been the biggest fan of the 6′s redesign, mainly due to the increase in size and lackluster gas mileage.  Regardless, I never wanted to see it go away.  I doubt my next car will be a Mazda because their current offerings aren’t quite what I need right now.  As a Mazda fan though, I have high hopes for the next iteration, especially if it bears any resemblance to the concept.  If the company can put the 6 on a diet, improve mileage with their new SkyActiv powerplants, and market it a bit more aggressively than they did the current generation, I think they could have a hit.  I wouldn’t say no to a Mazdaspeed6 successor either because after all, the Hyundai and Kia turbos need some competition, right?

The 2012 Mazda3 with SkyActiv technology. Image: Mazda

Forty is the new thirty, at least when it comes to highway fuel economy. Many automakers now have 40 MPG models in their lineup, since staying competitive in the market requires it. Mazda has missed the 40 MPG club, since even their Mazda2 subcompact returned just 35 highway MPG. That changes with the SkyActiv equipped 2012 Mazda3, which is now rated at 40 MPG highway when equipped with Mazda’s six speed automatic transmission. By Mazda’s own numbers, that’s a 21% improvement over the current 2.0-liter MZR engine and five speed automatic transmission.

Best of all is that power goes up with fuel economy. The previous 2.0-liter MZR engine was rated at 148 horsepower and 135 ft lb of torque; the SkyActiv-G engine is rated at 155 horsepower and 148 ft lb of torque. The engine is 4.4 pounds lighter as well, and boasts a higher compression ratio, multi-hole fuel injectors and dual sequential valve timing for maximum efficiency.

There will be a dizzying array of Mazda3 models to choose from in 2012. The current 2.0-liter MZR continues on in the base model, mated to either a five speed manual or five speed automatic. Next up is the SkyActiv-G 2.0-liter engine, which comes with either a six speed manual or a six speed automatic transmission. Mazda’s 2.5-liter MZR engine also remains available in 2012, bolted to a six speed manual or a five speed automatic. Then there’s the Mazdaspeed3, which (as far as I can tell) soldiers on with the current engine and six speed manual transmission.

Mazda’s made some exterior and interior styling changes as well, but the Mazda3 represents their bread and butter, so the automaker won’t make significant changes until the next generation is released with Kodo styling. If you’re in the market for a compact sedan or hatch, chances are that there’s a Mazda3 to fit your needs, taste and budget. If you’re planning on driving all of the 2012 variants, just make sure you put aside a full day to do so.

Thumbs Up: The best all-around sports car for the money, period.

Thumbs Down: Stereo is marginal and the happy-face grille needs to go.

Buy This Car If: You’re an enthusiast, under 6’ 3”, on a budget.

I own a 2006 Mazda MX-5, so when Mazda asked if I’d like to give the 2011 MX-5 Special Edition Power Retractable Hard Top (PRHT) a try, my answer was a quick “yes”. The new body style (NC, in Mazda-speak) has been around with mostly minor changes since its launch in 2006, but that’s not a bad thing. When Mazda redesigned the MX-5 five years ago, it was a back-to-the-drawing board endeavor. Power was bumped up to 167 horsepower, courtesy of a 2.0 liter MZR engine. Interior room was increased, while weight was kept to a minimum via the use of weight-saving materials (like a lighter aluminum hood and an aluminum trunk lid). Things like floor mats and interior fabrics were lightened, and rumor had it that Mazda even spent time shaving a few grams off the weight of the rearview mirror. Obsessive? Perhaps, but the results spoke for themselves.

One of the major changes to the current MX-5 came in 2007, when Mazda introduced the PRHT option for the car. Costing less than a separate hard top, the PRHT gave added security, improved cold weather comfort and reduced interior noise. Best of all, the design only added 79 pounds to the weight of the car, and didn’t take away from trunk space. Mazda, it seemed, had created the perfect, affordable roadster for apartment dwellers everywhere.

The great automotive market collapse of 2008 and 2009 precluded Mazda from commemorating the MX-5’s 20th anniversary in 2010 (at least in the United States; Europe did indeed get a 20th Anniversary model). To make up for this, Mazda has launched a 2011 “Special Edition” MX-5, but it’s largely a paint and trim package. Unlike earlier special editions, this one doesn’t include special badging or a commemorative plaque. You don’t get a limited edition book, and there’s no watch in the glove box; what you do get is an optioned-to-the-gills MX-5, wearing a unique paint color and sporting unique leather on the seats.

The MX-5’s front fascia was updated for the 2009 model year, and I’ll admit that I’m not a fan of the new car’s “happy face” styling. One thing that sold me on the original NC redesign was the car’s muscular appearance, complete with oversized fender flares and a sculpted hood. In some ways, it looked like a scaled-down Jaguar XK, perhaps because of the long hood (or perhaps because of the then-close relationship between Mazda, Ford and Jaguar). The 2011 MX-5 retains much of that, but the chrome trim around the grille only serves to accentuate one of the car’s least desirable design features.

Top up, the styling of the MX-5 is completely transformed. It’s still a better looking car with the top stowed (as are most roadsters), but the power retractable hard top styling integrates well with the lines of the car. In fact, it almost looks like the car was designed as a two seat sports coupe, with the roadster version coming later; if that’s not praise for a design team, I don’t know what is.

Inside, the 2011 MX-5 is much roomier than earlier (NB or NA) generations of the car. Those taller than six foot had trouble getting comfortable in the first-generation cars, but the NC raises that comfort bar to around six foot, three inches. With the top in place, rear three-quarter visibility is a little compromised, but no worse than in the soft-top version. All NCs come with a heated glass rear window, so a power retractable hardtop MX-5 could be a year-round commuter for the diehard driving enthusiast (as long as you added a set of good winter tires).

The seats in the 2011 Special Edition were noticeably wider and softer than those in my 2006, and I suspect this has to do with the criticism Mazda received over the original NC seats. They were firmly bolstered, but sized more for Japanese and Euro buyers than for Americans. I’ve grown to like the seats in my NC, but I’d rather have the seats in the 2011 MX-5 for any long-distance trips. I’d also rather have them in cold climates, since the Special Edition seats were heated, while mine are not. Leg room in the new version is also improved; while the MX-5 still won’t fit the tallest drivers, it will fit a much higher percentage of the general population than either the NB or the NA versions.

One area of vast improvement is in interior design and layout. My 2006 MX-5 has door-mounted cup holders that intrude on knee room, and an utterly worthless center console that’s shaped to hold drinks, but blocks access to the shifter if you actually place drinks there. Worse, the console has a hard plastic cover that gets uncomfortable on your arm after a few hours driving. The 2011 MX-5 has recessed door-mounted cup holders that don’t bruise your knees, and the center console is configurable to hold more than just drinks via a removable divider. Best of all, the center console cover is padded for long distance comfort.

Mazda’s made some minor changes to the instrumentation graphics for better readability, and the redline gets bumped up to 7,200 RPM (from 6,700 RPM) in 2009 and later cars. The anti-glare plastic used by Mazda on the original NC’s instruments remains, and I can verify that it makes the instruments readable even in bright sunlight. The 2011 MX-5 Special Edition comes with automatic climate control, and I can testify that the car’s ability to crank out heat or air-conditioning extends the range of top-down motoring (especially with the windows up).

Unlike most retractable hard top convertibles, the Mazda MX-5 PRHT gives up no trunk space with the top down. Whether or not the trunk is big enough for your needs is up to you, but I’ve taken two-week road trips with my wife in ours. Pack light, and the MX-5 gives you a surprising amount of luggage room. In fact, I’d bet there’s far more luggage room in an MX-5 PRHT with the top down than in an Infiniti G37 convertible or in a Volvo C70. The Mazda also gives you a generously sized console between the seats, and storage in the bulkhead behind the driver and passenger seats.

Under the hood is a Ford Duratec / Mazda MZR 2.0-liter, four cylinder engine good for 167 horsepower and 140 ft lb of torque when bolted to a manual transmission (like the superb six speed in my Special Edition tester). Opt for the paddle-shift equipped automatic, and the horsepower rating gets lowered to 158, which gives you added incentive to master the art of driving a stick. Zero to sixty miles per hour comes up in around 6.7 seconds, which is comparable to the turbocharged Mazdaspeed MX-5 sold from 2004 to 2005. Fuel economy is rated at 21 MPG city and 28 MPG highway, and I saw an actual 23.6 MPG in city driving during my week with the car. I can tell you from personal experience that your actual fuel economy will vary greatly depending upon how often the motor sees redline. You don’t have to wind it out to make power, but it sure sounds good when you do.

Behind the wheel, the MX-5 is superb on a twisty road or on an autocross track. Despite this, it’s not punishing to drive in stop-and-go traffic like other sports cars can be. Clutch effort is light, and gear changes are short and precise. Acceleration is reasonable since the car is so light, and even the stock MX-5 brakes are superb. Steering is nicely weighted without being too heavy, and the front tires communicate their intentions well even on rough or uneven pavement. My own MX-5 is lowered via a set of Mazdaspeed springs, and it’s got stiffer Mazdaspeed sway bars (tuned for less push than the stock setup). The difference between the two cars was immediately noticeable in a quick right-left transition while driving the Special Edition. I felt the rear suspension weight then suddenly unweight, almost as if the back was going to come around on me. Granted, I was pushing the car moderately hard, but it clearly demonstrated the advantage of a lower ride height, stiffer sway bars and a more-performance oriented alignment. If you’re going to track or autocross your own MX-5, consider those changes mandatory. If it’s just a street car and you’ll never probe its handling limits, the stock setup is probably fine for you.

My 2011 Mazda MX-5 Special Edition PRHT tester had an all-inclusive sticker price of $31,720, including a destination charge of $795. That’s not an insignificant amount of money, but it’s worth noting that the 2011 MX-5’s price of admission starts at just $23,905 for a stripped down Sport model. There are other cars that will go faster for less money than a well-equipped MX-5 (like Mazda’s own Mazdaspeed 3, for example), but none will teach you the fundamentals of driving quite the way an MX-5 will. I’d even argue that none will be able to match the MX-5 on a tight racetrack, where carrying speed into a corner is more important than accelerating down a long straight. Whether you agree with me or not, this much is certain: the MX-5 has outlived the competition from Toyota, Mercury, Honda, Pontiac and Saturn, and remains the only affordable sports roadster on the market today, It’s one of the world’s truly great sports cars, and well worth driving if you’ve never had the chance.