Driving Impressions Hitting the apex of the fun-to-drive curve, the 2006 Mazda MX-5 Miata truly stands apart from the crowd, delivering big grins no matter what speed it’s traveling.

Hitting the apex of the fun-to-drive curve, the 2006 Mazda MX-5 Miata proves the adage that sometimes it is more fun to drive a slow car fast than a fast car slow. Not that the new MX-5 is exactly slow, but it’s no powerhouse either. Rather, joy is derived because you can drive it at 60 mph and get the sound and steering sensations of driving 100 mph.

We drove three different versions of the new Miata over a course of 180 miles and, despite the speed limitations on the Big Island of Hawai’i, we were able to hustle the new drop-top the way many everyday enthusiasts will drive it. The first thing we noticed is the Miata’s exhaust note, which is more like the original model in emitting a slightly more robust gurgle when you accelerate with vigor or reach the higher end of the rev range.

Next, we discovered the Miata’s improved pedal placement and operation. The pedals are set up the same distance apart, with similar rates of travel to accomplish your mission and accommodate easy heel-and-toe motoring with the manual transmission. Weighted to feel more responsive and set up at a slightly different height, the revised pedals make driving the Miata more fun.

Underway, it’s clear that the Miata’s ride comfort is improved, and that the slightly wider cockpit feels bigger than before. Modernized, but not loaded down with gadgetry, the interior is refreshingly simple. The dash has contemporary look and the materials are pleasing. The sun visors disappoint, appearing to be made of low-grade plastic and Lilliputian in dimension. Driving positions proved adequate for people measuring both 6’0” and 5’2” thanks to an adjustable steering wheel, added seat travel, and increased hip and leg room. Interior stowage is slightly increased but still nominal at best, although both the glove box and the trunk are enlarged. Noteworthy are cupholders in the center console and on the doors, positioned to make maneuvering the gear selector easier. There’s also a new coin holder. Wind management is improved with the top down and road noise has been reduced, allowing for easier conversation while driving.

We drove Miatas equipped with both the six-speed manual and the automatic tranny with paddle shifting. While we strongly prefer to row our own gears and enjoy the ability to run into the red, Mazda’s work to reduce shift shock when the automatic transmission downshifts is apparent, and we were particularly impressed by the rev-matching throttle ‘blip’ when the automatic selected a lower gear. Plus, the automatic features faster, smoother upshifting. Miatas that shift for you are no longer a performance penalty box.

We found the short-throw six-speed manual a delight to operate, but slightly notchy and not as well synchronized as we had expected. However, it is important to note that the Miatas we were driving were pre-production models and this could also be a ‘break-in’ issue. The retuned rack-and-pinion steering is weighted somewhat light for slow speed maneuvering, but thankfully stiffens as the pace quickens, and responds in an intuitive, connected fashion.

Improved cornering stability comes from bigger contact patches where the Miata-specific performance rubber meets the road, as well as the new Miata’s improved ability to transfer weight with its new five-link rear suspension. Increased torsional rigidity, half-shafts that are the same weight as the previous version but are thicker and stronger so that they twist more and bend less, and a lighter flywheel also contribute to a lively, nimble feel. Knowledge gained from Mazda’s racing program results in a new drive shaft, and bigger brakes with larger rotors and stiffer calipers are nearly perfect at stopping the Miata in a graduated and linear manner. In fact, Mazda engineers say that the new brakes, which are similar to the RX-8’s, are best in class, and can out-brake the Porsche 911 in comparison testing.