2001 Miata Ls, Handling Pkg., Abs, Only 57,400 Mi. 6 Speed. Original Owner! on 2040-cars

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Mazda Miata 25th anniversary display is roadster heaven on Earth

As part of the celebration of the 25th anniversary of the MX-5 Miata, Mazda has put together a rather large display at its New York Auto Show booth, showing off significant models from the diminutive roadsters history.
The display represents a healthy split of volume models, with cars 14, 15 and 17 sitting alongside cars 500,000 and 700,000. There are also more than a few concept cars in the offering, such as the Super20 Concept we drove a few years back, as well as older offerings, like the Club Racer concept from the 1989 Chicago Auto Show, the M-Speedster from the 1995 Chicago show and the M Coupe from the 1996 New York Auto Show.
We've put together a gallery of images of the historical Miata display, which you can view above. Take a look and then let us know which of Mazda's awesome roadsters is your favorite.

2016 Mazda MX-5 Miata Club long-term wrap-up | Farewell, fun friend

About one year ago, we took delivery of a 2016 Mazda MX-5 Miata. We made sure we got the sportiest version we could, the Club model (which includes Bilstein shocks, a limited-slip differential and a front shock tower brace) with optional BBS wheels and Brembo brakes. We also sprung for the appearance package to give our cute little roadster a modicum of aggression. It was a tad pricey at $32,835, but we enjoyed every minute of it. Well, almost every minute of it. It's not a perfect car, as it's loud and stiff on the highway, and we ran into an issue in which the top had to be replaced (under warranty). But minor grievances aside, just about everyone who drove the little roadster came back with a smile, especially when we took it to a racetrack. Below are final thoughts on the car from our editors. Senior Green Editor John Beltz Snyder: This car is about as car as any car gets. It's so car! That is to say, it's pure in its mission and in its effective execution as a driver's plaything. Its crisp steering, snickety six-speed manual gearbox, and rev-happy engine create the wonderful sensation that you're driving faster than the speedometer reads. Normal speeds never felt so heroic. The view out the front is fantastic, too, and the curves of the hood are nothing short of inspiring as they frame the road ahead. I don't care that it's noisy, jarring, and ergonomically weird. Old and British in spirit, it offers a level of engagement that's hard to find in a new car, especially for under $30,000. Anyone who has a Miata in their stable isn't lucky. They're smart. Senior Editor Alex Kierstein: I'm a bit embarrassed to think back to my first impressions about driving the MX-5 now that I've had so much seat time in this one. While I loved the idea of it as a throwback to the original NA Miata from the moment it was revealed, I was a bit turned off by how civilized it was. And how quick it was. No longer a momentum car, the new MX-5 seemed more forgiving of bad gear selection or a bad corner entry. I felt like something had been removed, a ragged edge, some everyday engagement. Well, a year on, and my feelings have changed. If you stop comparing it directly to the (slow, weedy, rattly, uncomfortable) first- and second-generation cars, it's a brilliant little roadster. I miss the raw edge less and enjoy the livability more — the raw edge was really just a lack of civility. A flaw that forced you to engage with the thing every moment.

Mazda's mission for the 2017 CX-5: Smooth out the NVH

NVH: the dreaded noise, vibration, and harshness. According to current Mazda CX-5 owners, as well as those who decided against becoming owners, NVH was its biggest area of need. Traveling in the CX-5 was just too loud, so Mazda's engineers made sure that the redesigned, second-generation model would offer its occupants a more serene environment in keeping with quieter competitors. To reduce wind noise, more aerodynamic parts were strategically placed about the exterior, while extra efforts were made to reduce low-frequency noises on coarse surfaces. According to Mazda engineer Dave Coleman, the new CX-5 is nearly as quiet as its platform-mate, the 2016 CX-9. Actually, to be very accurate, all Mazdas apart from the CX-3 and 2 (aka Toyota iA) now share that platform. Another reason compact SUV buyers opted to skip the CX-5 was its comparatively firm ride. So, while the CX-5 remains "head and shoulders above the segment for handling," according to Coleman, the ride was improved. One of the primary ways of achieving that was the adoption of rigid steering mounts, which allowed for the suspension to be less stiff without a loss in handling precision. View 12 Photos Of course, handling remains a key reason to buy the CX-5, and it's improved for 2017 courtesy of an increase in body rigidity, the adoption of liquid-filled front suspension bushings, and Mazda's G-Vectoring Control. Under the hood, every CX-5 now comes standard with the 2.5-liter Skyactiv-G four-cylinder, with output figures to be announced at a later date. The 2.0-liter, previously standard on the Sport trim, has been exiled to other markets. However, finally making its appearance on these shores is Mazda's 2.2-liter Skyactiv-D diesel engine. Although Mazda did its darndest to make it certifiable in the United States without a urea injection system, it was ultimately unable to do so without resorting to an ultra-sluggish throttle response that engineers deemed was anathema to what was expected of a Mazda. Therefore, the diesel-powered CX-5 will indeed have a DEF tank that will need to be periodically topped off to not run afoul of emissions regulations. Otherwise, the 2017 CX-5 is very much an evolution of the SUV it replaces. Customers thought its size was just right, so its passenger and cargo area remain in the same ballpark.