The Miata could use more power. It’s something that’s been said since the dawn of time–or at least since the car’s release some 30 years ago.
We said it, too, in fact, in one of this magazine’s earliest new-car reviews. “The Miata’s powerplant was the most often criticized …
1995 Mazda Miata
NA chassis code • approx. 180 wheel horsepower
Major Mods
- engine: Flyin’ Miata Stage 1 turbo system (CARB-legal) w/stock ECU and injectors, Flyin’ Miata 3-in. turbo exhaust, Flyin’ Miata crossflow radiator w/Stage 2 Airflow kit
- suspension: Flyin’ Miata Butterfly Brace, Flyin’ Miata Stage 2 kit (Koni shocks, Flyin’ Miata springs and anti-roll bars), Flyin’ Miata adjustable end links
- brakes: Flyin’ Miata Little Big Brake Kit
- wheel: 15x8-in. 6UL
- tire: 225/45R15 Hankook Ventus R-S4
- interior: Hard Dog Sport roll bar
On the Street
- Flyin’ Miata Stage 1 turbo kit offered all the power you could ever use in a street Miata.
- Power delivery felt very progressive–no hiccups anywhere in the rev range.
- The pop-off valve was a hoot, too.
- Crisp handling with no harsh ride.
- Brakes felt linear and massively effective.
- Practical interior: The Hard Dog roll bar didn’t interfere with the operation of the top, and seat travel seemed adequate for a taller driver.
On the Track
- Completely predictable.
- Easy to drive fast right away.
- Tires were slow to warm up on our cold test day–temps were in the high 40s–and the Miata initially understeered.
- When understeering, however, the car was still easily controllable.
- Limited-slip differential allowed us to place the car at will, even on cold tires.
- Understeer relaxed once repeated laps had warmed up the tires.
- Big-brake kit delivered just the right amount of pedal effort, even with some heat in the system.
- Zero brake fade, no matter how hard we pushed the car.
Final Thoughts
- The NA is still an amazing car and is not really overshadowed by any of its successors. Sure, the NC and ND are more modern, and yeah, the NC especially feels more comfortable, but there is no shame in loving your NA.
2003 Mazda Miata
NB chassis code • approx. 240 wheel horsepower
Major Mods
- engine: Flyin’ Miata FM II turbo system w/Hydra ECU and flex fuel capability, 800cc injectors, Flyin’ Miata upgraded PCV valve, Flyin’ Miata Big Fuel kit (E85-compatible), Flyin’ Miata crossflow radiator w/Stage 2 Airflow kit, Flyin’ Miata 2.25-in. exhaust and mid-pipe
- suspension: Flyin’ Miata Stage 2 V-Maxx XXtreme Sport (adjustable coil-overs, Flyin’ Miata anti-roll bars), Flyin’ Miata adjustable end links, Flyin’ Miata frame rails, Energy Suspension polyurethane suspension bushings, de-powered steering rack
- brakes: Flyin’ Miata 4-wheel Stage 2 Big Brake Kit, Flyin’ Miata adjustable proportioning kit
- transmission: Flyin’ Miata rebuildable driveshaft
- wheel: 15x7-in. TRMotorsports C3M
- tire: 195/55R15 Goodyear Eagle Sport A/S
- interior: Cipher steering wheel, NRG seats, Hard Dog Sport Fat Boy roll bar
On the Street
- Looked promising on paper.
- Let down by its tires. (We asked that all the cars run street-legal rubber, but this was the only one that arrived on standard-issue passenger car tires.)
- NRG seats were uncomfortable for street use.
- Combination of deleted power steering and retained power rack made it a bear to point, especially in tight turns.
- Had some tuning issues.
- Set up for maximum power, not maximum drivability.
On the Track
- Clearly the fastest car of the bunch in a straight line.
- Pushed badly (again, we’re going to blame the tires for much of that).
- Steering setup wasn’t happy on the tight kart course.
- Power delivery didn’t feel linear.
- NRG seats weren’t supportive enough for track use.
- Harsh suspension.
Final thoughts
- This Miata illustrated the difficulty of building a dual-purpose car. Step off the tightrope, and you could end up with a car that isn’t really suited to either venue.
2015 Mazda MX-5 Club (Power Retractable Hard Top)
NC chassis code • approx. 220 wheel horsepower
Major Mods
- engine: Flyin’ Miata supercharger (CARB-legal), Flyin’ Miata supercharger-specific exhaust
- suspension: Flyin’ Miata Stage 2 kit (Tokico HTS shocks, Flyin’ Miata springs and anti-roll bars)
- tire: 215/45R17 BFGoodrich g-Force Sport Comp 2
On the Street
- Biggest, heaviest MX-5 model offered to date.
- Most spacious interior.
- Larger brakes.
- Beefier suspension components.
- Most powerful engine ever fitted to the standard MX-5.
- Polarizing styling.
- Looks definitely improve once the car is lowered and fitted with meatier tires.
- Feels more modern compared to previous Miatas–because it is.
- With modernity comes all the driver aids.
- Driver aids can be turned off.
On the Track
- A pleasant surprise.
- Smooth and fast–no lag, no wait.
- Comfortable and composed.
- Belied its size and acquitted itself most adequately against its lighter brethren.
Final Thoughts
- Miata zealots have given the NC a thrashing since its release, but this test car really got us rethinking this particular chassis. Despite its gives and takes, the NC may be the sweetheart of this group.
2017 Mazda MX-5 RF GT
ND chassis code • approx. 205 wheel horsepower
Major Mods
- engine: BBR Stage 1 turbo kit (CARB-legal), Flyin’ Miata mid-pipe and Hush-O-Matic exhaust
- suspension: Flyin’ Miata Stage 2 suspension (Koni Sport shocks, Flyin’ Miata springs and anti-roll bars)
- brakes: Flyin’ Miata 4-wheel Little Big Brake Kit
- wheel: 17x8-in. 6UL
- tire: 235/40R17 Yokohama S.drive
On the Street
- Still perfectly captured the essence of the original Miata and, thus, the British sports car it was modeled after.
- A truly modern car despite its throwback nature.
- Ride is truly comfortable thanks to the Koni-based Flyin’ Miata Stage 2 suspension.
- Gave us little to complain about, even after countless miles behind the wheel.
- A little more cramped than the original car.
- On the roadster models, the top flutters at highway speeds.
- Flyin’ Miata supercharger seamlessly remedied the car’s age-old power deficit.
On the Track
- Easy to drive.
- Fast as hell.
- A lot of fun.
- Flyin’ Miata suspension was amazingly effective at the test track.
Final thoughts
- Even with a turbocharger, the ND costs less than any new BMW or Porsche. The Miata really does deliver the best bang for the buck.
Looking Back
The Miata is arguably the most fun car in the world. Add forced induction, and that argument becomes an indisputable fact.
All of the cars we tested, even the rather rough-and-tumble NB, exhibited essentially flawless drivability. None of them felt like they were equipped with aftermarket components. The experience was factory throughout.
Yet each one had its own charms. The NA still delivers a truly delightful driving experience. For about $12,000 to $15,000 all in, you could have a perfect NA with all of the chassis and go-fast parts you need.
The ND, once modified, starts to pick on cars from a higher weight class. We didn’t expect much less, to be honest. It’s a great chassis that, as always, could use a little more power. If you have the scratch to handle the car payment and the mods, this is the one.
The NB that we tested had the most modifications. It was definitely the fastest, but it was also the rowdiest of the bunch. Its other shortcoming: It didn’t have the charm of the NA or the comfort and sophistication of the later cars.
The much-maligned NC was the hit of the day for us. It offers so much more comfort and sophistication than the earlier cars but without any cost premium. When you factor performance and usability against price, this generation of Miata quickly becomes a very strong contender.
How about this for a final verdict: If you’re looking to keep things pure, you can’t beat the NA. But if you can go a little more contemporary and price is a consideration, the NC quickly becomes the one to get.
Photography by Travis Ingram
