2019 Mazda MX-5 Miata RF Drive Review: All Hail the ND2
Miata mid-cycle refresh, dubbed ‘ND2,’ bestows much more potent 181-horsepower naturally-aspirated engine to Mazda’s little roadster.
Top goes up, top goes down, and stays there. It’s a core philosophy with Mazda’s perennial darling, the MX-5 Miata, the little sports car that could. For the past 30 years, the Miata has been a car devoted to offering driver enjoyment, and, with over one million of them sold in that time period, it’s safe to say that the petite roadster does quite a good job at it.
So each new Miata model, as it’s carefully crafted and delicately updates and refined, is subject to much scrutiny. After all, if Mazda messes up the magic formula purists would revolt. With this fourth-generation “ND” Miata (the previous models were NA, NB and NC, respectively), fans have been critical of the car, but in very much a loving way.
When it was introduced in 2016, people were stunned for myriad reasons. It was smaller, more sculpted, and somehow even lighter than its NC predecessor, weighing just 2,332 pounds. That’s almost identical to what a first generation model weighed in the early 90’s, an unheard of feat with a modern car. However, while it also featured a 2.0-liter four-cylinder engine (no turbos here) like the last model, it was all-new, but less powerful, producing 155 horsepower versus the old cars 167 horses. Of course, this new engine featured a broader torque curve, and Mazda claimed it was faster than the old model, but the old adage that power sells had some fans stuck in their ways.
Mazda Heard You Loud and Clear
Now, for 2019, Mazda has introduced a new engine for the Miata. This mid-cycle refresh, dubbed “ND2,” is also equipped with a 2.0-liter four-cylinder engine. But it now produces 181 horsepower, and has a higher red line of 7,500 RPM, versus 6,800 in the old car.
These changes are due to a new block design, higher flowing heads with more aggressive cams, revised intake and exhaust manifolds, and a stiffer valvetrain, to handle the extra RPM safely. Mazda also switched from a conventional single-mass flywheel, to a dual-mass unit, to quell some of the possible increase in this new engine’s noise, vibration and harshness (NVH).
The 6-speed manual transmission, an obligatory choice with the Miata, is largely unchanged. It features the same gear ratios and the same 2.86 final drive in the differential as the ND1.
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Similarly, the chassis design, interior and available options are largely the same as the prior model. Mazda focused predominantly on hotrodding the engine. This particular model, a fully-optioned out Miata RF Grand Touring costs $36,000 and is jam-packed with performance goodies and some useful day-to-day conveniences. The base model continues to cost a hair under 25 grand, just as it has for the past decade. The Miata is, seemingly, immune to inflation.
This ND2, in particular, has the Recaro bucket seats, Brembo brakes and BBS wheels, which are all standalone options. Then there is the retractable fastback roof (hence the “RF” name), versus the soft top. Being the Grand Touring, this Miata also has the helical limited-slip differential, Bilstein shocks and shock tower brace from the mid-spec Miata Club. From there, the Grand Touring adds niceties, like automatic headlights, rain sensing wipers, automatic climate control, leather-trimmed seats, navigation, and a few safety aides, like lane departure warning, low-speed automatic collision braking, traffic sign recognition for the nav, and blind spot monitoring. Got all that?
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