By Edward A. Sanchez — Feb. 24, 2023

If there’s an icon of modern-era affordable performance and the distilled essence of fun-to-drive, there’s probably no better poster child than the Mazda MX-5 Miata. Since its introduction in 1989, the tossable, attainable roadster quickly became a favorite of enthusiasts on a Cup Noodles budget. Although not as powerful as six-figure thoroughbreds from Germany, Italy, and the UK, in some ways, the Miata was even more fun. Ever heard of the saying that it’s more fun to drive a slow car fast than a fast car slow? The Miata was the embodiment of that ethos.

Well, we’re within a decade of the internal-combustion engine being effectively banned from many markets. Japanese OEMs (with the possible exception of Nissan) have been notoriously reluctant to hop on the EV bandwagon, instead extolling the virtues of hybrids, and some curious detours down internal-combustion rabbit holes (we’re talking about you, Mazda).

In Episode 105 of our podcast, we quoted an Autocar article in which Mazda Europe CEO Martijn ten Brink said, “I think [the MX-5] will continue to exist forever and it will have to go with the times.” Well Martjin, however much your overlords in Hiroshima howl in protest, the ICE ban is happening in some of your major markets in less than a decade, and only a few years after that in most others.

It's pretty much an inevitability that the Miata will have to go full-EV at some point. With that as an accepted premise, I developed a wish list of features I’d like to see on the future (NF? NG? NH?) Miata.

Pressure/Directional-Sensitive Regen Paddles
The manual transmission has a special place in enthusiasts’ hearts, and for good reason. My first three cars were all manuals, until the reality of a 100-mile daily round-trip commute necessitated a switch to a slushbox. Most manual transmission vehicles give the driver a visceral, satisfying connection with the mechanical character of the car, something that can only be approximated with even the best paddle-shifted dual-clutch or torque-converter automatic transmissions.

Miatas are known for connecting the driver to the road. While an EV removes the need for a manual transmission, that doesn’t mean there aren’t innovative options.

Despite ICE partisans’ protests to the contrary, electrification can open up new possibilities not possible or simple with internal combustion powertrains. The powertrain I’m proposing for the EV Miata consists of dual small rear-mounted EV motors, independently controlled and modulated for each rear wheel. In normal driving, the two motors would work in exact, harmonious conjunction with each other to provide a pleasant, predictable driving experience.

But in sport mode, the two rear motors could be individually modulated via paddles on either side of the steering wheel. These paddles would be pressure sensitive, and squeezing the left or right paddle would activate dynamic regenerative braking to induce moderate oversteer to give the car quicker directional control and response. Obviously, this would have to be carefully tuned and calibrated to prevent novice drivers from flinging themselves sideways off a cliff or into the mountainside. For the truly bold, a “drift mode” could be activated with the disclaimer, “This mode deactivates safeguards intended to provide a safe driving experience. By activating this mode, you release Mazda from any responsibility for your safety and wellbeing. Continue?”

But independent, dynamically controlled dual rear motors could provide a level of driver engagement and satisfaction that could arguably rank up there with the revered “heel-and-toe” throttle modulation and braking so treasured by manual transmission aficionados.

180-200 Mile Real-World Range
The inescapable truth with current battery technology is that it’s heavy. While progress is being made on this front with each passing day, it’s likely going to be decades before batteries reach the same volumetric potency as liquid hydrocarbon fuels. Yes, we could go down the rabbit hole of powertrain efficiency, but for the purposes of this point, let’s not.

You may notice that some of the most efficient EVs (from a miles/kWh or MPGe perspective) are not necessarily the longest-range models. That’s because more weight typically means lower efficiency. Lucid has perhaps come closest to narrowing this delta, but even still, there’s a law of diminishing returns that kicks in once you start striving for range over 300 miles.

A real-world (driving at normal-ish speeds, and driving a sports car like its meant to be driven) range of about 180-200 miles would probably be plenty for most buyers, especially if it’s capable of 150kW fast charging. This could make the target of a 2,800-3,000-pound curb weight feasible.

Supercapacitors for Power On-Demand
One of the hallmark traits of the Miata has always been its responsiveness. One of the knocks against conventional EV batteries is they like to be charged and discharged gradually. Granted, the near-instantaneous torque output of electric motors mitigates this factor somewhat, but in a sports car, you want power now. A way to deliver this without overly stressing the battery is supercapacitors – they can discharge power quickly, and gradually recharge from the high-voltage battery. Whether you’re autocrossing, taking that uphill mountain curve with gusto, or passing an 18-wheeler, the power is there when you need it.

Adjustable-Opacity Glass Roof
Another point made by Martijn ten Brink is that the future Miata would have to be “super-aerodynamic.” As sad as this may be for the Miata loyalists, it may mean the end of the soft top. This could manifest itself in either a retractable targa top, or a fully enclosed coupe. In the latter scenario, maybe a “smart glass” roof that can either dynamically, automatically adjust to sunlight, and increase opacity progressively as the sunlight gets brighter, or have a slider or knob on the dashboard or steering wheel to let the driver to go from fully opaque to fully transparent. It might not be quite as good as full alfresco motoring, but an acceptable compromise for some.

Keeping things aerodynamic on an EV Miata might mean scrapping the convertible in lieu of a glass option.

No Fake Noise
One of the most annoying developments in the EV space over the last few years is the rise in fake noise, either piped into the interior, or exterior pedestrian-alert sounds. Granted, the latter is often required by law or regulation, but the former is usually a gratuitous indulgence trying to convince consumers of their EV’s performance credentials.

This is the complete antithesis of the Miata’s core identity and character. Mazda should resist this temptation at all costs. If anything, apply minimal sound deadening between the powertrain and cabin to let the natural NVH produced by the motors or inverters make their way into the cabin. But please, Mazda, do not pipe fake noise into the cabin.

250-300 Horsepower
A power output of 250-300 hp is plenty for a Miata. Compared to the first-generation NA models which had an output of only 116-128 hp, 250-300 hp may seem excessive, even indulgent. But the current ND Miata has 181 hp, so 250 hp is about the same difference between the original NA and the current ND. A weight-to-power ratio of 10:1 would make for a highly enjoyable driving experience, and on paper, the most powerful Miata to date, without sacrificing its purity and essence.

4.5 to 5-Second 0-60 Time
Again, this figure may seem needlessly aggressive in context of the NA Miata, but keep in mind, the current ND Miata is a sub 6-second 0-60 mph car now. Knocking a second or second-and-a-half off the 0-60 time would do nothing to diminish the Miata’s character. If anything, it could bring it to a whole new pinnacle.

Usable Frunk
With the newly emancipated space under the hood, why not make use of it to store a few backpacks, a tool kit, or a compact picnic basket or cooler? Obviously, it won’t be as capacious as Ford’s Mega Power Frunk, but there’s no reason it couldn’t be made into usable storage.

Keep It Affordable
There are few things inevitable in this life except death, taxes, and seemingly, inflation. With a starting price of $28,050, the ND Miata is still a legitimate performance bargain. But that price is more than double the NA’s original starting price of $13,800. Although far from “cheap” even by current standards, I think a starting price of around $40,000 is eminently reasonable for an EV Miata. If it could be kept to $38,000 for a base model, and about $45,000 for a “Grand Touring” trim, I still think that would be considered by most to be a good deal for one of the performance icons of the 20th and 21st centuries.

Anything we missed in our wish list of the EV MX-5 Miata? We’d love to know your thoughts. Write us at hello@thewattcar.com.

(Images courtesy Mazda)

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