2016 Mazda MX-5

2016 Mazda MX-5

Episode 3445
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

For as long as we’ve been testing cars, we’ve yet to come across one that brings as much pure driving joy for the dollar spent as the Mazda Miata roadster. And even though it’s now officially the MX-5, and more and more sophistication has crept into the design over three generations, the all-new 4th gen, 2016 MX-5 keeps the good times rollin’.

It’s hard not to have a good time behind the wheel of the 2016 Mazda MX-5. As while this 4th iteration roadster may no longer look as far back, or be as basic, the pure sports car spirit of the original 1990 Miata is fully intact. 

Like most recent Mazda’s, a significant effort is made to take the weight out, despite adding in more creature comforts. Weight is down 150-lbs. to 2,332.

And as before, there’s just enough go from the engine to make things fun, though now it’s the SKYACTIV-G 2.0-liter I4 at 155-horsepower and 148 lb-ft. of torque. A 6-speed manual transmission is standard, and it feels just as good as we remember. A 6-speed auto is available as well, but please only if you must. 

At our test track, the MX-5 hops off the line better than ever. And while it’s easy to pine for more power, we’re actually quite happy with the engine’s output. It took 6.8–seconds to reach 60 on a slick track, and 15.4 to complete the ¼ at 89 miles-per-hour. 

When it comes to cone work, the first thing you notice is the new electric power steering. Turn in is still razor sharp and precise, there’s just a very light feel to it now, maybe too light. The car itself however, feels far more solid overall. Still, it’s just as entertaining as ever tossing it around with playful amounts of oversteer.   

The suspension remains double-wishbone front and multilink rear, but this time around, Club trim includes the sport suspension with Bilstein dampers and a shock tower brace; as well as a limited slip rear. 

Averaging 60 MPH stopping distance of just 111–feet means the braking is done with the same no-nonsense efficiency as the rest of the car. 

The leaner, meaner MX-5 has a much more modern look of course. It also sits lower, and is a hair wider.

The face is still friendly, but the rest of the car is a little edgier, almost BMW-like, with its Euro-esque sculpted rear. Both head and tail lights are full LEDs with LED DRLs of course.

Club trim adds a sharper-looking front air dam and black side mirrors; while the Brembo/BBS package really spices things up with painted calipers, side sill extensions, rear bumper skirt, and of course 17-inch forged BBS wheels. 

True to tradition, a manual soft top is standard, folding and latching easily right from the driver’s seat. No word yet on whether an optional hardtop will return. 

Inside, available features abound, fully displayed here in Club trim, like a dash top 7-inch screen. Touch controls are limited to when you’re sitting still. This Commander Controller is use when moving. Push button start is standard. But the remainder of the interior, from round air vents to big analog gauges is as clean and simple as ever.

Most importantly, the shifter falls readily to hand as always, and we quickly felt right at home. More comfortable seats with extra adjustments are always welcome, and they still hold you tight as well.

As for complaints, we understand the need of the Commander Controller, but its console placement is too far back for easy use, and we could use a little more girth to the steering wheel. 

Mazda says that the MX-5’s trunk is smaller, but we actually found it more useful than before. 

Government Fuel Economy Ratings for the manual are 27-City, 34-Highway, and 30-Combined. Even better are the numbers for the automatic at 27-City, 36-Highway, and 30-Combined. And they both share a great Energy Impact Score of 11.0-barrels of oil used and 4.9-tons of CO2 emissions per year. 

Prices have increased, now starting at $25,735 for Sport trim; this Club, at $29,420, and top shelf Grand Touring at $30,885. Still, no one else offers this much roadster fun for the dollar. 

So, back to where we started. Even with all the improvements, Mazda has not compromised that great Miata persona. The 2016 Mazda MX-5 does indeed deliver a lot more than just sports car basics, but those basics are still what this little roadster gets exactly right.

Specifications

  • Engine: 2.0 liter I4
  • Horsepower: 155
  • Torque: 148 lb-ft.
  • 0-60 mph: 6.8 seconds
  • 1/4 mile: 15.4 seconds @ 89 mph
  • EPA: 27 mpg city/ 34 mpg highway
  • Energy Impact: 11.0 barrels of oil/yr
  • CO2 Emissions: 4.9 tons/yr
2024 Hyundai Elantra N 1

2024 Hyundai Elantra N

Looks Better, Handles Better

Episode 4405
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When we first sampled Hyundai’s Elantra N, we were impressed. Not only did it live up to the high expectations Hyundai set for themselves with their new N performance brand, but it made a great showroom companion to the funky and fun Veloster N. Well, that was just two years ago and already the Elantra N is getting better!

It’s totally fitting that Hyundai chose the humble Veloster and Elantra to introduce us to their N performance brand, as it mirrored their own humble beginnings here in the U.S. in the 1980s. What started with a single subcompact economy car has grown into a full lineup of cars, SUVs, a pickup truck, and even multiple battery-electric vehicles, one of which recently got the N treatment and set a new benchmark for high-performance EVs.

All that to say, when we had an opportunity to test the recently updated 2024 Hyundai Elantra N sedan, we jumped at the chance.

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Now, not to be a downer right away, but there is nothing new to report in the powertrain department, as most updates follow the systemwide midcycle refresh that the Elantra has received for ’24, which mostly highlight styling and tech. But there are other meaningful upgrades, specifically to address the N’s ride and handling. More on that later.

We’ll start with styling tweaks which include a new front with a larger two-piece grille, slimmer daytime running lights, and flat stainless-steel logo. Inside, materials get a premium boost with lots of N logos, some of which are even now illuminated. Both the steering wheel and shift knob are also new in the N, as are the sport bucket seats which are definitely aggressive, though ride quality remains plenty street friendly. Now those N suspension enhancements include new urethane bushings, along with a complete overhaul to the steering system, and additional structural upgrades including engine mounts.

There was a lot of feedback coming through the chassis, encouraging us to push harder and harder.

And they were all readily apparent in our handling course where the N showed great balance, an eagerness to turn in, and fantastic grip. It really is crazy how competent front-wheel-drive cars have become. It’s also more responsive to driver inputs, and there was a lot of feedback coming through the chassis, encouraging us to push harder and harder. You can find a little bit of remaining understeer if you go looking for it, but it’s not the natural tendency at anything less than the absolute limit.

Under the hood is the same 276-horsepower 2.0-liter I4 with 289 lb-ft of torque as last year; and when keeping a hand on that new shift knob for some acceleration runs, the Elantra N didn’t feel overly quick, as it was hard to find a good compromise between a soft launch and massive amounts of wheel hop. Still, we got to 60 in the same 5.4 seconds. The available eight-speed DCT automatic is a few tenths quicker if that’s your priority.

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The engine sounds cool, nice and raspy, not high-strung, and the shifter works and feels great, with no missed shifts during our track time. Our best quarter-mile run was 14.0 seconds flat at 101 mph. Not bad for any family sedan. In braking runs, stops from 60 were strong and fade free, averaging a mere 100 feet. There was very little nosedive, as the N had a more of a hunkered down feel to it; and there was also very little ABS pulsing through the pedal.

Government Fuel Economy Ratings with the manual are 21 City, 29 Highway, and 24 Combined. We recorded a good 25.8 mpg of Premium on our mixed driving loop. As for Hyundai’s traditional high value, Elantra N pricing starts at only $34,850, with the DCT a $1,500 option.

If you subscribe to the original Hot Rod ethos of making things go as fast as possible, for as little as possible, Hyundai is glad to have you along for the ride. This 2024 Hyundai Elantra N is a fun-filled modern-day Hot Rod in an economy car disguise. Those that are willing to take their next compact purchase to the power of N will get a driving experience that very few other affordable cars can approach.

Specifications

As Tested

  • Engine: 2.0-liter I-4 Turbo
  • Transmission: 6-speed manual
  • Horsepower: 276
  • Torque: 289 lb-ft.
  • EPA: 21 City | 29 Highway | 24 Combined
  • 0-60 mph: 5.4 seconds
  • 1/4 Mile: 14.0 seconds at 101 mph
  • Braking, 60-0: 100 feet
  • MW Fuel Economy: 25.8 mpg (Premium)