2016 Mazda MX-5
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
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds