2017 Mazda MX-5 Miata RF
There’s a new Mazda Miata in town, and it’s more than just a hardtop, it’s something entirely different. It’s the MX-5 RF, for retractable fastback. Now is it just a Miata that’s better in bad weather, or is it a better Miata period? Well, we feel it’s our duty to get to the top of it!
Sports cars have been in a bit of a slump lately, though the Mazda MX-5 Miata has mostly been immune. But just to ensure the excitement meter stays pegged; for 2017, Mazda has something special for all of us, this Miata RF.
Much different than the previous gen’s Power Retractable Hard Top, this Retractable Fastback features a somewhat complicated design that somehow works very smoothly, and stores the center section of the roof only, in the same amount of space as the soft top, leaving trunk capacity exactly the same. You could call it a Targa, but Mazda chose not to.
It’s much better in every way than the previous hard top. And as sharp as it looks with it up, we can see a lot of style-conscious fans buying it for that reason alone.
The RF also includes some additional sound-deadening material, so engine and tire noise are more tempered, a plus if you’re planning longer trips.
The RF looks much different in profile of course, unique enough that it wasn’t instantly recognizable as a Miata to many we encountered.
The RF weighs about 110-lbs more than the roadster, but you won’t notice it in around town driving.
And we love that everything remains super simple inside. All is right where you expect it to be, including the shifter for the standard 6-speed manual.
But that also means frustrating cup holders and minimal small item storage space.
No other changes inside, save for the button to set the top in motion and a new TFT screen in the gauges that will make its way into other Miatas soon.
Plenty of headroom remains, but if our RF had any downside, it was wind noise. Too much of it made it inside, seemingly right by our ears.
Nothing deviates from the norm in the powertrain department. Under-hood lies a SKACTIV-G 2.0-liter I4 with 155-horsepower and 148 lb-ft. of torque.
Maybe it was the top’s added weight, or test day’s hot temps, but our RF manual was a few tenths slower to 60 than the last cloth top we tested, at 6.3-seconds.
Only moderate throttle modulation is necessary at launch, as there’s not enough torque to really cause problems. Both clutch and shifter work as precisely as always, allowing you to move quickly through the gears. We finished the ¼-mile in 15.0-seconds flat at 92 miles-per-hour.
And without a doubt, no matter what is or isn’t over your head, the MX-5 remains a great place to take in the blurry sights surrounding your favorite back road. Or our choice, the curves of Northern Virginia’s Dominion Raceway.
We know that a hardtop can add some rigidity to a car’s chassis, but to be honest we didn’t sense that either, as the basic car is now so solid.
Both the suspension and electric power steering have been recalibrated, and if anything, we noticed a little less feel through the wheel than before, though reaction is still very quick. Throttle response also felt a little deadened.
The RF is only available in Club and Grand Touring trim, with base pricing that works out to be around 3-grand extra. So, its $32,430 for the Club RF, and $33,495 for the Grand Touring.
So, you have to really love the new look. Now, we view the MX-5 as the best bargain among sports cars, so we’d probably stick with the original and spend the money we saved on performance upgrades.
Still, one thing is clear. Mazda took great strides to give buyers not just a hard top version of our beloved Miata, but something that is truly different. The 2017 MX-5 Miata RF is a uniquely charming take on the minimalist roadster theme; and a beauty not just for our eyes, but for all of our senses.
Specifications
- Engine: 2.0 liter
- Horsepower: 155
- Torque: 148 lb-ft.
- 0-60 mph: 6.3 seconds
- 1/4 mile: 15.0 seconds @ 92 mph
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg