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| <h1>Driven: 2013 Mazda MX-5</h1> | ||
| <p><figure class="tmblr-full" data-orig-height="258" data-orig-width="500"><img src="https://66.media.tumblr.com/91c736d1e88a978ecbb2b3539db7c500/410f1aa91389702b-54/s540x810/e43f8454c44131309ae52967673693a3a62fd9d2.jpg" data-orig-height="258" data-orig-width="500"/></figure></p> | ||
| <p>I recently had the chance to drive the facelifted 2013 Mazda MX-5. This is the first time the looks of the perky roadster have changed since the front-mounted smile became an all-out grin of insanity in 2008. They have once again dulled it to what I would call a smirk. The new front end blends with the rest of car more than it has in the past. It seems to have grown a bit more serious. In fact, with black 17-inch alloys on a glossy black (creatively called “Brilliant Black,”) this example is the most aggressive-looking of any Miata I have seen. That’s not to say it’s aggressive in the slightest, even in such a scheme. This car is in the “Club” trim replacing the previous “Touring” designation as the top-of-the-line option. This selection adds ridiculous three-leaf clover side badges, red stitching on the seats, red stripes on the dash and sides, along with a price tag very near 30,000 USD.</p> | ||
| <p><figure class="tmblr-full" data-orig-height="375" data-orig-width="500"><img src="https://66.media.tumblr.com/865d01864388aa515e182379541b70ad/410f1aa91389702b-ff/s540x810/58958daaacb9fbf284539e6cd530d15f23fa9c26.jpg" data-orig-height="375" data-orig-width="500"/></figure></p> | ||
| <p>So I present you with my first problem with this particular car….it’s a contradiction. The MX-5 was never intended to look serious. That grin was there to convey the primary attribute aspired to by its creators; joy. It’s designed to be joyful in driving and the exterior of previous generations did a good job of communicating what the car is all about. Unfortunately, it seems they have decided that it’s time for the roadster to grow up. Frankly, that’s not going to work.</p> | ||
| <p><figure class="tmblr-full" data-orig-height="375" data-orig-width="500"><img src="https://66.media.tumblr.com/57899d36a13e3b67574a2641bb99a993/410f1aa91389702b-3a/s540x810/033e3125aea188dcf77c875665c1c574ec434ee1.jpg" data-orig-height="375" data-orig-width="500"/></figure></p> | ||
| <p>Now, to the drive.</p> | ||
| <p>For this year, the car has been lightened, the braking response quickened, as well as the throttle response in manual-equipped cars. Unfortunately, I was only able to drive the 6-speed automatic with optional pattle-shifters. Given that this is my first drive in an NC (third generation) MX-5, I can only compare it to my own NB.</p> | ||
| <p>Immediately, my passenger and chaperon, Perry Cunningham of Joe Machens Mitsubishi/Fiat starts the process of opening the optional retractable hard top. Open air is this car’s natural environment, and it appears that somebody got busy making sure its occupants never notice. Wind buffeting has been drastically reduced. Perry and I were able to maintain conversation beyond 70mph without necessitating shouting thanks to a much taller wind brake behind our seats. Unfortunately, I couldn’t really hear much of anything from the 158-hp 2.0L 4 up front, even with liberal amounts of right foot burying. It would seem the optional dual exhaust outlets are rather pointless then.</p> | ||
| <p><figure class="tmblr-full" data-orig-height="375" data-orig-width="500"><img src="https://66.media.tumblr.com/a5a2b85abf017fa98b0d08b1e0703bdb/410f1aa91389702b-71/s540x810/76ee62620bc73b3909ed249ef759a73a18627889.jpg" data-orig-height="375" data-orig-width="500"/></figure></p> | ||
| <p>Getting in the car, I had expected the experience to be ruined by the 6-speed auto. Buying a Miata with an automatic is sort of like going on a scenic vacation without a camera. It doesn’t necessarily ruin the immediate experience but you’ll always have some regret regarding the subject in the future. The pattles add some of the fun back in, but I prefer the Golf GTI’s arrangement of right side-shift up, left side-shift down, while the MX-5 has both functions on either side of the wheel. It took some deliberate self-coaching to get used to, but it won’t effect your daily driving experience. Another plus; when in manual shift mode, it is truly manual, meaning the transmission will allow you to exceed the redline. It may sound trivial, but being nannied when you’re first told that you’re in control can be a major annoyance. (Looking at you, Kia Forte.) It’s disappointing that Mazda chose only to up throttle response in manual-equipped cars. This one most certainly needed it.</p> | ||
| <p>The original Miata was built on a philosophy of communication between driver and machine, summarized in the Japanese phrase “Jinba Ittai,” meaning “rider and horse are one.” Being an MX-5 owner, this philosophy is very important to me, thus my expectations for the steering were very high. It was very disappointing, then, to discover that it has been very nearly ruined. The leather-wrapped steering wheel was comfortable, yes, but not very generous in revealing the road. In corners it felt jumpy, imprecise, and unsure of itself. The same lack of self-confidence was noticeable in a straight line as well, along with a nervous fidget. Keep in mind, I am comparing this to roadsters of the past, not to other automobiles currently on the market. It would take a global nuclear war to make the MX-5 less fun to drive than a Toyota Camry.</p> | ||
| <p>Though it has lost communication and soul, the Miata has gained a more comfortable suspension and oodles of storage space. The trunk is massive for a roadster of this size, and the example I drove was equipped with an optional storage compartment extending behind the seats, especially handy for CDs, candy, and the like. The center console contains two reasonably-sized cupholders obscured by a sliding door that will inevitably lead to annoyance in single-drink occasions. Mr. Cunningham also pointed out to me that the track on which the door slides appears vulnerable to crumbs. Only time will tell, I suppose.</p> | ||
| <p><figure class="tmblr-full" data-orig-height="375" data-orig-width="500"><img src="https://66.media.tumblr.com/9d0e4fbd8a64dc17ba6036854ab02525/410f1aa91389702b-cf/s540x810/ee39c56161f6b079d2c291840dc8b55d2bcb2cb5.jpg" data-orig-height="375" data-orig-width="500"/></figure></p> | ||
| <p>In general, being inside the car is a much more comfortable experience, albeit a boring one. It seems to me that the MX-5 has “grown up,” forgoing fun for comfort and practicality. And is that not exactly the opposite of the direction it should be moving? It was never meant to be an aggressive-looking performance car, and it will never do well as one. It will never be luxurious enough to be a true touring car, either.</p> | ||
| <p><figure class="tmblr-full" data-orig-height="375" data-orig-width="500"><img src="https://66.media.tumblr.com/6da7d9e3b94c44456d0bafc0f1430ec7/410f1aa91389702b-f6/s540x810/0bc5ef32cae80184d61b0b2ae895e92c0f74faf4.jpg" data-orig-height="375" data-orig-width="500"/></figure></p> | ||
| <p>Its soul has made it the top-selling roadster of all time, and I’m afraid it’s losing it, bit by bit. To be honest, if you’re attracted by the values on which the original Miata was built, I would recommend a Subaru BRZ/Toyota GT 86/Scion FR-S. The recommendation does not come lightly or easily.</p> | ||
| <p>Until Mazda gets wise about what it’s doing to the beloved little car, I’m afraid it’s headed down a path that will mean losing a grip on the niche it’s held for so long, and that’s quite saddening.</p> | ||
| <p><em>A very hearty thanks to Mr. Perry Cunningham and Joe Machens Mitsubishi/Fiat.</em></p> | ||
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| <div id="footer"> | ||
| <span id="timestamp"> October 11th, 2012 3:20am </span> | ||
| <span class="tag">2013 Mazda MX-5</span> | ||
| <span class="tag">Miata</span> | ||
| <span class="tag">2013 Mazda Miata</span> | ||
| <span class="tag">Review</span> | ||
| <span class="tag">2013 Mazda MX-5 Review</span> | ||
| <span class="tag">2013 Mazda MX-5 First Drive</span> | ||
| <span class="tag">Driven: 2013 Mazda MX-5</span> | ||
| <span class="tag">Automotive Opinion</span> | ||
| <span class="tag">Editorial</span> | ||
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| <h1>Automatics Suck</h1> | ||
| <p>Us drivers of cars with manual transmissions tend to look down on those who drive automatics. It’s like an exclusive club. Only the extremely talented, gorgeous-looking, and legendary athletes of yore are allowed in. </p> | ||
| <p>Well, that’s bullshit. So those of you that know the “standard” can keep your mouths shut and bask in the quiet satisfaction that you’re saving the planet. <br/></p> | ||
| <p>The truth is, for those of you that don’t know, driving “stick” is totally simple. Once you understand the basic concepts of how the transmission and clutch work together, you can figure it out with no real instruction at all. So with that in mind, I’d like to tell you that automatic transmissions just….suck. Really. </p> | ||
| <p> Mind you, I’m not talking about Dual-Clutch Transmissions, SMGs (Sequential Manual Gearboxes,) or any of that fancy stuff that has only recently become somewhat popular in the mainstream (affordable) auto market. I’m talking about automatics with a torque converter, that magically inefficient device that has carried America’s laziness in driving for the last 50 years.</p> | ||
| <p>Now before I go on, I suppose I owe you a technical explanation. Let’s start with the basics. First off, a transmission is the device that separates the engine from the wheels. With both automatic and manual transmissions, “gears” are used to vary the ratio between the engine’s crankshaft and the drive shaft going to the wheels. It’s essentially a buffer between the engine’s relative consistency and the inconsistent world that you drive in.<br/><img src="https://66.media.tumblr.com/tumblr_loc20x8OcR1qk1cv5.png"/><br/><br/>But that’s not quite all there is. <br/>Traditional transmissions require an interruption in power from the engine to shift these “gears,” and to come to a stop at a traffic light, in your driveway, or on the side of the highway to pick up a hooker. In manuals, this is typically accomplished with a clutch, a device that could most simply be explained as two plates that are pressed together to couple, and brought apart to become independent. A clutch is normally coupled, it’s when the clutch petal is pushed in that the plates separate, and the transmission is isolated from the engine. Automatic transmissions use a type of fluid coupling to accomplish the same task, called a torque converter. <br/>The advantage of the latter is that, when paired with an automatic transmission, the driver only requires one input to get the car moving and vary its velocity, and that is the accelerator pedal. A manual transmission requires three inputs, on the other hand. (Accelerator pedal, clutch, and gearshift.) In my mind, the torque converter has some huge disadvantages in a world where millions are spent to save 20 lbs. on one car design. <br/></p> | ||
| <p>Have you ever noticed that cars equipped with manuals are usually noticeably more fuel efficient than their automatic counterparts? Some of that could be attributed to the greater control that comes with manuals, but most of it is from the torque converter’s main design flaw. A clutch can be completely disengaged and completely engaged. So, with a healthy vehicle, there is 0% of the engine’s power moving to the transmission when the clutch pedal is depressed fully. Likewise when the clutch pedal is allowed completely out, the clutch essentially becomes a shaft, and 100% of the engine’s power is being fed to the transmission. <br/></p> | ||
| <p>A torque converter couples via fluid, however, meaning <strong>there is never a solid mechanical connection between the engine and the transmission</strong>. (Unless the transmission is equipped with a lock-up clutch, which is essentially a clutch that locks the torque converter mechanically when it is no longer required to dump the engine’s energy into friction. These are becoming more and more common, but the majority of vehicles on the road are missing them.) This means that a traditional torque converter is <strong>never 100% efficient</strong>. <br/></p> | ||
| <p>Also, a torque converter is never completely disengaged. When sitting at a traffic light, the driver typically lightly applies the brakes to hold the car from moving forward. Have you ever considered what you’re doing? The engine is basically dumping energy into the torque converter in the form of friction. It is literally no different from holding the gas and the brakes at the same time. <br/></p> | ||
| <p>What the hell? How is that accepted in a world where Al Gore and Prius’s exist?<br/></p> | ||
| <p>Oh wait! As United States citizens, we’re lazy as shit!<br/></p> | ||
| <p><strong>84% of cars sold in North America are equipped with an automatic transmission, as opposed to 20% in Europe</strong>.<br/></p> | ||
| <p>You could make the excuse that we love automatics because of all our stop-and-go traffic, and yet, as a citizen of the Midwestern U.S, I see automatics MUCH more often than I see traffic congestion. <br/></p> | ||
| <p>The real answer is that we just don’t want to bother with a clutch pedal and a gearshift when we could be texting or doing makeup.<br/></p> | ||
| <p>Luckily, the great minds of our time have come up with solutions that adapt to us so that we don’t have to adapt to them. (As always.) Probably the simplest is the aforementioned “lock-up clutch,” which eliminates the inefficiency of the torque converter by mechanically coupling at high speed. But that doesn’t exactly solve the problem of sitting over a nice gas to friction converter at traffic lights. <br/>Well here’s a tip. When you stop at a traffic light, bump your shift lever one up into neutral. It shouldn’t require that you hold a safety button to go back and forth between Drive and Neutral. This prevents that unnecessary friction. Combine that with a lockup clutch, and you’re basically driving a manual!……Except without the enjoyment.<br/></p> | ||
| <p>You could call this a rant on one of the most successful inventions the modern automobile has ever seen….because it is. And I doubt you’ll hear anyone else complain about it. But there really are flaws in the design that I wish consumers would figure out. Before all this hybridism, eco-mindedness, and hippie-crazed green malarkey, maybe we should eliminate the evil energy-wasting beast that is the torque converter. </p> | ||
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| <div id="footer"> | ||
| <span id="timestamp"> July 14th, 2011 12:16pm </span> | ||
| <span class="tag">Tips,</span> | ||
| <span class="tag">Automatics Suck</span> | ||
| <span class="tag">Automatic Transmissions</span> | ||
| <span class="tag">Manual Transmissions</span> | ||
| <span class="tag">Torque Converters</span> | ||
| <span class="tag">Dual Clutch</span> | ||
| <span class="tag">Cars</span> | ||
| <span class="tag">Automotive Opinions</span> | ||
| <span class="tag">The Auto Bully</span> | ||
| </div> | ||
| </body> | ||
| </html> | ||
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