The rumors are confirmed. THE Mazda MX-5 will receive a series of updates shortly, and the main differences will be found under the bonnet, with all the emphasis being on the introduction of a more powerful 2.0l engine.
The current MX-5 2.0 SKYACTIV-G delivers 160 hp at 6000 rpm and 200 Nm at 4600 rpm. The new thruster, revised from top to bottom, delivers 184 hp at 7000 rpm and 205 Nm at 4000 rpm — another 24 hp obtained 1000 rpm later, and a further 5 Nm obtained 600 rpm earlier. On paper it appears to be the best of both worlds — more vigorous midrange regimes, with more torque sooner; and high regimes with more lungs, with the redline only appearing at 7500 rpm (+700 rpm than the current one).
What changed in 2.0?
To achieve these numbers, many of the engine's internal components were redesigned and optimized. Pistons and connecting rods are new and lighter — at 27g and 41g respectively — the crankshaft has also been redesigned, the throttle throttle is 28% larger and even the valve springs have greater tension. The exhaust valves are now larger, as is the inside diameter of the exhaust manifolds.
Mazda SKYACTIV-G 2.0
Despite the increase in power values and the maximum rev ceiling, Mazda promises greater resistance to auto-ignition, greater thermal efficiency and reduced emissions. Finally, the Mazda MX-5 is now equipped with a dual-mass steering wheel.
Also 1.5 has been revised , getting many of the improvements operated in 2.0. From 131 hp at 7000 rpm and 150 Nm at 4800 rpm, it now debits 132 hp at 7000 rpm and 152 Nm at 4500 rpm — minimal gains, with the highlight being 300 rpm less to achieve maximum torque.
The Japanese Car Watch has already had the opportunity to test a prototype of the MX-5 RF equipped with the 2.0, and the reports are very positive, referring to the sound emanating from the exhaust and the elasticity of the new engine.
there is more news
No aesthetic changes are visible, but the revised Mazda MX-5 has gained long-requested functionality — steering wheel depth adjustment , which will certainly make it easier to find a better driving position. According to the Japanese publication, the total stroke of this adjustment is 30 mm. To alleviate the added weight of this solution — the MX-5 is the clearest example of the “grass strategy” at Mazda — the top of the steering column is made of aluminum instead of steel, yet it doesn't prevent weight gain in 700 g.The chassis also received new, smoother bushings in the upper side connection of the rear suspension, which allegedly brings gains in terms of absorption of road irregularities, as well as superior steering feel.
In Europe
All the specifications presented refer to the Japanese Mazda MX-5, so, for now, it is not possible to confirm definitively that they will be maintained when and if it arrives in Europe.