By Tim Plouff

But our winters are very long, cold and dark. This bleak time can be hastened to pass by dreaming of warmer days with the wind in your hair and the sun shining on your face as you savor the joy of piloting a fun machine with no particular place to go. Sit back and imagine such a journey right now in a car that might be yours when the longer days return.

Imagine a sleek MX-5 of your own.

Mazda now calls its sprightly two-seater the MX-5, as this is the label used in the rest of the world. The major market for this car, we will always know it as the Miata.

The third-generation Miata is all new; nothing is left over from last year’s car. The body is longer, wider and much more muscular looking. The

engine is larger, yet more fuel-efficient. And, there are now six versions

to choose from, with the base model less expensive than last year’s two-seater.

Thankfully, the changes left us with a better roadster, an improved Miata in every way, but still a car that is even more fun to drive.

There are sports cars with more power, sharper handling and better brakes. There are roadsters with more cockpit room and larger trunks. But none of them are as much fun to drive at the legal pace that sanity, and polite society, dictate every day.

Look closely at the new body. Notice how the fender flares bulge around the wider track; 1.5 inches have been gained. Note the bulked up hood and fascia plus how the wheels appear to be stretched right out to the corners of the small car. Sharp looking 10-spoke alloy wheels give the car a perpetual motion stance while dual exhaust pipes reside under the rear for the very first time.

In some quarters, the new MX-5 resembles portions of BMW’s Z4 and maybe a hint of the Honda S2000 — two other hard-running roadsters that have typically outclassed and outrun the smaller Miata. While Mazda would like nothing better than to steal buyers away from both of these brands, its major competition is now coming from Pontiac in the form of the brassy-looking Solstice. 

The 2006 Miata has also gained quite a bit of useable power from its visit to the gym. By retuning the Mazda 3’s 2.0-liter four-cylinder engine for higher rpms, the MX-5 has jumped to 170 hp for a noticeable dose of extra zoom-zoom. Leaving the new engine mounted just behind the front axle allowed Mazda to retain the handling agility that this car is renowned for.

Despite the buff new body, larger in every dimension, the Miata still weighs less than 2,500 pounds. Best of all, the retail price for the entry-level Club Spec is $1,500 less than last year’s least expensive Miata.

The second-generation Miata was due for improvements as it had grown six years old. Sales have slipped some from the car’s heyday after its 1990 debut, but it is still a profitable niche product. Mazda has sold over 700,000 Miatas.

Loyalists won’t be disappointed with the new MX-5. It still carves corners with the best of them, bending through turns with the grace of a young dancer. Just the slightest twist of the wheel initiates a turn; the responsiveness, the driver connectedness that some sports cars leave behind at the factory is readily apparent. Body lean is negligible and the larger structure feels more rigid, stronger. Try your temptress first though; the optional sport suspension’s firmer spring rates and low profile 17-inch rubber may be a little harsher than the compliant, composed ride that you remember from previous renditions.

Braking power is up, too, with larger discs front and rear along with standard ABS. You can get a limited slip rear differential too; however, wheelspin is not a frequent problem.

Of the six models available, three come with the five-speed stick and three come with a close ratio six-speed gearbox. The stubby shifter snick-snicks from gear to gear, never protesting and always precisely engaging the next cog. The clutch is just right; light pressure on the leg, but not so light that you don’t feel the right points for precise, quick shifts. Only ham-fisted drivers will miss gears in this sweet powertrain.

Power jumps from 142 to 170 hp — only five less than last year’s turbocharged Mazda Speed Miata.  Torque is up too, to 140 pound/feet. The only drawback is Mazda recommends premium fuel to exact the best performance, although regular grade fuel will work too. EPA mileage ratings are up to 24 mpg city/30 highway.

A lot of the Miata’s power arrives near the top of the rev range, right up there from 5,000 rpms to the redline of 6,750 rpms. This is where the S2000 likes to operate — a virtual cacophony of mechanical clatter. The MX-5’s 2.0-liter four sounds smoother, feels smoother and offers comparable torque without the Honda’s peakiness. As much fun as rowing the gearbox is, the new motor’s extra dollop of punch shows up in top-gear acceleration — an area where the previous Miata was short of breath.

However, the MX-5 is missing the distinctive exhaust note to accompany this energy, the intoxicating music that makes you want to zing the tachometer needle across the dial. The Miata doesn’t sound bad. It’s just missing the ripping sassiness of a Nissan 350Z or BMW Z4.

At speed, with the top up, the MX-5 is downright noisy inside. Wind and road noise leak into the cabin and can overpower the Bose audio system at highway speeds. Keep the speed below 60 mph and you’ll be happier.

Surprisingly, the MX-5 is pleasurably comfortable with the top down. Wind flow is aided by a folding windblocker that prevents buffeting breezes from cooling the cockpit. A 50-degree day turned into a delightful trip, requiring the heater to be turned way down as the sun did an admirable job of warming the Miata’s cabin. Pleasant conversation takes place at speeds that have you straining to hear when the soft top is raised. Go figure.

The MX-5 has the easiest soft top to use of any convertible, hands-down. In 3-4 seconds you can go from weather-tight to open-air motoring without getting out of the driver’s seat.

Just push the overhead release button on the header, pull the single lever, and throw the roof back over your shoulders. It folds up into its own little well, without robbing any trunk space, and then latches down safely with a firm click on the top. Voila! You now have a tidy, finished appearance with no flimsy tonneau covers to mess with.

To pull the top back into place, all you have to do is pull the safety latch between the front seats, reach back and pull the top over your head and snug down the windshield header lever. Done.

Interior cabin space is precious. If your beltline has been growing, or those hips are not as svelte as they once were, you had better try the seat on for size, as these buckets are snug. Tall drivers with long inseams should find comfort — tall drivers with a long torso might not.

There are new beverage slots in the doors — very welcome as the console holders are rendered useless if you want to efficiently shift gears. Side airbags are new, but a trip computer is still missing. The optional leather seating is handsome.

The trunk is small, but well- proportioned for several soft-sided bags of luggage, easily enough room for a week of gear. My medium-sized hard cooler fit and I couldn’t hear the lobsters trying to get out.

For sports car buyers who previously sought the more expensive roadsters from Honda, BMW, etc., this new MX-5 offers comparable excitement for significantly less money.

The spirit of the Miata lives on in this new, more muscular version. More power, more amenities and an attractive new shape should please everyone who has fallen in love with this personable two-seater.

Next week: Porsche Carrera.