2020 Mazda MX-5 Miata

The base Sport variant starts at $26,580 before a $945 destination fee. Opting for the automatic adds $1,350 to this figure. On the mid-level Club variant, you'll be paying $30,290 for a manual model and $600 more with the auto. The top Grand Touring trim has a starting MSRP of $31,670 with the automatic adding $525 to the price. Fully loaded, this model will set you back just under $40,000.

Modern automotive PR departments have brainwashed car enthusiasts into believing that body roll is the bane of their existence, and that all sports cars should remain flat and level through every corner. The MX-5 says bollocks to that. Even our Club tester with the stiffer shocks leans into bends, but once the car settles, it's easy to get a handle on what will happen next. That's because the Miata's lightweight construction and 50-50 weight distribution communicate every sensation back to the driver, making you feel connected to the experience. The steering wheel is a bit less communicative than we'd like, but with such a touchy throttle, we never felt lacking for precision control. As a minor drawback, the Miata tends to bite back unexpectedly when you get it all a bit wrong, but when the rear end steps out, a good driver can correct with a bit of opposite lock.

The Miata isn't a car you drift, but rather one you coax into a bit of tomfoolery. With no fear of immediate death, you can push those limits day in and day out and always trust the tires to communicate feedback through your hands. Opting for the Club or Grand Tourer variants adds a limited-slip differential along with a front shock tower brace and Bilstein dampers, although the latter two features are only available in conjunction with the manual transmission - yet another reason to get the DIY model. In terms of general road manners, the Miata is stiffer than your average commuter car but never unbearable. When it's time to stop, the brakes are sharp yet easy to modulate, and the Club trim is available with more stopping power in the form of larger Brembo calipers. We didn't find the Brembos to feel particularly more impressive, though with such little weight to bring to a halt, they work just fine.

As the adage goes, Miata is always the answer. That's a very broad statement and it's not necessarily true for everyone. Those of a larger frame or a height of more than six feet will likely find the MX-5 to be too confining, and those who have driven turbo cars may find the experience of a Miata too different from what they've become accustomed to. The trunk, too, is tiny, and there isn't a lot of practicality on offer in terms of interior storage either. Nevertheless, the driving experience is all but unparalleled. The feel and communication from the tires right through to your seat are a joy to experience, and the engine's peppy, responsive, and rev-happy nature are wonderful contrasts to the dull and lazy engines that are the norm in most cars at this price point. If you're after a car that you can use for solitary road trips and canyon-carving driving excursions, little will satisfy as much as the Miata. For those who want one car to do everything, this won't tick all the boxes; try a Volkswagen Golf GTI or a Ford Mustang. But thanks to a decent spread of standard features, an attractive interior, and a good balance between handling and comfort, the Miata can put a huge grin on your face, and we think that's worthy of praise.

Our favorite of the bunch is the mid-level Club variant with its standard smartphone integration, heated seats, Bose sound system, and limited slip differential. Since this model comes with SiriusXM satellite radio as well as integration for both Apple and Android devices, we wouldn't worry too much about the navigation option as Google or Apple Maps would suffice. We would, however, be tempted by the abovementioned package from Recaro and BBS, thus elevating the racy feel of the car and adding more aggression to its looks. You can tell how much we prefer the manual version, and if you really want an automatic, we suggest a different ride. This is a car meant to be driven and meant to be driven hard. So get out there and drive with the most aggressive model available, the Club.

These cars are obviously very similar, with the only apparent difference being the roof. Where the regular Miata uses a folding soft-top, the RF has a Targa-style roof setup with buttresses that remain in place even when the so-called retractable "fastback" is folded away. The RF is also not available in the Sport trim, and therefore starts at a higher price of $33,045. Nevertheless, even the Club version of the regular Miata is almost $3,000 cheaper than the RF. Furthermore, the RF Miata hardtop is over 100 lbs heavier and is more difficult to get in and out of, more difficult to see out of, and overall a more diluted model. We'd stick with the regular Miata here. That way, you can save some cash for extra tires and track upgrades and you'll have a car with a lower center of gravity and better space management.

Subaru's BRZ and its Toyota 86 sibling are similarly lightweight sportscars with more focus on handling fun than outright acceleration, just like the Miata. Starting at a base price below $29,000, the BRZ is powered by a naturally aspirated 2.0-liter flat-four with 205 hp and 156 lb-ft of torque, making it stronger in comparison to the Miata. It also has two (tiny) seats in the back and comes as a coupe only, making it more rigid. The chassis is as fun and playful as the MX-5's, if not more so, and both novices and the experienced can have a lot of fun with these cars. For daily use, the BRZ also offers more trunk space at 6.9 cubic feet and a larger fuel tank. For us, the Miata is still a car that is unadulterated, simple, and fun. The BRZ follows the same recipe and is certainly worth considering too. Where the Subaru has the advantage in this competition, however, is that it mixes practicality with fun and is a great platform for more power. We love the Miata, but the BRZ is arguably more versatile.