Review | 2016 Mazda MX-5 | Curing Automotive Diseases

(somber music) – This is the long-awaited
2016 Mazda MX-5. It’s about the only simple, affordable, driver’s
car left on the planet. (reverential orchestral music) (engine roars) – You’re looking at the 2016
Mazda Miata Club Edition The Club Edition, no, it does not have a laser light show, it does not have dance music, and it certainly does not
have a mini bar in the trunk. but what you do get is forged BBS wheels, Bridgestone tires, and Brembo brakes on the front. Now, of course, there’s these
front and rear splitters and this black spoiler, but that’s really not
the big attraction here. This is exactly what you want. This is a stripped-down version to take care of a autocross and track. In terms of the exterior of this vehicle you just don’t realize how
compact and small it is until you get right on top of it. And this is just kind of a
view to put it in perspective. This almost takes up one parking spot or one-and-a-half parking spots parked lengthwise. When you put this in your garage you can almost fit three of these in here in your standard two-car garage. It’s just very tiny. Almost toy-like. But that’s also part of the charm here. Now, Scott joked around and said, “Well, this his is kind
of the Little League “of sports cars, right?” because of its stature, its power output, but when you look at this there’s so much
functionality going on here. There’s aerodynamic purpose in terms of underbody
airflow, overbody air flow, in terms of reducing drag, reducing lift. There’s a lot going on
here from the exterior aside from just trying
to make it bold looking. One thing that Mazda’s done extremely well with all of their cars is just kind of unifying their design. Interior and exterior. You get along the side, front, and back and especially the
interior of most Mazdas, you can tell exactly what it is and that’s really hard to do and it’s hard to do in a good
way that most people like, especially the mainstream public. When you come around
the front and the back of this new MX-5, the first thing you think is,
“Wow this looks aggressive, “especially compared to any other Miata “that’s ever been done.” While it’s aggressive, I don’t
think it’s all that original. Yes, it’s uniquely Mazda but yes, it’s uniquely everybody else. The standard hexagonal grille, the rear end is a mix
between BMW and Jaguar. I think they went safe here, and not only safe, I think
they want a little bit modular. And when I say that, it
looks like this was designed around being easily refreshable. When you come to the back of
the Miata, this is, by far, the most feminine part of this car. It’s just so round it loses
a lot of the muscularity. One of the weird things about this Miata is the trunk release location. Assuming you don’t have the remote in hand you actually have to go under
the bumper to release it, which you know I complained about the Mazda 3’s trunk release but this is even more ridiculous (dramatic music) – So, what we have here is the 2016 Mazda MX-5 Club Edition. – It’s a Miata. – It’s a Miata, yes. What do you think about this car when you get underneath it? [Scott] -It’s high-tech. – Driving aside, right? – Mmm-hmm. – This is one of the most
interesting underbodies of any car I think we’ve looked at. – Isn’t it? And it shouldn’t be. – Right! Yeah, it makes no sense. So, up front what we have
here on the Club Edition is the addition of the front splitter which helps direct air flow. You have spats on the front. Actually in front of the wheels and actually the whole front of the car to help direct airflow. And then you get to this aluminum panel which is essentially a skid plate. You do have to remove this to get to the oil filter and… The drain plug bolt. We have all aluminum for
the suspension members. This is a true double-wishbone suspension. Your lower and upper control
arms are all aluminum, Your hub/knuckle is all aluminum. You have large Brembo brakes which are completely track capable here. The concept is to be
able to run a track day without having any break fade. You’re gonna have a wealth
of pad options for this car, probably more so than any other car. Bilstein dampers and retuned springs specifically for the Club Edition. This car has true camber adjustment eccentric bolts built into the front and the rear of the control arm, and, of course, toe adjustment. but there is no caster
adjustment on this car. You know, it’s debatable whether that’s
completely necessary until you go to aftermarket
suspension anyway. But I think it’s just the, you know, we were talking about, yesterday, with the Mustang is, you get under that car and that’s supposed to be a sports car. I mean, honestly, with that type of power. They put all that engineering
under the hood, the trans, and then everything else is kind of like, ugh, you know. Let’s just throw whatever
we have in the parts bin at the suspension. – Yeah, but it’s no different
than the other American performance cars, excluding
Corvettes and stuff like that. – Right but that’s a top-tier sports car. – But they’re all the same.
They’re all rental cars. – (laughs) Yeah, it’s– – That’s the way I look at ’em – True. I mean, there’s just not a lot of, there’s not the engineering that is here, in those types of other sports cars. And you just have to wonder why, especially in this price range. But I think the big thing with this car is Mazda has a huge stake in this. This is their kind of, honestly, there Halo car. They don’t really have anything else in terms of engineering. They’ve had so many years
with spec Miata and racing that they’ve developed this,
developed it, and developed it that this is what it is. it’s just kind of a factory, almost motorsports race car for them. So it makes sense but it’s just strange that you don’t see this
from other manufacturers. So the next thing, we move
towards the middle the car with the transmission and
the the middle area here. So what have they done, Scott? – Changed everything. All new transmission. All lighter weight than the previous one. – The trans? – 15 pounds lighter. – Wow. What about the case? Is there was something
you were talking about they did with that? – [Scott] They did used
different thickness to strengthen it where it
needs to be strengthened and lighter where it doesn’t
need to be strengthened. Save weight. – You were talking about the
smoothness of the gearbox. – Yeah! Amazingly smooth. – Usually transmissions have the, what, gridlines in them for strength? – [Scott] (inaudible) kinda like this. – [Host] Yeah. – [scott] Something similar to that. It’s also 1:1 gear ratio in sixth gear, which is pretty crazy. – Why would they do that? – Give you closer gear
ratios, everything else? – Yeah. – I mean, it’s a forced on it. You don’t need overdrive. – True. You can tell when you’re
shifting this thing. I mean, it’s like you’re
flying through those gears. That’s part of– – And then you look down
and you’re like, “Oh man, “I’m only going 40 miles an
hour, I’m in eighth gear!” – (laughs) Right? Yeah, exactly. That’s really the fun of driving this car. It gives you that sense of
speed where there really is any. – You can beat the hell out of this car and not go to jail. – Right. Yeah. If it’s a GT, you’ll
probably end up jailed if you drove it as hard
as you could this car. – Right. Yup. – Or the hospital. – Oh yeah. Of course. What about these actual panels and– – That’s all aluminum, too. – All this bracing? – I believe this one, and this one is new, and then this, whatever you wanna call that thing. – This is– I forget the name of it. – That is Mazda’s equivalent
of the torque tube. – [Scott] Torque tube! That’s what it is. – [Host] So they use this
center monster aluminum brace that connects the transmission
to the rear differential and they do this in a
way to avoid having to, well, not only to
strengthen the drivetrain so you don’t get this strange jutter and it strengthens everything together, but they don’t have to use
crazy bushings in the back that will increase
harshness and vibrations. So this is kind of the structural brace to connect the whole car together. And they’ve been doing this for a while but it’s slightly improved on this. – Yeah, it’s nothing new. Camaros have that and I’m sure countless
other cars have done it too. – But they’ve found a
way here to lighten it. I mean, this is a really
light structural beam with holes all along the
aluminum to cut weight but keep rigidity. – I think this one, the aluminum’s half as much as the other one was. – okay. So the previous generation Miata had, what was it, four, five
ball joints in the rear? – I think it was four. – Four? Okay. – I don’t remember. – The reason that Mazda had
that in their previous model, and this is from their engineering was it created a more direct feel in the rear and they said that having the ball joints, that many in the back, reduced… bump steer and not only did it do that, but it actually improves steering feel. Like the actual steering feels more direct with the ball joint set up. Now, the big thing, really, is the extensive use
of aluminum everywhere. I mean there is just
more aluminum on here. Front, rear panels. Everything. Focus has been weight reduction. I think what’s the first thing, years ago before we even saw the launch or anything, you knew that Mazda’s
primary focus of this car was weight reduction. They wanted it to be
lighter than, pretty much, even the first generation cars. – [Scott] Which is crazy
with all the nonsense they have to have. – Right. So they maintained, some
how, to make this advanced in terms of suspension
design for this price range, and pretty simple, which
we don’t see any more. In the back, again,
you were saying we have pretty much every
adjustment here possible. You’re already set up for a camber, toe adjustment in the back. You’re ready to go,
you go get an alignment and you head to the track and you’re done. [Scott] You know, it’s
toed-in all the time and you get progressive toeing
as the suspension collapses, which the other one, I
guess, was toeing out and that’s why it felt like the car– – Was rotating all the time?– – Right. Like a rear-wheel steer feel. – Okay. So now they’ve reduced the toe-out effect and now the rear-end is going to toe in under load especially, right? – Uh-huh, it’s more neutral. I mean the other one
you definitely, I mean, that car probably goes
rotating at 10 miles an hour. – Right. – You don’t have to drive it hard. – Okay. So that’s something to note. If you’re looking at this car, the rear-end is gonna
behave a lot differently than the previous generation. It’s a pretty big redesign in terms of overall… dynamics of what they want. – Everything’s redesigned really. – Yeah. [Host] There’s a lot going on underneath. It’s funny how small this car looks when you’re sitting next to it cuz it literally– – It’s tiny. – Yeah. it’s really
small, it’s really low. But this, for me… this is one of the biggest
disappointments here. [Scott] What’s the power on the 2.5? – The 2.5 is in the 180s – And this is a 1.55? – This is 1.55 and it’s essentially what the 3 makes. Now, the only thing they’ve changed here from this motor on the Mazda 3 is, what? Adjust a couple things? – [Scott] The exhaust
manifold and the intake. – [Host] Okay. – [Scott] Just probably made ’em smaller. (both laugh) – [Scott] More compact. – To fit it. The other thing they did was this is specifically tuned
for high octane fuel. So, obviously, the regular
two-liter in the Mazda 3 it’s for 87 octane or low octane fuel, so you don’t have to put premium. But this makes more power and the powerband changes if you’re using premium fuel in here. And it is noticeable,
especially with loss weight. It always feels peppy but it’s
not like, my God, you know. You’re never blown away when
you’re driving this thing. – Yeah, but again, that’s not
what they designed it for, which we all get. – Right. [Scott] They need to make a Type-R model. – [Host] Yeah, this is, you know we talk about
how you never really, a four-cylinder never sounds good, but this sounds pretty
decent for a four-cylinder. It’s about as good as
a four-cylinder can get for a streetcar. The other thing to note is… I talked to three
different service managers out in our area because we always talk about this in every video with direct injection because now this is the first Miata with direct injection on it. And we know that intake valve maintenance is becoming, pretty much, nonsense on modern cars. It’s become a real hassle and a pain in the ass. So Mazda is all direct injection now. So that’s something else you’re gonna have to deal with here. But I did call these service managers and three different
higher-volume dealerships. Well, the one out here is not high-volume but the ones in the Chicagoland area. I asked them specifically, what they’re having to do on the two and the 2.5 liter Mazdas, and they said it’s almost a non-existent issue with these motors because they’re using an air-oil separator before the PCV valve and it’s actually eliminating
a lot of that blow-by and a lot of the carbon is
not building up on the valves like the competitors’ cars. – [Scott] How long is the
direct injection been out for? – [Host] Probably seven years. So this is not new for them. Well, it’s new for the Miata, but this motor, clearly, is not new. So that’s something that’s
really positive here because, you know, that would be a worry especially if you’re, you’re gonna be running
this car flat out on a track and that’s where you’re gonna get the most blow-by and all that, in terms of oil vapors getting back into that intake manifold. But it doesn’t seem to be
an issue. That’s the point. (Dramatic music) – I’ve never been a MX-5 owner but I was one of those
people that stayed up to watch the live stream. The actual unveiling of
the car online last year. I was pretty excited because it’s honestly been about 10 years since we’ve had a new MX-5 so this is kind of a big deal. Now, being behind the wheel, the expectation level’s been built up. And, of course, the initial press is extremely positive. So, let’s start to drive this thing right through the turns
and see how it does. (engine roars) Let’s take a look at the the acceleration. (engine roars) The MX-5 Miata, the new
two-liter in this car, all direct-injected, it only makes about 155 horsepower. But as me and Turbowski started to play around with this car a little bit and we had the EcoBoost Mustang, we realized right away
this is almost identical in terms of zero-to-60 times when you’re just doing a street start. I mean they are almost neck-and-neck. That’s a car that’s well
over 300 horsepower. So there’s something to be said here about the weight of this vehicle and just, I mean, the overall tuning of this two-liter. Now granted, this is
kind of the Achilles heel for most enthusiasts that like power is the Miata’s always been down on that. Clearly, that’s still the
same problem with this car but because of the weight, because of the way they’ve
tuned this two-liter which is, of course,
shared with other Mazdas, it doesn’t feel like a total putter. It feels really quick. And the best thing about this car is… you can go… (engine roars) you can go flat out pretty much at every turn everywhere you go without fear of absolutely
losing your license, without getting in a total,
just a mess of trouble. Cuz when you’re going through the gears you feel like you should
be going 150 miles an hour with the way that this thing
feels like it’s accelerating, but you look down and you’re
really only going about 55, 60 miles an hour. And for a streetcar,
that is really awesome. Check this out. (engine roars) Now, if I would have done that
in a higher horsepower car I would have been probably well over 100 miles an hour by then. And there, I’m barely
breaking the speed limit and it feels like you just have such pace. (engine roars) I have to say, I’m not kidding you… (engine roars) You wanna go flat out in
this car all the time. And as much as I’m going
to bag on the fact that they’ve recycled this two-liter motor over and over again… 90% of this car’s fun and appeal is the fact that you have something that is completely manageable in this car to do with, to go flat out. If you had more power, it
would make it more edgy, it would require more
suspension complications, it would make it less drivable. And the biggest factor for me here, is driving this car like a maniac, I am getting almost identical
fuel economy to my Mazda 3. I’m at 32.1 miles per
gallon for this tank average and that is just absolutely incredible. When I’m not driving it like a maniac I’ve seen as much as
36, 37 miles per gallon and there’s no doubt
that you could probably pull almost 40 in here if
you’re out in the highway. This car just handles so well and one of the reasons is they’ve just kind of redone the rear suspension on this car. It’s toeing in on your turn now and on your turn in… and you just always get this sense of confidence when you’re turning. It doesn’t feel like the back wants to step out on you all the time. That’s part of the reason
why you can just be foot-to-the-floor in almost every turn. It’s just so satisfying. The other thing, too, is
reviewers have talked about how this car just tends
to roll around a lot and one of the reasons
why Mazda has engineered roll into the suspension is, and this is a quote from them; they tend to put more
body roll in the Miata because most of the best
roads, in America at least, have some of the worst conditions, the worst maintained roads. So you wanna go on a twisty road, a lot of times the
pavement is in bad shape. Having that extra
compliance in the chassis, having that extra body roll really helps to keep the car in line. It’s not hopping and
skipping all over the place and it’s more comfortable. So, while there is role here, it’s engineered on purpose because this is a
streetcar, mostly, right? So when you get get the car going… (engine roars) you feel the way that the car
kind of rolls into the turn It rolls and then sets. The suspension kinds of rolls and sets and then grips. It’s not an on-and-off
switch where it grips and then you start to
get oversteer/understeer. This car doesn’t do that. It just is one of the more
neutral cars you can get into. A lot of people are gonna be asking, “Well what about how is it
compared in this car, that car, “ah, blah, blah, blah?” Well, of course, that comparison’s
always gonna be be made. You look at a car like the FR-S and BRZ, which I think is pretty much
the closest competitor here, even though it’s not a convertible, this is a better car. Front to back. I mean, you get in it, you really don’t have to do much. You’re not sitting here thinking, “Well, I’m gonna need to do tires, “I’m gonna need to do “suspension modifications.” This thing is just set up so well that you can go and just take
it to the track and autocross and even just go get an alignment if you need more camber
for aggressive driving. You can do that in this car
without touching a thing. And I like that a lot and that’s one of the biggest strengths of the new MX-5. One of the things you typically don’t hear from reviewers about cars, especially this car, is you don’t hear the negatives. You don’t hear them really
slamming anything about it. There is so much good here but there’s also things
that are kind of annoying. And that is, there is cowl shake here. This frame is rigid for a convertible but it still feels like a convertible. You don’t feel that sense of rigidity on a car like you do on the FR-S and BRZ, where you just feel solid all the time. This thing is, especially over the bumps, it transmits so much vibration
and twist into the cabin. And it actually translates
into a lot of that in terms of my cameras, which have really good
image stabilization on ’em. So, you’ll see that a
lot more in this video. You can feel it for sure Now, yes, it’s a part of
the driving experience but it’s something to note
about having a convertible. The other thing you
don’t have to worry about on the MX-5 is… Brakes. And that’s because the car
doesn’t weigh anything. I mean, even with the
standard brakes on this car, a good set of brake pads
are gonna do you fine. This car has the Brembo option here, and honestly this is probably
gonna get you through 95% of your track days. You’ll probably have to swap some pads and some good fluid in but, again, that’s nothing that you’re really gonna have to worry about is the breaking here. One of the best parts of the Miata and just driving this car in general, is just this. The open-top experience. being connected with your
environment around you. I said this about my
last review in the MX-5 and it’s just something
that you can’t really put into words until you drive this. Driving the MX-5 with they top up, well, it sounds windy in here. Even with the windows up there’s
just a lot of road noise. Of course, that’s because this top is essentially paper-thin. It is what it is. This is the one of the negative
parts about a convertible and this type of soft top, is you just don’t have the quiet interior. You lose that open-air feeling In a lot of cases if
you’re a bigger person, you’re gonna feel more
claustrophobic in here. This is a small cockpit for sure. Does it kill it for me? Well as a daily driver, yes. Especially, if you are in a
cold climate like the Midwest or any place that has snow and salt, this is not something that
you would really long for to drive all year around. Although, you know, in the summer when you have nice weather, you make the excuses for it because it’s so much fun
to drive with the top down. But it’s nowhere near
as thrilling as it is driving with the top down. (dramatic music) – Getting inside the MX-5? Well, it feels smaller than the previous generations some ways. And in some ways it feels bigger. More confidently laid out. Ergonomics are greatly improved. It’s just refreshed. They’ve taken a lot of the cues they have from the other Mazda
vehicles and put them here. This is a cross between a
Scion iA which is a Mazda 2, and a Mazda 3 interior. that’s the only way I can put it. Now, as you’d expect, the MX-5 is truly a driver-centric cockpit. It’s free of most the lard you’re finding on most modern cars. It lacks crash mitigation, blind spot monitoring, vibrating and massaging seats. Really, this is about just driving and controlling this vehicle. So let’s go over some of the
perceived nice features here. This dashboard. So simple. The gauges are so easy to read. But more than that, if you’re looking to use
this car for motorsports or you’re gonna turn it into a race car, this entire dash can
probably be taken out of here in about 30 minutes. It is so small and that’s really nice. The second thing is we
actually have cloth seats. And the adjustability and the comfort of these are excellent for just, basically, a stock car. You can tell they probably weigh about 30 pounds each, tops. The audio system in this car. Now, you wouldn’t think
that it would be any good. – [Infotainment System] Parting politely takes a lot of effort,
skill and knowledge. – I mean, it is actually surprisingly good specifically when you’re
using USB audio or CD audio. Scott and I did a little test
with this little Bose key that was preloaded with music and I could not believe
how clear the audio system in here was without breaking up. Now, it lacks some high and
it lacks some sharpness, but overall, you’re gonna
be extremely satisfied with the overall sound
reproduction in here . But, as expected, your Bluetooth audio does sound compressed along with Sirius, which sounds compressed on every single car. Now, while the audio system
is extremely good in here and then the infotainment is unified, there were some problems
we ran into with this guy. This is one of the first
negative experiences I’ve had with it. The navigation allows you to see the street names
that are coming up here. With this system, it froze up constantly on a name of a street
you are no longer at. The problem with that is it disables your ability to actually turn off the display at night. It’s so bright and it’s a big distraction because it’s line-of-sight. we could not get the display to turn off without the back light being on, and even after restarting it. So that was a big deal. The second thing, and this
affected Turbowski more and some of the other
people that drove this, is the center control knob, the central command
knob for this interface, it’s right where your
hand lays for your shifter so you’re constantly hitting it. That’s a big deal. One of the biggest welcomed surprises, this head rest. So why is that a big deal? Because your Bluetooth
call speaker’s in there You can hear all the
callers really clearly even with the windows down. Now, you get above 60 and
it gets a little dicey but for the most part, this
is one of the best-designed Bluetooth calling systems
for phone calls I’ve been in Considering it’s a
convertible, it’s exceptional. Probably plenty of you
are getting sick and tired of hearing how wonderful of a car this is and how great of a car it is to drive, but how is it as a practical,
usable, daily driver? And this is actually one
of its weakest points. Go figure. I mean, it is a small car. But at the same time, the level of interior storage just blows. It’s even worse than the
S2000, if you can believe that. There’s no door storage,
no pockets, no nooks. It’s almost like I wish
they would have contacted the engineers from Honda,
who designed the Odyssey, to figure out some hidden
methods to store things. Your areas of storage are
limited to this place, or cubby, right in front of the shifter which happens to be on
an incline, of course. So anything you put in there flies out at you when you’re driving. The next place as this little arm rest which is good enough
to hold keys, an iPass, and maybe a small phone from like 1970. Well, actually, probably 2006 because that’s one flip phones where out. The next area is these cup holders. If you’re shifting, your arm
is constantly bumping them. It’s hard to get
comfortable with them here. So you actually have to
remove these cup holders if you really want to get comfortable. Which means, of course, you’re not gonna have storage there. You go to this back area and this is where all your storage is. You can put your sunglasses, everything, but it’s really hard to get
at while you’re driving. You almost have to turn
around and open it up. It just sucks. Bottom line. They need to add some
storage in the doors, or something around the sides, or create a side pocket to hold stuff. There’s no sunglass holder up here, there’s no glove box, but there is a hidden
place behind each seats to store your ballet slippers or, in Scott’s cases,
size five driving shoes. – [Host] Oh, that’s a nice cubby hole. – Mmm-hmm. – Do you put your ballet
slippers in there too? – Yeah, it’s for when I wanna
drive hard, I change shoes. – What shoes do you drive? – Usually cowboy boots when
I wear my NASCAR shirt. – Oh, okay. I thought you
use flip flops to drive. – (laughs) – Now yes, I may have been a little brad about the interior cargo volume, but this trunk space,
despite it being small, is extremely well equipped
to handle a lot of stuff. I never thought it would
fit all my camera gear. But I fit my drone case in here, which is huge, my main camera case, a slider, a full size tripod, and a
whole bunch of other mounts. The only thing I had
to put in my front seat was in my backpack. And that’s really surprising. But the thing is with this, you better be ready to play Tetris with it because it is like a puzzle trying to get everything
in there perfectly. Now yes, I’m probably
gonna catch some flack because this car isn’t about
interior cargo capacity. It’s about driving and
that’s what it does best. But there are some practical
considerations here that are easily fixed
over the next couple years with refreshes, updates. They can do all this stuff
I’m complaining about. The solid foundation of
this car is excellent. If you’re looking for a simple,
no bullshit, driver’s car, a weekend car, a toy, this is it. You add the fuel economy on top of it, I would venture to say, if
you live in a good climate, this could be a great daily driver. (dramatic music) – So that’s about it for the MX-5. what do you think overall? – It’s a pretty fun car to drive. The only thing I would do is get rid of that stupid-ass
screen on the dashboard. – They should have a– – I hate that – I know you hate it and a lot of people really hate it. I’m used to it from
driving the Mazda 3 around. – Yeah, but your arm
constantly hitting the button. You got the screen shut off, you shift, the fucking screen turns on. I mean, that would be
my biggest complaint. That it’s completely unnecessary. – If they’re gonna keep it, they should have that being
utilized for what this car is. You should have oil pressure, oil gauges. You should have that thing
being used in terms of a performance perspective for this car. – And it wouldn’t be that hard to do. – No. – It’s all software. – Right. But other than that? – It’s fun. That’s my biggest complaint. I mean, other than that, it looks good, drives good, it’s fun around the corners. Just leaves you wanting more. More. Where’s the power? – Yeah. That’s actually my
biggest gripe with it too. This is a great car that is
kind of back to that FR-S. This is way better than
FR-S or BRZ, I’m sorry. In terms of a platform, these people knew what they
were doing, engineering it. They didn’t take shortcuts
in terms of the chassis. – Well, definitely. – This is the real deal but this is… – No, because it is what it is. It’s not intended to be a freaking rocket. – Yeah, true. – Yes, they should make
a rocket edition but– – That’s the thing, right? I know people are gonna
disagree with this. I think you have the right mentality. It is what it is. It’s not designed to be a rocket. But there’s a lot of cars. And this is something the
American car companies do right. You have multiple tiers,
multiple engine choices, and I know that’s expensive
for a small company like Mazda to do and develop, but you have an option. if you this is not good enough you have a higher-performance version. A balls-to-the-wall version. – They should make a ridiculous version. But then it’s going to
be 40, 50 grand and– – I would pay for 40 grand and if this thing was like 255 horsepower. – When I got to drive those
M coupes and M Roasters, those things are amazing to drive. What was that, 300
horsepower or something? – Right. Yeah. – But again, that price
tag is astronomical. But in something like this,
I mean 300 horsepower, I don’t think you need that. – No, I don’t think it needs that. – I think S2000-territory power. At least 200. – Yes. – I think that– – The magic. – Mm-hmm – the magic point. (dramatic music)