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A New Challenger Approaches: The NC Miata Joins the Stable

Writer's picture: Brandon MeadowsBrandon Meadows

Updated: 6 days ago


Ah, yes, it’s that magical time of year again—temperatures are below freezing, the snow shovel is your constant companion, and your trusty winter beater looks like it’s ready to file a restraining order against you. Naturally, this is the perfect moment to realize what’s truly missing in your life: a rear-wheel-drive roadster. What, that’s not a normal thought process? Well, it was for me. And that’s how I ended up with this frosty little gem: a 2010 Mazda MX-5 Miata (NC). I have to admit, despite being 6'2" (on a good day), I’ve got a serious soft spot for diminutive Japanese roadsters. This NC marks the seventh Miata to somehow sneak its way into my garage. What can I say? I’m clearly a sucker for small packages that deliver big fun! Before I go any further, I should just come clean: of all the Miatas, the so-called "tugboat" NC is my favorite. I know, I know—somewhere out there, a group of purists is lighting their torches and sharpening their pitchforks for such heresy. But hear me out.


Let’s address the Miata-sized elephant in the room: part of my bias might stem from one simple fact—of all the generations of Miatae, the NC is the one I fit into most easily without a Sawzall and a prayer. At 6'2", I’ve had my fair share of Tetris-like struggles with roadsters, but the NC, bless its slightly chonky soul, is spacious enough for me to drive without needing a chiropractor on speed dial.


Sure, it’s the largest of the Miata clan, tipping the scales at around 2,500 pounds, but let’s be real: it’s still a small roadster. And for me, it’s probably the smallest car I can reasonably squeeze into for more than an hour without cramping up like a poorly executed yoga pose. I get it—smaller folks might gravitate toward the ND or other generations where size isn’t a factor, but for me, the NC is the Goldilocks of Miatas: just right. Over the years, the aftermarket wasn't always terribly kind to the NC, or at least not in comparison to the NA, NB or even the ND. Maybe it has something to do with the traditional NC buyer being more concerned about their paint color matching their nail polish than pushing the car to its limits. But lately, it seems the tide has turned, and the NC is finally getting the love it deserves. A few examples: Looking to seriously boost horsepower while staying emissions-compliant in all 50 states? You’re in luck! The folks at Flyin’ Miata have just unveiled a 50-state CARB-legal turbo kit for the NC. Or maybe you’re a die-hard fan of natural aspiration looking to squeeze more power out of your NC, and the usual 2.5L Ford Fusion swap just isn’t scratching that itch. Well, good news! KPower Industries has recently unveiled a Honda K-Swap kit that lets you drop in a K20 or K24 engine—all while keeping your A/C, power steering, and OEM-level drivability intact. Maybe power isn’t your priority. You’re not living life a quarter mile at a time—instead, you’re all about chasing every corner, perfecting your lines, and carrying as much speed as possible. If that sounds like you, then you’re probably on the hunt for high-end suspension options that won’t break the bank. Enter the suspension geniuses at 949 Racing—the same folks who’ve been designing, tuning, and racing Miatas with precision for over two decades. After years of development, they unleashed their legendary Xida coilovers for the NC, delivering unmatched performance and balance. Sure, the aftermarket for the NC has grown significantly. But what if your passion lies in timed competition? Well, the good news keeps rolling in. Last year, the SCCA introduced an NC-exclusive class called Club Spec MX-5. The goal? To create a single car built to one set of rules that’s ready to compete across multiple disciplines—Autocross, Time Trials, RoadRally, and even RallyCross. What if spec classes aren’t your thing? Maybe you’re more of a bolt-on enthusiast, wanting to build your NC to dodge cones without turning it into a dedicated track car—and without being locked into the parts dictated by a spec class. For years, the SCCA’s Street Touring Roadster (STR) class has been utterly dominated by the NC’s younger, fitter sibling: the ND. But not anymore!

The SCCA recently restructured the Street Touring (ST) classes, effectively giving the ND its own class—AST—while liberating all the cars that had been living under the ND’s tyrannical rule. Welcome to the newly created CST class, where your NC can finally shine. With the recent resurgence of enthusiasm for the NC, the challenge isn’t finding parts or a place to compete—it’s deciding what you want to do with it, given the vast array of options now at your fingertips. It’s truly a great time to own an NC. Which brings me to why I chose this gorgeous NC2 in Copper Red Mica. I had a few specific options in mind when searching for an NC:


  • NC2 (2009-2012) or NC3 (2013-2015): I was particularly interested in these later models because Mazda equipped them with forged engine internals and increased the redline by 500 RPM, which is a nice bonus for performance.


  • Manual Transmission: This was a must, but within that, there were a few options to consider. The Sport package cars come with a 5-speed manual, which has taller gear ratios, making it easier to stay in 2nd gear around most autocross courses and saving a bit of weight in the process. For me, though, I was leaning towards the 6-speed found in the Touring, Grand Touring, or later Club package cars. The 6-speed not only opens up options like the Club Spec MX-5 but is also rumored to handle a bit more power when boost is involved. Hint, hint.


  • Soft Top: Lastly, I wanted a soft top. To be clear, the power retractable hardtop (PRHT) is a great choice for a street-only car, offering extra refinement and comfort. However, it adds 70-80 pounds of weight, limits roll bar options, and—perhaps most importantly for us taller folks—sacrifices some much-needed headroom.

And that’s how I ended up with my new-to-me 2010 NC2 Mazda MX-5 Miata Grand Touring 6MT soft top, with only 29,000 miles on the clock. As a bonus, my new NC came equipped with the OEM Suspension Package, which includes a sport-tuned suspension, Bilstein shocks, and a limited-slip differential (LSD). So how does it drive? Well, starting up the NC is a breeze. Like all Miatas, the clutch is light, intuitive, and so easy to use you could teach your kids to drive stick in it—even if their idea of fun is TikTok and experimenting with their hair color. The pedals are perfectly spaced for heel-toe downshifts, making it feel like second nature.

Like pretty much all Miatas, their shifters are universally wonderful to use- with the NC's 6MT being no exception. Precise, well-spaced, and engaging—nothing else comes close (except maybe the S2000, but we won’t start that debate).

The 2.0L 4-banger doesn’t exactly wow you, but it suits the car perfectly. It’s not fast, but it’s far from slow and, thanks to a sound tube, it actually sounds pretty aggressive. It won’t make you think you're in a VTEC-screaming S2000, but it certainly gives the car personality and feels sprightly.

The steering’s light, but once you start throwing it into corners, it’s surprisingly communicative. The hydraulic rack gives it that old-school Miata feel—something I miss in modern cars. Turn-in isn’t twitchy, but it’s quick, and the car is ready to rotate like a puppy chasing after every ball you throw.

This one has the Suspension Package with Bilstein shocks, a slightly retuned suspension, and an LSD. On the freeway, it’s surprisingly smooth for a small car—firm but not harsh. But once you exit and start merging into traffic, it’s a whole different story. Gaps in traffic become your personal playground. A downshift and a flick of the wrist, and you’re in the clear, leaving all those other cars in your rearview like they're just obstacles in a video game. It’s addicting—after the first gap, you’ll start hunting for the next one like a teenager chasing their crush.


On twisty back roads, the car truly comes alive. It tackles every corner like it’s the final turn at Laguna Seca, and treats every manhole cover like a landmine just waiting to be dodged.

At the end of the day, driving a Miata (of any generation) is just absurdly fun and the NC is no exception. You won’t win any drag races or haul anything from Home Depot, and your muscle-car friends won’t be impressed. But who cares? The whole point is to enjoy the drive and remember that fun is what it’s all about. While my new NC is a fun car right out of the box, I didn't buy it to keep it stock and park it in the garage. There are mods to be done, cones to be dodged and fun to be had. Let's get to work!





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