Ever since the EV conversion game got going, I’ve been waiting for this one to happen. It’s a car loved the world over, nearing the end of its fourth decade, and remains a benchmark: It’s time for the NA Miata to ditch the gas and go electric. At this point I’ve no doubt there’ll be pearl clutching and smelling salts being whipped out to calm the nerves of the hardcore driving enthusiasts lurking in the corner. There’s a reason for that: In its original form the Miata is symphony balance, modest performance and lightweight excellence. Will removing a gas heart take away some of the fun?
I drove the electric version to find out.
Gallery: Electrogenic Mazda Miata Review
This Miata is a creation by the UK’s Electrogenic. The company’s been in the conversion game for a fair ‘ol while now, taking the oily motors out of classics, popping batteries and electric motors in their place. Each of its projects adapted to its use case. A Land Rover Defender will have a different power and torque curve than, say, an electric Porsche 911. The company chooses its hardware carefully, before hooking it up to its own software to ensure each component communicates with everything else.
The car I got to play with for a spell is an example of the firm’s bespoke offerings. Clients can bring a beloved car to Electrogenic, give them an idea of what they’d like performance and range wise, then engineers will do the hard part. If a model is popular enough—like the classic Mini, Jaguar E-Type and the Miata—they’ll create a kit for it and let anyone who’s keen get one installed. Then there’s more commercial conversions, like the Electrogenic kits that are installed in military Land Rovers, and finally some wider industry work.
This Miata comes with a 42 kWh battery, along with a motor that puts out 160 horsepower and 229 lb-ft of torque (numbers measured at the wheel). Electrogenic says it’ll get you from 0-62 mph in around six seconds and up to 115mph. That's quite a bit quicker than a stock NA Miata, which takes between 8 and 9 seconds to hit 60. Electrogenic says with a CCS charger it’ll top up in about an hour, which isn’t too shabby at all. Range sits at 150 miles+ says the firm, so it’s either a commuter car or an A-A solution, though with its decent charge speeds a leisurely road trip isn’t out of the question. Pricing for the Miata kit that’ll come from this bespoke offering is still to be announced. Considering the kit for a classic Mini is about $31,000, and the basic set up for a Jaguar E-Type is around $81,000 (before install costs), expect it to sit somewhere in between.
There are few cars like the Miata. A product of the late 1980s, it was designed to be a modern interpretation of the British sports cars of the 50s and 60s. Being Japanese it’s also well built and reliable, neither descriptors you'd apply to its inspiration. The Miata’s recipe has been the same since day one: small footprint, light weight, "pure" driving experience and modest power. The combination is a strong one, as drivers all over the world love the things, and there’s a huge community around them. Engine swaps aren’t uncommon. Superchargers, V6s, V8s, and lord knows what else has been slung under the hood, so an EV switch doesn’t seem too beyond the pale.
Weight is a key concern with a Miata. Batteries are heavy, and to maintain a decent power to range balance you need a few of them to make the endeavor worthwhile. The Electrogenic version is 220 lbs heavier than a traditional gas NA Miata. The extra power should help make up for that.
It’s still a turnkey job, though it beeps rather rumbles on startup. You can throw it into drive and away you go. Three drive modes are available: Normal, Sport and Eco (as well as two speed limiters for 20 and 30 mph requested by the London-based owner of this particular car). In normal mode it’s decently quick, the throttle responds instantly, firing torque to the rear wheels. With no stick shift, the single gear neatly flings you along smoothly, calmly even. The cabin is remarkably quiet, too. There are few squeaks and rattles from components bolted together nearly more than three decades ago.
In Sport mode, the new powertrain comes into its own. Throttle response is heightened, and I found myself getting braver in the corners. I was on a track, away from other traffic, so had the space to stretch the car a touch (not too much as it’s privately owned). Despite the extra weight, it still feels nimble and the steering remains utterly sublime. A progressive throttle means that keener drivers can play with the car mid bend, though you have to be mindful of how the car puts power down in Sport mode on a greasy day. If you go a touch too early you might end up with a slippery rear end. Using the Miata as intended reveals that replacing the engine with electricity is no bad thing. It’s still hilarious fun to give it some beans. It's thankfully not overpowered, either. Too much power would overwhelm, but the 160 horses on offer are more than adequate. Eco mode is less exciting, but keeps power and throttle response in check for better range. It’s still a neat way to get around.
Before you reach for the phone, there will almost certainly be a sticking point: the price. It won’t be a quick and cheap conversion at all, and when you can pick up a used Miata for a fraction of the price of the kit the idea becomes one for the truly committed.
Right now, your options for a convertible two seat EV are pretty small. It’s an MG Cyberster or… a different MG Cyberster. Creating your own is a pretty smart move. You can still get your kicks, but not burn any fossil fuels at the same time. The car doesn’t lose any character, and the performance boost is a big positive. There are plenty of cars that benefit from the conversion to EV, usually big ‘ol cruisers or the sort of things that benefit from huge power. I’d worried the Miata, a car with roots in light weight and simplicity, would suffer. It hasn’t. You may miss the noise and the manual gearbox, but an electric Miata still has plenty of ways to put a smile on your face.
