![]() ![]() There’s still plentiful traction, with the added bonus of it being easier to get the rear-most tyres moving around. ![]() It doesn’t feel excessive or encumbered by its newfound power. With a few choice chassis upgrades (we’ll get to those later), it’s well within what the MX-5 can take. But again, the inline-four’s eager character is still there, but backed up with some proper performance. You get the first clue as it starts to pull from 2000rpm, and this time it’s at 3000rpm that you start to feel the turbo coming on boost. It’s much the same story in the 2.0-litre, although the switch to forced induction is more obvious here. ![]() It’s still revvy and responsive - it’s just that now, it doesn’t feel sluggish. There’s a slight lift at 4000rpm that’s just about perceptible, but that’s about it. Neil describes driving it as “just like an MX-5 with a bigger N/A engine,” and I’d agree. The BBR-breathed 1.5 is probably the least turbo-feeling turbo car I’ve ever driven. ![]()
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