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A decade is a long time for a car to stick around, but the Mazda MX-5 has aged like a fine wine.
The World’s favourite roadster series, the fourth-generation ND series launched in 2015 and is the longest running iteration of the MX-5 ever (although its natural mid life update has naturally been followed by several mid-life updates). The latest was in 2024, when the ‘ND3’ came with a new infotainment system, steering revisions and an updated differential among other things.
ND3 is the test here, and perhaps that version which may see out most of what will be in the rest of the nd’s days. There is no timeline for when the next-generation MX-5 will be announced, and it’s not like Mazda is rushing the current model out the door as they get to know.
It’s a 2026 Mazda MX-5 Roadster GT RS, which gives us plenty of time to enjoy models like this. While it’s still the same analogue sports car as always, it has some extra goodies such as Bilstein dampers, Brembo brakes and BBS alloy wheels.
Is it still the king of small sports cars?
How much does the Mazda MX-5 cost?
The Roadster GT RS manual is the flagship soft-top MX-5, and it costs $52,290 before on-roads.
| Model | Price before on-road costs |
| — | — |
| 2026 Mazda MX-5 Roadster manual | $42,640 |
| 2026 Mazda MX-5 Roadster GT manual | $49,290 |
| 2026 Mazda MX-5 Roadster GT auto | $50,790 |
| 2026 Mazda MX-5 Roadster GT RS manual | $52,290 |
| 2026 Mazda MX-5 RF GT manual | $53,790 |
| 2026 Mazda MX-5 RF GT auto | $55,290 |
| 2026 Mazda MX-5 RF GT Black Roof auto | $56,310 |
| 2026 Mazda MX-5 RF GT RS manual | $56,790 |
In Australia, the MX-5’s direct rivals are limited to other rear-wheel drive sports cars with relatively low power. The only eligible cars at the moment are therefore the Toyota GR86 and Subaru BRZ coupe twins.
The flagship MX-5 GT RS rivals the GR86 GTS, which costs $46,090 before on-roads in both auto and manual forms.
In contrast, BRZ tS (the transmission-wise) costs $52,790 before on-roads regardless of the transmission. The BRZ tS, like the MX-5 GT RS, receives custom-made suspension tuned by Subaru’s in-house performance division, STI and Brembo brakes.
For further context, the next-cheapest rear-drive convertible is the Ford Mustang GT, priced at $93,666 before on-road costs.
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What is the Mazda MX-5 like on the inside?
It’s not a lot going on in the little Mazda’S cabin, of course, but it’t really cool to clamber into something that isn’T an iPad on wheels.
Other than the 8 ,. The cabin of the MX-5 is almost entirely analogue, with 8-inch touchscreen infotainment system. But this is the way it should be for a back-to-basics sports car, as every control in here has nononsense quality that gives the car substance.
Our favorite is its clean design, and it’s clear that all basic functions such as the climate system are meant to be tactile and easy to use on the move. This makes it so simple The three dials here are all a car ever needed – other functions such as seat heating are neatly placed on two large buttons.
But the only one gripe is that it’s not really ‘funny, a nice thing about this infotainment display’ but Apple CarPlay has been default-controlled touch-operated (unlike Mazda’ with large CX-badged SUVs, for example), and its separate console–mounted knob was there as if they were backed up.
The standard for CarPlay is also wireless, meaning you can leave your phone in your pocket. But it’s also a good thing to say that there aren’t many places here to store if you have gotten the phone, other than he has dubbed for -horr ahead of gear shifter which won’T fit enlarged devices.
This is a true expression for that MX-5 as showcasing the whole thing, because while space and storage options are at ‘high value’, Mazda has done.
It’s a small cut-out that can hold – like an iPhone 12 normal phone (not to be confused) but there’d be an openable lid on the central armrest for other slim items.
if you remove cupholders from behind behind, unless they’re in your way, or moved down to the side of the centre console. A deep lockable box is also placed on the rear bulkhead for more secure stowage, as well as .
That’s all about it if you plan to drive your MX-5 every day, and that’ll be very nice when used that way – even in GT RS trim (which we’re going to talk about later). And it’s just like this that’s more important to a car, from behind the wheel.
To no one’s surprise, Mazda has nailed the ergonomics to nothing. From the moment you get behind the wheel, you feel at home and it’s very easy to be comfortable despite the fact that is so snugly fit.
You are perfectly placed in the seats, and a steering wheel feels very old-school with its large diameter and thin rim. Neither are very well-suited for the kind of manual adjustment that both offer, but naturally, you’ll feel more comfortable if you don’t have much vertically gifted talent.
The seats are heated and, like the tiller, shift knob or handbrake, are finished in leather. All of the key touchpoints are also good quality and you just have a little padding on the armrests to prevent bruised elbow injuries.
footroom, where there is a large driveline hump under the dashboard but the pedals are still well spaced. It’s a sports car in the classic sense of the word, and it feels like if is referring to its sport.
Two other elements are worth mentioning, as is the case with . For example, we like the analogue-style instrument cluster One; its classic look that still sneaks into ‘an unrequited digital panel on the left-hand side’; and two body-colour inserts on door cards which give us immersion through visual flow from the exaggerated wheel-arches ahead.
A two-door, a two seat roadster (two-seat) is not much more than the MX-5’s interior has to do with its insider. This is clearly a drawcard The canvas roof opens and closes with elbow grease, not that it needs electric help (the small size of the painting) as well as its weight.
Then there’s the boot, which is as big as a little convertible can be for – and that’. A large opening, and a comfortable height to lift things up (and in small bags) is the floor cupped out so that it can be used as ‘room for little bags’.
A small button above the rear number plate can open the bootlid, or by pressing a button on the key fob (or press ‘pressing it’) to open an opening for you. No one really complains about the interior of the MX-5; everything’s just as it should be.
| Dimensions | Mazda MX-5 Roadster |
| — | — |
| Length | 3915mm |
| Width | 1735mm |
| Height | 1230mm |
| Wheelbase | 2310mm |
| Cargo capacity | 130L |
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What’s under the bonnet?
The MX-5 is a 2-word to power it. Four-cylinder petrol engine with 135kW of power and 205Nm of torque produced by 0-litre naturally aspirated four-cycle engines. It is a six-speed manual transmission that sends drive to the rear wheels.
| Specifications | Mazda MX-5 Roadster GT RS |
| — | — |
| Engine | 2.0L naturally aspirated 4cyl |
| Power | 135kW |
| Torque | 205Nm |
| Transmission | 6-speed manual |
| Drive type | Rear-wheel drive |
| Kerb weight | 1063kg |
| Fuel economy (claimed) | 6.8L/100km |
| Fuel economy (as tested) | 6.7L/100km |
| Fuel tank capacity | 45L |
| Fuel requirement | 95-octane premium unleaded |
| Emissions standard | Euro 5 |
Our week with the car was a highway commuter, and we had slammed in fair part for some of the required mountain runs. It wasn’t just about wringing its neck all the time (not engine, anyway), so we had an acceptable fuel economy that we predicted by the end of our loan.
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How does the Mazda MX-5 drive?
You simply can’t beat a soft-top MX-5.
If you win a drag race in something with more power (ie most modern SUVs), okay, maybe you can get it but no other sporty car can match this roadster’s pure fun factor. When the GR86/BRZ twins get closer, they don’t wind in your hair but can.
Let’s start from scratch with . presses the starter button, and fires a 2-year-old . It’s a very misleading high-RPM cold idle, which is roughly the same as its trademark high–litre mill into the Japanese brand’. If you don’t know Mazdas (it’ll be somewhat jarring) – it’d not be particularly sonorous cold laziness either way.
And while that’s out of character in an economy car like the Mazda 3, it is a bit more appropriate here. It kind of makes it seem like the car’s raring to go, but at the same time reflects more that old-school charm in its sleek and polished exterior.
The clutch, in typical MX-5 fashion, is light but by no means flimsy. It’s a bit-wise bite point that will not leave you hobbling out the door with – sore left leg; ‘approachable’ comes to your mind.
The shifter’s throw is nice and short, with no undue side-to-side wobble when rowing through the gears. I was able to learn the gearbox of MX-5 in just a few minutes on the road, but when we first-to-second shift is often very cumbersome in any car.
But it’s a relatively high engine speed of 100km/h that makes driving on the highway tough, so travelling isn’t this Mazda’S power. It’s also a feature of convertibles that is not possible to ignore road noise, which at least the GT’s Bose sound system cuts through nicely.
The MX-5 really hits its stride, instead of the intensity pick up that is needed by . When you lay into the loud pedal, it’s a power delivery that’s predictable (and linear) but not forced induction and when you put on the force of this is well-defined with an addictive push in the back.
A gear change at high RPM is just as easy, and it’s incredibly satisfying to disrupt the shouty engine with a crisp upshift near redline. Only the throttle response could be a tad sharper, it is only one thing that s don’t need.
The delay is just a short time, but it’s enough to erase any muscle memory developed outside an MX-5 when rev-matched downshifts are made. However, it is justified to say that if there is no auto rev-matching, good pedal spacing means heel-toe work for those so inclined.
In that way, the MX-5 is incredibly playful because of its rear-drive layout,’ said. The rear wheels will be varying degrees illuminated by a hasty drop of the clutch depending on how much traction control enabled. Almost all of its default settings are to catch you just before the tail-wagging puts you into a wall.
And, as ever, nowhere is the MX-5 more at home than on a twisty road — something that has only been created by the GT RS toamplify it. This unique Bilstein damping is a major boost in ride and handling over variants with more ‘normal’ suspension, which has been the headline attraction.
Then, it’s a very slow and doesn’t hesitate when you are put into – with some aggression. Then, it’s all up to the driver to decide how the car behaves because that playfulness doesn’t make it unwieldy either – this is what makes such an expression.
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It’s as fun to get loose on a racetrack as dart down. mountain road, and that’d be so much fun when it’re just as happy to go around with the crowd of s who aren’t going crazy at all. Body roll isn’t a problem, and the speed at which it can corner is more than enough to scare passengers away – even if it’s all under control from the driver’.
Its steering is also communicative and appropriately weighted, again contributing to the old-school vibe.
The balance of the ND is practically perfect, with an appropriate powerplant and a lively rear-drive configuration. A chuckle, it’s so easy to get where it is pointed (even at the top of 10-10ths) that you really can feel about the weight up high thanks to the soft roof.
And that, combined with its on-the-floor seating position, inspires nothing but confidence from behind the wheel. It’s a great grip you know and how much car is around you at any given moment; of course outward visibility is brilliant when you have the roof down, if not so much.
A car that just makes you want to drive is the MX-5,’ . No matter whether it’s on a fun, twisty back-road or running joke in suburbia, it is always easy and friendly and fun. The sporty suspension doesn’t even make for a bad ride in the day-to-day, as s say.
There is a variety of safety gear that doesn’t make you angry topping it all off. Some of this is because of proper calibration but most of that is just a lack of the much advanced assistance tech in this relatively simple roadster.
It is a standard without lane-centring, adaptive cruise control and even front parking sensors. As long as the car has a wide nose, it is probably likely that this will be the most notable omission when parking. And we’ll still call out the magnified driver’s side mirror, a Mazda staple that always throws us off every time.
Overall, though, it’s fair to say the MX-5 is still something quite special.
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What do you get?
The GT RS is the most expensive trim level in the Australian MX-5 range.
2026 MX-5 Roadster equipment highlights:
- 17-inch black metallic alloy wheels – black metallic
- Tyre repair kit
- Cloth soft-top
- LED daytime running lights
- Automatic LED headlights
- Piano black mirror caps
- Power-adjustable mirrors
- Rain-sensing wipers
- Black cloth and suede upholstery
- Soft-touch ‘Maztex’ centre console and armrests
- Body-coloured inner door trim (previously GT and above)
- 8.8-inch infotainment touchscreen
- Wireless and wired Apple CarPlay, Android Auto
- 6-speaker sound system
- DAB+ digital radio
- Satellite navigation
- Climate control
MX-5 GT adds:
- 17-inch machined alloy wheels
- Adaptive LED headlights
- Body-colour mirror caps
- Heated mirrors
- Black leather seat trim
- Heated seats
- Bose 9-speaker premium sound system
- Keyless entry
MX-5 RF GT Black Roof adds:
- Black retractable roof
- Tan Nappa leather
MX-5 GT RS adds:
- 17-inch BBS forged alloy wheels
- Bilstein suspension dampers
- Brembo front brakes
- Suspension front tower brace bar
- Power mirrors – piano black, heated
- DSC-TRACK mode (stability control calibration)
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Is the Mazda MX-5 safe?
The Mazda MX-5’s five-star ANCAP rating from 2016 has now expired, leaving it without an independent local safety rating.
Standard safety equipment highlights:
- 4 airbags
- Autonomous Emergency Braking (AEB)
- Forward, reverse
- Pedestrian detection – front
- Blind-spot monitoring
- Cruise control
- Driver attention monitoring
- Hill-start assist
- Lane departure warning
- Rear cross-traffic alert
- Rear parking sensors
- Reversing camera
- Traffic sign recognition
- Tyre pressure monitoring
Front parking sensors are available across the range as a $781 option.
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How much does the Mazda MX-5 cost to run?
Mazda Australia support model range with a five-year, unlimited-kilometre warranty. Servicing for the MX-5 is done every 12 months or 15,000km, whichever comes first s.
| Servicing and Warranty | Mazda MX-5 |
| — | — |
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 7 years |
| Average annual service cost | $572.14 |
| Total capped-price service cost | $4005 |
Mazda’s individual service pricing is detailed below:
| Service | Price |
| — | — |
| 12 months, 15,000km | $471 |
| 24 months, 30,000km | $585 |
| 36 months, 45,000km | $558 |
| 48 months, 60,000km | $585 |
| 60 months, 75,000km | $663 |
| 72 months, 90,000km | $672 |
| 84 months, 105,000km | $471 |
A service price for automatic MX-5s is the same, except that of 60-month service (which costs $506 because there’s no need to change its manual transmission fluid) service pricing. That translates the seven-year total down to $3848.
For comparison’s sake, the first five years of manual MX-5 servicing totals $2862, and the manual Subaru BRZ costs $25633. The manual Toyota GR86 costs just $1250 since its first five services are limited to $250 each, and 85 to service over the same period.
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childcareman.xyz’s Take on the Mazda MX-5 GT RS
The fourth-generation MX-5 is a real gem, and it’s at its best with a canvas roof.
This is a dynamically dialled-in, has just enough power to keep you interested and features ‘an accurate manual gearbox that’s fun to use with its hands. This also features an attractively functional interior, and its small size makes it feel all the more focused from behind the wheel.
This chassis is the most slick when its weight is kept low, while it’s an excellent alternative to the RF hard-top and so this Roadster can be recommended for those in the market for a sporty weekender. But the fact that bespoke suspension, better brakes and BBS wheels of the GT RS are nice to have isn’t just be-all and end all.
In fundamental ways, the MX-5 is a more than holding its own without any additional analogue sports convertible. And so to us, it’s a good idea to go for – and save $10,000 — base Roadster. if you want better speakers and heated seats, or at most the GT.
The GR86 is better value, you could also argue that there’s a lot to think about, too. While the Toyota may be more powerful, but it’s much thirstier than the MX-5 and uses a higher-cost 98-octane juice (even if service is cheaper)?
This is a similar story to the BRZ, which costs more than the MX-5 on ‘like-for likes’. For example, to get a BRZ with special brakes and suspension like this Mazda, you would have to spend $500 more before on-roads — and still be able to open the roof.
The MX-5 is really about that, the truth behind that’s what makes it so appealing the Roadster is the cheapest new car to give you the joy of roof-down rear-drive motoring — something you can’t get anywhere else without $100,000-plus on a lardy Mustang.
Despite the fact that both Toyota and Subaru have made real progress in their compact sports coupe game, an MX-5 – especially in base Roadster guise – will give you one of the most driving experience ever given to any new car.
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