Making a new car isn’t exactly a walk in the park. Some automakers drag their feet on updates—sometimes budgets are tight, sometimes demand is low, and sometimes it’s so high they don’t want to mess with a winning formula.
Take Mazda, for example. Compared to giants like Toyota, their R&D budget is tiny, and for the MX-5 Miata, the stakes are high: sales are up 50 percent this year alone, and month-to-month growth has hit 72 percent.
Even after ten years, the MX-5 is still stealing hearts. Its current fourth-generation “ND” model is officially a decade old, making it the oldest brand-new sports car you can buy in the U.S.—and somehow, it hasn’t lost a bit of its magic.
To give you the most up-to-date and accurate information possible, the data used to compile this article was sourced from various manufacturers and other authoritative sources, including Kelley Blue Book and Road & Track.
The ND Mazda MX-5 first hit the world stage at the 2014 Paris Motor Show, and made its North American debut later that year in Los Angeles. Its first U.S. model rolled out for the 2016 model year, and since then, the MX-5 has stayed surprisingly resilient through economic ups and downs—and a few political headaches—thanks to some key factors.
Living in the UK, I’ve seen just how popular the Mazda MX-5 is—it’s Britain’s best-selling two-seater roadster and ranks second among all convertibles, with over 135,000 sold. It’s beloved for being fun, affordable, and engaging—a reputation that’s held across all four generations.
I speak from experience—I’ve owned not one, but two MX-5s. My first was a 2004 ‘NB’ with a 1.6-liter engine and five-speed manual, bought in 2016. After a stint with a 2009 BMW 3-Series Coupe, I couldn’t resist the Miata’s charm and picked up another NB, a 2003 1.8-liter with a six-speed gearbox.
Part of the MX-5’s magic is its lightweight design. You don’t need a massive engine to have fun, which keeps it nimble and fuel-efficient. The precise steering and balanced suspension—even allowing a touch of body roll—make it feel like the car is talking to you every corner.
Over the years, Mazda has added tech to sharpen that driving experience. G-Vectoring Control (GVC) arrived first, using braking to subtly shift torque. In the 2024 facelift, it evolved into Kinematic Posture Control (KPC), which gently “pulls down” the inside wheel in corners for more grip and stability. The limited-slip differential (LSD) also became asymmetric, adjusting locking forces more intelligently. These updates may be subtle, but they make the MX-5 even more engaging and confidence-inspiring behind the wheel.
The MX-5’s drivetrain is just as lively as its handling, singing happily as the car dances through corners. It feels playful and responsive with every turn.
Its 2.0-liter four-cylinder now makes 181 horsepower and 151 pound-feet of torque, up 26 hp and 3 lb-ft from the 2016 model. The extra power makes a noticeable difference without changing the car’s character.
Each new MX-5 drives a little better than the last. Mazda isn’t reinventing the wheel—they’re just refining the recipe to near perfection.
2016–2019
2019–Present
Engine
2.0-lIter Four-Cylinder
Horsepower
155 HP
181 HP
Torque
148 LB-FT
151 LB-FT
Transmission
Six-Speed Manual or Six-Speed Automatic
Drivetrain
Rear-Wheel Drive
Fuel Economy (Combined)
30 MPG
29 MPG (Manual)
30 MPG (Automatic)
Base MSRP
$25,735
$29.830
Perfection comes in the form of the six-speed manual, widely regarded as one of the best in any car today. The shifts are precise, and the clutch is smooth and easy to manage.
While the automatic is competent, the manual remains the preferred choice. It offers a connection between car and driver that an automatic can’t match.
Over the past decade, the ND MX-5 Miata has seen plenty of design tweaks and refinements. The 2024 model year brought a mid-cycle facelift, and numerous special editions have kept things fresh.
When the ND MX-5 Miata debuted in late 2014, its design was an instant sensation. At the 2016 New York Auto Show, it even won the World Car Design award, thanks to Mazda’s Kodo styling and that unforgettable “smiling” front grille.
The 2024 mid-cycle facelift brought in LED daytime running lights integrated into the main headlights, full LED taillights, and new alloy wheels, keeping the MX-5 looking fresh and modern.
Mazda has also celebrated the MX-5 with three special editions. The 30th Anniversary Edition in 2019 came in Racing Orange with RAYS forged wheels, orange Nissin brake calipers, and Recaro seats with orange piping.
The 100th Anniversary Edition in 2020 paid tribute to Mazda’s centenary and the R360, featuring Snowflake White Pearl paint with a Cherry Top and Garnet Red Nappa Leather upholstery.
The 35th Anniversary Edition is still available today, finished in Artisan Red with a tan top and tan Nappa Leather interior.
The MX-5’s interior is predictably snug, reflecting its petite proportions. That’s intentional—Mazda never wanted it to be a grand tourer, keeping it light and agile.
Despite the cozy size, the cabin has style, with swoopy lines and just the right amount of tech. Material quality mixes hard plastics, body-colored panels, and leather- or suede-finished surfaces depending on the model.
For 2024, Mazda upgraded the infotainment system with a larger Mazda Connect screen. The gauge cluster also has improved fonts and layout, and the update added Mazda Radar Cruise Control via a new radar sensor.
Additional i-ACTIVSENSE features include:
Mazda has always been conservative with the MX-5 Miata, which makes sense after a ten-year production run. The lightweight rear-wheel-drive formula is nearly perfected, and a major overhaul could risk the car’s magic.
A few bigger changes are coming with the fifth-generation model in development. But none are expected to drastically alter the Miata’s signature character.
If there’s one model that’s tough to electrify, it’s the MX-5 Miata. For the next-generation model, Mazda plans to cut emissions not with a battery, but with Skyactiv-Z, the next step in its Skyactiv engine tech.
You might have heard the term Lambda 1 floating around in the automotive world—it refers to the ideal stoichiometric air-to-fuel ratio of 14.7:1. Most engines already run close to Lambda 1, but under heavy load they add extra fuel to protect the engine, which reduces efficiency and increases emissions.
Running an engine at Lambda 1 all the time comes with a downside: power drops significantly.
To make up for it, Mazda is taking a page from the Porsche 911 Carrera GTS T-Hybrid playbook—bumping up displacement to regain lost power.
Instead of a 2.0-liter, the next MX-5 Miata will pack a 2.5-liter engine, according to Mazda CTO Ryuichi Umeshita in an interview with Road & Track:
If we go to Lambda:1, then naturally, power will go down. But in order to avoid that, we have defined the displacement to be 2.5 liters. So the power is very good, and the fuel economy will be very good.
Even with a bigger engine, the MX-5 Miata will stay true to its lightweight formula.
Mazda’s team in Japan has long resisted the American push for a heavier, bigger, more complicated MX-5.
Masashi Nakayama, Mazda’s designer, told Road & Track through a translator about his involvement in developing the current ND model:
When I started designing this fourth generation, there was a request from the United States to make the car bigger and to increase the power of the vehicle. I said, ‘Do you really want a Harley-Davidson?’
Mazda’s MX-5 Miata team knows exactly what they’re doing and won’t cave to pressure from the American team.
The future of the Miata is safe—and it’s in good hands.
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