A decade is a long time for a car to stick around, but the Mazda MX-5 has aged like a fine wine.
The fourth-generation ND series of the world’s favourite roadster was launched in 2015 and is the longest-running iteration of the MX-5 ever, though it has naturally received several mid-life updates. Most recent was in 2024, when the ‘ND3’ arrived with a new infotainment system, steering revisions, and an updated differential, among other things.
The ND3 is what you see on test here, and potentially the version that will see out the remainder of the ND’s days. Still, there’s no set date for when the next-generation MX-5 will be revealed, and it’s not like Mazda is rushing the current model out the door.
That gives us plenty of time to enjoy models like this, the 2026 Mazda MX-5 Roadster GT RS. It’s still the same analogue sports car as always, but it has some extra goodies like 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.
The BRZ tS, meanwhile, costs $52,790 before on-roads regardless of the transmission. Similar to the MX-5 GT RS, the BRZ tS gets bespoke 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.
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
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What is the Mazda MX-5 like on the inside?
Naturally, there isn’t a whole lot going on in the little Mazda’s cabin, but it’s actually incredibly refreshing to clamber into something that isn’t an iPad on wheels.
Aside from the 8.8-inch touchscreen infotainment system, the MX-5’s cabin is almost entirely analogue. This is precisely how a back-to-basics sports car should be, as the no-nonsense quality of every control in here gives the car substance.
We enjoy its clean layout, and it’s clear that all basic functions like the climate system are meant to be tactile and easy to use on the move. It shines for its simplicity, as the three dials here are all a car ever needs – other functions like seat heating are even neatly allocated to two large buttons.
The only gripe some may have is that the infotainment display isn’t physically elegant, but it’s good that Apple CarPlay is touch-operated by default (unlike Mazda’s large CX-badged SUVs, for instance), with the separate console-mounted knob there as a backup.
CarPlay is also wireless as standard, which means you can leave your phone in your pocket. That’s a good thing too, because there aren’t many places to store a phone in here, besides a small cut-out ahead of the gear shifter that won’t fit enlarged devices.
That’s actually demonstrative of the MX-5 as a whole, because while space and storage options come at a premium, Mazda has done a good job of maximising the available real estate.
That small cut-out can hold a normal phone (a regular iPhone 12, for example) with no issues, while there’s an openable lid on the central armrest for other slim items.
Behind that are cupholders you can remove if they’re in your way, or relocate to the side of the centre console. There’s also a deep lockable box on the rear bulkhead for more secure stowage.
Now, that’s all important if you plan to drive your MX-5 daily, and it’s surprisingly livable when used that way – even in GT RS trim, which we’ll talk about later. But what’s more important is how a car like this feels from behind the wheel.
To nobody’s surprise, Mazda has absolutely nailed the ergonomics. You feel at home from the moment you get behind the wheel, and it’s exceptionally easy to get comfortable despite the undeniably snug fit.
The seats hold you perfectly, while the steering wheel feels very old-school with its large diameter and thin rim. Both offer a decent range of manual adjustment but, naturally, you’ll feel more comfortable if you aren’t very vertically gifted.
The seats are heated and, like the tiller, shift knob, and handbrake, are finished in leather. All key touchpoints are also high-quality, and you get just enough padding on the armrests to avoid bruised elbows.
Elsewhere, foot room is compromised by a large driveline hump underneath the dashboard, but the pedals are still nicely spaced. It feels like a sports car in the classic sense of the term.
A couple of other elements are worth mentioning. One, we like the analogue-style instrument cluster, with its classic look that still sneaks in a discreet digital panel on the left-hand side; and two, we like the body-colour inserts on the door cards, which create a sense of immersion through visual flow from the exaggerated wheel-arches ahead.
Being a two-door, two-seat roadster, there’s not much else to the MX-5’s interior. The canvas roof is obviously a drawcard, opening and closing with a bit of elbow grease – not that it needs electric assistance, given how small it is and how little it weighs.
Then there’s the boot, which is as large as it can be for a little convertible. The floor is cupped out to provide room for small bags, and its opening is large enough and at a comfortable height to lift things up and in.
You can open the bootlid using a small button hidden above the rear number plate, or by pressing a button on the key fob. There are no real complaints about the MX-5’s interior; everything’s just as it should be.
| Dimensions | Mazda MX-5 Roadster |
|---|---|
| Length | 3915mm |
| Width | 1735mm |
| Height | 1230mm |
| Wheelbase | 2310mm |
| Cargo capacity | 130L |
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
What’s under the bonnet?
Powering the MX-5 is a 2.0-litre naturally aspirated four-cylinder petrol engine producing 135kW of power and 205Nm of torque. Drive is sent to the rear wheels through a six-speed manual transmission.
| 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 involved some highway commuting, along with a fair share of requisite mountain runs. We weren’t necessarily wringing its neck the entire time (not the engine, anyway), hence the respectable fuel economy we had chalked up by the end of our loan.
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
How does the Mazda MX-5 drive?
You simply can’t beat a soft-top MX-5.
Okay, maybe you can win a drag race in something with more power (ie: most modern SUVs), but no other sporty car can match this roadster’s pure fun factor. The GR86/BRZ twins get close, but they can’t put wind in your hair.
Let’s start from the beginning. Pressing the starter button fires the 2.0-litre mill into the Japanese brand’s characteristic high-RPM cold idle, which can be fairly jarring if you aren’t familiar with Mazdas – it’s not a particularly sonorous cold idle, either.
But while that’s out of character in an economy car like the Mazda 3, it fits a bit better here. It kind of gives the impression that the car’s raring to go, simultaneously presenting more of that raw, old-school charm despite its sleek and polished exterior.
In typical MX-5 fashion, the clutch is also light but by no means flimsy. You’ll find it has an intuitive bite point and won’t leave you hobbling out the door with a sore left leg; ‘approachable’ comes to mind.
The shifter’s throw is nice and short, with no undue side-to-side wobble when rowing through the gears. We had no issues learning the MX-5’s gearbox in just a few minutes on the road, though I often find the first-to-second shift a little cumbersome in any car.
Travelling on the highway isn’t this Mazda’s strength, as its relatively high engine speed at 100km/h can make it feel strained. Road noise is also impossible to ignore, a characteristic typical of convertibles – at least the GT’s Bose sound system cuts through nicely.
Instead, it’s once the intensity picks up that the MX-5 really hits its stride. The lack of forced induction translates to a power delivery that’s predictable and linear, and it opens up nicely with an addictive push in the back when you lay into the loud pedal.
Gear changes are just as easy at high RPM, and it’s incredibly satisfying to interrupt the shouty engine with a crisp upshift near redline. The only thing is that the throttle response could be a tad sharper.
The delay is only slight, but it’s enough to throw off any muscle memory developed outside of an MX-5 when it comes to rev-matched downshifts. Good pedal spacing means heel-toe work is still possible for those so inclined, which is warranted given the lack of auto rev-matching.
That said, the rear-drive layout makes the MX-5 incredibly playful. A hasty drop of the clutch will light up the rear wheels to varying degrees depending on the level of traction control enabled. Even its default setting is mostly there to catch you just before the tail-wagging puts you into a wall.
But as ever, nowhere is the MX-5 more at home than on a twisty road, something the GT RS exists only to amplify. The headline attraction is its unique Bilstein damping, which brings a noticeable improvement in ride and handling over variants with more ‘normal’ suspension.
It’s incredibly nimble and shows no hesitation when thrown into a bend with some aggression. That playfulness doesn’t make it unwieldy either, as it’s entirely up to the driver to decide how the car behaves.
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It’s just as happy to get loose on a racetrack as it is to dart down a mountain road, and that makes it fun. Body roll isn’t an issue, and the speed at which it can corner is more than enough to give passengers a fright – even if it’s all under control from the driver’s seat.
Its steering is also communicative and appropriately weighted, again contributing to the old-school vibe.
The ND’s balance is practically perfect, accentuated by an appropriate powerplant with a lively rear-drive configuration. It’s incredibly chuckable and effortless to adjust where it’s pointing, even mid-corner at 10-10ths, and you can really notice the lack of weight up high thanks to the soft roof.
That, combined with its on-the-floor seating position, inspires nothing but confidence from behind the wheel. You know exactly how much grip you have and how much car is around you at any given time, and of course outward visibility is brilliant if you have the roof down – not so much if not.
The MX-5 is a car that just makes you want to drive. Regardless of whether it’s on a spirited run along a twisty back-road or running errands in suburbia, it’s consistently easy, approachable, and fun. The sporty suspension doesn’t even make for an unpleasant ride in the day-to-day.
Topping it all off is a range of safety gear that doesn’t annoy you. Part of that is due to good calibration, but most of it is because there simply isn’t that much advanced assistance tech in this fairly basic roadster.
It lacks lane-centring, adaptive cruise control, and even front parking sensors as standard. The latter is likely to be the most notable omission when parking, given the car’s long nose. And we’ll still call out the magnified driver’s side mirror, a Mazda staple that invariably throws us off every time.
Overall, though, it’s fair to say the MX-5 is still something quite special.
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
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)
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
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.
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
How much does the Mazda MX-5 cost to run?
Mazda Australia backs its model range with a five-year, unlimited-kilometre warranty. Servicing for the MX-5 is required every 12 months or 15,000km, whichever comes first.
| 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 |
Service pricing for automatic MX-5s is identical, except for the 60-month service, which costs $506 because there’s no need to change its manual transmission fluid. That brings the seven-year total down to $3848.
For comparison’s sake, the first five years of manual MX-5 servicing totals $2862, while the manual Subaru BRZ costs $2563.85 to service over the same period, and the manual Toyota GR86 costs just $1250 since its first five services are capped at only $250 each.
To see how the Mazda MX-5 stacks up against the competition, use our comparison tool
CarExpert’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.
It’s dialled in dynamically, offers just enough power to keep you interested, and features a crisp manual gearbox that’s fun to use. The interior is also functional and nicely constructed, and its compact dimensions make it feel all the more focused from behind the wheel.
While the RF hard-top alternative is great, this chassis shines most when its weight is kept low, which is why the Roadster is easy to recommend to those in the market for a sporty weekender. The only thing is that while the bespoke suspension, better brakes, and BBS wheels of the GT RS are nice to have, they’re not the be-all and end-all.
Fundamentally, the MX-5 is an analogue sports convertible that is more than capable of holding its own without anything extra. To us, it therefore makes sense to go for a base Roadster and save $10,000. Or, at most, the GT if you want better speakers and heated seats.
You could also make the argument that the GR86 offers better value, but there’s a lot to consider there, too. The Toyota may produce more power, but it’s heavier and far thirstier than the MX-5, and runs on more expensive 98-octane juice, even if it’s cheaper to service.
It’s a similar story with the BRZ, which is more expensive than the MX-5 on a like-for-like basis. To get a BRZ with special brakes and suspension like this Mazda, you’d have to spend $500 more before on-roads, and you still wouldn’t be able to open the roof.
That’s really the crux of the MX-5: the Roadster is the cheapest new car that can give you the joy of roof-down rear-drive motoring, which is something you can’t get anywhere else without spending $100,000-plus on a lardy Mustang.
All said, Toyota and Subaru have made real strides in their compact sports coupe game, but an MX-5 – especially in base Roadster guise – is sure to give you a driving experience unlike any other new car.
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