The fourth‑generation Mazda MX‑5 ND has become a rare thing in today’s market: a genuinely lightweight, manual, rear‑wheel‑drive roadster that still feels closely related to the 1989 original. While hot hatchbacks and compact SUVs have grown ever heavier and more insulated, the current MX‑5 has quietly evolved, gaining sharper steering, a smarter differential and updated tech without losing the simplicity that made earlier Miatas cult heroes. If you care about feel, feedback and driving at realistic speeds, the latest ND – especially in ND3 guise – remains one of the most compelling sports cars you can buy new.
For drivers in the UK and Europe the MX‑5 ND also sits at an interesting crossroads: affordable enough to run as a daily, special enough to keep as a weekend toy, and now old enough that used examples span from early ND1s to the very latest ND3 facelift. Understanding how the ND has evolved, how the 1.5 and 2.0 Skyactiv‑G engines differ, and what the various UK trims really offer helps you choose the right car for the way you drive, whether that’s early‑morning B‑roads, long‑distance touring or occasional track work.
Miata MX‑5 ND generational overview: evolution from NA, NB and NC to the latest ND3 facelift
Timeline of the MX‑5 ND: ND1 (2015), ND2 (2018), ND3 (2023) and key mechanical updates
The ND arrived in 2015, roughly 25 years after the first NA Miata. Mazda’s goal was clear: reverse the weight creep of the NB and NC and get closer to the lithe feel of the original. Early cars are known informally as ND1, with a 1.5‑litre Skyactiv‑G (131 PS) and a 2.0‑litre (160 PS). These engines were naturally aspirated, relatively high‑revving units that prioritised throttle response over outright power, and they sat in a body that weighed as little as 975 kg in 1.5 soft‑top form.
In 2018 Mazda introduced the ND2 update. The headline change was the heavily revised 2.0‑litre, now producing 184 PS with a higher 7,500 rpm redline thanks to lighter pistons and con‑rods, revised camshafts, valves and intake. The 1.5 saw minor improvements rather than a power bump, but remained the purist’s choice for those who valued delicacy over speed. From late 2023 into 2024 came the ND3 facelift: new LED lighting, updated infotainment, a re‑tuned electric steering rack and, crucially, a new asymmetric limited‑slip differential on 2.0‑litre models. The underlying recipe stayed the same, but the driving experience became more precise and more adjustable at and beyond the limit.
Platform and chassis code (ND) vs previous MX‑5 generations: weight, rigidity and dimensions
The MX‑5 ND sits on Mazda’s dedicated small rear‑drive roadster platform, codenamed ND. Compared with the NC, overall length shrank by roughly 100 mm, while width grew slightly and height dropped. The result is a car that looks and feels compact in traffic yet plants its tyres confidently on a B‑road. Importantly, kerb weight increased by less than 100 kg over the original NA despite much tougher crash regulations and more safety kit. Where many modern performance cars have ballooned by 300–700 kg versus their ancestors, the ND proves how effective weight management can be when it is treated as a core engineering target.
Torsional rigidity also improved over the NC, thanks to greater use of high‑strength steels and more efficient load paths between the suspension pick‑up points. This allows relatively soft springs and compliant damping without the flex and scuttle shake that used to plague older convertibles. For you as a driver it means the body stays calm and predictable over mid‑corner bumps, translating into stability and confidence rather than nervousness, especially on broken UK back‑roads.
Soft‑top vs RF (retractable fastback): structural differences, use‑case and refinement
The ND introduced two distinct body styles: the traditional fabric soft‑top and the RF, or Retractable Fastback, with its targa‑style power‑folding roof. Structurally, Mazda worked hard to make the RF drive like the roadster, retuning springs, dampers, anti‑roll bars and rear geometry to offset the 30–40 kg weight penalty of the mechanism. Both cars feel closely related in character, but the soft‑top remains the lightest and simplest variant, and is arguably the better choice for drivers focused on agility and response.
In everyday use the RF offers more coupe‑like refinement with the roof up and a different visual identity that some owners find more special. Wind buffeting with the top down is slightly higher than in the roadster, and boot space is identical at 130 litres because the RF’s roof stows above the existing luggage area. If you want year‑round usability, park on the street or do significant motorway mileage, the RF’s extra weather isolation has a clear appeal. If you prize the classic open‑top feel and the ability to drop the roof manually in seconds, the soft‑top suits that use‑case better.
UK and european market trims: SE‑L, sport, sport tech, GT sport tech and limited editions
Over its life the MX‑5 ND has worn a confusing array of badges in the UK and Europe: SE, SE‑L, SE‑L Nav, Sport, Sport Nav, GT Sport, Sport Tech, GT Sport Tech and now Prime‑Line, Exclusive‑Line and Homura in the latest ND3 line‑up. The pattern is relatively straightforward once you focus on hardware. Entry‑level 1.5 models (SE‑L, later Prime‑Line) bring cloth seats, 16‑inch wheels, manual air‑con and the excellent 6‑speed manual. Mid‑range trims such as SE‑L Nav, Exclusive‑Line or Sport Tech layer in climate control, a Bose audio system, navigation, more driver‑assistance features and, in some 2.0‑litre versions, Bilstein dampers and a limited‑slip differential.
Higher‑end specifications like GT Sport Tech or today’s Homura often bundle 2.0‑litre power with Recaro seats, BBS wheels and Brembo front brakes, creating a factory‑approved fast road setup. Limited editions – for example, the 30th Anniversary car in Racing Orange – usually combine the high‑output engine and LSD with bespoke colours and trim. If you care primarily about chassis purity and steering feel, a 1.5 SE‑L on 16‑inch wheels can be the sweet spot; if cross‑country pace, track days or future tuning appeal more, a 2.0‑litre with the Sport hardware is the obvious base.
Chassis dynamics and handling characteristics of the latest miata MX‑5 ND
Double‑wishbone front and multi‑link rear suspension tuning on 16‑inch vs 17‑inch wheels
Under the skin the MX‑5 ND sticks to a classic sports‑car layout: double‑wishbone suspension at the front, a multi‑link rear axle, and modest wheel and tyre sizes compared with many modern performance cars. On 16‑inch wheels with relatively tall sidewalls, ride quality on British roads is outstanding for a small roadster. The car flows with the surface rather than fighting it, allowing you to maintain speed over rough tarmac without the jitters or steering kickback that plague stiffer, heavier machinery.
Move to 17‑inch wheels – standard on many 2.0‑litre and high‑spec models – and the response sharpens but low‑speed firmness increases. You feel small ridges and expansion joints more keenly, yet body control improves under hard braking and during quick direction changes. For daily driving and long‑distance touring the 16‑inch setup is hard to fault. For aggressive B‑road driving or occasional track days, 17s provide more immediate turn‑in and slightly higher ultimate grip, though the fundamental balance remains playful rather than obsessed with lap times.
Steering geometry, steering rack ratio and electric power steering calibration in ND3
The ND was Mazda’s first MX‑5 with electric power steering, and early ND1 cars drew some criticism for steering that felt a touch “arcade‑game” around the straight‑ahead. The latest ND3 update directly addresses this. The rack has been re‑engineered with reduced internal friction and a revised ratio just off‑centre. At motorway speeds you notice fewer micro‑corrections and a calmer sense of straight‑line stability, which makes long journeys noticeably less tiring.
At the same time, the calibration still allows the front tyres to communicate what they are doing. There is not the constant chatter of an unassisted rack from the 1990s, but there is progressive build‑up of weight as you load the car into a bend and a clear sense of when the front end is about to wash wide. For those used to modern hot hatchbacks with very quick, heavily filtered steering, the ND3’s setup feels more natural and less synthetic, especially when linking a series of medium‑speed bends on a typical UK B‑road.
Torsional rigidity improvements, weight distribution and centre of gravity vs NC
Compared with the NC, the ND’s structure is both lighter and stiffer. Torsional rigidity gains in the region of 15–20% (depending on body style) allow the suspension to do its job without the shell twisting beneath it. The centre of gravity is significantly lower, helped by the engine being mounted behind the front axle line for a true “front‑mid” layout. Weight distribution is close to 50:50 with a driver on board, giving neutral responses when turning in and when transitioning between left and right on a fast road.
From behind the wheel this translates into a car that feels eager to rotate but rarely snappy. If you lift off the throttle mid‑corner the rear will gently begin to come round, yet it does so progressively enough that a small steering correction brings it back into line. On unfamiliar, undulating roads this stability is a huge asset. You can drive using smooth inputs, relying on mechanical grip and balance rather than traction control trickery or huge tyres to keep everything pointing in the right direction.
Bilstein dampers, limited‑slip differential and sport package dynamics on UK b‑roads
On 2.0‑litre Sport, Sport Tech, GT Sport Tech and Homura models, Mazda adds key hardware: Bilstein dampers, a front strut brace and a mechanical limited‑slip differential. The Bilsteins bring firmer low‑speed response and a more tied‑down feel at high speeds, though some drivers will find the ride a little tremorous in town. The trade‑off comes when pushing harder: the car copes better with big compressions and quick weight transfers, staying flatter and more composed.
The LSD is arguably the more important component on a wet UK B‑road. With the standard open differential, one inside rear tyre can spin away power when exiting tight bends, especially on poor surfaces. The clutch‑type LSD apportions more torque to the wheel with grip, helping you accelerate cleanly and, if you choose, indulge in small, controllable slides. On the latest ND3, the asymmetric diff adds another layer of sophistication, increasing locking on acceleration and easing it on deceleration to keep the car stable under braking while remaining playful on the throttle.
Track performance and heat management at circuits like brands hatch and donington park
Although not designed as a circuit weapon, the MX‑5 ND can be huge fun at UK tracks such as Brands Hatch Indy or Donington Park National. Light weight means the standard brakes cope surprisingly well for 10–15 minute sessions, especially on 2.0‑litre cars with the optional Brembo front callipers. That said, anyone planning regular track days should consider higher‑temperature pads and fresh high‑boiling‑point fluid, as sustained hard use will eventually lead to fade.
Engine heat management is generally solid thanks to Mazda’s Skyactiv cooling strategy, but repeated high‑rpm running in an ND2 or ND3 2.0 can see oil temperatures creep up on very hot days. Many track‑day enthusiasts add an auxiliary oil cooler for peace of mind. Tyre choice matters more than raw power in such a light car; a good set of UHP road tyres can withstand repeated laps without the sudden drop‑off you often get in heavier vehicles. Treat the MX‑5 as a momentum car and focus on preserving speed rather than chasing big straights, and it will reward smooth, disciplined driving with genuinely satisfying laps.
Skyactiv‑g engine variants: 1.5 vs 2.0 performance, reliability and tuning potential
Technical breakdown of the 1.5 Skyactiv‑G (131–132 PS): rev‑happy character and efficiency
The 1.5‑litre Skyactiv‑G is arguably the heart and soul of the ND. Producing 129–132 PS at 7,000 rpm and around 111 lb ft at 4,800 rpm, it is not a powerful engine on paper, yet in a sub‑1,000 kg roadster it feels keener than the numbers suggest. Mazda achieved this by focusing on very high compression, reduced internal friction and a free‑breathing intake and 4‑2‑1 exhaust manifold. Rotating masses were trimmed, with a bespoke crankshaft and lightweight internals giving a willingness to spin that encourages you to chase the redline.
Real‑world fuel economy of 40–45 mpg is achievable in UK mixed driving, and CO₂ emissions around 140 g/km keep road tax and benefit‑in‑kind relatively modest. For you as a driver the key characteristic is the linear power delivery: push the throttle and the engine responds immediately, with no turbo lag or sudden torque spike mid‑corner. On steeper hills the 1.5 does require more downshifts and commitment, but that involvement is part of its charm for enthusiasts who enjoy working a precise gearbox.
Technical breakdown of the 2.0 Skyactiv‑G (160–184 PS): revised pistons, conrods and redline
Early ND1 2.0‑litre cars produced 160 PS and felt muscular rather than manic, revving cleanly but running out of puff before 7,000 rpm. The ND2 revision in 2018 transformed this engine. Power jumped to 181–184 PS, peak torque climbed to around 151 lb ft, and the redline rose to 7,500 rpm. Mazda achieved these gains through a suite of changes: lighter pistons and connecting rods, stiffer valve springs, revised cam profiles, new injectors and throttle body, and a freer‑flowing intake and exhaust.
The result is an engine that retains the naturally aspirated character of the 1.5 but with noticeably more thrust, especially above 4,000 rpm. On the road a 2.0 ND2/ND3 reaches 62 mph in around 6.5 seconds and feels genuinely brisk between corners. At the same time, fuel consumption remains reasonable at an indicated 38–42 mpg in typical UK use, making it perfectly viable as a daily driver. For anyone planning to combine Sunday blasts with occasional track days, the stronger mid‑range and higher top‑end make the 2.0 the more flexible choice.
Real‑world performance metrics: 0–62 mph, in‑gear acceleration and fuel economy in the UK
On paper, neither MX‑5 ND engine will win a Top Trumps battle with turbocharged hot hatches. The 1.5 soft‑top records 0–62 mph in about 8.3 seconds, while the 2.0 shaves that to 6.5 seconds. In‑gear, a 2.0‑litre pulls strongly from 3,000 to 7,000 rpm, making third and fourth gears ideal for most UK B‑roads. The 1.5 needs more revs and more frequent downshifts, but on a tight road that simply means more time enjoying the excellent manual shift and the engine’s rasping note.
In mixed driving, owners commonly report 40–45 mpg from the 1.5 and 38–42 mpg from the 2.0, depending on wheel size, body style and driving style. At motorway speeds both engines settle at modest revs thanks to relatively tall sixth‑gear ratios, and the light body helps keep fuel consumption stable even when fully loaded with two adults and luggage. For UK drivers facing ever‑rising fuel prices, the ND’s economy figures make it a realistic alternative to a warm hatch as an everyday fun car.
Common tuning paths: BBR GTi turbo/supercharger kits, EcuTek remaps and intake/exhaust upgrades
The MX‑5 ND has quickly become a favourite platform for tuners. At the simple end of the scale, a performance panel filter, freer‑flowing cat‑back exhaust and EcuTek or similar remap can liberate 10–15 PS and sharpen throttle response, especially on early ND1 2.0s. Many owners also fit equal‑length manifolds to improve flow and enrich the naturally aspirated soundtrack, though care is needed to remain within UK emissions rules.
For those chasing more dramatic gains, well‑developed packages from specialists such as BBR GTi offer turbocharger or supercharger conversions. A typical BBR Stage 1 turbo kit on a 2.0 can deliver 220–250 PS on stock internals, with Stage 2 options going further with supporting modifications. At that point tyres, brakes and cooling need corresponding upgrades, and the character of the car shifts from delicate sports car to junior track weapon. Anyone considering such routes should be honest about where and how the car will be driven; for many, a lightly breathed‑on naturally aspirated setup preserves the original MX‑5 ethos more faithfully.
Long‑term reliability considerations: oil consumption, valve train wear and emissions controls
In standard tune both Skyactiv‑G engines have built a strong reputation for robustness. Regular oil changes with the correct 0W‑20 grade, plus attentive warm‑up and cool‑down habits, go a long way towards long‑term reliability. A small minority of early cars have reported higher oil consumption when frequently driven at sustained high revs, so periodic checks between services are sensible if you enjoy enthusiastic driving.
Valve‑train wear has not emerged as a systemic issue, even on ND2 2.0s that spin to 7,500 rpm, provided servicing is kept up to date. The direct‑injection system and associated emissions controls are generally trouble‑free, though as ND1s and early ND2s age, EGR valve and particulate build‑up issues may begin to appear as they do on many modern petrols. An MX‑5 that sees regular long runs and is allowed occasionally to rev properly is less likely to suffer from such low‑speed, short‑trip accumulation problems than one used solely for city commuting.
Manual and automatic transmission options: gearing, final drive and driver engagement
The vast majority of UK MX‑5 NDs use the 6‑speed manual gearbox, and for good reason. The shift quality is one of the car’s defining features: short, mechanical throws, positive engagement and a precise gate that encourages heel‑and‑toe downshifts. The lever is mounted directly on top of the transmission, so your hand feels the subtle movements and vibrations of the drivetrain, adding to the sense of connection. Ratios are closely stacked from first to fifth, keeping either engine squarely in its power band, with a taller sixth acting as an overdrive for relaxed cruising and better fuel economy.
An automatic transmission was offered on some ND1 and ND2 RF models in certain markets, though it has now been withdrawn in the UK. This 6‑speed torque‑converter unit shifted smoothly and suited gentle driving, but it dulled the responsiveness that makes an MX‑5 special. For drivers with knee or leg issues an auto RF can still be a valid choice on the used market, yet anyone focused on driver engagement will find the manual transforms the car. Final‑drive gearing also varies: some markets received slightly shorter diffs on 1.5s to compensate for their lower torque, while 2.0s with Sport hardware strike a good balance between acceleration and low‑cruise revs.
Miata MX‑5 ND interior, ergonomics and infotainment in the latest UK‑spec models
Inside the MX‑5 ND, ergonomics lean towards function rather than flash. The driving position is low and intimate, with a thin‑rimmed wheel, straightforward analogue dials and physical climate controls. Taller drivers, especially those over six feet with long torsos, may find leg room or headroom tight, and the seat base could sit an inch lower for ideal hip‑to‑heel alignment. That said, if you fit, the sensation of sitting close to the rear axle with the scuttle low in your vision is a major part of the car’s charm. The updated ND3 retains this layout while adding subtle padding to armrests and the centre console to improve comfort on longer trips.
Storage is limited but cleverly packaged. There is no traditional glovebox; instead, a lidded cubby behind the seats swallows documents and small items, while a shallow tray in front of the gear lever handles keys or a phone. Removable cupholders clip to the transmission tunnel. Boot space at 130 litres sounds tiny on paper, but the square shape means you can fit a weekend’s luggage for two if you pack soft bags. For regular touring, a boot rack or careful choice of compact luggage helps make best use of available room without spoiling the car’s agility.
Infotainment has taken a useful step forward in the ND3. The earlier 7‑inch screen and first‑generation MZD Connect interface felt dated and unresponsive by modern standards. The latest 8.8‑inch display offers higher resolution, touch capability when stationary and wireless Apple CarPlay, with wired Android Auto currently and wireless promised. Crucially, the rotary controller remains, meaning you can operate navigation and media by feel rather than poking at icons while driving. The Bose nine‑speaker audio available on Exclusive‑Line and Homura trims integrates headrest speakers for clearer calls and podcasts with the roof down, an underrated benefit if you plan to use the car in all seasons.
Everyday usability, running costs and long‑term ownership of the MX‑5 ND in the UK
Living with an MX‑5 ND in the UK day‑to‑day is less compromising than the roadster image suggests. The car is compact and easy to park, visibility is generally good with the roof up or down, and light controls make city driving straightforward. The soft‑top roof can be raised or lowered with one hand from the driver’s seat in seconds, which encourages you to make the most of brief sunny spells. On the motorway there is more tyre and wind noise than in a conventional hatchback, yet refinement is acceptable for 70 mph cruising, especially in the RF.
Running costs are another strong point. Insurance sits below that of many hot hatches, fuel economy in the low‑40s mpg is realistic, and consumables such as tyres and pads last well thanks to the car’s light weight. UK service intervals and parts prices are reasonable, and Mazda’s reputation for reliability is supported by owner‑survey data that consistently places the brand near the top of dependability rankings. Depreciation has also been gentle compared with many similarly priced coupes and convertibles; early ND1 1.5s can now be found from well under £15,000, while late ND3 Homura RFs still command strong money, reflecting ongoing demand.
For long‑term ownership, rust resistance and roof durability are common questions among potential buyers familiar with older generations. The ND’s body appears to resist corrosion better than NAs and NBs did, though inspections of sills and rear arches remain wise on high‑mileage cars or those used year‑round on salted roads. The soft‑top has proven robust, with the main known issue being inner lining detachment on some 2015–2016 cars, which Mazda addressed via a service bulletin. Regular cleaning and occasional fabric protection help keep the roof watertight and smart. If you approach the MX‑5 as a well‑engineered tool for driving enjoyment, rather than expecting luxury‑car isolation, it delivers a rare combination of low running costs, high engagement and enduring appeal that still feels refreshing in an increasingly digitised car market.