2024 Mazda MX-5 GT review

We’ve lost count of the times we have featured the fourth generation of the MX-5. It’s been going for nearly a decade now, so is it ageing with grace?

The current Mazda MX-5 is now in its ninth year of production. That makes it a grandad in car terms, and yet it’s still young at heart. How much more does this old charmer have left in it?

Tellingly, sales have dropped right off which is typical of any sportscar as it ages. Registrations now barely raise a blip on the radar each month.

For the record, 12 new ones have been put on the road here in the first six months of 2024, seven of those being the Roadster, the one with the soft top and the six-speed manual.

And sales are tailing off around the world. In the US, for instance, even the Camaro has outsold it this year, despite GM’s pony car ceasing production at the end of 2023, as the last of the inventory finds homes.

Here, the slow sales can be attributed to its age but also the price, which has steadily crept up over the years. Back in 2016, we drove the 2.0-litre Limited model with a price tag of $46,995.

In 2021, we took the 100th anniversary model MX-5 out (that’s 100 years of Mazda, not the MX-5) and it was $50k.

Early last year, the upgraded GT was $58,290, and now in 2024 it’s $60,490 for the Roadster, $61,990 for the RF with its auto trans and retractable hard top. Those numbers dull the gloss of what is still a great dynamic package.

The ND has had a few updates over the years, a couple of mild facelifts as well. Unlike an ageing Hollywood star whose face is stretched beyond recognition with each nip and tuck, the MX-5 still looks fresh.

They have done very little this time around, the front and rear lights subtly different, while the curvy body can be draped in a new Aero Grey Metallic paint finish.

A pity the week we had with the MX-5 brought trash weather; rain, low temperatures and lots of fog. Still, a blast in the MX-5 helps lift mid-winter spirits.

However, it wasn’t quite the ideal conditions to check out the full talents of the only mechanical update of note, the fitment of a new asymmetric limited slip differential.

This is only available on the manual Roadster, and it comes in tandem with a new track setting for the dynamic stability control, said to let the chassis live a little closer to the edge before subtly intervening.

On cold, wet roads, the MX-5’s chassis characteristics still shine through the gloom (though the road grime messes the flash new paint).

While the suspension is a little firmer these days, Bilstein shockers on the rear helping tie things down better, it still rides the bumps and crests of a winter-ravaged back road.

There’s a little less lean into curves now, helping it sniff out the quickest path through the bend that much easier.

The 205/45 R17 tyres might not have reached their optimum temperature on the cool day out, yet still grip well considering.

And without stifling the chassis of its vital road feel. This courses through the steering, the system said to have been modified to reduce friction and imbue a more natural feel this time around.

Not that there has ever been too much wrong in this regard before. It’s well weighted, just quick enough and feelsome. A few rattles get through but otherwise it’s some of the best steering you’ll encounter this side of $100k.

A wet road can be telling of a car’s feedback; some hide the impending threat to grip and traction until it’s almost too late. The MX-5 keeps no secrets; it’s brimming with feel and life so you can still have fun and be well in control in iffy conditions.

The 2.0-litre engine is a great companion to the chassis. Its 205Nm of torque is perfectly adequate given the kerb weight is still just over a tonne, so you can keep it buzzing along just grazing on the midrange.

But you can also dine out on the revs, the four winding out happily past 7000rpm where the 135kW of peak power is tapped. It likes 95 but doesn’t guzzle it, the WLTP figure of 7.6L/100km easy to achieve.

Keeping the engine bubbling away is a snip thanks to the six-speed trans. It’s positive on the throw and well oiled through its gates.

The clutch pedal too has a similar character; nicely weighted and positive under foot.

The same goes for the brakes; the deft pedal feel aiding a smooth drive as a little pressure prior to the turn-in transfers some weight to the nose, loading up the tyres and the MX-5 turns a touch more sweetly.

The cosy cabin is quickly warmed in winter, seat heaters helping there, though pack your gloves if you want the top down, there’s no wheel warmer.

The dash now houses a redesigned 8.8-inch central infotainment display with sat nav, CarPlay and Android Auto. There’s touch control if you like, or that twirly whirly thing on the console if you must.

The updated version of the Mazda Connect system makes it hassle free, simple as it is.

The other aspect of the MX-5 that doesn’t grow old is how easy it is to use. At 3.9m long with a 10m turning circle it can hustle around town with small car ease.

And it’s not too low that driveways threaten the nose, or make vision difficult when the roof is in place. There are a few safety minders too, not of the annoying type thankfully.

So it’s not exactly practical, storage in the cabin tight, much like the boot, and it’s fit only for two. Same as it ever was and perfect for the lucky few.

So it’s a bugger that price pressures of the 2020s have forced the ask of the MX-5 to new heights as it still delivers, after all these years.

But how much longer can the MX-5 be sustained, given the sales have slowed to a trickle?

One thing’s for sure; Mazda won’t miss an opportunity to release yet another special edition later this year when the model line enjoys its 35th birthday.

This story first appeared in the August 2024 issue of NZ Autocar magazine.