Overview

IN WHAT is surely the last update of the ND-series (fourth generation) Mazda MX-5 before the new generation is announced, the most recent refresh brings price increases to the nine-variant range, the base model starting from $41,370 (up $2310) and the flagship RF GT RS tested here now $55,990 (up $3220).

The price makes the MX-5 on test dearer than an entry-grade Ford Mustang. Dearer too that a Mini Cooper and the Subaru BRZ and Toyota GR86 twins.

So, is it worth the extra coin?

That, of course, is all a matter of personal perspective – and with changes limited to suspension geometry, infotainment system, and head- and tail-light shaping the only significant changes, we’re certain even the most welded-on MX-5 fan will struggle to justify the price hike.

Other changes for the six-speed manual RF GT RS grade (as tested) include a track-centric stability control setting and newly developed Asymmetric Limited Slip Differential.

Those changes are found only on the flagship grade and are said to provide a better stabilised turn-in character by limiting differential slip forces under acceleration and deceleration as the vertical load on the rear wheel shifts.

It's clever thinking – a cam mechanism is added to the differential’s conical clutch to act upon both acceleration and deceleration inputs. The arrangement is said to make the rear-end act in a more linear fashion when stepping on or off the throttle, improving cornering as a result.

The changes join a retune of the throttle-by-wire system, updated EPS (electric power steering) logic, reduced steering rack friction, and increased engine induction sound from the unchanged 2.0-litre four-cylinder petrol engine; still with 135kW/205Nm.

Inside, the updated ‘ND3’ MX-5 sports a redesigned 8.8-inch central infotainment cluster (up from 7.0 inches previously) and Mazda Connect system (rotary controller). As reported previously the MX-5 also gains MyMazda connected services technology allowing the model to connect with it owner’s mobile phone.

For the range-topping variant, those features join 17-inch BBS alloy wheels, Bilstein dampers, Brembo front brakes, a front strut bar, Apple CarPlay and Android Auto connectivity, native sat nav, digital radio reception (DAB+), LED headlights, keyless entry and ignition, rain-sensing wipers, dusk-sensing adaptive headlights (with auto high beam), heated front seat, and Bose nine-speaker sound.

The folding hard top takes 13 seconds to deploy or stow (and speeds up to 10km/h), while boot space is listed at 130 litres.

As before, the MX-5 arrives with an extensive list of safety technologies including autonomous emergency braking, blind spot monitoring, driver attention alert, lane departure warning, rear cross-traffic alert, a reversing camera and rear parking sensors, tyre pressure monitoring, and front and side airbags.

The MX-5 is backed by a five-year/unlimited-kilometre warranty.

Service intervals are set at every 12 months or 15,000km (whichever comes first). Maintenance pricing for that period is listed at $2721 on the Mazda Australia website.

Driving Impressions

In a world where most people’s idea of driving fun is found accelerating from the ‘lights in an overweight electric SUV, an anachronistic lightweight convertible might seem obsolete.

Thankfully, it isn’t.

There are those among us who still appreciate the joy that driving brings – the involvement between car and driver, the purity of a pared back mechanical package, and the understanding that to find pleasure in the experience, you must work for your reward.

It’s part of why the MX-5 formula has stuck so rigidly to that of the 1989 original: two seats, two doors, four cylinders, rear-wheel drive. And with the possible exception of the Subaru BRZ/Toyota GR86, it’s a recipe that’s impossible to find elsewhere.

So, what’s the current MX-5 like to drive?

Without showing my bias as a three-time MX-5 owner, I have to say it’s as brilliant as ever. It’s a car that encourages high revs, keen lines, smooth changes, and swift inputs – and one that reacts instinctively to all.

It feels – and at 1063kg is – light, requiring an understanding of where grip limits lie; but at the same time offering agility and accuracy I’d argue few can match.

The MX-5 communicates so effortlessly that it feels alive in even the most mundane driving scenarios, while at the same time being playful and honest when the weekend rolls around.

The latest revisions to the MX-5 are subtle, but nonetheless welcomed when nearing the ragged edge. There’s certainly more finesse in reacting to on-off throttle inputs – and when shifting gears – which in turn creates swifter progress.

This is a car that lets you know exactly what it’s up to, and one that will outperform vehicles three times its price on the right stretch of winding road; and although public road driving didn’t allow much scope for testing the limits of the newly introduced Track stability control setting, we’re certain it would be a welcome addition on the racetrack.

Perhaps it’s something we can experience next time…

If you’re coming into the MX-5 for the first time, latest ND will feel very ‘complete’. It’s as polished and crisp as the model has ever been and will certainly be a car you enjoy driving each and every time you get behind the ‘wheel.

But for return customers, the step up from the previous generation might be harder to justify. Sure, the changes are evident and arguably worthwhile, but they’re not so different as to be a revelation.

Perhaps it’s worth waiting and saving for that illusive ‘NE’ model to materialise, eh Mazda?