Mazda MX-5 2022 review

For MY22, the MX-5 is still available in two body-styles: the soft-top Roadster and the hardtop RF. It also keeps its three grades, including the unnamed entry-level offering, mid-range GT and flagship GT RS, but pricing is up by $400-1700 for every variant.

In terms of specification changes, Platinum Quartz is a new metallic paintwork option, while the RF GT can now be had with Terracotta Nappa leather upholstery. Aside from Kinetic Posture Control and some key safety upgrades for the unnamed entry-level grade – which we'll explore in later sections of this review – that's the extent of the MY22 adjustments to the MX-5 line-up.

The MY22 MX-5 might look no different, but it makes some important changes. (RF GT and Roadster GT RS variants pictured)

Standard equipment in the  entry-level grade, therefore, includes dusk-sensing LED lights, rain-sensing wipers, black 17-inch alloy wheels, push-button start, a 7.0-inch touchscreen multimedia system, satellite navigation, wireless Apple CarPlay and wired Android Auto support, digital radio, a six-speaker sound system, single-zone climate control, an auto-dimming rearview mirror and black cloth upholstery.

The GT adds adaptive headlights, silver 17-inch alloy wheels, heated side mirrors, keyless entry, a 203W Bose sound system with nine speakers, heated seats, an auto-dimming rearview mirror, black leather upholstery and stainless-steel scuff plates.

For $1020, a Black Roof package can be added to the two RF GT variants, which bundles in – you guessed it – a black roof and Pure White or Terracotta Nappa leather upholstery.

The GT RS gets several performance-focused upgrades over the GT, including Gunmetal Grey 17-inch BBS forged alloy wheels, Brembo front brakes package (four-piston calipers and high-performance pads), Bilstein gas-pressurised dampers and a solid alloy strut tower brace.

When it comes to similarly priced rivals, the MX-5 doesn't have many, with the Mini Cooper S Convertible (from $51,530) coming the closest, while the just-launched Subaru BRZ (from $38,990) and yet-to-be-priced Toyota GR86 twins aren't far off.

I'll be honest, when the ND MX-5 was unveiled, I did not love it. In fact, I had question marks over whether it had an angle that looked good. But over time, I've realised that it was me who was off the mark.

Yep, the fourth-generation model's exterior design is ageing gracefully, with those pinched headlights and that gaping grille looking fabulous. And the front end is made  stronger by the pronounced fenders, a design flourish also seen at the rear.

Speaking of the back end, it's still not my favourite angle, but  the correct paintwork selection can make it pop in all the right ways. Yes, those wedge-circle-combination tail-lights are not for everyone, but they are an undeniable signature.

It almost doesn’t matter how hard you turn in; it will remain relatively locked down. (RF GT variant pictured)

As mentioned, the MX-5 range is available in two body-styles: the traditional, manually operated soft-top Roadster and the more modern power-operated hardtop RF. Of course, the former is quicker to use, while the latter is more secure.

Either way, the ND is starting to show its age inside, where its basic design (including physical climate controls) is headlined by a ‘floating' 7.0-inch central touchscreen – which can be operated via a rotary controller – and a small, multifunction display next to the traditional tachometer and speedometer.

Again, there's not a lot to it, but leather upholstery adorns the steering wheel, gear selector, manual handbrake and dashboard insert, and there are body-colour accents on the door shoulders. The GT and GT RS also get cow hide on the seats, and that's your lot. I must admit, I actually love the ‘back to basics' interior approach.

Measuring 3915mm long (with a 2310mm wheelbase), 1735mm wide and 1230-1235mm tall, the MX-5 is a petite sports car, so needless to say, practicality is not one of its strengths.

For example, the Roadster version's boot has a tiny cargo capacity of 130L, while its RF sibling has 127L. Either way, once you put two soft bags or a small suitcase in it, there's not much room left. And let's not forget the very tall load lip that you need to contend with.

The MX-5 doesn't exactly offer more inside, as the central storage bin is puny, and the glovebox is basically non-existent, alongside tiny door bins. Aside from the decently sized ‘ski port', it's not great news for in-cabin storage.

That said, two removable but shallow cupholders are located between the seats, but they're propped by flimsy arms, which can cause anxiety, especially with hot coffees and the like.

Connectivity-wise, there's a single USB-A port and one 12V power outlet – that's it. Both are found in the centre stack, near a cubby that's appropriate for smartphones.

It's  worth mentioning the MX-5 doesn't have anchorage points for child seats, be they top-tether or ISOFIX, so it's a sports car for adults – obviously.

For that reason, you expect some shortcomings on the practicality front, and these ones are not dealbreakers when driving alone.

Prior to MY22, the Roadster's entry-level grade was motivated by a delightful 1.5-litre naturally aspirated petrol four-cylinder engine that produced a modest 97kW of power at 7000rpm and 152Nm of torque at 4500rpm – but that option is no more, due to slow sales.

That's right; pour one out for the enthusiasts, as all MX-5 variants now use the familiar 2.0-litre unit that develops a more formidable 135kW at 7000rpm and 205Nm at 4000rpm.

That said, drive is still sent to the rear wheels via a six-speed manual with a rear limited-slip differential, or a six-speed torque-converter automatic with paddle-shifters. However, the GT RS is the only grade that exclusively comes with the former.

The 2.0-litre naturally aspirated four-cylinder engine is still very enjoyable. (Roadster GT RS variant pictured)

Let's get straight to the elephant in the room: Kinetic Posture Control. What is KPC? Well, put simply, it uses its electronic smarts to apply brake pressure to the inside rear wheel – when necessary – while cornering, all in the name of improved body control.

So, does KPC actually make a meaningful difference? We tested MY22 MX-5s back-to-back with MY21 versions on-track and on-road to find out, and the short answer is yes.

The GT RS makes better use of KPC due to its sporty chassis upgrades, delivering a more confident drive when cornering hard, but the softer unnamed entry-level grade and GT still benefit from its influence.

The GT RS delivers a more confident drive when cornering hard. (Roadster GT RS variant pictured)

Either way, the upshot is how these upgrades make the MX-5 even flatter through the corners. It almost doesn't matter how hard you turn in; it will remain relatively locked down. And given the already graceful way in which it pivots, there are next to no handling issues.

Otherwise, this is the same MX-5 we've come to know and love, which is great news for drivers that, you know, like to drive.

The electric power steering defies convention with its well-judged weighting and high level of feel. It's not the hydraulic system of previous generation, but it's great in its own right.

The 2.0-litre naturally aspirated four-cylinder engine is still very enjoyable. (RF GT and Roadster GT RS variants pictured)

And the MX-5's suspension set-up (double-wishbone front and multi-link rear axles) still delivers a ride that's not for everyone, especially the jittery GT RS that, again, has Bilstein gas-pressurised dampers and a solid alloy strut tower brace.

The 2.0-litre naturally aspirated four-cylinder engine is still very enjoyable, with its free-revving nature egging the driver on to push towards the redline with every upshift, and with peak power (135kW) produced at a scintillating 7000rpm, you feel obliged to.

This unit is naturally short on torque, particularly down low, and its maximum (205Nm) is developed at 4000rpm, so the driver has to work the right pedal hard, which they'll be willing to do because of the fun factor.

For MY22, the MX-5 is still available in two body-styles: the soft-top Roadster and the hardtop RF. (RF GT and Roadster GT RS variants pictured)

Of course, the key to this memorable experience is the six-speed manual. It ticks nearly all the boxes with its perfectly weighted clutch, short throw and well-judged ratios.

The six-speed torque-converter automatic also does the trick with its smooth shifts, but it doesn't seem that keen to hit the redline, even when the Sport drive mode is engaged and the accelerator pedal is buried. I would pick the three-pedal set-up without hesitation.

Critically, braking performance is strong alongside pedal feel, but the GT RS makes both better with its aforementioned Brembo  brakes package.

Now, it'd be remiss of me to not touch on the MX-5's noise levels, as it's not the most peaceful sports car on the market. Naturally, the Roadster is the most disruptive body-style, with the RF providing better insulation. Keep that in mind if it's important to you.

The electric power steering defies convention with its well-judged weighting and high level of feel. (RF GT and Roadster GT RS variants pictured)

The MX-5's fuel consumption on the combined-cycle test (ADR 81/02) varies from variant to variant, with manual Roadsters managing 6.8L/100km, while their automatic counterparts require 7.0L/100km. Three-pedal RFs need 6.9L/100km, while two-pedal versions drink 7.2L/100km.

That's a strong set of claims for a sports car, and while I wasn't able to get a real-world result for the MY22 version due to the nature of its launch program, my previous experience with a MY21 manual Roadster saw an average around its claim, which is impressive stuff.

For reference, the MX-5 has a 45L fuel tank that takes more expensive 95 RON premium petrol at minimum, with claimed driving range, therefore, in the 625-662km region.

The MX-5’s suspension set-up (double-wishbone front and multi-link rear axles) still delivers a ride that’s not for everyone, especially the jittery GT RS. (Roadster GT RS variant pictured)

While Australia's independent automotive safety authority, ANCAP, awarded the MX-5 its maximum five-star safety rating in 2016, the game has changed significantly in the past six years, so keep that in mind if it's on your shopping list.

Either way, advanced driver-assist systems in the MX-5 extend to front autonomous emergency braking (AEB) with pedestrian detection, cruise control, traffic-sign recognition, blind-spot monitoring, rear cross-traffic alert, a reversing camera and tyre-pressure monitoring.

Given the already graceful way in which it pivots, there are next to no handling issues. (RF GT variant pictured)

In a good move, new to the unnamed entry-level grade for MY22 – but already standard in the GT and GT RS – are lane-departure warning, driver-attention alert, rear AEB, and rear parking sensors.

That said, lane-keep and steering assist should also be part of the range-wide package alongside adaptive cruise control, but they're looking like they won't be a factor until the next-generation MX-5 – if there is one.

Other range-wide standard safety equipment includes four airbags (dual front and side), anti-skid brakes (ABS) and the usual electronic traction and stability-control systems.

Like all Mazda Australia models, the MX-5 comes with a five-year/unlimited-kilometre warranty and five years of roadside assistance, both of which are average when compared to Kia's market-leading seven-year terms with ‘no strings attached'.

Service intervals for the MX-5 are 12 months or 10,000km (whichever comes first), with the distance on the shorter side. But capped-price servicing is available for the first five visits, costing $1755 in total, or an average of $351, which is not too bad.