2022 Mazda MX-5 Miata

The Mazda MX-5 Miata is an automotive icon, right up there with all-time greats like the Jeep Wrangler, Land Rover Defender, Mini, and Volkswagen Beetle. It perfected the drop-top roadster recipe for the modern era, initially invented by the British. Under the hood, it has a 2.0-liter naturally-aspirated four-cylinder, producing 181 horsepower and 151 lb-ft of torque, but the Miata is about much more than a set of figures. This car is all about balance and the essence of driving - the kind of car everyone should own at least once in their lives if only to experience what actual, unfiltered driving is all about.

While in recent years, this corner of the market was shared with the Fiat 124 Spider which uses the same platform as the Mazda, that car is no longer on sale. However, a new Toyota GR 86 and Subaru BRZ are worthy alternatives without the duality of a convertible. But with confirmation that by 2030, the Miata will be a hybrid, the ND-generation could be the last to retain the true purity of the original. That means that while the MX-5 name may live on, it'll never quite be the same. The time to get one is now.

Our favorite view of the Miata's exterior is dead-on from the side. It tells you everything you need to know about the car. There's a small wheelbase with minimal overhangs. The steering wheel is located precisely in the middle of the vehicle, while the seats are located mere inches from the center of the rear wheels. You take one glance at this car, and you just know it's going to be fun. LED headlights and taillights are standard on all models, as is a lightweight black cloth convertible top, unlike the Miata hardtop used for the previous-gen NC model. The base variant has 16-inch alloys and the top two trims have 17s.

The new Miata Convertible is a petite car, both in its appearance and when you consider its dimensions. It's just 154.1 inches long, 68.3 inches wide, and 48.6 inches tall. The top two trims with the larger wheels are slightly taller at 48.8 inches. The wheelbase is just 90.9 inches. Size-wise, it's no bigger than it has to be. There's no excess fat or unnecessary design features, something we've always celebrated in Mazda MX-5 reviews. The result is a curb weight of just 2,341 pounds, increasing to 2,403 lbs if you opt for the automatic transmission.

Although there are seven exterior colors, the base model has access to just two, which is a raw deal if all you wanted was a no-frills MX-5. These are Jet Black Mica and Soul Red Crystal Metallic ($595). The mid-range Club is much better and gains access to Platinum Quartz Metallic, Deep Crystal Blue Mica, Machine Gray Metallic ($595), Snowflake White Pearl Mica ($395), and Polymetal Gray Metallic ($395). For the top-spec Grand Touring, Polymetal Grey Metallic and and Deep Crystal Blue Metallic fall away.

All models use the same 2.0-liter naturally-aspirated four-cylinder engine delivering 181 hp and 151 lb-ft. All the power is sent to the rear wheels. The power output might seem minuscule, but a 2,341-pound body doesn't require a lot of power to move it around. Mazda doesn't provide claimed performance figures, but independent tests have shown that the Miata can go from 0 to 60 mph in under six seconds and it can reach a top speed of around 140 mph.

The performance figures are irrelevant, however. There are only two figures that matter. The first is the weight, while the second is the weight distribution. Once again, if you look at the Miata from the side, you'll see the balance. The steering wheel sits in the middle, with the engine mounted directly in front of it but behind the front wheels. It's essentially a front mid-engined car. The front weight is balanced by the rear wheels, trunk, roof folding mechanism, and passengers. As the driver, you are seated in the perfect location to feel everything: the front diving down under braking, the body leaning during hard cornering, and the rear end losing traction. Simply put, it's the distillation of driving, as pure an experience as you're ever likely to encounter in the modern era.

Every once in a while, we drive a superb turbocharged engine with almost no turbo lag at all. The power delivery is also linear, and the engine is happy to rev to 6,000 rpm. As a motoring writer, you trick yourself into believing that perhaps turbocharging is the answer. And then you drive a Miata and realize what a big load of baloney it all is. Sure, there's something to be said for turbocharging, but nothing responds as eagerly as a naturally aspirated engine. You also forget that the final third of the tachometer is by far the most fun. An engine that revs to 6,000 rpm is fun, but an engine that revs all the way to 7,500 or even 8,000 rpm is exponentially more fun.

Here, the full 181 hp only arrives at 7,000 rpm, but this isn't the most tuneful four-pot Mazda's ever built. Because of that, you might be tempted to shift at 5,000 rpm, but it's well worthwhile just keeping your foot in it until it hits the red line at 7,500 rpm. This tiny car will love it.

As this is a car that wants to expose you to as much of the driving experience as possible, it comes standard with a six-speed manual transmission. It's a lovely short-throw box that clicks and clacks joyously through its ratios. There's something to be said for taking charge of the gears. Nothing is standing in your way if you want to tackle a corner in third gear at 7,200 rpm.

A six-speed automatic transmission is available, but if we owned a Mazda dealership, we'd employ a large burly man with a baseball bat to chase away anyone who enquires about said self-shifter. There is a delay between when you pull the paddle and the actual shift. You have to learn how to time downshifts perfectly. This would be fine if the manual didn't exist, but it does. Do yourself a favor and get a manual Miata. If you don't want to put in the work, this probably isn't the right car for you anyway, but then again, even an automatic Miata is better than none at all.

Everyday road driving isn't a chore. The Miata is stiffer than the average car, but it doesn't jar the bones when it runs over a dime. It's easy to drive, and the standard brakes do an admirable job. You can upgrade to Brembo brakes on the manual Club model, but this is hardly necessary for day-to-day driving considering the low curb weight.

Because the suspension isn't that stiff, the Miata leans in the corners. Even when you add the Bilstein dampers and sport-tuned suspension (standard on manual Club and Grand Touring variants), it will still lean a little. Usually, this would be considered a downside in a driver's car like the Miata, but it actually adds to the roadster's appeal. Thanks to that little bit of lean, you can tell precisely when it's going to go. The chassis is highly communicative, and the steering is direct and fast, albeit a bit devoid of feel. Some experience the Miata as snappy, but we think it's a car you get comfortable with over time. Power oversteer is impossible in anything but slippery conditions, but you can coax some sideways action out of it by dipping the clutch, or trail braking into a corner. Since there isn't much power, all of this happens at a manageable speed, which is more than you can say for most performance sedans and supercars these days. The Mazda is thrilling at speeds even the police can comfortably endorse. The Club and Grand Touring trim add a limited-slip differential and a front shock tower brace in addition to the Bilstein dampers. These features are only available on the manual, however, so try to make sure you get one of these for a test drive. We like to think of this as another sign that the manual is the only way to go.

For 2022, Mazda has incorporated Kinematic Posture Control for better engagement and cornering precision. For example, it'll slightly brake the inner rear wheel when high-g cornering takes place. It adds another layer to the car's impressive dynamic talents.

Miatas are a firm favorite amongst enthusiasts because they make great weekend and track cars. One might even say that Mazda is responsible for democratizing fun because you don't need a big budget to run a Miata. The automatic model has the best fuel consumption, according to the EPA. Its gas mileage figures are 26/35/30 mpg city/highway/combined. The six-speed manual is just one mpg behind on the highway and on average with figures of 26/34/29 mpg. Both models have an 11.9-gallon tank, resulting in a range of around 357 miles with the automatic model. Our previous road test of the Miata proved that these figures are easily achievable, even if you drive it in the manner it's meant to be driven, which is perfect for those who have a tight track day budget. While premium gas is recommended, the Miata can run on regular unleaded too.

It takes one glance at the interior to realize that this car aims to please the driver. The primary controls are all angled towards the driver, while the passenger gets a vent and a cupholder to look at. When it was first introduced, Mazda made a big noise about the lengths it went to save weight. A car's interior is usually an easy target since an infotainment system, comfy seats, and an aircon pump are all bulky items. Thankfully, Mazda managed to keep the weight low while retaining an acceptable level of comfort. The quality is good as well, and the major touchpoints feel good. It's easy enough to operate the climate control and infotainment, thanks to the addition of Apple CarPlay and Android Auto across the lineup. Taller people might be hesitant to try the Miata; while it has enough space when it comes to length, the width is lacking for those with broader frames, but it adds to the concept of being at one with the machine.

Legroom in the MX-5 Miata is surprisingly ample at 43.1 inches, however, the headroom is a bit tight with the roof up. But thanks to a low seating position, you can fit a six-footer within the 37.4 inches provided. Visibility is also impaired with the top up, but blind-spot monitoring and rear cross-traffic assist are standard on all models. With the roof down, visibility is superb, and headroom is no longer an issue. Getting in and out can be a mission, however. The Miata is low and it has tiny doors. That's the downside of its small proportions. A Brembo/BBS and Recaro Package is available for the Club and it includes a set of heated black Recaro sport seats. The standard buckets are excellent, as they offer a nice balance of comfort and support. If you frequent track days, this package might be worth investing in.

Aside from special editions, the MX-5's interior used to be all black, but Mazda introduced a new white Terracotta Nappa leather option for the Grand Touring this year. Black leather is standard on the top-spec model, while this new Terracotta option adds $300 to the price. The base Sport trim comes with black cloth, while the mid-spec Club has the same black fabric buckets but with light gray stitching. Leather cladding for the steering wheel and shifter is standard across the range. The Club and Grand Touring models get Piano Black seat back bar trim and the latter also boasts bright metallic interior accents.

The MX-5 was designed to be a roadster from the start, which means the roof mechanism doesn't impact trunk space. Unfortunately, the trunk measures only 4.6 cubic feet in size. We'd advise investing in a set of soft duffel bags in case you want to use it on a weekend away.

In-cabin storage is limited. You get a pair of removable cupholders and a small smartphone storage space in the center console. There is a lockable storage space between the seats, perfect for wallets, keys, and phones. Those who've owned a Miata before, though, will know that while the roof is up, the rear parcel shelf is decently spacious if you need to store jerseys or other smaller or softer items.

Part of us wants this car to come with nothing but a steering wheel, shifter, and three pedals. That would affect its daily usability, and we can actually see this car being used daily by a dedicated automotive enthusiast. The Sport trim comes with air-conditioning, keyless entry and push-button start, and a rearview camera. Upgrade to the Club, and you get heated seats and a limited-slip differential if you opt for the manual. The Grand Touring adds rain-sensing wipers, heated side mirrors, automatic climate control, and an auto-dimming rearview mirror with a Homelink button.

All models get the i-Activsense safety suite as standard. This package includes smart city brake support, blind-spot monitoring with rear cross-traffic assist, and lane departure warning.

All MX-5 Miatas get a seven-inch touchscreen interface that can also be controlled via voice commands, steering wheel controls, or a rotary dial located near the shifter. The infotainment system is compatible with Apple CarPlay and Android Auto across the whole range (Apple CarPlay is wireless on the top two trims), making it a lot easier to use. It also comes standard with two USB ports, Bluetooth connectivity, and HD Radio, along with integration for Aha, Pandora, and Stitcher internet radio. Moving up to the Club gets you SiriusXM satellite radio and the Grand Touring trim adds navigation, SiriusXM Traffic, Travel Link, and wireless capability for CarPlay. The Sport model is equipped with a six-speaker sound system, while the Club and Grand Touring trim boast a nine-speaker Bose sound system.

The MX-5 Miata has always scored highly for reliability. According to the NHTSA, no recalls have affected 2020-2022 models. The 2019 model was recalled twice for a fuel pump that could fails and transmission software that may cause an abrupt downshift.

Each MX-5 is sold with a three-year/36,000-mile limited warranty and a five-year/60,000-mile powertrain warranty. Roadside assistance also runs for 36,000 miles or three years.

No crashworthiness review of the Mazda Miata has been completed by the NHTSA or the IIHS. Euro NCAP gave it a four-star rating in 2015, but since the European model's specification doesn't match the US model, we don't feel it would be fair to use that assessment.

All models get the i-Activsense safety suite as standard, including smart city brake support, blind-spot monitoring with rear cross-traffic assist, and lane departure warning. The Grand Touring adds adaptive LED headlights with auto high beams and traffic sign recognition. On the more traditional side, the MX-5 Miata comes with traction and stability control, ABS, a rearview camera, tire pressure monitoring, and front and side airbags for the driver and passenger.

The Mazda MX-5 Miata is a spectacular car. It reminds driving enthusiasts what really matters.

Over the last decade, we've been watching the horsepower war with fascination. A four-door sedan with 600 hp is no big deal anymore, EVs are crushing 0 to 60 mph times, and a BMW M4 Competition now has more than 500 hp. There's no better time to be alive. There is a glaring problem with this silly horsepower war, however. Apart from the fact that 0 to 60 mph times are meaningless, performance cars are now too fast for public roads. A humble hot hatch like the Honda Civic Type R only starts feeling alive at speeds that will land you in front of a judge faster than the Miata can get to 60 mph. We have hundreds of performance cars and nowhere to use them except on track. The MX-5 is fun at all speeds. It's a riot, even when it's doing no more than 40 mph. It's one of a handful of cars you can drive hard without getting into (too much) trouble.

It's also affordable, which is rare these days. There are few cheap fun cars left. Off the top of our heads, the Subaru BRZ, Toyota GR 86, Mini Cooper hardtop, Hyundai Veloster N, and Golf GTI come to mind. And that's about it. One day we'll look back at these cars and realize that the constant battle for horsepower and 0 to 60 mph supremacy meant nothing. Hopefully, then, the lightweight, affordable, fun car will make a return, but by then, everything will be electric.

The base Sport has an MSRP of just $27,650, increasing to $31,150 for the Club. The top-spec Grand Touring retails for $32,650. The prices exclude the $1,015 destination charge in the US. If you spec the automatic transmission on the Grand Touring, the price rises by $500.

There are three Mazda MX-5 Miatas to choose from: Sport, Club, and Grand Touring. All models use a naturally-aspirated four-cylinder engine producing 181 hp and 151 lb-ft of torque. A six-speed manual is standard and while there aren't many configurations to choose from, a six-speed automatic transmission is available for the Grand Touring.

LED headlights and taillights are standard on the Sport and Club, while the Grand Touring gets adaptive LED lights at the front. All models get the i-Activsense safety suite as standard, including smart city brake support, blind-spot monitoring with rear cross-traffic assist, and lane departure warning.

The Sport comes standard with air conditioning, power windows, cruise control, keyless entry with push-button start, a remote trunk release, a tilt-and-telescoping steering column, black cloth bucket seats, and a seven-inch infotainment screen with a six-speaker sound system. The seven-inch infotainment system comes with Apple CarPlay/Android Auto capabilities, Bluetooth, two USB ports, and HD Radio.

The Club adds a torque-sensing limited-slip differential, but only for the manual transmission. On the outside, it comes with a black rear lip spoiler, black front air dam, and body-colored upper door trim. Interior-wise, it gets a Bose nine-speaker sound system, wireless Apple CarPlay, and a three-month SiriusXM subscription. Its black cloth upholstery is upgraded with light gray stitching.

Grand Touring specification adds an auto-dimming rearview mirror with HomeLink, black doorsill trim plates with stainless steel inserts, a three-year subscription to SiriusXM Traffic and Travel Link, and navigation. Black leather trim is standard, while Terracotta Nappa leather is available for an additional charge.

There are no packages for the Sport and Grand Touring models, but the Club can be equipped with the Brembo/BBS/Recaro Package. It retails for $4,500 and adds Brembo front brakes with red calipers, red rear calipers from Mazda, BBS 17-inch aluminum-alloy wheels in Dark Gunmetal, side sill extensions, a rear bumper skirt in Brilliant Black, and heated Recaro sports seats.

This decision depends entirely on how much you're willing to spend and whether you intend to use it on track or not. If not, then the base Sport is outstanding. All the essential comfort, convenience, and safety features are present, and the higher trims don't add anything you need to enjoy the Miata. If you want to use it on track, we will go up to the Club trim. We don't care about the fancier sound system nor the stitching on the seats. It's that limited-slip differential we're interested in. We also like the idea of heated seats so that you can mob all year long.

If you do intend to use it on track often, the pricey Brembo/BBS/Recaro package is worth the investment. You won't feel the difference on the road, but the added side bolstering on the seats and the more powerful brakes will be put to good use on a track. At just over $37,000 including destination and premium paint, it's still remarkably good value.

If you want a Mazda Miata hardtop, the RF is as close to that as you'll get. It's essentially the same car but with a Targa-style roof that adds around 100 lbs to the curb weight. That's the equivalent of having a third grader with you at all times. It doesn't blunt the performance, however. It also offers a more refined experience, as the roof does a much better job of keeping wind and road noise out when closed. You also don't have to fold it manually. Still, we maintain that MX-5 Miata owners simply don't care about the road noise and the manually folding roof. The Miata offers an authentic roadster experience, which is exactly what its customers are after. The RF is also more expensive. A base soft top is over $7,000 cheaper than the base RF, although the RF admittedly only starts at the middle spec level. Still, that's a massive pile of money in this segment, so we'd stick with the MX-5 with a ragtop. It's lighter, simpler, and, believe it or not, more practical since the rear parcel shelf can actually be used.

Subaru's all-new BRZ is here and it is one of the few true competitors to the MX-5 despite having a fixed roof. Starting at just under $28,000, the two cars are nearly identical in price. With a larger 2.4-liter engine and 228 hp, the latest BRZ provides similar performance to the lighter MX-5. The Subaru is also more practical with its 2+2 seating layout and a larger trunk. Each car is a great example of the less-is-more mantra; they feel playful and engrossing to drive without too much of anything corrupting the experience. They even have similar flaws: both are noisy on the open road. The Mazda does have a classier interior, though, especially in Grand Touring guise. Choosing between these two cars is no easy task but we'll side with the Mazda for its high-quality cabin and drop-top allure.