The Mazda MX-5 is the sports car that barely needs an introduction. If you are at all interested in driving, chances are you’ve thought about, owned, or lusted after an MX-5 at some point. Now in its fourth generation, and with 35 years under its belt, Mazda’s little legend has had a subtle, but meaningful, update.
It remains a compact, lightweight, rear-wheel-drive roadster aimed squarely at those who care more about driver-engagement than brute force or traffic light drag racing. In a world increasingly obsessed with crossovers, touchscreen everything, and driver disengagement, the MX-5 is the anti-SUV. It’s aimed at the driver who wants something that looks cool and drives amazingly – without a need for literal or metaphorical baggage.
The MX-5’s appeal isn’t just about present-day thrills, though. Its roots go back to the 1989 Chicago Auto Show, where the original NA-generation MX-5 made its debut. With pop-up headlights, a tiny kerb weight, and a pure front/mid engine layout, it rekindled the flame of British roadsters past—think MGBs and Triumph Spitfires (I’ve owned two) – but without the rust and reliability issues.
Mazda had hit on something magical: a car that was affordable, light, simple, and a huge amount of fun. That formula has stayed fundamentally intact ever since, even as the world moved to turbochargers, all-wheel-drive complexity, SUVs pretending to be sporty and, of course, electric vehicles.
And yes, I’ll happily admit I’m biased. I own a 20th Anniversary NC MX-5, and even though it’s now 15 years old, it never fails to impress. Every drive puts a smile on my face – even after I’ve spent a week in the latest and greatest models available from many different manufacturers. It’s proof that this car’s charm transcends both years and evolution.
Exterior Styling – Subtle Tweaks, Still a Head-Turner
For 2025, Mazda’s designers have applied the automotive equivalent of a well-judged skincare regime – small changes, tangible improvement. There’s a new LED headlight design that’s sharper, meaner, and now integrates daytime running lights. The rear LEDs have also been redesigned, and there’s a fresh Aero Grey paint option that adds a classy sheen without screaming for attention.
The top-spec Homura model, which I had the pleasure of spending a week with, gets 17-inch black BBS wheels and gloss black mirror caps, giving it an added layer of menace. It doesn’t shout, but it’s definitely muttering something slightly evil under its breath . . .
The silhouette remains unmistakable: long bonnet, short overhangs, a cabin tucked neatly between the axles. It’s compact and low-slung, a visual reminder of what sports cars used to look like before they all grew bloated. It’s the kind of car that even non-petrol-heads instinctively admire.
Trim Levels and Prices
The 2025 MX-5 range features soft-top (Roadster) and RF (Retractable Fastback) variants, with three trim levels: Prime-Line, Exclusive-Line, and Homura.
The Prime-Line kicks things off at £28,285 and comes with the 1.5-litre Skyactiv-G engine producing 132PS. It features 16-inch alloys, LED headlights, climate control air conditioning, cruise control and a new 8.8-inch infotainment system featuring Sat Nav and wireless Apple CarPlay and Android Auto.
Next up is the Exclusive-Line, starting from £30,285 with the 1.5-litre engine or £33,115 if you want (and you will) the more powerful 2.0-litre, 184PS engine. This trim adds heated leather seats, a smart frameless rear-view mirror, adaptive front lighting, Bose sound system, keyless entry and Dynamic Stability Control with Track mode for those dreaming about track days – of which there are many available, especially for MX-5 Owners Club members.
The 2.0-litre version also benefits from 17-inch alloys, adaptive LED headlights, a reversing camera and some performance upgrades in the shape of an Asymmetric Limited Slip Diff, front strut brace and sports suspension featuring Bilstein dampers.
At the top of the tree is the Homura, priced from £35,515 and exclusively powered by the 184PS 2.0-litre Skyactiv-G. It gets properly sporty with Recaro seats trimmed in leather and Alcantara, Bilstein dampers, a front strut brace, and a limited slip differential. The Homura also gets 17-inch Gun Metallic BBS alloy wheels and piano black detailing.
Mazda has cleverly made sure that even the entry-level MX-5 doesn’t feel stripped-out, while the Homura leans harder into the enthusiast niche without going overboard. The RF variants add a powered hard-top roof for those who like year-round usability and the extra security it affords, though they do tip the scales a tad more. I also found the top-down experience in the RF to be noisier than in the soft-top. Expect to pay around an extra £1,800 for the RF model over the soft-top.
Driving Experience – A Masterclass in Involvement
Still rear-wheel-drive. Still naturally aspirated. Still with a manual gearbox that snicks like a bolt-action rifle. The 2025 MX-5 is the best kind of throwback, only with better tech.
The steering is electric, but it doesn’t feel like it. Mazda’s reduced friction in the steering rack and fine-tuned the response, and the result is a wheel that feels alive in your hands. There’s genuine feedback and weight, making it a joy whether you’re attacking a B-road or navigating a city centre.
The handling is as sublime as ever. Homura models, with their Bilstein suspension, LSD and front strut brace, feel more focused – composed in fast corners, light on their feet through tight bends, and hardly ever crashy or harsh. You WILL find a trashed road to contradict that, but generally you won’t be worried about knocking your fillings out.
The new asymmetric LSD works behind the scenes to deliver better traction without sacrificing the tail-happy character enthusiasts adore.
Having spent four years driving my own NC 20th Anniversary model, I was curious to see how the current generation stacks up. And I have to say – the 2025 car still captures that same magic. My NC isn’t as quick, with only 126PS from its 1.8 engine, so I found the new car more thrilling – albeit not a massive amount more, which is testament to just how right Mazda got it initially.
Crucially the latest MX-5 delivers, at least, the same sense of connection. It’s more refined, sharper in its responses, and a little more grown-up – but it hasn’t lost that MX-5 soul. Swapping between the two is less a leap forward, more a natural evolution. Both are brilliant in their own way although I prefer the silence of my NC model over the shouty bing-bongs of the new model each time to hit 1mph over the speed limit. Thankfully Mazda have made it simple to silence the bongs with the touch of just one button.
Another (minor) gripe is the ultra-bright blue light for the main beam that appears to stay on all the time and can be distracting at night. Stick a piece of tape over it?
However, on A-roads, it’s joyous – direct, planted, and immersive. On the motorway? It’s surprisingly refined for a titchy two-seater. Yes, you’ll get wind noise (it is a soft-top, after all), but the ride remains stable and composed. Long trips are entirely doable – just pack light.
Mazda’s engineers have even introduced a new Dynamic Stability Control track mode for Exclusive-Line and Homura trims. It’s designed to let you have more fun before nannying electronics intervene. The improved throttle response and fluid steering make it easier than ever to drive smoothly and quickly without breaking into a sweat—or a hedge.
The Inside story
Step inside the MX-5 and it’s clear this is a driver’s car first and foremost. The driving position is low, snug, and perfectly judged – you wear this car more than you sit in it. Even more so than the NC model which feels a tad roomier (and has a glove box!)
Material quality is solid, especially in the Exclusive-Line and Homura grades. The Recaro seats in the Homura are genuinely brilliant – supportive enough for spirited cornering but not so tight they make you feel like you’ve lost an argument with a corset.
Visibility is decent for a 2-seat roadster. Yes, the rear view is somewhat restricted with the roof up, but you knew that, right? The compact footprint means parking and town driving aren’t stressful. The dials are clear, physical, and refreshingly analogue – no buried menus or screen-based faff for basic info.
The leather-clad, multi-function steering wheel is perfect in looks and feel while the perfect driving position is easy to find thanks to multi-adjustable seating and wheel. Once you’re set up you’ll find you just ‘melt’ into position each time you climb aboard.
As for infotainment, it’s a significant upgrade. The new 8.8-inch screen is crisp, responsive, and now touch-sensitive – though only when stationary. Mazda’s MZ Connect system is logically laid out, reasonably quick, and supports wireless Apple CarPlay and Android Auto. USB-C ports are now present and correct, and the updated mapping display looks the business.
It’s still not the flashiest system on the market, but it’s now genuinely competitive. Importantly, it doesn’t distract from what matters: the drive.
Even boot space – while not vast – is usable for weekends away. The manual fabric roof is featherlight to operate. You don’t even have to manually drop the windows slightly when putting the roof up or down – like I have to on the NC – this is now done automatically as soon as you unlatch the roof.
The roof also doesn’t eat into the boot space – unlike some fiddly folding metal roofs. Although it’s worth noting that the RF model DOESN’T lose any space thanks to its clever folding system.
Conclusion – Still the Purest Driving Thrill at This Price
The latest MX-5 is the same old story – and thank goodness for that. In a market swamped with SUVs, the MX-5 remains refreshingly authentic. It’s lightweight, rear-driven, naturally aspirated, and fitted with one of the best manual gearboxes in any modern car. It doesn’t need 300bhp or fake engine noises to feel exciting.
The updates are modest but meaningful – sharper lights, smarter infotainment, and chassis tweaks that collectively push the MX-5’s already brilliant formula that little bit closer to perfection. It’s everything you’d want from a modern-day sports car: focused, stylish, and genuinely joyous to drive.
In a motoring world going grey and jacked-up on SUVs, the MX-5 is a defiant splash of colour and purity, thumbing its nose at automotive mediocrity and reminding us all just how joyful driving can be. Make the most of it. While you still can . . .
- AT A GLANCE:
- Mazda MX-5 Roadster 2.0 Homura
- OTR Price: £35,515
- Engine: 2.0 Skyactiv-G Petrol
- Power: 184 PS
- Transmission: 6-speed manual
- 0-62mph: 6.5 secs
- Top Speed: 136 mph
- Combined Economy: 41.5 mpg
- C02: 153 g/km
