Mazda MX-5 2024 Review

As you’d expect, prices for the 2024 Mazda MX-5 have risen with the latest upgrade, however the three-tiered line-up across both soft-top Roadster and folding hard-top RF remains unchanged.

The entry-level 2024 Mazda MX-5 Roadster now starts from $41,520 plus on-road costs, while the mid-range MX-5 GT opens at $48,640 plus ORCs and the flagship MX-5 GT RS driven here is priced from $51,640 plus ORCs.

The RF adds $4730 at the entry level ($4500 elsewhere), as well as about 45kg to the roadster’s kerb weight.

Naturally, a six-speed manual transmission is standard across the range, but if you can’t (or don’t want to) drive stick, you’ll have to go for the mid-spec GT, which is available with a six-speed automatic in both Roadster and RF guise for an extra $1500.

Also on offer is a special auto-only MX-5 RF GT Black Roof (from $55,660 plus ORCs), which comes with a black retractable hard-top and can now be had with a tan Nappa leather interior.

The Aero Grey Metallic hue seen here is a new (no-cost) paint colour added to the line-up, while Zircon Sand (a gold-ish khaki) replaces Platinum Quartz (discontinued). Carryover colour options include Jet Black, Snowflake White and Deep Crystal Blue.

Machine Grey and Soul Red also continue, adding an extra $595 to the invoice, which is what you’ll pay for Zircon Sand.

Aside from the mechanical upgrades we’ll cover later on, not much has changed in terms of equipment for the updated 2024 Mazda MX-5.

A larger 8.8-inch infotainment unit features across the range, but everything else is cosmetic.

For the GT, there are freshly designed 17-inch alloys, while the daytime running lights (DRLs) are now seamlessly integrated into the headlights and the reverse lights are now housed within the tail-lights, instead of being separate units in the lower portion of the rear bumper.

All lighting, front and rear, is now LED.

Standard equipment for the Roadster GT RS tested here includes adaptive LED headlights, heated leather seats, keyless entry with push-button start, powered and heated side mirrors in black, and a manually folding roof.

As the most track-focused grade, it also comes with 17-inch BBS forged alloy wheels, Brembo brakes up front, Bilstein suspension and a front strut brace.

Mazda Australia covers its MX-5 range with a five-year/unlimited-kilometre warranty and services are due every 12 months or 15,000km, totalling $1532 and $2721 over the first three and five years respectively.

The 2024 Mazda MX-5 no longer comes with a current ANCAP safety rating.

The pre-facelift version came under the previous five-star rating, however that was based on testing conducted way back when the ND series was launched in 2015, so come January 2024 the rating had officially expired.

That said, Mazda hasn’t skimped on the safety gear here. As before, advanced driver assist safety systems (ADAS) include autonomous emergency braking (AEB), blind spot monitoring, driver attention alert, lane departure warning, traffic sign recognition and rear cross traffic alert.

Cruise control is also on board but it’s non-adaptive, and while it’s not necessarily a safety issue, we would’ve loved to see a digital speedo installed to make viewing your speed at a glance much easier.

Inside the 2024 Mazda MX-5 is a larger 8.8-inch touch-screen with Mazda Connected Services (MCS), which is a first for any Mazda model Down Under and complimentary for the first three years in the sports car.

MCS allows you to view the vehicle’s status remotely, including fuel level, tyre pressures, service history, and whether it’s locked. Parents can set a speed limit for younger drivers (which warns the vehicle owner if exceeded) and it can also call emergency services in the event of an incident.

The central unit continues to offer all the basics including wireless Apple CarPlay and Android Auto, digital radio, AM/FM, Bluetooth and satellite navigation. It’s also worth mentioning the new central display still only operates as a touch-screen when the vehicle is stopped.

A rotary dial on the centre console must be used to make any adjustments whilst driving, and it’s straightforward to use – though not everyone’s cup of tea.

A premium Bose sound system is reserved for GT and GT RS models.

As before, the heart of the 2024 Mazda MX-5 range is a naturally-aspirated 2.0-litre four-cylinder petrol Skyactiv-G engine.

Outputs also remain the same – 135kW at 7000rpm and 205Nm at 4000rpm – and a six-speed manual gearbox is the only choice on all model grades except the mid-spec GT, where a six-speed automatic is also available.

Every MX-5 is rear-wheel drive, and while there are no huge mechanical changes for the MY24 range, several key updates have been made to manual variants.

These include a modified air intake system, which is said to produce more engine noise than before, along with recalibrated (sharper) throttle response and reworked steering, the latter designed to reduce friction and give the driver more feel.

Of more significance – and again, only for manuals – is a new asymmetric limited-slip differential (LSD) to replace the torque-sensing LSD in pre-facelift models. Mazda says it stabilises turn-in behaviour and enhances agility when accelerating, particularly at speed.

DSC-Track Mode is another key addition, fitted only to manual versions of the top-spec GT RS. Engineered to reduce the interference of stability control, it’s an option designed to sit between ESC ‘on’ or ‘off’.

Think of it as a safety net of sorts, giving you a little more freedom to push harder on a racetrack. It’s designed to intervene only at the very last moment.

This test was certainly not about fuel efficiency and an average consumption reading of 12.7L/100km was representative of how the 2024 Mazda MX-5 was driven during the local launch.

That’s well off Mazda’s official claim of 6.8L/100km, however we don’t expect those taking their MX-5 to the track to give much thought to their consumption.

Spectacularly enjoyable is the answer – just as an MX-5 is, and always has been – because the upgraded 2024 Mazda MX-5 retains the same playful and agile driving experience that’s helped it become the most popular roadster in the world.

Those wanting to dabble in extracurricular activities should also now feel more secure in doing so, thanks to DSC-Track Mode, which as the name suggests is designed to be used on a circuit or closed road.

With all the go-fast bits fitted from the factory, you could drive the flagship GT RS straight off the showroom floor and onto a track, where left untouched it’s a tidy affair that’ll take a fair bit of provoking to get out of shape – at which point the traction control and ESC will have already kicked in and slowed you down.

Switch to DSC-Track and a new layer of mischief is revealed. The rear-end becomes more lively and it’s easier to initiate a slide, which is smoothly gathered up in just about the same breath.

For more confident operators, ESC can still be switched off completely, allowing for proper sideways action.

A back-to-back test between MY23 and MY24 models is needed to gauge exactly how much of a difference the new asymmetric limited-slip diff makes, but our test at The Bend’s East Circuit – consisting of 22 corners in less than 4km – revealed a familiar competence.

It’s a lovely little machine that’s as nimble as it is light (around 1100kg), meaning power-to-weight ratio is very much in its favour. And while it’s not a fast car on paper, it feels like one when you’re up it.

And that’s where the MX-5 works best, with its peppy little four-cylinder worked hard.

Likewise, the six-speed manual feels like the perfect fit, with smooth, easy shifts, every time. It really feels like a car that’ll meet you wherever you’re at in terms of driving skill.

Back in the real world, and on rougher roads, those firmer Bilstein dampers can make the MX-5 feel like it’s rattling over bumps rather than gliding, but it’s a small price to pay for the confidence delivered.

Underneath, Bridgestone Potenza rubber provides plenty of grip, both on road and track, where several hard and fast laps did little to upset the tyres or Brembo brakes.

At 3.9 metres long and just 1.7 metres wide, the 2024 Mazda MX-5 is a tiny car and that translates to the interior, which won’t be news to anyone who’s been in an MX-5 before because it’s always been a small roadster and can feel cramped, even for smaller adults.

Taking breaks to stretch the legs once in a while helps.

Despite its narrow dimensions, there’s a surprising amount of space for larger adults, made much better, of course, if you drop the roof.

For the driver, the imposing transmission tunnel also takes up a fair bit of real estate in the footwell and you won’t be able to spread your elbows out too far without hitting a door or the passenger. Alas, sacrifices must be made.

Because it’s compact, almost everything is within easy reach, including all key controls and dials. There’s no glove box, so you won’t need to reach across the cabin – not that it’s hard – but you will need to awkwardly twist your arm backwards to reach the cup holders, which are placed between the driver and passenger right in front of a small compartment that houses the owner’s manual.

A trick you’ll come to learn is how the removeable cup holder can be moved to the passenger side of the centre console, making it more convenient for the driver but hindering legroom for the passenger…

Boot space is a measly 130 litres in the Roadster – 127L in the RF hard-top – with just enough room to cram two overnight bags and a jacket or two.

Even with no desire to hit the track, there’s plenty of enjoyment to be had in the 2024 Mazda MX-5 GT RS on road, and the facelifted MY24 roadster has retained everything we’ve come to love about this little sports car.

Its charming demeanour and playful nature are best experienced on your favourite patch of winding road or racetrack – as we can attest – and there’s no doubt it’s a more user-friendly car at the limit.

The MX-5 won’t be the right fit for everyone, but if you can make it fit your life, you won’t be disappointed.

2024 Mazda MX-5 GT RS at a glance:
Price: $51,640 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder petrol
Output: 135kW/205Nm
Transmission: Six-speed manual
Fuel: 6.8L/100km (ADR Combined)
CO2: 152g/km (ADR Combined)
Safety rating: Not tested