Mazda MX-5 GT RS 2024 Review

The 2024 Mazda MX-5 GT RS is $4220 more expensive than the model it replaces. That pushes the price of entry up to $51,640 before on-road costs.

The GT RS is the range-topper in terms of the Roadster from the factory, however, there is still the option of the metal-roofed RF, which is $56,140 before on-road costs in GT RS guise. The MX-5 starting point is $41,520 for the base Roadster.

Direct rivals are hard to find, but the $45,090 Subaru BRZ S and $45,390 Toyota GR86 GTS are the closest. Choose the hot hatch route and the $56,090 Volkswagen Golf GTI remains a brilliant all-rounder.

The optional Soul Red metallic paint of our test car adds $595 to the purchase price.

While the overall style remains largely unchanged, the 2024 Mazda MX-5 GT RS gains some useful mechanical tweaks – especially if you’re a fan of a getting to the track.

A DSC-TRACK mode for the dynamic stability control offers even more leniency before the electronic nannies kick in, and it ties in with the newly developed asymmetric limited-slip differential (LSD). If you want to see how it performs on track, take a look at our launch review from South Australia’s Tailem Bend racetrack.

Those additions, as well as a rethink of the throttle calibration, are solely offered on models equipped with the six-speed manual transmission – the trick Track mode going a step further by only being made available in the three-pedal GT RS.

However, both the manual and six-speed automatic gain the improvements to the electronic power steering and enhanced in-cabin engine acoustics.

Elsewhere, the GT RS gains adaptive LED headlights with daytime running lights up front and LED tail-lights, 17-inch BBS alloy wheels, Bilstein suspension, Brembo brakes and a front strut brace. Leather-clad and heated seats, keyless entry with push-button start and the manually folding soft top also feature as standard.

The 2024 Mazda MX-5 GT RS is covered by a five-year/unlimited-kilometre warranty with servicing due every 12 months or 15,000km. Five-year roadside assist is standard.

Like many cars currently available on the Aussie market, the 2024 Mazda MX-5 GT RS is no longer rated by ANCAP, with its original five-star result awarded in 2015.

Highlights of the active safety kit includes autonomous emergency braking (AEB), driver attention alert, lane departure warning, blind spot monitoring, traffic sign recognition, rear cross traffic alert, rear parking sensors and a reversing camera.

Given the price point and range-topping status, it’s a shame not to find radar cruise control or active lane keeping in the car’s specification. A digital speedo (or head-up display) would be a nice inclusion, too.

The headline technology update within the 2024 Mazda MX-5 GT RS is the addition of a new infotainment screen – which was sorely needed.

The touch-enabled unit measures 8.8 inches, but crucially for visibility, also sits lower than the antiquated screen it replaces. It can also be pushed and prodded while the car is in motion, but only if you’re using wireless Apple CarPlay or Android Auto – which most users will.

A wireless (inductive) charging pad is a notable exclusion, but the MX-5 GT RS scores a premium Bose sound system to enjoy in the open-air amphitheatre.

The MX-5 is also the first model in the brand’s line-up to feature Mazda Connected Services.

If it ain’t broke, don’t fix it. That’s certainly the philosophy Hiroshima has gone with in terms of powertrain for the 2024 Mazda MX-5 GT RS.

And with good reason, because while the 2.0-litre four-cylinder petrol engine’s on-paper figures might appear meagre at 135kW and 205Nm, the acceleration underfoot dispels preconceived ideas. A lithe kerb weight of just 1063kg also helps.

Some will find the disbanding of the ‘sweetheart’ 1.5-litre engine a travesty, but the reality is the ‘big-block’ 1998cc engine is as keen to rev and adds much-need muscle everywhere else. With peak power coming in at a rather lofty 7000rpm it likes to be wrung out, too.

Yes, the little Miata can sip rather than guzzle fossil fuels, but drive the 2024 Mazda MX-5 GT RS like it’s supposed to be driven and you’ll find matching the official figures a hard task.

The claimed combined-cycle average is 6.8L/100km, a number that is conceivable if you dawdle in the city or meander along country roads. Switch it up to more spirited driving, like we did during our week behind the wheel, and returning 8.4L/100km is more realistic. Still, that’s impressive considering the smiles-per-miles factor.

The ultimate range is more than 800km from a single 45-litre tank and the 2024 Mazda MX-5 GT RS requires at least 95 RON at the bowser.

There’s no need for myth-busting here, the 2024 Mazda MX-5 GT RS maintains the status quo and is a riot behind the wheel.

Colin Chapman’s edict of “simplify, then add lightness” perfectly sums up the MX-5 experience. It’s a storied formula: a rev-happy naturally aspirated engine tied to a slick-shifting manual gearbox, and driving the rear wheels of a car weighing the bare minimum.

While you most definitely should take the MX-5 to a racetrack, the pint-sized Roadster endears itself on-road, too. Stiffer Bilstein dampers sharpen the ride quality and quell some of the traditional body roll. Yet, it’s refreshing to note that the roofless Mazda still symbioses with the road amicably, and there’s just enough lateral movement to remind you of the links to previous generations.

The new asymmetric LSD is effective, further improving stability, especially on deceleration for corner entry. Past the apex, the electronics allow moments of yaw if provoked, but accessing the new DSC mode should be reserved for the tack – hence the name and little chequered flag on the button. Despite the skinniness of the 205/45 Bridgestone Potenza S001 tyres, there’s always a reassuring amount of grip underfoot.

A highlight of the MX-5 experience is the controls, from the sweet short-throw six-speed manual transmission lever to the well-positioned pedal box and engaging steering. A back-to-back comparison with the previous ND iteration would be needed to recognise in full the upgrades to the tiller, but it remains tactile and precise.

Get into a flow with the Mazda MX-5 GT RS and, for the price, few sports cars the right side of $100k offer more enjoyment. The Subaru/Toyota twins are a high watermark, but they can’t drop their roof. Doing so in the MX-5 only adds to the experience, as it doesn’t induce scuttle shake or any discernible changes to the body control.

If there is a negative, it would be that while the introduction of plumbed engine noise to the cabin is welcome, the soundtrack itself isn’t quite as melodic or enticing as you’d hope.

The 2024 Mazda MX-5 GT RS is a small, two-door convertible, so it comes as no surprise that space isn’t abundant inside.

Entering and exiting the diminutive cabin can be a chore, and those who aren’t vertically challenged will engage in a dance to accommodate their legs under the steering wheel. However, once seated, the MX-5 offers the reassuring ‘legs forward’ position you expect from a sports car.

Ergonomics are sound, too, a benefit founded in the simplicity of the HVAC and easy-to-use control wheel for the infotainment. The old-school dials within the instrument cluster are refreshingly simple to comprehend.

Stowing the fabric roof happens as fast as you can manually perform the task, as it isn’t electric. Just release the latch near the auto-dimming rear-view mirror and pull it back into place behind you. Reverse the process if the open-air experience is no longer required.

It’s worth noting that when the roof is in place, general NVH (noise, vibration and harshness) levels are significant; there’s also a noticeable rear three-quarter blind spot and the fabric material itself doesn’t cope well with excrement from birds or possums – off-street parking is the better choice.

There’s no direct impact to boot space when topless. However, at just 130 litres, cargo capacity isn’t one of the Roadster’s strong points. In fact, finding a place for things is an issue throughout the MX-5, as there’s no glovebox or door pockets for larger bottles. Removeable cupholders are available, but they’re a bit of a faff and both obstruct the lockable rear cubby hole and impede your elbow when driving.

Chances are, if you’re a fan of the Roadster formula, you have already considered parking a 2024 Mazda MX-5 GT RS in your driveway. And in that case, it’s a no-brainer, just get one.

More than a million units have been sold globally since the Miata’s inception in 1989, so the Japanese marque knows a thing or two about roadsters.

If monetary concerns weigh heavy, then a lighter spec level could be the way to go. However, the top-tier GT RS tested here is the ideal variant, as it affords access to all the upgrades comprised within the latest update as well as the best fruit the ND generation already has to offer.

It’s a niche acquisition, but those who get the appeal of such a purchase won’t be disappointed.

2024 Mazda MX-5 GT RS at a glance:

Price: $51,640 before on-roads 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 rated

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