Mazda MX-5 Roadster Review

There’s something beautifully stubborn about the Mazda MX-5. In an age where cars are bloated with screens, sensors, and superfluous weight, this tiny Japanese roadster still keeps its soul close to the tarmac, and its driver even closer. And where better to explore that unfiltered spirit than on the narrow, sweeping mountain roads of the Fuchskaute, the highest point in the Westerwald. This rugged peak, draped in dense forest and stitched together with hairpins and switchbacks, is exactly the kind of playground where the MX-5 doesn’t just shine, it dances.

Convertible with 115 Litres of Trunk Space

Let’s address the elephant in the boot: space. Or rather, the lack of it. The MX-5’s trunk holds just 115 litres. That’s barely enough for a weekend bag and a picnic blanket. But then again, if you’re buying an MX-5 for practicality, you’re doing it wrong.

What space it does offer is tightly rationed, small glovebox, no traditional door bins, and a center console that could barely hide a coin purse. At 1.86 meters tall, I found myself wedged between the snug seat bolsters and the low, almost oppressive roofline. It’s cozy. Very cozy. But once the top is down, a slick, manual affair that you can drop with one hand in under three seconds, it all makes sense. Sky overhead, wind curling through the cabin, and suddenly, the cramped cabin feels like an open invitation to joy.

The Homura trim, which we tested, dresses the interior with red stitching, sport seats, and a few soft-touch plastics that elevate the feel just a touch. The 8.8-inch touchscreen only works by touch when parked (a safety feature), which I found mildly annoying, but the rotary controller makes operation on the move manageable, once you get used to its oddly rearward placement.

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Lively Roadster, High-Revving Engine

The Fuchskaute’s winding ascent starts abruptly after the sleepy village of Bad Marienberg. Tight corners, sudden elevation changes, and damp forest shadows, conditions that’ll expose any flaws in a sports car’s handling. But the MX-5 didn’t flinch. It thrives here.

The 2.0-liter SKYACTIV-G engine isn’t turbocharged. That’s not a disadvantage, it’s a statement. This 184 hp, naturally aspirated motor is eager to climb the revs, rewarding a heavy right foot and precise gear changes. With peak torque arriving at 7000 rpm, you’re encouraged to wring it out like an old-school sports car, and the result is an experience that’s both visceral and rewarding.

Acceleration from 0–100 km/h in 6.5 seconds doesn’t read fast on paper, but with just 1,114 kg of mass and a brilliantly tactile six-speed manual, it feels more alive than many cars twice its power. Driving it is not just about speed, it’s about connection. Every input, throttle, brake, clutch, and steering, feels mechanical, direct, and delightfully analog.

184 HP Version: End of 2024

Here’s the bittersweet truth: the engine that gives this car its high-revving heartbeat is on borrowed time. Due to tightening Euro 6e emissions regulations, Mazda will retire the 184 hp engine by the end of 2024. That’s a real shame. While the 1.5-liter 132 hp version will remain, it lacks the same urgency, the same sonic thrill when you wring it out on an alpine pass.

Mazda’s commitment to naturally aspirated engines has always been part of the MX-5’s charm, and losing this bigger motor feels like saying goodbye to a good friend. If you’re considering one, now is the time.

The Agile Handling Is a Dream

The switchback above Nister-Möhrendorf was where the MX-5 fully won my heart. Entering a tight left-hander, I gave a quick downshift to second, the revs shot up, and the tail danced ever so slightly as I fed in throttle on exit. No drama. No electronics slamming on brakes. Just that perfect, natural rotation.

The Bilstein sports suspension in the Homura trim is firm, no doubt. Potholes and frost heaves make their presence known, but on a smooth, sinuous ribbon of mountain tarmac, the tradeoff is worth it. The limited-slip differential ensures power goes to the wheel that can use it best, while Track Mode lets you explore the MX-5’s limits just enough before ESP gently nudges you back in line.

Through fast sweepers, the car remains flat, confident, and agile. Steering feel is hydraulic in spirit, if not in mechanics, quick, precise, and delightfully chatty. It makes even mundane corners feel like an event.

Changes in Model Year 2024

Mazda didn’t reinvent the wheel for 2024. But it polished it.

New LED headlights and taillights lend a cleaner, more modern face to the familiar shape. USB-A ports are gone; now, you get dual USB-C. Wireless Apple CarPlay and Android Auto join the feature set, which makes phone mirroring less of a cable shuffle.

Trim-wise, you can pick from Prime-Line, Exclusive-Line, and Homura, or spring for the Kazari special edition, which swaps in beige leather and a matching top. But it’s the Homura, with its forged wheels, Brembo brakes, and that Bilstein suspension, that gives you the full driver’s car experience. It’s not about luxury,it’s about precision.

Technical Specification

We use Mazda’s official website to get all technical details quickly and accurately.

Conclusion

The 2024 Mazda MX-5 is not perfect. It’s small, impractical, noisy, and about to lose its best engine. But none of that matters when you’re carving up a mountain pass, roof down, engine screaming, tires singing through every turn.

This car is an experience, not just a machine. It’s about joy, feedback, and simplicity. The MX-5 doesn’t care about your luggage, your Spotify playlist, or your commute. It cares about your smile.

In a world of numb crossovers and overcomplicated hybrids, the MX-5 is a love letter to the driving enthusiast. If you’ve got the space in your life (and not much in your garage), buy one while you still can..