When Mazda’s MX-5 Miata was introduced in 1989, it single-handedly made the classic sports car formula popular again after a decade of decline and went on to become the best-selling roadster of all time. The automaker has totally redesigned it three times since then, but the magic recipe is always the same: It’s simple, small and lithe, with rear-wheel drive and just enough power to thrill. 

The Miata adopted Mazda’s “Kodo” design language during its last major redesign in 2015. The sharp, muscular look hasn’t changed since, and the car looks as fun as it is to drive.  Alex Kalogiannis

The original Miata was designed in the mold of classic sports cars like the MGB and Lotus Elan, and the current incarnation isn’t much bigger than they were, 154.1 inches long to the 1962 MGB’s 153. In the era of SUVs, however, the Miata feels tiny and minimalist, a sensation exaggerated by its tight packaging and lack of cargo space. But like those classics, it’s an exciting plaything that elicits smiles from anyone fortunate enough to be at the wheel. Unlike them, it’s a hassle-free modern car that even packs in some useful driver-assist gear.

The current MX-5 was introduced for 2016, and aside from the addition of standard Apple CarPlay and Android Auto, it changes very little for 2021. It’s now in a class by itself, however, as it’s Italian sister, the Fiat 124 Spider, has been dropped and there are no other similarly-priced roadsters on the market. The Subaru BRZ/Toyota 86 twins are the closest analog, being light rear-wheel drive sports cars, but they are also run-out models this year, with new 2022 versions arriving this fall. BMW’s Z4 is similar in concept but faster overall and far more expensive, while Porsche’s 718 is twice the price.

The Miata’s 181-horsepower four-cylinder engine has more than enough power to exploit its playful chassis for open-air thrills on almost any journey.  Alex Kalogiannis

There are two basic configurations: the classic soft-top and the RF, which stands for retractable fastback. The RF’s disappearing hardtop adds weather protection and turns the car into a cool-looking coupe, but also reduces headroom and very nearly fills the trunk when it’s stowed.

All versions are powered by a 2.0-liter 4-cylinder engine that produces 181 horsepower and 151 pound-feet of torque. This engine is mated to either six-speed manual or an optional six-speed automatic with paddle shifters. From either gearbox, power is sent exclusively to the rear wheels. 

Mazda offers three trims: the base model Sport, which starts at $27,825 including destination fees, the $31,285 Club, and the $32,765 Grand Touring.  All trims get a 7-inch infotainment system with voice commands and Android Auto and Apple CarPlay integration, power windows and some handy standard safety features. Blind spot monitoring, rear cross-traffic alerts, and lane departure warnings all come standard.

 The MX-5’s interior is a snug fit, with little excess cargo space, but it’s comfortable for two adults even for long distances, and the cabin is functional and good looking.  Mazda

Android Auto and Apple CarPlay are a great balm for the Miata’s infotainment system, which provides a bare minimum function. Even with these overlays, the 7-inch touchscreen is hit-or-miss with responsiveness. There is a center console dial for secondary access, but with a cabin so form-fitting, it feels more natural to reach out and tap the screen. It’s also easy to accidentally bump the dial while shifting.

All MX-5s are equipped with LED head-and-taillights but Grand Touring models are fitted with an adaptive front lighting system. Club and Grand Touring models get a nine-speaker Bose audio system with a subwoofer and nifty headrest , while the Grand Touring adds navigation and the option of subscribing to SiriusXM’s traffic and travel link service.

Manual-equipped Club and Grand Touring models get more aggressive suspension tuning and are fitted with Bilstein dampers. Sport has 16-inch aluminum alloy wheels while Club and Grand Touring roll on 17s. A torque-sensing limited slip differential on the higher trims rounds out the mechanical differences.  The RF hardtop comes only in Club or Grand Touring form, and adds $2,755 to the bill.

The RF model adds a retractable hardtop, which when lowered gives a similar feel to the roadster but with all-weather protection and more security, albeit at the expense of trunk space.  Mazda

With some performance cars, raw power is at the heart of the experience, but that’s not the case with the MX-5. Handling is this roadster’s prime trademark, and it has just enough motor to excite but not overwhelm. The manual is a slick shifter, perfectly mated to the engine, although the car is also responsive with the extra-cost automatic, a $525 to $1,350 option depending on trim level.

As at home on a track as it is going to the grocery store, the fully independent suspension allows for some lean in corners, some squat during acceleration and a touch of dive during braking, but never to the point where it becomes unstable. That gives drivers a keen sense of what happens as a result of their inputs. The MX-5 is an excellent tool for learning the physics of car control, and despite some enthusiasts’ desire for more horsepower, it can still sprint to 60 mph in under six seconds. 

It feels much faster, however, because you as much wear the Miata as drive it. It’s a very small car, and so is the interior, though it will fit two average sized occupants snugly. “Fit” being the optimal term here because while the seating and driving position doesn’t feel tight or cramped, there’s very little extra space and you’re keenly aware of the car’s size. Drivers up to about six foot five can just fit in the roadster, but folks over six foot three will be a tight squeeze in the RF. Also, the MX-5’s 4.6 cubic-foot trunk means never taking very much with you. 

 The RF’s more coupe-like styling looks just as nice as the roadster, but it loses an inch or two in headroom. Drivers up to six-foot-four can fit, but it’s tight, and test-fitting before you buy is recommended.  Alex Kwanten

The engine is also quite communicative, as is the rest of the car, in fact. Prepare to hear most of the mechanical pieces at work while driving and the feel of every surface the car traverses. This is ideal in sporty situations but at other times, such as hours of Iowa interstate, it’s something to be tolerated. Thankfully, the Miata’s playful nature can turn almost any outing, even commuting to the office, into a fun jaunt.