MARVEL THE MIATA'S BALANCING ACT

If you have ever driven a first-generation Miata from the early 90s, you would know that 100 horsepower can go a long way, especially if the car only weighs around 2,000 pounds. It’s not fast, but it’s tiny chassis makes it a joy to toss around tight corners and hammer the throttle on straightaways knowing full well that you won’t get into trouble with the law. Who says that slow cars can’t be fun?

Fast forward 30 years, and Mazda has kept the same formula with the latest iteration of its little roadster. The 2025 Mazda MX-5 weighs less than 2,400 pounds and its four-cylinder engine spits out less than 200 horsepower. Could it use a turbocharger? Sure. But after spending a week with it, I’m convinced that it doesn’t need one. Mazda sticking to the tried-and-true roadster recipe is serving it well over 30 years later.

Exterior

Approaching the 2025 MX-5, I’m immediately struck by its proportions. It’s low, wide, and perfectly balanced. Mazda hasn’t strayed far from the classic lines that have long defined the Miata, but subtle enhancements abound for those with a keen eye. The front fascia is a touch more aggressive, with slimmer LED headlights that lend the car a focused, almost mischievous expression. The sheet metal is taut, the curves pronounced, and the stance, well, it’s unmistakably Miata.

My tester for the week came with the soft-top convertible roof, which can folded open and closed manually. I think it looks good, giving the Miata a proper roadster appeal. But I like the Miata RF version, with its retractable hardtop a lot more. The hardtop makes the cabin quieter and I think it looks better.

Interior

Slide behind the wheel, and you’re instantly reminded why loyalists love Miata interiors. The cockpit wraps around the driver, with everything intuitively within reach. The 2025 model sees incremental improvements: higher-quality materials, a slightly larger touchscreen (now 8 inches, up from 7), and, for the first time, a digital instrument cluster that manages to look modern without being distracting.

The seats are snug and supportive, wrapped in supple leather on the higher trims, and offer just enough adjustability to accommodate all but the tallest drivers. I appreciate the minimalism here, no superfluous buttons, no overwhelming array of menus. Mazda’s designers know their audience: people who want to drive, not just commute.

Storage, as always, remains modest. There’s a small cubby behind the seats, a couple of cupholders, and not much more. But this is a Miata, if you want practicality, buy a CX-5. If you want joy, buy this.

Powertrain and Driving Dynamics

Speaking of driving joy, the Mazda Miata is all about it. Under its hood is a naturally aspirated 2.0-liter, four-cylinder engine that sends 181 horsepower and 151 lb-ft of torque to the rear wheels. As stated, that’s not much, but it’s more than enough to get the job done, which is to put a smile on your face every time you get behind the wheel. There’s more to smile about because the Miata is one of the last few sports cars still available with a six-speed manual transmission. An automatic transmission is also available, which I’m sure is fine, but the Miata is far better with three pedals.

The snickety-snick of the manual shifter is satisfyingly notchy, and its clutch pedal is light, but not too light. The clutch has a smooth engagement, but you need to be a little on the throttle in first gear to prevent lurching forward. But once the car gets going, it’s a blast to shift through all of the gears as the tach needle hits the redline. Whether you like open-air motoring or not, the Miata is best experienced with the top down. The feeling of the outside world rushing past, the breeze of the wind, and the thrum of the engine as you drive down the road is an experience that make it worth the money you spend on the car.

Remember, the Miata isn’t about speed or neck-snapping power, instead, it’s a car that likes to dance in the corners, no matter how fast or slow you’re going. Its suspension is tight enough for heavy cornering, but soft enough that it won’t beat you up when driving normally. Mazda’s engineers have tweaked the chassis for even sharper turn-in, and there’s a new limited-slip differential standard on the Club and Grand Touring trims. Also, despite its sports car nature, the Miata does have a hint of body roll, but it’s a good amount in the sense that you can tell where the weight of the car is shifting as you turn, like you feel in a actual go-cart.

Technology

 Mazda has wisely chosen to keep the tech suite focused and unobtrusive, but don’t expect too many frills around the cabin. The 8-inch touchscreen now supports wireless Apple CarPlay and Android Auto, and the infotainment system is snappier than before. There’s still a rotary controller for those who prefer tactile controls, and the UI is clean, simple, and effective.

Dual-zone climate control is present, as are heated seats. The premium Bose audio system, available on upper trims, is a pleasant surprise. With the top up, it delivers crisp, punchy sound; with the top down, it remains audible thanks to cleverly positioned speakers in the headrests.

Safety

Standard safety gear has been improved: blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, and lane departure warning are now standard across the lineup. These features don’t intrude on the driving experience, they’re simply there when you need them.

Summary

Although the 2025 Mazda MX-5 Miata won’t give you in-your-face muscle car thrills with every stab of the throttle, that’s not what it is about. Instead, it remains one of the most fun-to-drive and affordable sports cars on the market. And while it lacks some of the comfort and amenities that you would find in a sedan, the Miata stays true to its visceral roadster roots. Why change a winning formula?