What the MX-5 can teach Mazda about its next sports car

I suspect I am not alone in experiencing a sudden urge to buy a soft top when summer finally arrives in England. It must be due in part to the joyless nature of the roads in my neck of the woods. As cars get more advanced, the interiors have become ever more tranquil to the point of detachment. On a dark night traversing London’s hostile thoroughfares (yes, I am looking at you A13), this protective feeling is welcome: a bulwark against some of London’s ‘creative’ interpreters of the highway code. 

Thankfully, not all driving is like this. Venture outside of the M25 and things get less insane. Go further into the deep countryside of the South Downs towards the Goodwood estate and it becomes a pleasure, only enhanced by taking off the roof. All those tree-lined lanes where the branches reach to embrace each other overhead create a perfect acoustic chamber that encourages liberal use of the accelerator. To experience the full-fat version of this experience you need a convertible. And convertibles, particularly at the affordable end of the market, are in short supply these days. 

Though clearly an extension of the flowing Kodo design language, it also felt far more Japanese particularly in RF form: channelling a sharp, robotic look in its narrow eyes and helmet-like fastback roof

Still flying the flag is the undisputed champion of the genre, Mazda’s MX-5. It has been 37 years since the late Tom Matano’s 60s-inspired roadster launched, yet the MX-5 remains the halo car for a brand that has, in the intervening period, become well respected for its design. The original was a runaway success – its soft form recalled the shiny optimism of 1960s sports cars, refracted through the carefree mood of the 1990s. The pop-up headlights, persona non-grata in today’s overly regulated world, added charm and the neat styling has weathered well. It was attuned to what seems now like a less fraught age. 

Subsequent generations felt like iterations rather than dramatic new statements, in keeping with the timeless familiarity of Matano’s original. Meanwhile, the world got ever more complex, shrill and anxious. And with that came new sensibilities. Cars got bigger and more aggressive. Under the eye of Masashi Nakayama, the fourth generation was an emphatic response to the zeitgeist. Launched in 2014, it remained true to the two-seater roadster format, but was harder and more aggressive than any of its predecessors.

Though clearly an extension of the flowing Kodo design language, it also felt far more Japanese particularly in RF form: channelling a sharp, robotic look in its narrow eyes and helmet-like fastback roof that would look at home in the pages of a dystopian anime comic. Testament to the strength of Nakayama’s work, the fourth generation has endured with only minor tweaks for over a decade. 

With my gangly whippet puppy in tow, ears flapping in the breeze, every second was a delight

Though the MX-5 RF has been defanged somewhat by the recent removal of the muscular 2.0 litre engine from the line-up, CDN managed to procure the higher-powered version for a trip to the Goodwood Festival of Speed 2026. In truth, it was never all that fast, even with the huskier engine. The thrills came from the precise manual gearbox, surefooted handling and crystal-clear comms from the three-spoke steering wheel: a lesson there for EV engineers seeking to make a sportscar – pace alone is not enough.  

The drive to Goodwood takes in a variety of conditions: my slightly grotty area of north London (it’s an up-and-comer), the A13 and, eventually, the A and B roads of the South Downs. That variety is partly why I opted for the retractable roof rather than the purer soft top. For the first third of the journey, you are on a war footing, which necessitates a tough carapace. Once you are off the motorway and with the roof folded back, the RF reminds you why you love driving. With my gangly whippet puppy in tow, ears flapping in the breeze, every second was a delight. Put the hammer down out of the corner and the naturally-aspirated powerplant builds to a crescendo. Treat the engine more gently, and it hums along with quiet brio. 

Electrification isn't necessarily the whole problem; forgetting that performance and engagement aren't the same thing would be

It is no wonder the Mazda has built a following so dedicated that it feels like you have joined a club. Fellow MX-5’ers give you the wave (at least I think they were waving), or at the very least a nod. One sociable type even slowed down to congratulate me on my choice of “Aero Gray” finish. I took full credit, naturally. With the roof up, the RF invites you to ponder what Mazda could do with a mid-size coupe. For all its charms, it is an indulgence. The boot is tiny, as is the cabin. Provided the Japanese carmaker gets the powertrain right, I could see a market for a production version of the Iconic SP concept along the lines of the RX-7. It is the sort of stylish, yet practical, typology that most volume brands have abandoned.

It would be fitting for Mazda to lead its revival in the same way they did with the roadster. And that only poses a wider question for Mazda, in that the recent push has been towards electrification. So far, the public’s appetite for electric sports cars has been virtually non-existent. The carmaker has been content to borrow existing EV platforms for its family cars, which makes sense as a business case. It is telling that Mazda presented the Iconic SP with a two-rotor rotary-EV system, which could be the route to a progressive mid-size sports coupé that retains combustion engine character. But electrification isn't necessarily the whole problem; forgetting that performance and engagement aren't the same thing would be.