Mazda MX-5 RF Review & Prices

This is the ‘other’ Mazda MX-5. The usual MX-5 has a folding cloth roof, just like a traditional 1960s two-seater. This, the RF (it stands for Retractable Fastback) is a hard-top coupe with a folding panel in the centre of the roof that tucks away under the rear section of the bodywork when you fancy some fresh air. It’s a cool system — rather like the Porsche 911’s Targa option — and compared to the 1960s traditionalism of the normal MX-5, the RF is like a futuristic background prop from 2001: A Space Odyssey. 

The roof system also means different rear bodywork, making the MX-5 RF look more like a coupe, and it’s just as handsome as the standard cloth-roof version. 

Inside, the overall quality of the MX-5’s cabin as good as you’d expect from Mazda, with solid, textured plastic trim and controls — especially the rotary dials for the air conditioning — that click with a solid sense of satisfaction. 

Basic Prime-Line models come with plain black cloth seats, but the posher Exclusive-Line and Homura models get black leather, which looks much smarter. 

The MX-5’s 8.8-inch infotainment screen might be a touch small compared to that of some alternatives, but it’s actually a pretty good system. You can control it either as a touchscreen, or with the handy little click-wheel down on the centre console between the front seats, and it’s a far less distracting system than we’ve become used to. The click-wheel makes it far safer and easier to use when driving, meaning you spend much less time staring at a screen. DAB radio and Bluetooth connections are standard, as are wireless connections for Apple CarPlay and Android Auto. 

As with any MX-5, the RF comes only with two seats, but there’s actually decent space for two in the cabin, with good legroom and plenty of head room. It can be a little tight across the shoulders, but it’s not too bad. 

The driving position itself is great (thankfully these days MX-5s come with reach adjustment for the steering wheel; older versions only had height adjustment). The seats are slim but there’s a good range of adjustment and they’re comfortable and supportive. Some adjustable lumbar support would have been nice, though. 

The MX-5 RF is not what you’d call an especially practical car, though. There’s not a lot of storage space in the cabin (just a small lockable box between the seats) and a small shelf under the air conditioning controls. The boot is OK, but with just 130 litres of volume you’ll fit in a couple of squashy bags and not much more. 

There are two engine choices — a 132hp 1.5-litre four-cylinder petrol, or a more powerful 184hp 2.0-litre. You’d assume that the 1.5 would be underpowered, but actually — thanks largely to the MX-5 RF’s light 1,137kg kerb weight — it’s actually beautifully balanced and has enough poke for it to be fun. 

The 2.0-litre version is, clearly, much more powerful and knocks almost two seconds off the MX-5 RF’s 0-62mph time (8.7 seconds for the 1.5, 6.8 seconds for the 2.0-litre). The 2.0-litre model also gets some extra chassis modifications, including sportier suspension with dampers made by racing specialist Bilstein, a strut-brace between the front suspension mounts, which makes the whole body stiffer, brakes by Brembo (just like a Ferrari, but only for the Homura model) and a limited slip differential at the back, which gives you more traction in tricky conditions.

Both engines drive the rear wheels through one of the best six-speed manual gearshifts of them all. It’s a delight to use, so don’d specify your MX-5 RF with the optional automatic ‘box unless you really, really need it. 

Fuel economy, no matter which engine you choose, is very good. Mazda quote official economy figures of 45mpg for the 1.5 and 41mpg for the 2.0-litre, and both of those figures are pretty realistic — a benefit of the MX-5 RF’s light weight. 

Speaking of weight, the RF is slightly heavier than the regular cloth-roofed MX-5 Roadster, but the difference isn’t vast and it does’t really change the driving experience. Recent updates have brought along a ‘Track’ mode for the traction and stability control systems, which is ideal if you want to do some skidding about on a race track, but on the road the MX-5 RF is just the same as it always was — fun. It communicates far more to the driver than most other cars, and is just a delight on a challenging road. 

The 2.0-litre model’s extra handling and braking tweaks make it feel a touch more agile, and the 1.5-litre version rolls slightly more through bends, but either way, you’re going to be having big fun. 

Unlike the 1.5, the 2.0 model comes with a limited slip differential for better deployment of power through corners, while Sport Nav+ models get stiffer sports suspension. As such, the 1.5 rolls a little more as it barrels through bends, but never to the extent that it detriments the driving experience. Equally, the 2.0-litre is a little stiffer over bumps, and the 1.5 a touch more forgiving. 

The MX-5 RF is also a little more refined than the standard MX-5, especially at motorway speeds. With the roof folded away, the rear section — which stays in place — also helps to keep turbulent air out of the cabin even at 70mph, so you can cruise along without getting blown about. The RF’s roof is also fully electric, so you just have to press a button to put it up or down — the Roadster requires you to manually lock its roof to the top of the windscreen. 

The MX-5 RF’s Euro NCAP safety rating of four stars was scored way back in 2015, so it’s well out of date by now. Thankfully, Mazda has kept the car’s safety kit freshened up over the years, and the MX-5 RF now comes with standard automatic emergency braking, traffic sign recognition, and lane-keeping assistance. 

There’s not a huge difference in how the MX-5 RF drives compared to the regular MX-5, so the decision comes down to whether or not you fancy a totally open sports car, or one with a clever targa-style roof. Either way, you’re getting something that’s going to make you smile. 

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The Mazda MX-5 RF is slightly more expensive than the soft-top MX-5 Roadster, but the gap isn’t huge, and even then it’s still priced at less than £30,000. The same cannot be said for alternative models such as the Porsche Boxster, BMW Z4, or the all-electric MG Cyberster, all of which are considerably more expensive. All are also much more sophisticated too, but they’re not actually any more enjoyable to drive, which is the Mazda’s secret weapon.

The MX-5 RF’s current closest competitor is the Mini Cooper Convertible, which is actually slightly cheaper, and slightly more practical thanks to having back seats, but it’s not a pure sports car, so perhaps isn’t as appealing.

It’s not the fastest sports car around, but the MX-5 RF is more fun to drive than most

In town

In one sense, the MX-5 RF is brilliant to drive in town. That’s because it’s light, small, and has very quick steering, so you can dart through traffic and into and out of narrow gaps with far more ease than you would in a big, chunky SUV.

The downside is that you do sit low, and it’s kinda hard not to feel vulnerable when you start to spot that most cars’ bumpers are at your eye level. Visibility out with the roof up is only OK — the MX-5 RF does have a slightly larger rear window than the cloth-roof Roadster, but the rear bodywork’s buttresses — which sweep down from the top of the roof to the boot lid — do make over the shoulder visibility slightly trickier than it would otherwise be.

Equally, while you can drop the entire roof in the Roadster to see what’s behind you, in the RF the rear section stays in place all the time. As standard, the MX-5 RF only comes with rear parking sensors — if you want a reversing camera, you’ll have to trade-up to at least the 2.0-litre Exclusive-Line version, which is a bit of a disappointment. 

If you are going to be driving your MX-5 RF in town lots, better go for the 1.5-litre version. Not only for fuel economy, but for its slightly softer, more forgiving, suspension. 

On the motorway

Motorways are never the right place to be driving any MX-5, but if you must then the RF does better on a three-lane road than the Roadster, because the folding hard-top roof is slightly better insulated than the soft-top. To be honest, there’s not a massive amount of difference in real terms, but the RF is definitely a little quieter, and that adds up on a long run. Again, the 1.5 is arguably the better choice here, as its softer springs and smaller wheels make it slightly more refined overall. 

As standard, the MX-5 comes with cruise control and a speed limiter, and lane-keeping steering, both of which help with long journeys, but there’s no adaptive, radar-guided cruise control. 

On a twisty road

Here’s where the MX-5 RF excels. Even though there’s a little more weight to deal with than the standard car, and even though that weight is all up high in the roof mechanism, the MX-5 RF is still brilliant to drive on a winding stretch of road. 

If we’re being hyper-critical, the steering could actually be a little sharper — the Toyota GR86 has better steering response — but compared to most other cars on the road it’s as sharp as a scalpel. The MX-5 can get away with softer suspension than most sporty cars, simply because it’s carrying less weight, and so it can absorb the usual bumps and lumps of a British B-road where others would get chucked about the place.

The 1.5-litre engine is, to be honest, all you really need, but there’s no denying the improvement in punch that comes with the 2.0-litre, which also feels a little more keyed-into the road thanks to its stiffer body and sportier suspension. 

Not much in the way of storage, but it’s fine for two

The MX-5 RF’s cabin is, like the rest of the car, pretty small, especially if you’re stepping out of a big family SUV. Actually, space inside isn’t too bad, and two tall adults will fit just fine. There’s plenty of legroom and headroom, and of course infinite headroom if you fold the roof back. 

What you won’t find is much in the way of space to keep things. There’s a small lockable storage box behind and between the seats, but that’s about it. There’s no glovebox, and no door bins (aside from little indents in the arm-rest). There’s a small space under the air conditioning controls into which you can stash a mobile phone, but not a lot else. The little clip-on cupholders, which are actually mounted almost behind the seats, mean you’ll need a double-jointed elbow to grab your cup of coffee. 

As for the roof itself, there’s an undeniable kerbside theatre effect in how the rear section of the roof lifts up, and allows the centre section to fold away. It’s all done in just 13 seconds, but you can only do it on the move at a maximum speed of 6mph, which isn’t much use. The cloth roof of the MX-5 Roadster, powered entirely by your own hands, is quicker and simpler to use. 

Boot Space

The MX-5 RF’s boot measures a mere 130 litres in volume, which is hardly what you’d call roomy. A Mini Cooper Hatch has twice that capacity and even the impractical Mini Convertible has more space (and back seats which can double as extra luggage space). The MX-5 RF’s boot is at least big enough for a couple of carry-on bags, or some slightly larger squashy bags, but for two people it’s going to be hard to carry enough luggage for a week away unless you pack very, very carefully.

Equally, loading in anything heavy is going to be tricky as the boot lid is just that — a lid, that almost sits on top of the bodywork, so anything that’s going into the boot has to be lifted up high. 

Bigger screen improves the MX-5 RF’s infotainment, but it’s pretty basic beyond that

When you’re in an MX-5 RF, you’re supposed to be driving and not getting distracted by screens and in-car tech. So Mazda keeps things pretty simple inside, which is certainly good from a driver’s point of view, but possibly less so for anyone who appreciates some in-car surprise and delight features. 

The infotainment screen is an 8.8-inch unit, that’s fitted quite high up on the dashboard. It’s a touchscreen but can also be controlled by the little click-wheel mounted just behind the gear lever. This is a handy arrangement, as it can be quicker to touch the screen when you’re standing still, but safer to use the click-wheel when you’re driving. 

Mazda’s infotainment setup is quite simple, and lacks much of the complication of some other systems — notably because Mazda has kept proper physical controls for the air conditioning. The downside of that simplicity is that there’s not actually a lot of features to explore, although Mazda does provide a handy smartphone app which can give you your car’s fuel levels and door lock status remotely, as well as allow you to programme the sat-nav before you sit into the car. 

Wireless Apple CarPlay and Android Auto are both standard, but the instruments are simple analogue dials, with little in the way of digital augmentation. 

You do get standard heated seats, which is nice in a convertible considering British weather, and Exclusive-Line and Homura models get an excellent Bose stereo. 

There’s no difference in fuel economy nor emissions between the convertible MX-5 and the hard-top RF, which is impressive even given the small weight difference. The 1.5-litre engine gets claimed 45mpg economy, while the 2.0-litre version manages claimed 41mpg, and both of these are fairly realistic — expect to get somewhere between 35mpg and 40mpg from either in daily driving. 

There’s no hybrid nor electric version of the MX-5 — although Mazda possibly has one planned for the future — but the car’s simplicity and light weight mean that it’s pretty efficient all-round. CO2 emissions of 140g/km for the 1.5 puts it in the affordable £270 VED tax band, but the 2.0-litre’s 153g/km pushes its tax cost, in year one, to £680. Thankfully, given the MX-5 RF’s low price tag, no version incurs the £410 tax levy — payable for the first five years — for cars costing more than £40,000. 

If you’re getting the MX-5 RF as a company car, then benefit in kind tax costs start from £163 per month for the 1.5, and from £196 per month for the 2.0-litre. 

The MX-5’s four-star score when it was tested by Euro NCAP back in 2015 wasn’t too shabby, but the test has moved on in the years since, and even though Mazda has kept the MX-5’s safety equipment up to date, it might struggle to reach four stars if it were re-tested today. 

Every MX-5 gets driver, passenger, and side airbags, as well as stability control, emergency stop signalling, tyre-pressure monitoring, and a pop-up bonnet to help protect pedestrians. Also standard are driver attention monitor, automatic emergency braking, traffic sign recognition, and lane keeping assistance. Exclusive-Line models get rear emergency braking too, while the 2.0-litre model gains blind spot monitoring and vehicle exit warning. 

ISOFIX anchor points in the passenger seat are standard on all MX-5 models, so you can fit a child seat.

All cars have an alarm and immobiliser. From Exclusive-Line spec upwards the MX-5 comes with keyless entry.

Mazda has an excellent reputation for reliability — reflected in its 7th place overall finish out of 32 brands in the most recent Driver Power customer satisfaction survey, with 25% of owners reporting an issue with their cars. 

There have been a couple of recalls, including for loose components under the bonnet, and an issue with the stop-start system, but beyond that the most common issues seem to be with the infotainment system, rather than with any major mechanical component.