2025 Mazda MX-5 Miata 35th Anniversary Edition Review: Like Fine Wine

What else can be said about the fourth-generation Mazda MX-5 Miata?

The ND debuted an entire decade ago, a span of time that feels even longer in today’s world. Mazda’s evergreen roadster hasn’t had a serious competitor since before then, yet the brand hasn’t taken that as a sign to take its foot off. If anything, the current model is the closest to the original idea, a two-seater so focused on everyday driving enjoyment that it feels almost anachronistic. Forbidden.

This year’s special, the 35th Anniversary Edition, does not change this. The Miata is still the—admittedly compromised—roadster that maxes out the smiles-per-hour count. This one just looks better while doing it, as the ND continues to age gracefully.

The ND saw a few updates last year, including updated headlights, tweaks to the interior, and an upgraded infotainment setup. The basics are the same: a 2.0-liter inline-four engine sending its 181 horsepower and 151 pound-feet of torque to the rear wheels via a six-speed transmission, either manual or automatic.

The 35th Anniversary model is available only as a soft-top, the purer of the two bodystyles. It pairs the brand’s excellent Artisan Red metallic paint with a tan top, the color of which is matched within the cabin. There is the typical smattering of limited-edition badging—there are just 350 units available in America, and 230 in Canada—and going for this edition means locking into the six-speed manual; also the purer choice.

Gosh this is a good spec. After the pumpkin-spec 30th Anniversary model, the 35th is a classier affair. Green and tan is an elite-level pairing, but a deep merlot hue is a suitable substitute for the former. Better still, the 17-inch alloys have a bright finish instead of the black of the typical mid-level Club trim (or GS-P in Canada). It’s a timeless look that earned constant compliments during our time together, no doubt spurred on by the timely changing of the leaves.

An individually numbered badge, located only on the passenger side aft of the front wheel, is the only obvious clue this is a special edition.

The Miata’s four-pot remains as effervescent as ever. Some will no doubt shrug at its measly torque figure or the sky-high 7,000-rpm power peak, but muscle has never been what the MX-5 is about. It’s plenty quick enough for modern traffic and highway merges, and there’s a welcome wave of low-end torque to surf on.

And few modern drivetrains enjoy hunting for their redlines the way the Miata does. The six-speed manual is ultra-precise and offers up clean shifts in any direction. The pedal placement is perfect for heel-toeing. The clutch is a dear old friend, capable of conversing in a way that almost feels telepathic. I don’t lament the increasing rarity of manuals—most of them weren’t actually that good, let’s be honest—but whenever the Miata’s does eventually go the way of the dodo, it will be a sad day.

The soundtrack is also a refreshing bit of old-school non-theater. There’s the slightly flatulent parp-parp on downshifts and a cultured hum in the mid-range. It’s a little reserved for something so obviously indulgent, but the Miata has never been shouty, so I like that it can fly under the radar sonically.

The 35th Anniversary does without the available Sport Package, so that means no 18-inch BBS alloys, Brembo brakes, or aggressive Recaro buckets. The result is a softer, more laidback version of that classic front-engine, rear-drive roadster balance. Last year’s electronic power steering adjustments improved on-center feel, with a more natural build-up of weighting in the crucial few first degrees of angle. While this isn’t the most communicative helm—that perfectly-judged rim is still light on feedback—it’s nonetheless laughably easy to trust the MX-5 and pick up on where its limits lie.

Which is, thankfully, not very high. If you’ve not read a modern Miata review until now, I have questions about that rock for starters, but there are plenty of words out there about this roadster being one of the few modern vehicles that don’t need to break local speed limits to have fun. The Miata does the opposite of today’s sensory deprivation SUVs by making everything seem quicker. It can be hustled through a corner, leaning first into safe understeer and then into a brief sashay before coming back on-line, and even though you’d swear it was illegal, it turns out that was all at well under sub-highway speeds.

The Kinematic Posture Control is a brake-based setup that lightly applies pressure on the inside rear disc during quicker cornering to limit body roll. Crucially, it doesn’t eliminate it—in fact, the Miata still leans more than most modern performance vehicles, as that’s part of the sensation of speed—but it does keep quick direction changes feeling tidier.

Not having the hardcore gear means the 35A is a peach of a daily driver. The ultra-short wheelbase and soft suspension do mean that uneven surfaces have a noticeable impact, but everywhere else there’s a fluidity that is scarcely believable in a world of ultra-stiff sedans and infinitely adjustable suspensions. The MX-5 flows with the road in a way that even the Toyota GR86 and Subaru BRZ struggle to match, what with their greater focus on track-capable dynamics.

Do those optional Recaros offer more lateral support? Sure do. But they don’t look as good as the Nappa leather seats here, complete with embossed headrests.

The Miata cabin remains a tight fight, with barely enough room for driver and passenger. Your plus-one will have to make do with the same oddly-shaped footwell and awkward cupholder placement. These are the sacrifices we must make for roadster joy.

While the MX-5 maintains the plastic climate control dials that have been a hallmark of the cabin design since the original, nearly everything else is wrapped in the Nappa leather. It’s an upscale space, and the flashes of exterior paint that make their way in, from the door tops to the insides of the air vents—the latter a unique 35A tough—add eye-catching dashes of color.

The updated 8.8-inch touchscreen now offers touchscreen capability for Apple CarPlay and Android Auto. The rest of the experience is with Mazda’s small rotary dial control, which can be a little cumbersome (especially for passengers) but works well enough precisely because of the simple user interface.

A nine-speaker Bose sound system puts out adequately crisp audio. It should come as no surprise that the Miata seems to encourage audio-off driving, especially when the weather is cooperating. 

In an odd way, the 35th Anniversary Edition Miata is both a great and terrible value.

For just $1,120 more than the top-level Grand Touring trim in America—or $1,500 CAD above the GT in Canada—this special edition represents good value based on expected residuals and the sheer beauty of the spec. So long as you’re not angling for that sport package, this seems like a no-brainer.

Conversely, the top Miata has crept up in price over its life. As equipped, this model rings in at $37,485 ($46,145 CAD) including destination. That sticker eclipses the GR86 lineup and comes within spitting distance of a GR Corolla. There are a lot of ways to spec an EcoBoost money with that coin, too. Needless to say, every one of those options will dust a Miata but can’t offer the same overall driving experience.

Right around the time I spent with the 35th Anniversary Edition, the father of the Miata, Tsutomu “Tom” Matano passed away. Not only was this sad for all the usual ways, but as many of the memorials to him pointed out, it hit driving enthusiasts especially hard because of how active Matano had been in the scene, interacting with fans firsthand. He didn’t just help make the car a reality, he was on the ground spreading the good word and cultivating the community right through old age.

The MX-5 Miata does the same thing: it doesn’t simply look the part of a sports car, it delivers on the ethos of an affordable, approachable two-seater that can make driving fun and engaging at any speed. It’s out here to teach people there’s more to performance cars than stop-light pulls and exhaust theatrics. Like father, like son.

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