Mazda MX-5
1.5 litre SkyActiv-G, 131 hp in under 1,000 kg — physics does the rest. The surprise: many recommend the 1.5 over the 2.0. Lighter, more playful, preserves the spirit of the original MX-5, forces revs and therefore commitment. The ND1 2.0 shared the 1.5's gearbox — poorly matched. Only the ND2 2.0 (from 2019, 184 hp) got its own. Buy the 1.5 or the ND2 2.0; avoid the ND1 2.0. Direct injection means carbon deposits on intake valves from around 100,000 km. Oil change every 10,000 km. The manual gearbox has the shortest throws and most precise action in its price class.
131 hp, 975 kg — Miata is always the answer
The unexpected favourite: for many, the 1.5 is the better ND. Lighter, more playful, demands revs like the original NA. Best gearbox in the price bracket. Jinba Ittai — horse and rider as one — feels most authentic in the 1.5. Back to basics. And it works.
Engine Weaknesses 5
Resonance-induced cracking in the fuel pipe of the 1.5-litre ND engine during sustained operation above 6,800 rpm (motorsport use). Fuel leak and fire risk possible. KBA recall affects ND build years 2015–2018.
Symptoms: Fuel smell in the engine bay, fuel puddle under the vehicle, engine failure during motorsport use above 6,800 rpm
Direct injection carbon build-up on intake valves from oil mist via the crankcase breather — typical for direct-injection engines. Walnut blasting required from around 80,000 km as a lasting solution.
Symptoms: Rough cold start, sluggish throttle response from low revs, increased fuel consumption, uneven idle
A manufacturing deviation in the electric coolant control valve allows coolant to enter the dry chamber. The thermostat opens too early. TSI R054-21 affects all SkyActiv-G engines.
Symptoms: Extended warm-up phase, blue coolant warning light, poor heater output at idle
The ND 1.5 spark plug change interval per the service schedule is 120,000 km. With track day use or a high-rev driving profile, shorter intervals of 60,000 km are advisable, along with iridium plugs rather than standard platinum.
Symptoms: Power loss at high revs, rough cold start, increased fuel consumption, occasional misfires
Under intensive track day use, the P5-VPR's oil consumption increases due to high engine temperatures and revs. Thin 0W-20 oil loses lubricity above 100 °C. At least 5W-40 full synthetic is recommended for track use.
Symptoms: Dropping oil level after track sessions, faint oil smell from the engine bay, elevated oil temperature reading
Vehicle Weaknesses 9
Early MX-5 ND units from 2015/2016 have 2nd and 3rd gear teeth damaged by faulty heat treatment. Failure occurs suddenly. Mazda replaced affected gearboxes under warranty.
The MX-5 ND's soft top chafes against the mechanism arms on many cars and damages the fabric. The cause is excessive manufacturing tolerances. Repair by shimming the arm forward with spacers is possible.
The MX-5 ND has virtually no factory cavity protection or wheel arch underseal. Without aftermarket treatment, wheel arches, sills and cavities start to corrode. Vehicles used in winter are particularly at risk.
Seized ND brake calipers generate intense heat in the wheel housing and cause premature wear of the wheel bearing and brake disc. Rhythmic judder at medium speeds is typical. Regular greasing of the guide pins prevents this.
The ND's rear calipers tend to seize on the guide pins due to corrosion, leading to uneven pad wear and severe disc overheating. Without regular lubrication at every tyre change, premature wear after 50,000–75,000 km is likely.
The MX-5 ND's leather seats show cracks and scuffing at low mileage, particularly on the bolsters and seat edges from repeated entry and exit. Leather quality is considered below average.
The MX-5 ND's 12 V battery is overstressed by the stop-start system during short trips or after long periods of inactivity. Winter storage without a trickle charger regularly causes deep discharge.
The ND's dual-pinion EPS develops a noticeable dead zone during extended straight-line driving as the grease migrates away from the neutral position. Steering corrections feel notchy. Full lock-to-lock steering redistributes the grease and temporarily resolves the problem.
Early ND production vehicles had a leaking valve near the right-hand strut that lost refrigerant and caused AC failure. Condenser leaks also occur. Nitrogen or dye testing by a specialist is required.
Reports & Tests
78 owner complaints filed with NHTSA (2015–2026). Most reported: Powertrain (25), Electrical (12), Other (9).