The extent of the MX-5’s universality is so timeless that Mazda didn’t find the need to change the formula for the past 35 years. But you know the bigger surprise? The current MX-5, the ND, has been around for a decade. Throughout that time, they’ve done nips and tucks, but they stayed true to the very same formula. It’s a lightweight, athletic, no-frills, open top sportscar that seats two and their luggage. That’s it. The thing is, the formula’s so fine tuned that the smallest change can upset it. Add more power or tweak the suspension, and you’ll find yourself scrambling to regain that balance once more. It’s this knife’s edge dance routine that AutoExe finds itself in when developing go-fast parts for the MX-5.

The MX-5 you see here is unofficially known as the “ND3.” It’s the third major update of the current MX-5, and it’s one that focuses primarily on the handling aspects. These include a revised electric power steering calibration for a more natural response, and two track-focused updates: Dynamic Stability Control with Track Mode (DSC-Track) and Asymmetric Limited Slip Differential (A-LSD). DSC-Track limits the operation of the stability control system to occasions where it’s detecting a potential spin. It’s turned on by holding the DSC-Track button for a few seconds. Hold it down a second time, and the DSC turns completely off. Meanwhile, A-LSD adds a cam mechanism to vary the limited slip differential’s responses during acceleration and deceleration.

As someone who daily drives a MX-5 ND2 RF, I wish I could put into words the differences between the current MX-5 with the pre-refresh one, but alas, this one also happens to come with a nice set of AutoExe parts. Compared to the Mazda3 AutoExe, this one’s much more substantial, and for that, it really changes the entire dynamics of the car, for better or for worse.

As a summary, here’s what’s installed on this MX-5:

• Kijima Spec Street Sports Suspension Kit – P 129,067
• Front Sports Stabilizer Bar – P 22,551
• Rear Sports Stabilizer Bar – P 21,141
• Front & Rear Tower Brace Set – P 56,376
• Member Brace Set – P 52,853
• Quick Shifter – P 25,898
• Intake Suction Kit – P 12,685
• Front Under Spoiler – P 57,786
• Dual Center Sports Muffler + Under Panel – P 103,732 + 24,665
• MT Shift Knob – P 6,342
• Sports Steering Wheel – P 33,297
• Carbon Seat Back Bezel – P 31,712
• Battery Clamp – P 5,552
• Helical Short Antenna – P 3,848
• Wheel Nut Set – P 9,908

These upgrades have fundamentally changed the character of the MX-5 making the drive both odd and intriguing at the same time.

Odd in that it feels like a very different car compared to stock. No one can accuse the MX-5 of being lumbering, but it’s always been in its nature to use body roll to enhance the driving experience. As you attack a corner, it uses its fluidic lateral movement to tell you exactly just how far to the limit it is. With the chassis now stiffened up courtesy of AutoExe, this linearity has been traded for outright snappiness. Nudge the steering wheel a bit, and the car always feels ready to pounce. It’s like trading a docile house cat for a rabid terrier. Push it through a bend and it will attack it with no body roll and zero fucks given. The MX-5’s small size already means it’s extremely maneuverable, this one heightens the sensations even more.

Naturally, this newfound instantaneousness does have its drawbacks, and the main one has to do with the ride. Compared to the stock MX-5, which rides pliantly enough even on pockmarked roads, the AutoExe package makes it feel more jittery, especially when going over less than perfect pavement. The damper’s end stroke, particularly when it compresses and hits the bump stop, is felt much more. It’s not uncomfortable, but it’s markedly stiffer than before. The steering too has been affected. Even on expressways, you’ll find yourself doing micro corrections to keep it tracked straight. It’s still not tiring to drive, mind you, but it’s far less ideal for long distance driving.

In short, if you plan to either track your MX-5 or enjoy driving it through tight, challenging mountain passes, consider installing the AutoExe parts. If you plan to daily drive it, or enjoy long cruises on the expressways more, these upgrades may not be for you.

When it comes to power, the new MX-5 keeps the same normally-aspirated 2.0-liter as before. With 184 horsepower and 205 Nm of torque in its stock form, there’s already plenty of grunt to go around. What’s new here is the Quick Shifter system that reduces the shift strokes by 24 percent compared to stock. Again, you can’t exactly criticize the stock shifter for providing long throws, so what happens when a short shifter gets even shorter? Errrr…Intermittent mis-shifts?

The MX-5’s shifter is one of the best in the business for three reasons. One, because the shift action is one of the shortest and most precise around. Second, because the clutch pedal is so easily to modulate. Third, it’s because it’s extremely forgiving to lazy shifts because it actually “sucks in” a shift at the last part of its stroke as it slots into a gear. The Quick Shifter removes that forgiveness which means every shift must be done with a concise, deliberate action. This is all well and good, but because the shift stroke is already too short, sometimes you find yourself engaging third, when you’ve been wanting to select fifth; or fourth, when you’re looking for sixth. The spacing is just too small this time.

For 2025, Mazda has also introduced other enhancement aboard the MX-5 including a larger infotainment screen. The 8.8-inch screen runs the latest Mazda Connect system that’s also found in newest Mazda models. Despite the bigger screen size, its more horizontal-orientation means zero visibility issues compared to the previous setup. The operation is quite like that of the Mazda3, et.al, but curiously, the rotary knob controller and associated shortcuts around it are carried over from before. Because of this, you don’t get the same crisp click wheel you get in the CX-60 example, nor do you get the same sort of short cuts like a volume knob that doubles as the next/previous track button.

The special livery you see here is also part of a limited-edition MX-5 Miata Cup 23rd Anniversary Edition. This more track day-focused version not only runs a special racing livery, but it makes do without things like blind spot indicators, rear cross traffic alert with automatic braking, and driver attention alert—things which are more distractive than helpful on the race track. It’s the most affordable variant of the 2025 MX-5, and before you ask, it’s been sold out.

Going back to the AutoExe parts for the MX-5, does it change the driving experience? Absolutely. Does it change it for the better? That all depends. For those who feel like the stock MX-5 could be more athletic and could use a bit less fat around the edges (not that it is), the AutoExe parts will serve them well. The added stiffness all around makes the MX-5 a much pointier car without making it overly nervous. However, for those who like their dance partner to still be athletic, but be less on the edge, perhaps it’s best to stay with a stock MX-5 for now. Whatever path you end up choosing, always remember that Miata is always the answer.