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Buying a Used Mazda MX-5 Miata: Everything You Need to Know

The Mazda MX-5 Miata has always had a split personality. On the one hand, it’s a great convertible for all ages and stages. It provides inexpensive fun in the sun along with excellent long-term reliability. On the other hand, it’s a legend on the amateur racing circuit, revered by weekend track warriors for its superb balance and classic rear-wheel-drive dynamics. Whichever side you’re on, a Miata is a compelling choice for sports car shoppers.

There have now been four generations of Mazda’s iconic roadster. From the original, which features pop-up headlights, to the turbocharged ‘Mazdaspeed’ trim offered on the second-generation, to the third-generation model with its flared wheel arches and available power hardtop, to the current one which is the first to actually weigh less than its predecessor, there’s a Miata out there for just about anyone.

How do you know which Miata is right for you? Let’s take a closer look at what each generation has to offer.

Mazda MX-5 Miata First Generation: NA (1990-1997)

Inspired by classic British roadsters such as the MG MGB and Triumph Spitfire but engineered to be as reliable as a Toyota Corolla, the original MX-5 Miata took the market by storm when it debuted in 1989 for the 1990 model year. Mazda really went out on a limb with this car, building it from scratch as a rear-wheel-drive roadster that shared few components with existing Mazda vehicles. The company’s efforts were handsomely rewarded, as it quickly became clear that the Miata was a uniquely appealing proposition. No other drop-top sports car was as cheap to buy and maintain, and no other affordable car of any type was as much fun.

All first-gen Miatas were 2-seat roadsters with manually retractable fabric roofs. A color-matched hardtop was available from the factory but rarely specified. Today, you can expect to pay $800-$1,000 for a used hardtop, depending on condition. The standard transmission was a 5-speed manual with exceptionally precise throws. It was easily one of the best stick-shift vehicles ever built. Until 1994, it was hooked to a 1.6-liter 4-cylinder engine that made just 116 horsepower and struggled to move the car with much authority. At least it sounded appropriately sporty, thanks to painstaking efforts by Mazda engineers in tuning the factory exhaust system.

For the 1994 model year, a 1.8-liter engine supplanted the 1.6, but output remained modest at 128 hp (133 hp for 1996-97). The new motor only knocked a few tenths off the Miata’s zero-to-60 time, taking it from about 9 seconds flat to the mid-8-second range — that’s with the manual, of course. Although a 4-speed automatic joined the options list in 1991, it didn’t do the car any favors in terms of acceleration. Corners, not straights, were — and are — the Miata’s natural habitat.

Also noteworthy is the braking system, which offered anti-lock technology (but only as an option) beginning in 1991, so if you want anti-lock brakes, make sure that they’re present on the car you’re considering or find someone who can check it out for you. Also, if you plan on putting in some track time, look for the optional limited-slip differential, which makes the MX-5 much more capable in hot corners.

Otherwise, NA Miata options were limited to knickknacks such as a wooden steering wheel and shift knob, power accessories, power steering and headrest speakers. The point was simply to get in and drive, ideally with the wind in your hair after retracting the amazingly user-friendly soft-top from the comfort of your seat. NA Miatas weren’t fast, but they were definitely balanced with telepathic controls and an incredible degree of driver engagement. Should you buy one? Absolutely. They go for a song these days, and despite their advancing age, well-maintained examples should be good for many more years of low-maintenance motoring.

Mazda MX-5 Miata Second Generation: NB (1999-2005)

After taking a year off, the Miata returned in second-gen guise with fixed headlights, a glass rear window and a more stylish (albeit slightly more cramped) interior with nicer materials. The sequel didn’t initially solve the power problem under the hood. The 1.8-liter engine mostly carried over, yielding an even 140 hp. 0-to-60 miles per hour now required roughly 8 seconds with the 5-speed manual — faster, but hardly fast. The NB also largely retained the first-generation model’s dimensions and chassis. It adopted a few tweaks to the latter which made the car feel even more stable in the bends. Meanwhile, the introduction of an optional 6-speed manual helped make the most of the engine’s narrow powerband.

This Miata had additional creature comforts too, including standard power steering and an available Bose sound system. For driving enthusiasts, though, the big news was the arrival of the MAZDASPEED Miata for the 2004-05 model years. Blessed with a turbocharged 1.8-liter 4-cylinder engine capable of 178 hp and sub-7-second sprints to 60 mph, the MAZDASPEED finally provided the serious sports-car kick that many Miata fans had always wanted. A 6-speed manual was the sole transmission offered, and a slew of performance modifications came standard, including 17-inch wheels, a limited-slip differential and a sport suspension with a lower ride height.

If you’re looking at NB Miatas, you really can’t go wrong. The base engine changed slightly from 2001 onward adding variable valve timing. However, the difference is barely noticeable, so don’t let it affect your decision. In other words, folks interested in the non-MAZDASPEED models are advised to consider the entire production run. Make your buying decision based on condition and maintenance history rather than a specific range of years. As for the limited-production MAZDASPEED, plan on paying twice as much as you would for a regular Miata. Trust us; it’s totally worth it. Even compared to the newer third-generation model, the MAZDASPEED is a highly desirable car, and it’s likely to enjoy strong resale values well into the future.

Mazda MX-5 Third Generation: NC (2006-2015)

Figuring that the original Miata’s underpinnings had run their course after a decade and a half of service spanning two generations, Mazda started from scratch this time. Out went the previous double-wishbone suspension, replaced by a front-wishbone/rear-multilink setup, with standard anti-lock brakes thrown in for good measure. The stylists took a different tack too, adding flared fenders and a more assertive front end. Inside, the NC had more hard surfaces than its predecessors. But, it was also more spacious, with a comparable options list augmented by new xenon headlights (and, later on, automatic climate control). For 2007, an optional power retractable hardtop (PRHT) debuted and provided unprecedented security and year-round drivability — plus 70 pounds.

In the engine room, a 2.0-liter 4-cylinder took over, bringing a relatively robust 166 hp to the table. The sprint to 60 mph consumed about 7.5 seconds, a decently quick result but definitely not MAZDASPEED-quick. The base manual transmission continued to be a 5-speed, with a 6-speed available on certain trims. The old 4-speed automatic, meanwhile, was canned in favor of a modern 6-speed auto.

On the road, the third-gen Miata carried on the family tradition of sublime handling despite its moderately larger dimensions and heft. As usual, Mazda permits a bit more body roll than you might expect; this is so that the driver can feel the cornering forces rather than be isolated from them. Once you get used to that, the NC Miata is arguably the most fun that you can have anywhere near its modest price range.

If you’re considering a third-gen Miata, keep the year 2009 in mind: That’s when the engine received a handful of updates, expanding its redline to 7,200 rpm in the process. Output barely changed, moving up a tick to 167 hp, but acceleration feels much more lively, with a 0-to-60 time of 6.7 seconds. You still don’t get the midrange rush of the MAZDASPEED, but it’s never been this fun to drive a Miata.

In other respects, though, the NC Miata has remained pretty much the same for nearly a decade. You can feel free to shop around until you find a nicely kept vehicle that fits your budget. Do try to drive a pre-2009 car and compare it to one from 2009 or later, though, just so you can see what we’re talking about.

Mazda MX-5 Miata Fourth Generation: ND (2016-2020)

The fourth-generation or ‘ND’ Miata came out for the 2016 model year. It’s both four-inches shorter and 220lb lighter than the NC generation that preceded it. Under the hood is a 2.0-liter four-cylinder engine paired with either a six-speed manual or a six-speed automatic transmission. From the 2016 through 2018 model years, the Miata made 155 horsepower and 148 lb-ft of torque. For 2019, Mazda tweaked the Miata’s powerplant, and 2019 and newer models make 181 horsepower and 151 lb-ft of torque, and have a more usable power band. The 2020 model ushered in a tech update with available Android Auto and Apple CarPlay and a host of newly standard driver assistance features like blind-spot monitoring, forward collision warning with brake assist, and lane-departure warning.

One of the most notable changes to the Miata for this generation is the addition of the fastback RF model, which came out for the 2017 model year. Serving as the hard top option for this generation, the Miata RF has a power-retractable roof panel over the passenger area that folds back into a sloping rear decklid. Few would argue that the Miata RF is one of the better looking new vehicles on sale today.

The Miata Roadster is still a compelling choice as well. It likely remains the better option for track day exploits, given its lighter weight. The top-performing Miata Roadster is the Club model. When optioned with a manual transmission, the MX-5 Club comes with Bilstein shock absorbers, a limited slip differential, added shock tower bracing, and an induction sound enhancer. The Club also gets unique wheels, a front air dam, a rear spoiler, a nine-speaker audio system and other niceties.

Inside, the ND Miata remains simple and minimalist. With typical Mazda build quality, surfaces and touch points are all good. There’s a ‘floating’ infotainment screen at the top of the center stack controlled by a dial on the center console. A tad modern for a Miata? Perhaps, but the execution of Mazda’s infotainment systems is good enough that it doesn’t get in the way. It allows you to enjoy the Miata for the driving experience it provides, without having to interact with too much technology, like in some other modern vehicles.

The ND Miata is a blast to drive. It’s balanced, tosabble, and handles like a dream. Early examples with the 155 horsepower engine feel like they could use a little more power. However, 2019 and newer models, which come with 181 horsepower, feel just right. Regardless of year, trim level, and bodystyle though, you can drive any ND Miata just about as hard as you want without getting into trouble.

Prospective buyers should note that Mazda teamed with Fiat on the ND Miata project, and Fiat sells its own version of the vehicle dubbed the 124 Spider. While it’s built on the same platform and shares the same philosophy as the Miata, the Fiat uses a different engine. In this case it’s a 1.4-liter turbocharged four-cylinder making 160 horsepower and 184 lb-ft of torque, paired with either a six-speed manual or a six-speed automatic. There is even an Abarth model that offers slightly more aggressive styling and mildly enhanced performance. With similar performance to the Miata, the 124 Spyder is worth including in your search. Keep in ming, they depreciate a little faster due to the Fiat badge on their hood.

Other trims include Grand Touring, Touring and Sport.

Autotrader Says

Right now, there are thousands of used Miatas on From the basic NA model that can be had for just a few thousand dollars, all the way to a relatively new ND model, there’s a Miata out there for everyone. Go test-drive one, and see what this legendary roadster is all about. And whichever generation you choose, get it with the manual. Find a Mazda MX-5 Miata for sale

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  1. I have owned a 2007 and 2008 MX-5 GT with manual transmission. My last one was a 2008 GT with an auto trans. I now own a 2010 MX-5 with a 6 speed auto and that actually shifts much faster than my manuals did when I use the paddle shifters. The manuals are way overrated. The 6 speed auto does not run at as high an RPM at freeway speeds either so is much more of a joy on long drives. I am getting older so no longer want or need to shift if I don’t want too. This roadster is just as much fun to drive.

  2. The fiat version of the mx5 has a Chrysler engine so it has a different reliability profile. I have a nd2 and love it. I wanted the most up to date safety features myself the mx5 is smaller than almost anything else on the road

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