MSRP: $36,015
8.3 /10
Rating
Pros
- Precise manual transmission feel
- Sharp, lightweight cornering dynamics
- Impressive real-world fuel economy
Cons
- Cramped interior for tall
- Noisy cabin at speed
2022 Mazda MX-5 Miata RF review by Vyocar
A targa-top thrill ride built for purists, not passengers—light, focused, and unmistakably fun.
Overview
Right off the bat, the 2022, hardtop version of this RF roadster brings a whole lot of joyful, corner-carving energy to the table. It’s the kind of snappy, playful, Targa-style setup that feels tailor-made for twisty, open roads where its brisk attitude and youthful personality can shine. I tested the Recaro-equipped Club trim, and let me tell you, it felt like a proper four-wheeled adrenaline shot—exhilarating in just the right small, lightweight way, without being too aggressive. The handling is tight, thanks to the RWD setup, and the six-speed manual transmission shifts with a satisfying click—one that honestly reminds you why you still prefer this over anything too digital. The features are basic, sure—Android, Apple, basic infotainment—but they’re enough to keep you focused on what matters: the drive. At around $36,015 with destination, it’s not cheap, but in this class, it’s still proof that fun doesn’t have to be filtered through a screen or come in the shape of a Mazda CX-30 or Volvo V60 Cross Country. Even the Mazda CX-5, while refined and capable, feels more composed than spirited by comparison. It’s a car that feels alive, and in a world of automatic, refined crossovers, this MX-5 is your quirky, spunky reminder that some models still know how to deliver pure thrills.
What’s New for 2022
For 2022, the updates may look small on paper, but they definitely sharpen the overall handling and feel of this RF convertible in a way that matters when you’re out on a Sunday backroad blast. The big talk is Mazda’s new Kinematic Posture Control—basically, a fancy way to help with cornering by applying subtle brake pressure to the rear wheel. In real-world driving, it just means better stability without messing up the car’s light, tossable vibe. There’s also a new Platinum Quartz Metallic color that looks even better in person than it does on the website—paired with Terracotta Nappa leather seats on higher trim levels like the Grand Touring. The Club still gives you those grippy Recaro seats and forged BBS wheels if you go for the $550 package, while Apple CarPlay and Android Auto come standard no matter which interior option you pick. Whether you’re into the manual or six-speed automatic transmission, the updates this mid-level roadster brings are more than just skin-deep—they’re real improvements for anyone who enjoys a proper MX-5 experience, especially if you’ve driven the 2020 MX-5 Miata and want to feel the difference.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
Behind the hardtop of this 2022 RF, you’ll find a featherweight, driver-focused machine that brings raw fun back to the road in a way most cars in its class don’t even try anymore. The 2.0-liter inline-four engine may look modest on paper, but with 181 horsepower and 151 pound-feet of torque, it propels the car with a light-footed verve that makes every curve, street, or backroad feel like a proper drive, much like the spirit of a 1988 Buick Reatta. At just over 2,400 pounds, it dances through corners with a sharp sense of control, and the updated Kinematic Posture Control (KPC) system now subtly applies brakes to the inner rear-end to reduce body roll during cornering, tightening the balance without taking away the playful feel. Whether you’re pushing it to zero-to-60 MPH, carving through tight surface roads, or cruising around the city, the ride-and-handling package feels tuned to perfection.
The six-speed manual is the real star here. With short throws, a crisp clutch, and rev-matching downshifts, every shift feels precise and satisfying. It’s the kind of car that rewards you for knowing when to blip the throttle and nail the perfect gearshift, something Nissan Nismo purists who live for precise pedal work would instantly appreciate. The gearbox is smooth, the response is instant, and the revving engine feels alive all the way to its 7,000+ rpm redline. The gas pedal reacts like it’s wired to your thoughts, while the electronic aids stay out of your way unless you push the limits. Even the paddle shifters in the automatic transmission do a solid job for those who prefer two pedals, although it doesn’t quite deliver the same rewarding experience as the manual. The ride itself feels firm but never harsh, soaking up uneven surfaces well for a street-tuned suspension, and the braking performance is strong with tight pedal feel.
I tested both automatic and manual, and while the paddle-equipped auto is surprisingly quick, the manual brings a joy that’s hard to replace—it’s a true machine that loves a good curve. Add to that the retractable hardtop, the tuned suspension, and a curb weight under 2,500 pounds, and you’ve got one of the last pure sports cars left. Whether it’s leaning into high-speed action or just enjoying the application of power on a quiet quarter-mile, this car stays light, nimble, and always in command. It’s one of those rare cars that makes braking, revving, and even shifting gears part of the fun—not just something to get through. It’s a level of engagement that performance sedans like the Elantra N also aim for, but rarely match in such a lightweight, open-top format. And if you ever doubted how viscerally connected a car could feel, a short drive in this will redefine that definition completely.
Fuel Efficiency and Real World Testing
With the 2022 Mazda Miata RF, what impressed me most wasn’t just the numbers on paper—it was how those numbers held up in a variety of real-life conditions. Official EPA ratings peg the six-speed manual version at 26 mpg in the city and 34 mpg on the highway, which seems respectable for a naturally aspirated sports car. But during our week-long test, the Miata managed to squeeze out even more. We took it on a 212-mile round-trip drive from Santa Monica up the Pacific Coast Highway to San Luis Obispo—a route known for its winding cliffside roads, sporadic elevation changes, and frequent slowdowns due to sightseeing traffic and coastal construction zones.
The trip began in 58°F morning fog and ended under a sunny 75°F sky, with AC use moderate and cruise control barely employed due to the road’s playful nature. Despite spirited bursts of throttle around turns and a fair share of stop-and-go near Malibu, the Miata RF averaged 35.4 mpg, verified via fill-up calculations and not just the onboard trip computer, which optimistically displayed 36.2 mpg. What stood out was how efficient the engine stayed even when we pushed it—there’s little penalty for enjoying this car.
On a separate 40-mile loop in West Los Angeles filled with weekday traffic, erratic stoplights, and some uphill slogs through Beverly Hills, the Miata delivered 27.1 mpg, which is slightly above its city rating. That featherlight frame really does pay off. Even better, fuel cut-off coasting and well-timed gear shifts helped keep consumption impressively low without ever feeling like we were driving conservatively. Bottom line: the Miata doesn’t just post good numbers—it earns them in the wild.
Interior and Comfort
Step inside the RF, and you’re greeted with a cockpit that’s as neat and tidy as it is narrow, with just enough room for two average-size drivers who don’t mind getting a little cozy. The seats—especially the Recaro ones in the Club trim—are supportive, comfortable, and surprisingly comfy for daily use, even on roads that would make a Bilstein suspension feel stiff. The ride is a bit firm, yes, and the hard surfaces inside won’t cushion every bump, but the materials don’t feel cheap or flimsy, either—they’re actually high-quality, with a design that feels modern, a bit elegant, and clearly emphasized toward a focused driving experience. You won’t find a ton of storage—the glovebox is missing (replaced by a lockable cubby between the seats), and cup holders feel like an afterthought—but everything else is within reach, with controls that are usable and simple.
Sound insulation? Well, let’s just say you’ll hear the wind, road, and probably the neighbor’s leaf blower from two blocks away. But that’s kind of the point—it’s a lively, low-slung roadster, not a Mazda CX-9 Signature. The roof retracts automatically with a clean deployment, giving you that classic targa vibe while still being easy to use in everyday life. The visibility is decent considering the size, and while the rear view could use some help, you adapt quickly. Volume controls, voice commands, and a few smart touches like sprung seat adjustment and decent compliance in the seating position help round out the cabin. Sure, some may shiver at the minuscule legroom, or grind at the lack of a traditional hatch, but in terms of comfort, usability, and pure fun, it still beats many bulkier choices like the Mazda CX-70, Volkswagen Arteon, or even the Toyota GR86 when it comes to that raw, top-down breathability.
Cargo & Practicality
Let’s be real—this RF isn’t pretending to be your next Costco run machine. With a 4.6 cubic feet trunk, it’ll fit a carry-on bag, maybe a couple of handbags, and that’s pretty much it. Inside the cabin, storage space is just as snug, with a bin between the seats, a clever console cubby, and just enough room to slide in wallets, smartphones, or a short list of essentials. No glovebox up front? That’s not a mistake—it’s a Mazda thing. For a two-seat convertible, though, the practicality isn’t all bad; there are anchors and top-tether points for forward-facing booster seats, but don’t count on fitting toddlers or adults comfortably in back—they won’t fit, because there is no back seat.
It’s a car built for the driver, not your child or your supply run. Legroom and headroom are decent for average-sized people, but elbowroom is tight, and anything larger might feel cramped. The height of the convertible roof does limit some movement, especially with the top up, but it’s still a surprise how usable the cargo area is compared to other convertibles like the Hyundai Kona or any soft-top rival. It’s not utilitarian, but it does carry the main purpose: giving you space for your essentials, not your entire weekend wardrobe.
Tech & Connectivity
The infotainment system in this Club and Grand Touring setup may not boast cutting-edge CGI graphics or a giant touchscreen, but it keeps things simple and responsive—which honestly works better when you’re trying to enjoy the performance instead of scrolling through menus. You get Apple CarPlay and Android Auto standard, and even though the screen isn’t touch-sensitive while driving (you’ll use the rotary dial on the console), the whole system is easy to use, with minimal lag and good accuracy when it comes to voice recognition and Bluetooth pairing.
The screen size is a bit small by modern standards, and you won’t find extras like a CD player, DVD options, or anything fancy like movies or streaming-audio services built-in, but for ages who appreciate clean tech without distractions, this electronic setup works. There’s an HD radio, SD card slot, and even some dealer-installed accessories if you’re into upgrades. The dial, button, and knob layout gives you control without hunting through the dash, and everything stays readable—even with the top lowered and a little wind noise creeping in. It’s not trying to be a Volkswagen Jetta or futuristic 2025 display hub; it’s just clean, intuitive, and built to get you to the next backroad with your phone synced and playlist ready.
Safety
The safety features packed into this convertible may not scream “tech-heavy,” but Mazda covered the essentials with smart driver-assistance touches that help without overwhelming the driving experience. You get blind-spot monitoring, rear-cross traffic alert, lane-departure warning, and automatic emergency braking all standard, which adds peace of mind when you’re darting between lanes or sneaking out of a tight spot with low visibility. There’s also a clear rearview camera, rain-sensing wipers, high-beams, and even traffic-sign recognition, which is surprisingly accurate—even when the windshield isn’t crystal clear.
During my test, adaptive cruise control and forward-collision warning worked smoothly on the highway, helping keep a safe distance without making the car feel like it’s driving itself. According to the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), crash-test results have been respectable for such a small, lightweight car—not quite a Volkswagen Tiguan, but it’s not pretending to be either. The automated systems are subtle, not naggy, which makes the control feel natural instead of overly automated or aggressive.
Warranty and Maintenance Plan
Mazda keeps things simple with a three-year/36,000-mile limited warranty and a five-year/60,000-mile powertrain coverage, which lines up pretty evenly with what most rivals like Subaru BRZ and Toyota offer. There’s no complimentary maintenance package, though—which might disappoint folks used to brands that throw in a year or two of scheduled maintenance just to sweeten the deal. That said, reliability on this little roadster is historically strong, and upkeep tends to be average in terms of cost, making it easy enough to maintain without a big hit to your wallet. If Mazda added a year or two of free service, it’d really elevate the value, but even as-is, the warranty is solid and dependable for the miles most people will put on a Miata in their first two to five years.
Final Verdict
After spending serious seat time in this fourth-generation roadster, it’s easy to see why the automotive press still gives it a strong rating and why so many critics’ recommendation lists continue to feature it. The RWD performance, KPC system, and playful handling make it a thrilling and entertaining car to drive, even if it doesn’t have the brute engine power of a Porsche Boxster or BMW Z4. What you do get is a surprisingly refined, affordable, and extraordinarily fun experience with true driver’s connection—the kind that’s getting harder to find in today’s tech-heavy convertible sports models. Whether you’re comparing it to the Toyota GR Supra, Subaru BRZ, or even a Hyundai Elantra N, the benefit here lies in its no-frills, wind-in-your-hair approach to motoring. At around $40,660 tested, it’s not a budget pick, but it’s a smart buy if you value mechanical purity over flashy screens. Sure, there are drawbacks—limited space, a 2016 interior vibe—but the surprise is how little that matters once you’re out on the road, wind in your hair, and that ND MX-5 magic doing its thing. It’s a different flavor than the Mazda 3 hatchback or the more refined Mazda 6 Signature, but all share the same DNA of driving engagement.
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