Mazda MX-5 vs Fiat 500

What's the difference?

Ultimately, the design and tech changes to the ND MX-5 will be the biggest day-to-day advantages of the updated model, because the mechanical changes don’t make themselves hugely obvious on the road.

If you’re into track days, it’s still a satisfying car to hustle as fast as you can, but it’s at its most accessible on winding roads for weekend drives, where the new differential and track DSC mode won’t come into play as much.

But in a world where accessible sports cars are becoming a rarity, there’s only one rear-drive convertible with a sticker price appropriate for financial mortals, and it’s a pretty damn good thing that it’s the ND MX-5.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

It feels like the Fiat 500 is coming of age in this new-generation EV form. Electric power perfectly suits this compact hatch’s unique personality. It’s comparatively well priced and the design shouts Italian cool. It’s a niche model, but the 500e’s undoubted charisma could broaden its appeal as electric vehicle adoption begins to pick up pace. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Alright, we’ve all seen ND MX-5s, you don’t need me to tell you about its proportions or explain its design elements to you in too much detail, so I’ll give you the headline changes.

At the front and rear are new pairs of LED head- and tail-lights, respectively… obviously, fitting into the spaces the old ones took up.

The DRLS and reverse lights have come off the bumpers for both, and are now part of the main lights at each end - no more DRLs in the front bumper, and the reverse lights have been replaced by reflectors.

There are new 17-inch wheel designs for the base and GT trim levels, too, and there’s a new colour - Aero Grey.

Inside, it’s a shame that the tan Nappa leather interior of the RF Black Roof can’t be had in a manual roadster, because it’s gorgeous, even though the inside still looks refined enough for a simple sports car in its base cloth trim.

In its latest electronic guise, the 500e stays loyal to its 1950s cinque­cento roots, with the addition of contemporary touches like this distinctive split headlight and DRL design, beautiful 17-inch alloys that look like they’ve come out of a jewellery box, and a simple, curved rear end treatment with classic 500-style LED tail-lights. 

There are six colours to choose from, with ‘Ice White’ being the only no-cost option.  Premium shades - ‘Onyx Black’, ‘Ocean Green’, ‘Mineral Grey’ and ‘Rose Gold’ cost $700 extra, while the ‘Tri-coat’ ‘Celestial Blue’ adds $1600 to the price.

The interior also evokes 500s of old with a familiar elongated central panel across the dash, a two-spoke steering wheel and a circular instrument binnacle. 

Woven material across the dash (made from recycled plastic) is a nice touch, and there are fun Easter eggs around the car like Turin’s skyline embossed in the wireless charging pad and an outline of the original 500 in the armrest recesses.

The single trim option is ‘Ice Beige’ synthetic leather on the seats and door panel, with a super-cool ‘FIAT’ monogram pattern, throwing back to the brand’s typography from the 1960s and ‘70s. 

Overall, the cabin design is neat and ultra-clean with a high-quality attention to detail.

One thing Mazda has significantly changed for the ND is the multimedia screen, now a larger 8.8-inch touchscreen running Mazda’s updated software.

It brings the MX-5 up to date without sacrificing simplicity and makes it a little easier to use. The physical dial and buttons for controlling the screen also remain. The USB-C ports are also new.

Oh, and the MX-5 is the first Mazda model to get Connected Services, which is coming to other Mazda models eventually.

Connected Services allows owners to find, lock, and get alerts for their cars from a phone app, even letting them set curfews to notify them if the car is started during certain hours.

Aside from that, another small tweak is the simplified instrument cluster, which aims to be easier to read even when the roof is open and the sun is bright.

The cabin isn’t built to be plush, it’s built for ‘Jinba Ittai’, Mazda’s philosophy that applies most strongly to the MX-5 which means ‘horse and rider as one’.

And trust me, you feel one with the horse- er, car, when there’s not ample room to move. It’s not restrictive, but it’s cosy. 

Everything’s quite well-placed and it’s not busy with buttons or features in here though, it’s made for focusing on driving. 

One downside is the lack of storage, not even a glovebox, in front of the passenger, and the central storage spot under where your elbow sits is tiny, good for keeping the key fob snug though. Also, the cupholders are able to be removed or swapped between the space behind your elbow, or above the passenger footwell.

There’s also a small storage space between the seats behind where your elbow would sit, though it’s tricky to access while you’re driving.

Then there’s the boot, which is usable for a small amount of luggage at 130 litres in the Roadster and 127L in the RF hardtop.

Finally, as a huge positive, probably the biggest advantage of the ND over any other convertible is how easy it is to open and close the roof in the Roadster. You can do it single-handed, which is great if it starts raining and you’re at a traffic light or able to quickly pull over.

The RF hard-top has a switch that automatically opens and closes the roof section.

It might be 61mm longer than the combustion 500, but at just over 3.6m long, a little under 1.7m wide and a bit more than 1.5m tall, the 500e is still right-sized for the city.

A four-seater, it offers adequate space for the driver and front seat passenger, but with a wheelbase of just over 2.3 metres, something’s got to give, and that turns out to be room in the rear. 

Realistically, it’s a kids-only zone, and even then, those in front will need to give ground to free up some legroom. 

Storage runs to a tray between the front seats complete with roll-top lid, another storage box/armrest above that, a small glove box and bins in the doors with just enough room for a decent-size bottle. 

For connectivity, there are USB-A and USB-C ports for power and media, plus a 12V socket in the centre storage tray and another in the boot. No charging options in the back.

Speaking of the boot, it's only 185 litres (VDA) with four seats up. Enough room for a limited number of (preferably) soft bags, although the rear seat split-folds 50/50 to open up 550L.

Given the front engine, FWD configuration, it’s no surprise there’s no ‘frunk’, the 500e is a no-tow zone, and don’t bother looking for a spare of any description your only option is a repair/inflator kit.

Offered locally in a single ‘La Prima’ coupe spec the 500e is priced at $52,500, before on-road costs. Although it's available in other markets, there’s no cabriolet-style convertible for Australia this time around.

At that price point EV rivals include the entry-level ‘Classic’ version of the Mini Cooper Electric and just-released five-door Cupra Born.

And the standard features list includes a 10.25-inch multimedia display (running the latest ‘UConnect 5’ software with ‘Hey Fiat’ voice recognition), built-in navigation, a 7.0-inch digital instrument cluster, climate control air, wireless Android Auto and Apple CarPlay, a panoramic fixed glass sunroof, synthetic leather seat trim, a wireless charging pad, heated front seats and six-speaker audio with digital radio.

There’s also 17-inch alloy wheels, LED headlights, tail-lights and daytime running lights, plus keyless entry and start.

Bear in mind you’ll be adjusting the front seats manually, and the climate control is single zone, the latter not such a big deal in a small car. And the only options relate to the paint, which is detailed in the Design section.

Up front, you get one option: a 2.0-litre naturally aspirated four-pot. It makes 135kW and 205Nm, and it’s a delightful little thing, driving the rear wheels only - as it should.

It used to be that the smaller 1.5-litre engine was the more revvy, keen option, rest its soul, but Mazda updated the 2.0-litre to be more eager (and deliver more power) at high revs and basically made the little 1.5-litre redundant.

Anyway, you can have it with a six-speed manual in any variant, or a six-speed automatic in GT guise if you find manual gearboxes difficult or a hassle.

Power is provided by a traction electric motor sending 87kW/220Nm to the front wheels via a single-speed reduction gear automatic transmission.

It’s fed by a 42kWh lithium-ion battery, the set-up running on a 400-volt electric architecture.

Mazda says the MX-5 uses 6.8L/100km as a manual Roadster, or 7.0L/100km with an automatic gearbox. Or, in the heavier RF 6.9L for a manual and 7.2L for auto.

Not great for a tiny car like this, but pretty good for a sports car!

It’s got a 45-litre fuel tank, takes premium 95 RON or higher, and while it should hypothetically be able to travel more than 600km with its on-paper claims, expect fuel use to sit closer to 8.0L/100km if you’re driving it anything like it deserves.

That 42kWh battery is connected to an 85kW DC charging system, with Fiat claiming it makes 50km of range available after five minutes, and 80 per cent of range in 35 minutes.

The charging port is a CCS Type 2 combo, and the AC maximum is 11kW, taking four hours for a full charge. An 11kW Mode 3 charging cable is included as standard.

Maximum range is 311km which is pretty handy, with the benefit that the relatively small battery delivers those quick recharge times.

Energy consumption on the WLTP cycle is 14.3kWh/100km, however our relatively brief steer around Turin didn’t allow for a meaningful test figure. That will have to wait for evaluation on local soil. 

It feels like every motoring journo under the sun (literally if the roof is off) owns or has owned an MX-5 of some sort.

And the first time you drive one, you might understand why. 

If you spend your days testing and driving a bunch of different cars that aim to be many things at once, it’s refreshing to drive something that aims to be one: fun.

That’s it, the MX-5 feels like it was built to be fun. Not for convenience, not for power, certainly not for the school run.

And fortunately its simplicity remains with this update. All Mazda has done to change the way it drives is attempt to improve the rear limited-slip differential and improve the steering a little by reducing friction in the rack, as well as improve throttle response.

Has any of that changed the way it feels to drive on-road? No, not massively, but the ND was already such a delight that Mazda could have kept this update to purely design and interior tech changes and it would have still been one of the best-value buys around in terms of fun.

The MX-5 still feels relatively softly sprung while still being a dynamic and communicative sports car that’s engaging to drive even at low speeds, and rewarding (or frustrating) to drive fast.

On tight, winding roads, the MX-5 is at home, its soft suspension keeps you humble with its shifting weight and its relatively meagre outputs keep your licence safe.

In fact, despite being slightly compromised as a daily drive, the MX-5 is still plenty of fun even in traffic, there’s something about the satisfying click as the shifter slips into gear, or the little rev matches heading back down through the cogs when approaching a red light.

The 2.0-litre four-pot is a keen unit, and the six-speed manual is light and easy to work with, plus its steering is light without sacrificing road surface feedback - that feedback can quickly turn into cabin noise on a coarse highway which could become a little irritating on a long trip.

But the MX-5 can still be plenty of fun on track, where you’re more likely to get the most out of its new limited-slip differential and Track DSC mode.

It’s equally frustrating and satisfying to hustle the MX-5 around the East Circuit at The Bend in South Australia, where the track is twisty, busy, and unforgiving. Get it wrong, and the MX-5 lurches or slides to let you know you’ve made an error. 

Get it right, however, and the little roadster glides through the corners, camber changes and even over apex kerbs smoothly and carrying impressive speed.

Plus, the electronic assistance won’t usually kick-in until you really need it, a welcome change from cars that are constantly trying to keep you from having fun behind the wheel.

Fiat claims the 500e will dash from 0-100km/h is 9.0sec which is pretty handy, and in typical EV fashion it’s cheekily rapid around town.

Given the transmission is a single-ratio auto, the placement of buttons in the centre of the dash to control its operation makes a lot of sense. 

Acceleration is impossibly smooth, whether that’s from rest or in the cut-and-thrust of city traffic. 

There are three available drive modes. As the name implies, ‘Normal’ doesn’t place any performance limitations on the motor, while ‘Range’ shifts to more aggressive single-pedal regenerative braking and even slicker accelerator response.

Then, if you’re low on charge, ‘Sherpa’ limits maximum speed to 80 km/h and softens accelerator response while cutting the climate control and seat heaters to ensure you get to your destination in best Nepalese mountaineering fashion. 

We tried a stint in all three, and Range proved the most effective around town, the regen braking being strong but never abrupt (and able to bring you to a complete stop).  

The disc front/drum rear mechanical brakes are a bit sharp on initial bite but nice and progressive from there. 

A note for left-foot brakers, though. Apply pressure to the accelerator and brake pedals at the same time and the car bogs down in a case of minor paralysis. A quick dab on the brake is required to get things going again.  

Of course, noise levels are low, with the motor just a background hum. But Fiat has installed an unusual (mandatory) ‘Acoustic Vehicle Alert System’ warning for pedestrians at speeds up to 20 km/h.

Rather than the generic space-age tone favoured by many brands, the 500e plays the music of Amarcord by Italian composer Nino Rota. Wow. Turning the car on or off can also be set to produce a guitar sequence inside the cabin.

Suspension is strut front/torsion beam rear and over decidedly ordinary surfaces through inner Turin the 500e was impressively refined, retaining its composure over some nasty ruts and bumps. 

A roughly 300kg battery under the floor makes for a low centre of gravity, and thanks to wide tracks for its size, the 500e feels well planted and stable even in sharp cornering manoeuvres.

Steering feel is good, the 205/40 Continental EcoContact 6 rubber is agreeably quiet and grippy and a 9.7m turning circle makes reverse parking or a 180-degree change of course pretty straight forward. 

In terms of ergonomics, operating the car is stress-free with a sensible mix of on-screen and physical controls, although a minor black mark goes against small opening levers located low down in the door panels. Not exactly easy to get to.    

The Fiat 500e scored four from a maximum five stars when it was assessed by Euro NCAP in 2021, thanks in part to relatively low ratings in the ‘Vulnerable Road User’ and ‘Safety Assist’ categories.

That said, it performed well in adult and child occupant protection, and active crash-avoidance tech includes AEB (with pedestrian and cyclist detection), a reversing camera with 360-degree overhead view, ‘Intelligent Speed Assist’ (with traffic sign recognition), blind spot monitoring, lane-keeping assist, ‘Electronic Rollover Mitigation’ (manages the brakes and motor power during “extreme manoeuvres”), attention assist, tyre pressure monitoring and auto high/low beam LED headlights.

If a crash is unavoidable there are six airbags - dual front, front side, and curtains, although the increasingly prevalent front centre bag is missing in action.

There’s a back-to-base emergency call function triggered by airbag deployment, as well as top tethers and ISOFIX anchors in the two rear seat positions.