After 25 years in production, the Miata is still doing things right. So right, in fact, that the driving experience of the latest Miata is nearly identical to the original, and that is a good thing. Sure there is more power – 155 horses vs. 116 in the original Miata – and the new model is a bit heavier, but the intuitive steering, danceable rear end, and impeccable transmission are all still there. It’s no wonder the Mazda Miata is one of the most popular and affordable paths to racing; it’s built for the role. The 2016 Miata combines the best of the modern with what’s made the MX-5 such a reliable favorite for more than two decades - a credit its identity as an instant classic from day one.

The Mazda MX-5 doesn’t have to be the most powerful roadster ever made to remain one of the best choices for spirited driving and all-out fun. It’s been almost a quarter of century since the Miata was introduced and other roadsters have come and gone while the Miata remains with very few changes overall. Fun can be found at any speed in a Miata and the handling will make any driver feel like they are one with their car. Steering is communicative and handling is intuitive. Power from the reliable 2.0 liter inline four-cylinder, while not immense at 167 HP, is ample to keep you stuck in your seat and grinning madly with an earful of its delicious exhaust note. As the saying goes: don’t fix it if it ain’t broken. Aside from a slight styling refresh, the MX-5 just keeps getting it right.

Though the 2011 Mazda RX-8 will be the last production model of the RX-8 series, it appears to be going out with a bang. The 1.3 liter engine is capable of 232 horsepower, a top speed north of 130 mph, and a 0-60 time of around seven seconds. The six-speed manual transmission and light weight make for a responsive ride and there’s no denying the pleasing whines of that rotary engine. It might be going away, soon to be replaced by Mazda’s next sports coupe, but you’ll be able to enjoy the RX-8’s swan song in Forza 5 for years to come.

For 2010, the much-loved Mazdaspeed 3 both changes and stays the same. What’s different is the revised sheetmetal that brings a distinctive trapezoidal grille to the entire Mazda 3 range as part of the new “Nagare” design language—although in the Mazdaspeed version, the 3 gains a large hoodscoop to keep the intercooler cool. As you would expect, the Mazdaspeed 3 comes with stiffer suspension than the normal version, as well as a new torque management system to deal with the twist produced by the 2.3-liter four cylinder that is turbocharged to the tune of 263 horsepower and 280 ft-lbs. of torque. The result is just a hint of torque-steer, although not nearly as much as there would be without the limited slip differential. Thanks to these technologies, the Mazdaspeed 3 is quick off the line, and pulls hard out of corners, almost as if it was equipped with all-wheel drive. It’s not; but for a front-driver with this much power on tap, the results are highly impressive. Also of note is the new boost gauge, an LED indicator vertically sandwiched between the tachometer and speedometer—just the kind of little sporting touch that Mazda is known for.

When you have something as tried and true as the roadster formula that makes up the Mazda MX-5, it has been worthwhile to tread lightly with updates. However, add a factory-built turbo to the mix, and things can only get better. And it does, the Mazdaspeed MX-5 sprints to 60 mph in under seven seconds and turbo-lag is nearly non-existent. All around, the Mazdaspeed treatment stiffens the ride and accentuates the stability that the Miata has built a reputation for. MX-5 plus turbo equals fun factor multiplied. It’s a formula for success that any car enthusiast can figure out once you get behind the wheel of this pocket-rocket.

Small, low, and very fast, the third-generation RX-7 is light-years away from its distant ancestor, the Mazda Cosmo of the 1960s. Mazda is well-known as the only company left still developing the Wankel rotary engine, and while the Renesis engine in the RX-8 represents the latest evolution of the concept, the FD-generation RX-7 represents the ultimate street performance variation. The high-output 1.3-liter 13B-REW under the sculpted hood is the first mass-produced sequential twin-turbo design, co-developed with turbo manufacturer Hitachi. The first turbo, active from 1,800 to 4,000 RPMs, produces 10 PSI of boost, but after that the second, larger turbo provides an additional 10 PSI—resulting in 261 smooth-as-silk horsepower and staggering performance. The 13B series of engines is essentially modular, and stacking four rotor housings together produced the powerplant of the 787B, the only Japanese car to ever win outright at Le Mans. How’s that for performance heritage?

Cars can’t have biological parents, but it’s safe to say that Bob Hall is as close to being the father of the Mazda MX-5 Miata as a person can get. As an employee of Mazda’s American R&D department, Hall virtually single-handedly promoted the idea of a classically British sportscar to the Japanese company, appealing to their history of producing excellent sportscars. With the help of several sympathetic employees both stateside and in Japan, Hall got his wish, and Mazda approved production of the kind of car Hall wanted—a rear-drive, two-seat convertible with a peppy conventional inline piston engine (rather than the Wankel rotary that Mazda used in its higher-end RX-7). Devoid of the heavy gadgetry and gimmicks of sportscars of the time, the Miata debuted as an instant hit, and has gone on to be far and above the highest selling two-seat convertible ever produced. By 1994, the Miata received several upgrades, including better chassis bracing, an available limited-slip differential, and a new 1.8-liter DOHC engine. What didn’t change is the Mazda’s fun-to-drive factor, which recalls the classic roadster while providing a modern driving experience. The MX-5 Miata is also the foundation of a popular one-make series, Spec Miata, and a quick drive in the tiny but nimble Mazda will make it clear why it’s a favorite of drivers everywhere.

The second-generation RX-7 (FC) was specifically designed to appeal to the largest market—the United States—by looking at what sports cars were selling well at the time, namely the Porsche 924 and 944. Under the hood, though, the Porsche and the Mazda couldn’t be more different. Mazda’s latest rotary, a two-rotor design known as the 13B, saw the addition of a turbocharger and a host of other refinements to bring power (and more importantly, torque) up to 200 and 195 ft-lbs. respectively. Suspension improvements include a particularly advanced independent rear suspension. Not only does the second generation RX-7 perform wonderfully, the sound of the rotary alone is enough to make this car your go to drifter or racer.

If not for the Cosmo 110S, Mazda may not have gone on to sell nearly two-million rotary-powered vehicles over the next 40 years. The Cosmo was hand built and only sold 1,519 models in total, but it was the halo vehicle from which Mazda’s later success spawned. Seeking a way to capitalize on their investment in the Wankel rotary, Mazda brought this phenomenal and, at the time, futuristic sports car to market. Produced from 1967 to 1972, the 110S initially had 110 horsepower derived from its twin-rotor motor. The series II brought 128 ponies to bear and, with them, a five-speed transmission and an improved ride. Less than ten models were ever brought to the U.S., with car collector Jay Leno owning the only remaining Cosmo stateside. Whether you drive one for its sleek looks or for its screaming 7,000-RPM redline, the Cosmo is a JDM artifact that is worth a spin.