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  • Why Cadwell Park Is the Most Technically Demanding Circuit in the UK and How to Learn It Properly

    Why Cadwell Park Is the Most Technically Demanding Circuit in the UK and How to Learn It Properly

    There are circuits that challenge you, and then there’s Cadwell Park. Tucked into the Lincolnshire Wolds, this place is unlike anything else on the British motorsport calendar. The elevation changes are savage, the sightlines are genuinely terrifying until you know them, and the Mountain section will haunt your dreams after your first session. I’ve driven a fair few circuits around the UK and I’d argue Cadwell is the one that demands the most from a driver relative to the raw speed involved. You won’t see 160mph here. You will, however, need every ounce of spatial awareness you own.

    This Cadwell Park circuit guide is written for driving enthusiasts who want to actually learn the place, not just survive it. Whether you’re arriving in a hot hatch on a budget track day or bringing something more purposeful, the fundamentals of reading this circuit correctly apply across the board.

    Aerial view of Cadwell Park circuit guide UK track day location in Lincolnshire countryside
    Photo by Wolfgang Vrede on Pexels

    What makes Cadwell Park different from other UK circuits

    Most UK circuits are fundamentally flat. Silverstone, Snetterton, Thruxton, Donington in its upper sections, they all reward clean lines and late braking, but they don’t punish you for not knowing where the road goes. Cadwell does. The circuit sits across natural undulation in the Lincolnshire countryside, and MSV (MotorSport Vision), who run the venue, have left that topography largely intact rather than flattening it away.

    The result is a 2.17-mile layout with multiple blind crests where the car goes light, corners that tighten mid-apex due to camber changes, and the infamous Mountain, a compression-to-launch sequence that sends properly sorted cars airborne. According to MotorSport Vision’s own circuit data, Cadwell regularly tops their surveys for repeat attendance from track day drivers. People come back because it rewards learning in a way that flatter circuits simply don’t.

    The circuit direction is anti-clockwise. It’s quite short, so you get plenty of laps per session, which is exactly what you need for a venue where learning each corner in isolation matters enormously.

    The key sections: a corner-by-corner breakdown

    The start/finish straight and Park Corner

    You won’t be carrying exceptional speed onto the start line. Park Corner, the right-hander at the end of the straight, is tighter than it looks on approach. Novices almost universally brake too late here because it appears to open up. It doesn’t. A reference point on the banking on the right is your friend; get to around a third of the way round before you even think about applying power. Getting Park wrong sets up a poor entry to the following section, so nail this first.

    Charlies, Mansfield and Chris Curve

    This sequence in the infield is where rhythm starts to matter. Charlies is a left-hander that flows directly into Mansfield, a right. The temptation is to separate these corners; the reality is they work as one combined movement. Carry too much angle through Charlies and Mansfield’s exit tightens. Trail braking helps here, and if you haven’t practised that technique on a circuit before, this is the section that’ll make you learn it fast.

    Chris Curve is the following left sweep, and it’s far faster than it initially looks. Once you trust the grip and the line, you can carry genuine speed through here. That confidence takes time, though. Don’t rush it.

    The Hall Bends and Barn Corner

    The Hall Bends are where Cadwell’s gradients start doing real work. The downhill compression into the left-hander loads the front axle hard. Overshoot here and you’re wide at exactly the wrong moment. Barn Corner at the end is one of Cadwell’s more straightforward braking zones, but after the disorienting Hall section it still catches people out. Use the brake marker boards; on your first several sessions, they’re your best friends.

    The Mountain: everything you need to know

    The Mountain is Cadwell’s signature, and it’s the section most discussed, most feared, and most misunderstood. On the approach, the circuit rises sharply before cresting at a point where the road drops away faster than the car wants to follow. At speed in a car with reasonable suspension, this means air under the wheels. At lower speeds in a softly sprung road car, the compression before the crest is the more dramatic sensation.

    The critical thing is where you place the car on the approach. Too far left and you’re on a tightening line at the worst possible moment. The traditional advice is to carry a slightly wider entry than feels natural, letting the crest resolve the line rather than fighting it. At novice pace you may not get airborne at all, which is fine. As pace builds, don’t chase the airtime, it comes naturally as you gain confidence in the approach.

    After the Mountain, the circuit drops into Gooseneck, a left-right that requires a complete reset from the drama above. The chassis is unsettled; give it a moment before you commit.

    The Hairpin and the Chicane

    The Hairpin is Cadwell’s main overtaking point. It’s a heavy braking zone into a slow left, and getting the exit right matters because the straight that follows feeds into the start line. Brake in a straight line, get the nose turned early, and resist the urge to get on the power too soon; the exit opens up later than it appears.

    The chicane, depending on the day’s track configuration, can be tight or slightly more flowing. Either way, it’s not where you make big time. Smooth is fast here.

    Car setup advice for Cadwell Park

    Cadwell rewards a car that’s balanced rather than one built purely around straight-line speed. Stiff springs help with the compressions and crests, but they need to be matched to the road car’s existing geometry. If you’re running adjustable dampers, a mid-range setting for both bump and rebound is a sensible starting point. Too stiff and the Mountain becomes genuinely unpredictable over the crest.

    Tyre choice is significant. The circuit’s surface gives good grip once up to temperature, but the elevation and load changes mean tyres that overheat quickly will degrade fast. If you’re running semi-slicks, check our breakdown of semi-slick vs road-legal track tyres on UK circuits before committing to a compound. For most track day drivers in road cars, a quality road tyre in the correct size will serve you well for many sessions.

    Brake preparation matters enormously at Cadwell. The Hall Bends and Hairpin both demand proper braking performance, and if you’re arriving in a car that hasn’t had its fluid refreshed, do it before the day. Read up on brake fluid grades for track use if you haven’t sorted that yet; it’s one of the most overlooked prep items for a first track day.

    How to progress from novice to confident at Cadwell

    The biggest mistake novices make at Cadwell is trying to string a quick lap together too early. The circuit simply doesn’t allow it. Learn one section at a time. Spend your first session just understanding the braking zones. Your second, start working the exits. By your third or fourth session, the blind crests stop feeling blind because your brain has mapped them.

    Walking the circuit before driving it makes a significant difference. MSV usually allows this during lunch breaks. Walk the Mountain on foot and you’ll immediately understand the grade change in a way that sitting in a briefing room never conveys. Stand at Park Corner and you’ll see the tightening radius that drivers miss from the cockpit.

    If your car is modified or has been remapped, be aware that Cadwell’s technical demands can expose setup issues that flat circuits mask. Cars with aggressive low-speed torque maps can be a handful through the Hall Bends where throttle modulation is everything. If you’ve recently had work done and you’re unsure how it affects your car’s behaviour under track conditions, that’s worth thinking through before pushing hard. The same applies to vehicles on finance: there are implications for remapped cars under PCP that are worth understanding before you modify your setup for circuit use.

    Book an instructor for your first visit if you can. Cadwell’s layout is counterintuitive enough that even experienced drivers from other circuits benefit from a guide on the first day. MSV offer tuition through the venue and several independent instructors specialise in Cadwell specifically. You can also find track day listings and local car club events through Maxx Directory, which covers UK automotive events and performance services.

    Cadwell Park is the circuit that sorts out who’s genuinely reading the road from who’s just going fast. Learn it properly and every other UK circuit becomes easier. That’s not hyperbole. It’s just what this place does to a driver.

    Frequently Asked Questions

    Is Cadwell Park suitable for complete track day beginners?

    Yes, but you need to be honest about the learning curve. Cadwell’s blind crests and gradient changes make it more demanding than flatter circuits. Most novice drivers benefit significantly from booking an instructor for their first session, and MSV run dedicated novice sessions where overtaking is restricted to keep things manageable.

    What car setup works best for a Cadwell Park track day?

    A balanced, mid-range suspension setup works best. Cadwell’s elevation changes and compressions punish cars that are too stiff or too soft. Tyres should be in good condition with adequate tread depth, and brake fluid should be fresh, ideally DOT 5.1 or a quality DOT 4, before any track use at Cadwell.

    How do I learn the Mountain section at Cadwell safely?

    Build up to it gradually. In your first sessions, take the Mountain at conservative pace to understand the crest and landing. Walk the section on foot during a lunch break to see the gradient properly. As confidence builds, carry more speed on the approach and let the line develop naturally rather than forcing it.

    How much does a track day at Cadwell Park cost in 2026?

    Prices vary by organiser and session type, but typical MSV open pit lane days at Cadwell run from around £150 to £250 per car depending on the date and demand. Club-organised days through affiliated car clubs can sometimes be cheaper. Booking well in advance typically secures better rates.

  • Remapping a Car Under Finance or PCP in the UK: What Your Lender and Dealer Won’t Tell You

    Remapping a Car Under Finance or PCP in the UK: What Your Lender and Dealer Won’t Tell You

    You’ve had the car three months. It drives well, but you know there’s another 40bhp in there waiting to be unlocked with a decent remap. The temptation is real. The problem is, legally speaking, that car isn’t yours yet. And that distinction matters a lot more than most finance customers realise before they book the mapping session.

    Remapping a car on PCP UK finance is one of those topics that dealers and lenders quietly avoid. Ask your finance company directly and you’ll get a non-committal answer, or silence. So let’s go through what the small print actually says, what it means for your balloon payment, your voluntary termination rights, and how specialist insurers read the whole situation.

    Mechanic remapping car on PCP UK using laptop connected to OBD port in garage
    Photo by Călin Răzvan on Pexels

    Who actually owns the car while you’re on PCP or HP?

    This is the bit most buyers skip over when signing. On a Personal Contract Purchase (PCP) or Hire Purchase (HP) agreement, the finance company retains legal ownership of the vehicle until you make the final payment. You are essentially a hirer. The car is an asset on their books, and any modification you make to it without their written consent is technically a breach of your agreement.

    That sounds harsh, but it’s standard. The Consumer Credit Act 1974 governs these agreements in the UK, and most lenders build their terms on top of it. Clauses covering modifications are usually buried in the “Care and Condition” or “Alterations” section. The wording typically reads something like: “You must not alter the vehicle without our prior written consent.” A remap counts as an alteration. Full stop.

    Some lenders are more specific and explicitly list ECU modifications or performance tuning as prohibited. Others use broad language that catches everything. Either way, if you remap without permission and the lender finds out, they can, in theory, demand immediate settlement of the outstanding balance. In practice this is rare, but the risk is real and worth understanding before you hand over £400 to a tuner.

    What actually happens at the end of the agreement

    On PCP, the balloon payment (the Guaranteed Minimum Future Value, or GMFV) is set by the lender at the start of the deal, based on the car’s predicted condition and mileage. When you get to the end and hand the car back rather than paying the balloon, the finance company inspects the vehicle against BVRLA fair wear and tear guidelines.

    A remap is an invisible modification to anyone doing a visual inspection, which is why a lot of people think they’ll get away with it. But modern cars carry extensive ECU logs. Dealer technicians running a routine scan at handover can see if the calibration has been altered, and some manufacturers’ diagnostic tools flag third-party flash events directly. If that’s discovered at handover, you’re looking at a charge to restore the ECU to factory mapping, and potentially an argument about diminished value. On a premium car where the GMFV is already tight, that can sting hard.

    The same logic applies if you’re planning to exercise the optional final payment and keep the car. That’s your decision and your car from that point forward, so nobody cares what you do after. The risk window is specifically the period before you own it outright.

    Voluntary termination and how a remap complicates it

    Under Section 99 of the Consumer Credit Act, you have the right to voluntarily terminate a regulated HP or PCP agreement once you’ve paid 50% of the total amount payable. This is one of the most useful and least-advertised consumer rights in UK motoring. Lenders don’t broadcast it for obvious reasons.

    The catch is condition. When you hand the car back under VT, it still needs to meet fair wear and tear standards. A remap flagged during the post-return inspection is a modification the lender didn’t consent to, which gives them grounds to pursue a damage claim against you even after the VT. If the ECU has to be reflashed at main dealer rates, you’ll be paying for it. Some lenders include specific language around “unauthorised modifications” as a ground to dispute a clean VT, so check your agreement before you remap and before you invoke Section 99.

    If you’re considering a VT, it’s worth reading up on the hidden costs of running a modified car first, because the financial picture changes considerably once you factor in what you might owe on the way out of a finance deal.

    Company car users and HMRC mileage rules

    This is a corner case, but it affects more people than you’d think. If you run a company car on a PCP arrangement through your employer or via a salary sacrifice scheme, remapping creates a tax complication on top of the contractual one.

    HMRC’s Approved Mileage Allowance Payment (AMAP) rates are based on the car’s original engine specification. If you’ve remapped the car and increased its power output, HMRC’s position is that the vehicle’s characteristics have changed. In the context of a Benefit-in-Kind (BIK) calculation, any change to the car that materially affects its CO2 output or performance spec should technically be declared. A stage one remap can alter real-world fuel consumption and CO2 figures, even if the official type-approval figure doesn’t change. HMRC’s guidance on company car benefits is set out on gov.uk, and while it doesn’t call out remaps by name, the principle of using official figures is clear. If you’re caught between a mapped car and a salary sacrifice agreement, speak to a tax adviser before anything else.

    How specialist insurers view a remapped financed car

    Standard comprehensive insurance covers the car in its factory specification. Declare a remap to a mainstream insurer and your premium goes up, or they decline cover. Don’t declare it and you’ve invalidated your policy. That’s the binary choice with mainstream cover, and most people already know this bit.

    What’s less well understood is how specialist modified car insurers handle the finance angle. Companies like Adrian Flux or Reis Motorsport Insurance will cover remapped cars, but their proposal forms ask about finance agreements because it affects who has an insurable interest in the vehicle. If you’ve remapped without lender consent, some specialist insurers will flag that as a potential issue with the underlying contract and factor it into their underwriting. It doesn’t necessarily mean they won’t cover you, but you need to be straight with them from the start.

    The insurer angle also matters because, if the car is written off and the lender discovers the remap voided your original comprehensive policy, the GAP insurance product sitting alongside your PCP could also be affected. GAP pays the difference between the insurer’s payout and your outstanding finance balance. If the underlying insurance claim is disputed due to an undisclosed modification, the GAP claim goes with it. That’s a scenario worth avoiding.

    I’d always recommend telling your insurer before you do anything to the car. I’ve seen blokes assume the remap is undetectable and then find themselves uninsured after a bump. It’s a grim situation. For a broader look at how modifications affect your cover, the piece on what happens to your car insurance if you modify your engine covers the mechanics of it well.

    What you can actually do to protect yourself

    The cleanest route is to ask your lender in writing before you remap. Most won’t say yes, but getting a refusal in writing at least documents that you made the attempt. Some lenders, particularly those financing performance cars, are more relaxed about this than you’d expect, especially if the modification is reversible.

    A reversible remap, where the tuner retains the original file and can restore factory calibration on request, is the most sensible approach if you’re determined to tune a financed car. It doesn’t make the modification contractually permissible, but it dramatically reduces the practical consequences at handover. Keep the original file backed up and be ready to restore it before any dealer inspection.

    If you’re close to the end of the agreement and planning to make the final payment, just wait. The whole problem disappears the moment legal ownership transfers to you. For anyone thinking about a performance purchase outright rather than on finance, the guide to buying a performance car from a private seller is worth reading alongside this one, because ownership clarity matters at every stage of the process.

    Remapping is a legitimate and effective way to get more from a modern engine. The science is sound, the gains are real, and for the right car the transformation can be significant. Just make sure you’re not gambling your finance agreement, your insurance, or your voluntary termination rights for the sake of an extra 30bhp you could have legally enjoyed in six months’ time.

    Frequently Asked Questions

    Can I remap a car that's on PCP finance in the UK?

    Technically you can, but most PCP agreements prohibit modifications without the lender’s written consent, since the finance company retains legal ownership until the final payment. Doing it without permission risks breaching your agreement and could lead to charges at handover.

    Will a remap be detected when I hand a financed car back?

    Possibly, yes. Modern cars store ECU logs that dealer diagnostic tools can read. Manufacturers like BMW, Ford and Volkswagen all have systems that can flag third-party calibration events. A visual inspection won’t catch it, but a proper scan often will.

    Does remapping affect my voluntary termination rights under PCP?

    Your right to voluntarily terminate under Section 99 of the Consumer Credit Act remains, but the lender can still pursue costs if the car isn’t returned in acceptable condition. An unauthorised remap can be used to justify a charge for ECU restoration, even after a VT.

    How does a remap affect company car tax and HMRC rules?

    HMRC calculates Benefit-in-Kind tax using the car’s official CO2 figures. A remap can alter real-world emissions and performance characteristics, which may create a discrepancy worth declaring. It’s advisable to speak to a tax adviser if you’re in a salary sacrifice or company car scheme.

    Which insurers will cover a remapped car on finance in the UK?

    Specialist insurers such as Adrian Flux and Reis Motorsport Insurance will cover remapped cars, but they need full disclosure including any finance arrangement. Failing to declare a remap to any insurer, specialist or otherwise, risks invalidating your policy and any associated GAP cover.

  • Toyota GR86 vs Mazda MX-5: Which Pure Sports Car Wins in 2026?

    Toyota GR86 vs Mazda MX-5: Which Pure Sports Car Wins in 2026?

    Right. Two cars. Both built with one job in mind: making the driver feel alive. In a market drowning in crossovers, turbocharged hatches, and EVs trying very hard to convince you they have a soul, the Toyota GR86 and the Mazda MX-5 stand apart as genuine believers. The GR86 vs MX-5 Miata 2026 debate has been rumbling around forums, track day car parks, and late-night garage sessions for a while now, and honestly, it’s one of the few head-to-heads that actually matters. So let’s settle it properly.

    Toyota GR86 and Mazda MX-5 side by side on a British country road — GR86 vs MX-5 Miata 2026 comparison
    Toyota GR86 and Mazda MX-5 side by side on a British country road — GR86 vs MX-5 Miata 2026 comparison

    What Are We Actually Comparing Here?

    The GR86 is a front-engined, rear-wheel-drive coupe with a 2.4-litre naturally aspirated flat-four producing around 234 bhp. It seats four, technically, though anyone sitting in the back will need to think carefully about their relationship with their knees. The MX-5 — in its RF or Roadster form — runs a 1.5-litre or 2.0-litre naturally aspirated four-cylinder, making between 132 and 184 bhp depending on spec. Two seats. A fabric or retractable hardtop. And a reputation that stretches back to 1989. These aren’t similar cars in spec. They’re similar in philosophy, which is a much more interesting comparison.

    Handling: The Part That Actually Matters

    Both cars are rear-wheel drive and both are deliberately kept light. The GR86 tips the scales at around 1,270 kg. The MX-5 Roadster is closer to 1,000 kg in its lightest form, which is almost comical by modern standards. That weight difference is everything. The MX-5 rotates with a kind of instant, eager responsiveness that’s genuinely hard to replicate at any price. Flick it into a corner and it obeys immediately, not aggressively, but with this fluid, playful balance that makes you want to push harder every lap.

    The GR86 is more planted. Its wider track, stiffer chassis, and extra power mean it rewards a different style of driving. You can trail-brake into a corner, get the rear stepping, and manage the slide with more precision because you’ve got more car to work with. On track, the GR86 is quicker. Around the Silverstone National circuit, experienced drivers are lapping the GR86 a few seconds faster than an equivalent MX-5. But on a tight, technical B-road? The MX-5 can be faster and is almost certainly more entertaining. It’s a proper dance partner.

    Daily Usability: Can You Actually Live With These?

    This one’s more nuanced than people give it credit for. The GR86 wins clearly on practicality. Boot space runs to about 237 litres, there’s a back seat for short trips, and the driving position is relaxed enough that motorway miles don’t destroy you. Daily driving a GR86 in the UK is entirely doable. The ride is firm but not punishing, the cabin noise is acceptable, and you can fit a weekend bag and a passenger without negotiating.

    The MX-5 in Roadster form has a 130-litre boot. You’ll need to pack light for any trip longer than a night. Visibility with the hood up is cosy rather than spacious, and overtaking on dual carriageways requires a bit more commitment when you’re working with 132 bhp from the 1.5. That said, the RF version partly fixes the practicality gripes whilst keeping the open-air experience largely intact. If you’re commuting in the south of England where traffic keeps average speeds low, the MX-5 can feel absolutely fine. If you’re covering 60 miles a day on A-roads and motorways, the GR86 is the better daily.

    Mazda MX-5 interior close-up showing driver-focused cockpit relevant to GR86 vs MX-5 Miata 2026 comparison
    Mazda MX-5 interior close-up showing driver-focused cockpit relevant to GR86 vs MX-5 Miata 2026 comparison

    Modification Potential: Which One Builds Better?

    This is where things get serious. Both cars have healthy scenes, but they’re different in character. The GR86 shares architecture with the Subaru BRZ, and the combined platform has spawned an enormous aftermarket. You can run Cusco coilovers, a full TRD aero kit, a Radium catch can setup, and eventually an engine swap if you’re that way inclined. The FA24 engine in the current GR86 doesn’t respond brilliantly to basic bolt-ons alone, but with a supercharger kit (Edelbrock or Harrop are popular choices), you can push north of 300 bhp reliably. The UK scene for GR86 and BRZ builds is active. Events like Japfest at Donington regularly feature some stunning examples.

    The MX-5 scene is different. It’s older, deeper, and arguably more creative. The ND platform (current generation) supports everything from mild suspension upgrades to full roll cage, hardtop, and track-only conversions. There’s a thriving one-make racing series, the Motorsport UK-affiliated Mazda MX-5 SuperCup, that keeps the aftermarket sharp and the knowledge base constantly growing. Turbocharged MX-5 builds exist and can make big numbers, though the gearbox and axles start complaining around 250 bhp if you’re not careful. For most builders, the MX-5 sweet spot is a well-sorted, naturally aspirated machine with aero, coilovers, and a limited-slip differential. And that car, done right, is a weapon.

    If you want to explore what other enthusiasts are building or find suppliers for your own project, Maxx Directory is worth a browse for UK-based performance parts contacts and specialist services across both platforms.

    GR86 vs MX-5 Miata 2026: Which Offers Better Value?

    New, the GR86 sits at around £33,000 to £35,000 in the UK depending on spec. The MX-5 starts at about £25,000 for a 1.5-litre Sport and climbs to around £33,000 for a fully-specced RF Sport Tech. So they overlap at the top of the MX-5 range, but the entry point is meaningfully different. Used, the GR86 holds its value better at the moment, partly because supply is tight and the car is genuinely desirable. An MX-5 depreciates faster off the forecourt, which makes the used market excellent value for buyers.

    Running costs? Both are frugal by sports car standards. The GR86 returns around 32 to 35 MPG on a sensible run. The MX-5 1.5 can edge past 40 MPG if you’re not trying hard. Insurance groupings sit in the mid-30s for both, which is manageable for anyone with a few years of no-claims. Neither requires exotic servicing, though main dealer labour isn’t cheap for either brand. Independent specialists exist for both, and that community knowledge is part of what makes owning these cars genuinely good fun rather than just financially terrifying.

    So Which One Should You Buy?

    Here’s my honest take: if you want a car that’s sharper on track, better as a daily, and has more power to grow into, the GR86 is the answer. It’s the more complete sports car in 2026. But if you want the purer driving experience, the car that makes every road feel like a back-road stage in a Welsh rally, the one that strips everything back and makes 184 bhp feel like plenty, the MX-5 wins. It’s not the fastest. It’s not the most practical. But it might be the best sports car in the world for the money, and that’s a sentence I’ll stand behind.

    The GR86 vs MX-5 Miata 2026 debate doesn’t have one right answer. It has two right answers depending on who you are. And that’s exactly why both of these cars deserve to exist, to thrive, and to be driven with the windows down and the traction control switched off.

    Frequently Asked Questions

    Is the GR86 faster than the MX-5 on a track day?

    Yes, generally. The GR86’s extra power and wider chassis give it a lap time advantage on most circuits. However, the MX-5’s lighter weight and instinctive handling make it feel faster in many real-world road situations, particularly on tight, technical routes.

    Can you use a Mazda MX-5 or Toyota GR86 as a daily driver in the UK?

    Both can be used daily, but the GR86 is the more practical choice with its four seats and larger 237-litre boot. The MX-5’s 130-litre boot and two-seat layout make it trickier for everyday use, though many owners manage perfectly well with careful packing.

    Which is cheaper to modify, the GR86 or the MX-5?

    The MX-5 has a longer aftermarket history and a wider range of affordable parts, making entry-level builds cheaper. The GR86 has a strong aftermarket too, but forced induction kits that meaningfully raise power are a significant investment. Both reward sensible, staged builds.

    How do the GR86 and MX-5 compare for insurance costs in the UK?

    Both sit in insurance groups in the mid-30s, which is reasonable for dedicated sports cars. Exact premiums depend on your age, postcode, and no-claims history, but neither is prohibitively expensive to insure for experienced drivers.

    Which holds its value better, the GR86 or the MX-5?

    Currently, the GR86 retains value more strongly due to limited supply and strong demand. Used MX-5s depreciate faster off new, which makes them excellent value on the second-hand market for buyers looking for an affordable entry into rear-wheel-drive sports car ownership.