Serafini explained where the project started after earlier Mazda exercises. He wrote, “While the world whispers about the upcoming MX-5 NE and the return of the rotary engine, I wanted to imagine what lies beyond.” Before reaching the RX-7 proposal, he had already explored a modern MX-6 and linked that work to Mazda’s current design language.

According to his own description, the earlier MX-6 concept followed “a sleek, grand-touring evolution of the Kodo design language.” He added, “If the new Miata is about pure agility, this MX-6 is about ‘Authentic Modern’ power.” He also referred to Mazda’s new Skyactiv-Z engine and electrified rotary discussions, saying “the dream of a high-end Japanese spyder has never felt more alive.”

That earlier route then crossed into a fifth-generation Mazda MX-5 study, strongly linked to the MX-6 concept. Serafini presented the roadster both with and without pop-up LED lights. He even inserted Han Lue, played by Sung Kang, inside one version and paired another with a JDM-style visual package.

The RX-7 proposal moves in another direction. Serafini says the front section takes influence from the Mazda Iconic SP and also follows what he calls the spirit of the rotary engine. His interpretation arrives first as a grand touring coupe, with two doors and a 2+2 cabin layout.

One version stays restrained. The body keeps smooth surfaces, narrow lighting elements, and a cleaner GT profile. The second rendering changes the tone completely. A wider rear section appears, together with extended wheel arches, a lowered ride height, a full aerodynamic package, and a large rear wing.

The tuned variant also uses black five-spoke wheels. Behind them sit crimson brake calipers and drilled, slotted brake discs visible through the spokes.

Mazda itself has not linked any official future RX-7 program to this concept. For now, Serafini’s interpretation simply adds another chapter to a growing unofficial Mazda trilogy built around the current discussion on rotary technology and future sports cars.

The goal of this update is refinement. The new model is said to be tighter and more composed than the one it replaces and much of the direction of the growth can be traced back to the lessons learned with the MX-5 Miata.

As Ruben Archilla, Mazda’s senior manager of Research & Development, explained, “It wasn’t a matter of changing the character, it was just a matter of making it better,” a statement that frames the entire engineering approach behind the latest chassis revisions.

Suspension And Dampers

The most significant work centers on the suspension. Mazda invested in a new, more expensive damper design featuring a larger piston diameter and an improved valve stack. The revised internal structure reduces friction within the assembly and increases sensitivity, particularly at low speeds. The damping curve itself is less progressive than before.

“It’s more linear,” Archilla said. “So, we have more damping at the beginning of the motion and less damping at higher piston speeds.”

Meanwhile, Mazda changed the position of the springs and dampers. The CX-5 now has relatively soft springs with firm damping, a setup that was inspired by the Miata, which has the lowest ride frequency of any Mazda that the company makes.

“The spring rate is considerably lower than it was in the previous car,” Archilla continued. “That allows it to soak up a lot of imperfections, and it makes the ride simply more comfortable, softer. But we’ve also increased the damping force, especially at the initial movement—like really small inputs, considerably—which is what keeps the body posture and the body motions, the kind of primary floaty motions, really well controlled.”

Steering And Control Systems

Beyond the suspension hardware, Mazda also focused on steering feel. The CX-5 receives more analog feedback, with adjustments that influence how forces travel back through the steering column.

“That gives the front tires more grip, gives them more response, and it also creates more force that gets fed back through the steering,” Archilla noted.

The carmaker perfected its G-Vectoring Control technology that decreases the engine force in order to move the weight to the front wheels as the driver initiates the turning. Moreover, the torque coupling in the all-wheel-drive system is slightly preloaded, which stimulates the front and rear tires to rotate at the same speed. This produces self-aligning torque and works alongside reduced damping in the electric power steering assist system.

“It’s got more actual tactile feedback, more analog feedback, and lighter effort, which makes it just easier to drive,” Archilla said.

2026 Mazda CX-5 – Photo Gallery