Mazda MX-5 VS Subaru BRZ
Mazda MX-5
Likes
- Excellent as a driver's car
- Still accessible in price
- Updated tech doesn't sacrifice simplicity
Dislikes
- Compromised as a daily driver
- Tan Nappa leather only in Automatic
- Nearing the end of its life :(
Subaru BRZ
Likes
- Comprehensive improvements
- Iconic RWD antics
- More mature look and feel
Dislikes
- No AEB on manuals
- S grade could use some more spice
- Intrusive road noise
Summary
Mazda MX-5
It's not often a car is elevated to 'icon' status, cars like the VW Beetle, Porsche 911, Toyota LandCruiser or Ford Mustang - but the Mazda MX-5 has quietly been the best choice for keen drivers who don't want to break the bank with a big sticker price or costly maintenance.
The ND MX-5 has been around since 2015, and while it’s been praised as a return to the original, simple formula of the NA MX-5 from the late 80s and early 90s, it’s getting close to a decade old.
So, a little refresh with some new tech and a mechanical tweak is here to make the roadster feel like a playful pup once more.
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And what better place to test that out than a combination of the winding roads of the Adelaide Hills wine region, paired nicely with a main course of track driving at The Bend Motorsport Park?
| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | — |
| Fuel Efficiency | 6.9L/100km |
| Seating | 2 seats |
Subaru BRZ
Small rear-drive sports coupe enthusiasts should be thanking their lucky stars, specifically the six lucky stars in Subaru’s logo, that a second generation of the BRZ even exists.
Cars like this are rare because they are expensive to build, difficult to homologate, hard to make safe, and attract a niche audience.
Read more BRZ news
Even if they're well received and relatively good sellers, as the original BRZ and Toyota 86 pair were, there’s always a good chance they’ll be prematurely consigned to the history books in favour of committing resources to high-selling SUVs.
Yet Subaru and Toyota surprised us all by announcing a second-generation of the BRZ/86 pair.
With looks that could be chalked up as simply a facelift, though, has much changed under the skin? Is the new version meaningfully different from behind the wheel?
We were offered the opportunity to drive the 2022 BRZ on and off the track at its Australian launch to find out.
| Safety rating | |
|---|---|
| Engine Type | 2.4L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 8.8L/100km |
| Seating | 4 seats |
Verdict
Mazda MX-58.1/10
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.
Subaru BRZ7.8/10
The BRZ’s angsty phase is over. The new car is a delicate refinement of a great sports coupe formula. It’s been tweaked in all the right places, inside and out, allowing it to attack the tarmac with a renewed and more grown-up focus. It even maintains a compelling price-point. What more can you ask for?
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Design
Mazda MX-59/10
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.
Subaru BRZ8/10
When the BRZ was revealed its new styling was polarising. While it looked a lot more mature than the zany lines and angry light fittings of the original model, I almost thought there was something retro about its newfound curvature running across its nose and particularly its rear.
It comes together nicely though as a more sophisticated design. One which looks fresh from the front and rear.
The side profile is perhaps the only area where you can see how closely this car is related to its predecessor, with very similar door panels and near identical dimensions.
The design is more than just a major freshen-up though. The curvier nose with lower grille is said to be significantly less drag-inducing, while all the vents, fins, and spoilers are entirely functional, working to reduce turbulence and allow air to flow around the car.
Subaru’s technical people say this is because reducing weight proved too difficult (despite its increase in equipment, this car only weighs a few kg more than its predecessor), so other ways were found to make it faster.
I find the rear integrated spoiler and distinct new light fittings particularly appealing, accentuating the width of this little coupe, tastefully tying it together.
Of course, you won’t need to go to a third party to clad your car in extra pieces, with Subaru offering STI-branded accessories. Everything from side skirts, blacked-out alloy wheels, even a ridiculous spoiler, if you’re so inclined.
The interior has quite a few carryover parts from the previous model. The prime contact points with the car, the steering wheel, shifter, and manual handbrake lever are the same, although the modified dash cladding feels more cohesive than before.
Gone are the aftermarket-look screen, climate dials which looked tacked on, and clumsily finished lower area, all replaced by more attractive pieces.
The climate unit and lower dash design, with smart shortcut buttons, are particularly nice, and don’t look as cobbled together as before.
The seats have been tweaked in terms of their trim, but overall share the same design. This is a good thing for front passengers, as the seats in the original car were already great, on-the road and when you needed the extra side-bolstering on the track.
Practicality
Mazda MX-57/10
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.Â
Everything’s quite well-placed and it’s not busy with buttons or features in here though, it’s made for focusing on driving.Â
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.
Subaru BRZ6/10
I think we know nobody buys a car like the BRZ for its stellar practicality, and if you were hoping for some kind of improvement here, sorry to disappoint, there’s not a whole lot to say.
The ergonomics remain excellent, as do the front bucket seats for comfort and lateral support, and there is a slight improvement in the layout of the multimedia system, which is now a little easier to reach and use.
Same with the climate unit, which has larger, easier to operate dials, with shortcut buttons like ‘Max AC’ and ‘AC off’ to make the car’s core functions more straightforward.
Visibility is okay, with narrow front and rear window openings, but enough off to the side with decent mirrors to boot.
Adjustability is decent, with a low and sporty seating position, although taller people may run into issues with the tight roofline.
Cabin storage is notably limited, too. Automatic models score an additional centre console cupholder for a total of two, and there are small bottle holders in each door card.
A new split-folding centre console box has been added, which is shallow but long. It houses the 12V outlet, while USB ports are located under the climate functions.
The two rear seats are largely unchanged, being near-useless for adults. Kids, I suppose, might enjoy them, and they are useful to have in a pinch. A small practicality advantage over something like Mazda’s MX-5.
They’re clad in the same materials as the front seat but without the same level of padding. Don’t expect any amenity for rear passengers, either.
The boot weighs in at a tiny 201 litres (VDA). It’s hard to speak to the usefulness of this space without trying our demo luggage set to see what fits, but it has lost a few litres from the outgoing car (218L).
Surprisingly, though, the BRZ offers a full-size spare wheel, and the brand assures us it should still fit a full set of alloys with the single-piece back seat folded down.
Price and features
Mazda MX-58/10
Getting into an MX-5 is now a little more expensive, with the base manual Roadster up by $2310 to now start from $41,520 before on-roads.
The top-spec soft-top GT RS is now $51,640, or $2800 more than before.
Pricing for the RF hard top is also similarly bumped up, a base manual costing $46,250, and the most expensive GT RS at $56,140.
There’s also a Black Roof edition which comes with tan Nappa leather inside, but that’s only available in an automatic RF, which is possibly the biggest downside to the 2024 range.
Base models get cloth seats, while GT and GT RS models get heated leather seats. The GT RS also comes with stiffer Bilstein dampers, Brembo front brakes, a bracing strut between the front suspension towers and a DSC-Track mode. The difference there is noticeable, so it's worth the extra spend for the more keen driver.
The higher overall costs bring updated tech, a new 8.8-inch touchscreen and a new limited slip-diff in manual versions, plus tweaked mechanicals like improved acceleration response and lower steering rack friction.
But they do look a tiny bit different too.
Subaru BRZ8/10
Like most models over the past two years, the new BRZ arrives with a price-hike, but when you consider the base manual only comes in $570 over the outgoing model and the automatic comes in just $2,210 (while carrying significantly more equipment) over the equivalent 2021 version, that’s a major win for enthusiasts.
The range has been tweaked slightly, with two variants both available as a manual or automatic.
The base car wears a before on-road costs price tag of $38,990, and includes 18-inch alloy wheels (up from 17s on the previous car), clad in vastly superior Michelin Pilot Sport 4 tyres, full LED exterior lights with new designs, dual-zone climate control with a more aesthetically pleasing cluster in the dash, a new 7.0-inch digital dash display, a new 8.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, and built-in sat-nav, a synthetic leather-bound wheel and gear knob, seats trimmed in cloth, a reversing camera, keyless entry with push-start ignition, and a significant upgrade to the rear-facing safety suite, which we’ll look at later.
The automatic model ($42,790) is identically specified but swaps the six-speed manual for a six-speed torque converter automatic with paddle-shift manual mode.
The additional price-hike over the manual version is more than compensated for, however, by the inclusion of Subaru’s signature 'EyeSight' forward-facing dual-camera based safety suite, which would have required significant engineering input to include.
This is all without covering the updates to the car’s platform, suspension and bigger, punchier engine which fans have been crying out for since day one, all of which we’ll look at later in this review.
The top-spec S version mirrors the equipment list of the base car but upgrades the seat trim to a blend of synthetic leather and ‘ultrasuede’ with a heating function for front occupants.
The S version wears an additional cost of $1200 for a price tag of $40,190 for the manual or $43,990 for the auto.
While that may still seem quite a bit for such a small and relatively simple vehicle, in the context of the category it is excellent value.
Its most obvious rival, the Mazda MX-5, wears a minimum MSRP of $42,000 while providing significantly less performance from its 2.0-litre engine.
Under the bonnet
Mazda MX-59/10
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.
Subaru BRZ9/10
Some of the best news for previous owners of the BRZ is here. The old 2.0-litre Subaru boxer engine (152kW/212Nm) has been replaced by a larger 2.4-litre unit, with a significant hike to the outputs, now sitting at a respectable 174kW/250Nm.
While the engine code has migrated from FA20 to FA24, Subaru says it's more than just a bored-out version, with changes across the injection and port system to the connecting rods, as well as tweaks to the intake system and various materials used throughout.
The aim is smoothing out the torque curve and reinforcing engine parts to handle the increased output, while optimising fuel economy.
The available transmissions, a six-speed torque converter automatic and six-speed manual, have also been revised from their predecessors, with physical enhancements to smooth shifts and handle more power.
The auto's software has also been revised to make it compatible with a new safety suite it's paired with.
Efficiency
Mazda MX-58/10
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.
Subaru BRZ7/10
With the higher engine displacement comes a bump in fuel consumption for the BRZ.
We didn’t pull an as-tested number from the launch event as we were sampling multiple vehicles in a host of different conditions.
Stay tuned for a follow-up review to see if the official numbers were as surprisingly close as they were for the previous car.
The BRZ also continues to require top-shelf 98RON unleaded fuel and has a 50-litre tank.
Driving
Mazda MX-59/10
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.Â
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.Â
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.
Subaru BRZ9/10
Subaru talked a big game on things like chassis rigidity (a 60 per cent lateral bending improvement, and 50 per cent more torsional stiffness for those interested) but to actually feel the difference we were offered the opportunity to drive the old and new car back-to back.
The result was telling, while the new car’s power levels and responsiveness are notably improved, the new suspension and stiffer frame combine with those new Pilot Sport tyres to deliver a decisive dynamic improvement across the board.
While the old car was famous for being twitchy and easy to slide, the new car manages to maintain a sense of playfulness whilst adding a lot more confidence when needed.
This means you can still do doughnuts with ease on a skidpan, but carry more speed with the extra grip available through S-bends on a track.
Even driving the car on a tame back road, it's easy to tell how much firmer the frame is, and how the suspension has been adjusted to compensate.
The car is still packed full of feel, but not as brittle as the outgoing model when it comes to the suspension and damper tune. Smart.
The new engine feels every bit the upgrade it claims to be, with more consistent torque through the rev range, and a notable jump in responsiveness.
The engine's pretty distant at commuter speeds, only communicating the signature rugged boxer tone at higher revs.
Unfortunately, this improvement doesn't extend to the tyre noise, of which there is a lot.
This is somehow never a strong point for Subarus, and doubly so here with a car so firm and close to the ground, with bigger alloys and stiffer suspension.
I suppose this consideration is not high on the list for the typical BRZ customer.
The interior materials are a little less dingy than they were before, but with identical key action points in terms of the small radius steering wheel, as well as the easy-access shifter and handbrake, the BRZ continues to be an absolute ergonomic joy to operate, even when the car is completely sideways (on the skid pan...).
The steering tune is as natural as it comes, allowing you to feel even more at one with what the tyres are doing.
One odd little downside here is the inclusion of Subaru’s odd touch indicators as seen on the new Outback. They’re the kind which don’t lock into position when you use them.
I don’t know why Subaru is intent on introducing these when BMW famously tried (unsuccessfully) to popularise them in the mid ‘00s.
I’m sure we’ll have more to say on this car’s road-going capabilities when we have a chance to do a longer on-road test, but having the opportunity to drive the old and new back-to-back put the new car in context.
It’s everything you loved about the old one, but just a bit more grown-up. I like it a lot.
Safety
Mazda MX-57/10
The ND MX-5 actually scored five stars with ANCAP back in 2016, even though its score has now expired. It’s not obvious how well it would fare under newer, stricter tests, given the small car’s lack of advanced driver assistance - not that that’s a bad thing in the case of a sports car.
Still, for a two-seat convertible, the MX-5 has a decent list of kit to keep you safe including front and side airbags, alerts for driver attention, blind spots, lane departure and rear-cross traffic, parking sensors and a reversing camera, belt pretensioners and side-impact door beams and even automatic Smart City Brake Support.
Subaru BRZ8/10
Safety has improved out of sight, at least on automatic BRZ variants, as Subaru has managed to fit its signature stereo-camera-based EyeSight safety equipment to the little sports coupe.
It’s worth noting the BRZ is the only car with a torque converter transmission to be fitted with the system, as the rest of the brand's range uses continuously variable automatic transmissions.
This means, for the auto, active safety functions have expanded to include auto emergency braking with pedestrian and cyclist detection, lane departure warning, blind spot monitoring with rear cross-traffic alert, reverse auto emergency braking, adaptive cruise control, and a host of other conveniences like lead vehicle start alert, and auto high beam assist.
Like the auto, the manual version features all the rear-facing active equipment, that is the rear AEB, blind spot monitoring, and rear cross traffic alert.
Elsewhere, the BRZ gets seven airbags (the standard front, side, and head, plus a driver’s knee) and the required suite of stability, traction, and brake controls.
The previous-generation BRZ had a maximum five-star ANCAP safety rating, but to an older 2012 standard. No assessment for the new car, so far.
Ownership
Mazda MX-58/10
Mazda’s five-year, unlimited km warranty covers the MX-5, including five years of roadside assist.
Servicing costs are pre-set, with intervals every 12 months or 15,000km up to seven years or 105,000km. They cost between $447 and $638, averaging out at about $544 each.
Subaru BRZ7/10
Like the rest of the Subaru range, the BRZ is covered by a five year/unlimited kilometre warranty, including 12 months of roadside assist, which is on-par with its mainstream rivals.
It is also covered by a capped price servicing program, which is surprisingly transparent now, including parts and labour costs.
Unfortunately, it’s not particularly cheap, with services varying between $344.62 and $783.33 for a yearly average over the first 75,000km/60 months of $494.85 for the automatic model. A small amount can be saved by choosing the manual.
It will be interesting to see if Toyota blows the Subaru out of the water by applying its famously cheap servicing to the BRZ’s 86 twin, set to launch later in 2022.