Jeep Wrangler vs Mazda MX-5

What's the difference?

The Overland is (surprisingly) not atrocious on-road and (not surprisingly) very capable off-road. It costs a lot but, geez, it's a barrel of laughs.

If your heart is set on a four-door mid-size 4WD that's a whole lot of fun to drive, but rather impractical for daily life, then it’s difficult to over-look the Overland.

If you’re really gung-ho about hard-core off-roading – rock-crawling etc – then perhaps you should focus on the Rubicon, but for everything else the Overland, even on standard tyres, is more than capable.

Well, Mazda has gone and done it again – it's managed to make the MX-5 even better.

It's easy to be cynical about the real-world impact of Kinetic Posture Control, but it does actually make a meaningful difference, building upon an already class-leading drive experience.

Needless to say, if you're in the market for a new mainstream sports car, the MX-5 is still the default option. I'll take a manual RF GT, thanks.

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

The Wrangler's appearance has been tweaked throughout the years without ever sacrificing any of the ol’ Wrangler spirit.

It has stuck to its traditional roots and, as such, retains its old-school chunkiness, which is good, but the Overland is less of a hardcore-looking 4WD and more of a lifestyle-suited off-roader than its Rubicon stablemate. 

Though the Overland version has a certain blocky appeal, I reckon the Rubicon is better for having fully embraced the all-out off-road look and feel, tyres and all. 

I'll be honest, when the ND MX-5 was unveiled, I did not love it. In fact, I had question marks over whether it had an angle that looked good. But over time, I've realised that it was me who was off the mark.

Yep, the fourth-generation model's exterior design is ageing gracefully, with those pinched headlights and that gaping grille looking fabulous. And the front end is made  stronger by the pronounced fenders, a design flourish also seen at the rear.

Speaking of the back end, it's still not my favourite angle, but  the correct paintwork selection can make it pop in all the right ways. Yes, those wedge-circle-combination tail-lights are not for everyone, but they are an undeniable signature.

As mentioned, the MX-5 range is available in two body-styles: the traditional, manually operated soft-top Roadster and the more modern power-operated hardtop RF. Of course, the former is quicker to use, while the latter is more secure.

Either way, the ND is starting to show its age inside, where its basic design (including physical climate controls) is headlined by a ‘floating' 7.0-inch central touchscreen – which can be operated via a rotary controller – and a small, multifunction display next to the traditional tachometer and speedometer.

Again, there's not a lot to it, but leather upholstery adorns the steering wheel, gear selector, manual handbrake and dashboard insert, and there are body-colour accents on the door shoulders. The GT and GT RS also get cow hide on the seats, and that's your lot. I must admit, I actually love the ‘back to basics' interior approach.

What can you say about a vehicle that has a “wash-out interior with drain plugs” listed in its specs?

This is a purpose-built off-roader and the Overland’s five-seat cabin is a basic but functional space, in which it’s easy to immediately feel comfortable. 

All dials, knobs and switches are easy to locate and chunky enough to operate while skipping over corrugations or climbing up steep rock steps.

There's leather everywhere – seats, steering wheel, shifter knob – but durable outdoors-tough surfaces also abound.

What always strikes me about the Wrangler interior is the fact that it’s abundantly clear Jeep designers regularly experience – or at least are familiar with – the type of life that Wranglers are aimed at: fun, dirty, rough-and-tumble adventures in the great outdoors.

There isn’t a lot of storage space inside but there are a few small, deep, and textured receptacles – ideal for keeping your bits and pieces in the same spot while you bounce around off-road – as well as grab handles, including a big sturdy one in front of the front-seat passenger. 

There are also tensioned net pockets on the doors so you can throw stuff in there, but beyond those there aren't a lot of storage options.

There are air vents, two USB-C ports, and a 230V inverter in the centre console.

Rear cargo space is listed at 898 litres; with the rear seat stowed away, there is a claimed 2050 litres of room.

Measuring 3915mm long (with a 2310mm wheelbase), 1735mm wide and 1230-1235mm tall, the MX-5 is a petite sports car, so needless to say, practicality is not one of its strengths.

For example, the Roadster version's boot has a tiny cargo capacity of 130L, while its RF sibling has 127L. Either way, once you put two soft bags or a small suitcase in it, there's not much room left. And let's not forget the very tall load lip that you need to contend with.

The MX-5 doesn't exactly offer more inside, as the central storage bin is puny, and the glovebox is basically non-existent, alongside tiny door bins. Aside from the decently sized ‘ski port', it's not great news for in-cabin storage.

That said, two removable but shallow cupholders are located between the seats, but they're propped by flimsy arms, which can cause anxiety, especially with hot coffees and the like.

Connectivity-wise, there's a single USB-A port and one 12V power outlet – that's it. Both are found in the centre stack, near a cubby that's appropriate for smartphones.

It's  worth mentioning the MX-5 doesn't have anchorage points for child seats, be they top-tether or ISOFIX, so it's a sports car for adults – obviously.

For that reason, you expect some shortcomings on the practicality front, and these ones are not dealbreakers when driving alone.

For MY22, the MX-5 is still available in two body-styles: the soft-top Roadster and the hardtop RF. It also keeps its three grades, including the unnamed entry-level offering, mid-range GT and flagship GT RS, but pricing is up by $400-1700 for every variant.

In terms of specification changes, Platinum Quartz is a new metallic paintwork option, while the RF GT can now be had with Terracotta Nappa leather upholstery. Aside from Kinetic Posture Control and some key safety upgrades for the unnamed entry-level grade – which we'll explore in later sections of this review – that's the extent of the MY22 adjustments to the MX-5 line-up.

Standard equipment in the  entry-level grade, therefore, includes dusk-sensing LED lights, rain-sensing wipers, black 17-inch alloy wheels, push-button start, a 7.0-inch touchscreen multimedia system, satellite navigation, wireless Apple CarPlay and wired Android Auto support, digital radio, a six-speaker sound system, single-zone climate control, an auto-dimming rearview mirror and black cloth upholstery.

The GT adds adaptive headlights, silver 17-inch alloy wheels, heated side mirrors, keyless entry, a 203W Bose sound system with nine speakers, heated seats, an auto-dimming rearview mirror, black leather upholstery and stainless-steel scuff plates.

For $1020, a Black Roof package can be added to the two RF GT variants, which bundles in – you guessed it – a black roof and Pure White or Terracotta Nappa leather upholstery.

The GT RS gets several performance-focused upgrades over the GT, including Gunmetal Grey 17-inch BBS forged alloy wheels, Brembo front brakes package (four-piston calipers and high-performance pads), Bilstein gas-pressurised dampers and a solid alloy strut tower brace.

When it comes to similarly priced rivals, the MX-5 doesn't have many, with the Mini Cooper S Convertible (from $51,530) coming the closest, while the just-launched Subaru BRZ (from $38,990) and yet-to-be-priced Toyota GR86 twins aren't far off.

This Jeep has a 3.6-litre 'Pentastar' V6 engine – producing 209kW at 6400rpm and 347Nm at 4100rpm – and an eight-speed automatic transmission.

It's an effective engine-and-auto pairing for driving on sealed surfaces and well suited to high- and low-range 4WDing.

Prior to MY22, the Roadster's entry-level grade was motivated by a delightful 1.5-litre naturally aspirated petrol four-cylinder engine that produced a modest 97kW of power at 7000rpm and 152Nm of torque at 4500rpm – but that option is no more, due to slow sales.

That's right; pour one out for the enthusiasts, as all MX-5 variants now use the familiar 2.0-litre unit that develops a more formidable 135kW at 7000rpm and 205Nm at 4000rpm.

That said, drive is still sent to the rear wheels via a six-speed manual with a rear limited-slip differential, or a six-speed torque-converter automatic with paddle-shifters. However, the GT RS is the only grade that exclusively comes with the former.

Official fuel consumption is listed as 9.7L/100km on a combined cycle. 

Actual fuel consumption on this test, from pump to pump, was 13.6L/100km, largely attributable to the fact I did a lot of low-range four-wheel driving on this test, as always. 

The Wrangler Overland Unlimited has an 81-litre tank so, going by that fuel figure above, you could reasonably expect a driving range of about 595km from a full tank.

Note: Drop 30km to 50km from your total calculated fuel-range figure for a better idea of your vehicle’s safe touring range – so that figure above would be 565km.

Also, remember that numerous other factors affect your fuel consumption and so impact your touring range, including how much extra weight you have onboard (passengers, camping gear etc), whether your vehicle is fitted with any aftermarket equipment (bullbar, spare-wheel carrier, etc), whether you are towing (a camper-trailer, caravan, or boat etc), your vehicle's tyre pressures and the conditions.

The MX-5's fuel consumption on the combined-cycle test (ADR 81/02) varies from variant to variant, with manual Roadsters managing 6.8L/100km, while their automatic counterparts require 7.0L/100km. Three-pedal RFs need 6.9L/100km, while two-pedal versions drink 7.2L/100km.

That's a strong set of claims for a sports car, and while I wasn't able to get a real-world result for the MY22 version due to the nature of its launch program, my previous experience with a MY21 manual Roadster saw an average around its claim, which is impressive stuff.

For reference, the MX-5 has a 45L fuel tank that takes more expensive 95 RON premium petrol at minimum, with claimed driving range, therefore, in the 625-662km region.

The Wrangler Overland is a fun, go-kart style drive and yields a real driver-direct experience you get from few other contemporary vehicles on the blacktop and the dirt.

But while it’s nowhere near as atrocious as you might expect on sealed surfaces its planted, squared-off stance gives it a definite composure on bitumen. It’s certainly no sports car in terms of ride and handling.

It’s quite soft on-road, soaking up most imperfections with ease, but it also takes quite a lot of effort and concentration to keep this Jeep in line on the open road because it tends to float around on the blacktop if not constantly reined in. 

Also, its steering has a lightness about it that can sometimes be a bit disconcerting. 

The V6 is a gutsy unit, capable of punching the Overland along at a fair clip, all while the eight-speed auto handles clever and nicely controlled shifts.

Because it’s so blocky, straight up and down, with big wing mirrors and the like, the Overland is rather noisy on sealed surfaces.

But it remains one of the few modern vehicles that deserves to be driven with the windows down, because it offers that kind of visceral driving experience – as the LC70 Series, or Suzuki Jimny do.

So, how does the Overland perform off-road? Bloody glad you asked.

Spoiler alert: The Overland is not as good an off-roader as the Rubicon because it does not have that variant’s BFGoodrich Mud-Terrain tyres, 'Rock-Trac' active on-demand 4x4 system (with 4:1 transfer case*, and 77.2:1 crawl ratio), front and rear locking differentials, or the Rubicon’s very handy electronic front sway bar disconnect. (* The Overland has 2.72:1.)

But, having said that, the Overland is still an extremely capable off-roader.

To be honest, I wasn't expecting any strife because it retains all the traditional goodness of the Wrangler with very few compromises. It’s a genuine 4WD with a dual-range transfer case, a ladder chassis, solid axles and well-proven 4WD heritage.

In terms of size, the Overland is 4882mm long (with a 3008mm wheelbase), 1894mm wide, 1838mm high. It has a listed kerb weight of 1900kg.

Steering has a nice weight to it at lower speeds, giving the driver a great sense of sustained control through even the most severe obstacles, but the Overland’s turning circle is a listed 12.44m, so this off-roader can sometimes feel like a mini-bus to steer through tight turns.

However, this is a purpose-built off-roader with a wide wheel track and low centre of gravity, so it feels planted no matter how rough and bumpy the terrain gets.

On the gravel track to our off-road testing site, there are numerous steering-wheel-jolting corrugations but overall the Overland – with a coil spring at each corner – soaked them up.

Our 4WD loop included the aforementioned gravel tracks, light to medium corrugations, undulating mud tracks and mud holes, and some very challenging low-range 4WD sections (in particular, a steep rocky hill), and a few other set-pieces to see if the Overland was able to do everything safely and comfortably. 

As a true 4WD worth its weight in gold, the Wrangler is immediately more at home taking on low-speed 4WDing than it is negotiating suburban traffic.

Again, the V6 engine comes into its own, delivering smooth, even torque when needed, but not ever over-working to achieve that.

Considered driving is necessary as is slow and steady throttle, but that's easily achieved in the Wrangler as its go pedal is none too sensitive to a bouncing boot.

It’s refreshing to note that switching to 4WD High or 4WD Low range is still done via a stubby stick to the left of the auto shifter, rather than the push of a button, or the turn of a dial. 

Low-range gearing is very good and the Overland has a well-calibrated off-road traction control that seamlessly launches into action when required, and wasted wheelspin is kept to an absolute minimum.

This Wrangler has 242mm ground clearance and a standard wading depth of 760mm, and was never troubled on climbing steep rock steps, traversing deep ruts or punching through mudholes.

It’s supremely sure-footed during low-range work but visibility can be an issue: over-bonnet visibility has improved slightly over previous generations but the driver’s view to the front and side is still a bit squeezed, making it at times difficult to visually pick correct wheel-placement, especially when driving steep terrain at sharp angles.

It can go hardcore, no worries, but it simply requires a bit more thought and you know what? That’s fine with me because it makes the off-roading experience an even more engaging one. 

The Overland has approach, departure and breakover angles of 35.8, 31.2 and 20.4 degrees, respectively.

With live axles front and rear, the Overland has plenty of wheel travel to keep moving and under control through truly off-grid country.

The only real compromises in the Overland’s 4x4 set-up are its standard Bridgestone Dueler (255/70R18) highway tyres and, even on those, the Overland walked up and over our toughest off-road challenges.

Though the Overland is not historically regarded as a towing platform, it’s handy for you to know that it has listed towing capacities of 750kg (unbraked trailer) and 2495kg (braked).

Let's get straight to the elephant in the room: Kinetic Posture Control. What is KPC? Well, put simply, it uses its electronic smarts to apply brake pressure to the inside rear wheel – when necessary – while cornering, all in the name of improved body control.

So, does KPC actually make a meaningful difference? We tested MY22 MX-5s back-to-back with MY21 versions on-track and on-road to find out, and the short answer is yes.

The GT RS makes better use of KPC due to its sporty chassis upgrades, delivering a more confident drive when cornering hard, but the softer unnamed entry-level grade and GT still benefit from its influence.

Either way, the upshot is how these upgrades make the MX-5 even flatter through the corners. It almost doesn't matter how hard you turn in; it will remain relatively locked down. And given the already graceful way in which it pivots, there are next to no handling issues.

Otherwise, this is the same MX-5 we've come to know and love, which is great news for drivers that, you know, like to drive.

The electric power steering defies convention with its well-judged weighting and high level of feel. It's not the hydraulic system of previous generation, but it's great in its own right.

And the MX-5's suspension set-up (double-wishbone front and multi-link rear axles) still delivers a ride that's not for everyone, especially the jittery GT RS that, again, has Bilstein gas-pressurised dampers and a solid alloy strut tower brace.

The 2.0-litre naturally aspirated four-cylinder engine is still very enjoyable, with its free-revving nature egging the driver on to push towards the redline with every upshift, and with peak power (135kW) produced at a scintillating 7000rpm, you feel obliged to.

This unit is naturally short on torque, particularly down low, and its maximum (205Nm) is developed at 4000rpm, so the driver has to work the right pedal hard, which they'll be willing to do because of the fun factor.

Of course, the key to this memorable experience is the six-speed manual. It ticks nearly all the boxes with its perfectly weighted clutch, short throw and well-judged ratios.

The six-speed torque-converter automatic also does the trick with its smooth shifts, but it doesn't seem that keen to hit the redline, even when the Sport drive mode is engaged and the accelerator pedal is buried. I would pick the three-pedal set-up without hesitation.

Critically, braking performance is strong alongside pedal feel, but the GT RS makes both better with its aforementioned Brembo  brakes package.

Now, it'd be remiss of me to not touch on the MX-5's noise levels, as it's not the most peaceful sports car on the market. Naturally, the Roadster is the most disruptive body-style, with the RF providing better insulation. Keep that in mind if it's important to you.

While Australia's independent automotive safety authority, ANCAP, awarded the MX-5 its maximum five-star safety rating in 2016, the game has changed significantly in the past six years, so keep that in mind if it's on your shopping list.

Either way, advanced driver-assist systems in the MX-5 extend to front autonomous emergency braking (AEB) with pedestrian detection, cruise control, traffic-sign recognition, blind-spot monitoring, rear cross-traffic alert, a reversing camera and tyre-pressure monitoring.

In a good move, new to the unnamed entry-level grade for MY22 – but already standard in the GT and GT RS – are lane-departure warning, driver-attention alert, rear AEB, and rear parking sensors.

That said, lane-keep and steering assist should also be part of the range-wide package alongside adaptive cruise control, but they're looking like they won't be a factor until the next-generation MX-5 – if there is one.

Other range-wide standard safety equipment includes four airbags (dual front and side), anti-skid brakes (ABS) and the usual electronic traction and stability-control systems.

The Overland Unlimited is covered by a five-year/unlimited km warranty.

Servicing is set at 12 month or 12,000km intervals at a total cost of $1995 over five years, with servicing capped at a maximum $399 per appointment.

Lifetime roadside assist is available to Overland owners when they service through Jeep.

Like all Mazda Australia models, the MX-5 comes with a five-year/unlimited-kilometre warranty and five years of roadside assistance, both of which are average when compared to Kia's market-leading seven-year terms with ‘no strings attached'.

Service intervals for the MX-5 are 12 months or 10,000km (whichever comes first), with the distance on the shorter side. But capped-price servicing is available for the first five visits, costing $1755 in total, or an average of $351, which is not too bad.