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What's the difference?
The Mazda MX-5 convertible is arguably the best new mainstream sports car available today, but the fourth-generation, ‘ND' model was released in Australia all the way back in August 2015, meaning it's now nearly seven years old.
So, how does Mazda go about making the ND MX-5 even better, especially in the face of the new Toyota GR86 and Subaru BRZ coupes? Well, the MY22 version on test here isn't a late-life facelift - its face is exactly the same - but it does introduce something called Kinetic Posture Control, which promises an improved drive.
Oh, and the MY22 MX-5 also spells the end of the enthusiast-friendly 1.5-litre engine option, with the 2.0-litre alternative now standard range-wide, alongside the full safety package. That said, has Mazda managed to improve the breed? Let's find out.
Cast your mind back to 2012, Carly Rae Jepsen’s super-catchy Call Me Maybe single was at the top of the music charts, the first Avengers movie had just hit movie theatres and Toyota’s 86 sports car finally arrived in Australian showrooms after a lengthy teaser campaign.
Fast-forward eight years to 2020, and Carly Rae Jepsen is still releasing bangers, the Avengers have become the zeitgeist of 2010s popular culture and... the Toyota 86 is still available in local showrooms.
Sure, Toyota has tweaked, fiddled and updated the 86 a little since then, but the formula for an affordable, front-engine, rear-wheel-drive coupe is still the same.
But the 86 now competes in a market that has moved ahead in leaps and bounds, and while direct competitors like the Mazda MX-5 are few and far between, it now has to fend off competition from some light-sized warm hatches.
Does the Toyota 86 manage to hold its own in 2020? Or is it better off relegated to the annals of history?
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 Toyota 86 might be a bit of a blast from the past in 2020, especially considering there is a new-generation version just around the corner, but that doesn’t mean it’s a bad car.
In fact, it serves up a fun and visceral driving experience seldom seen in anything other than the most focussed of sports cars, but packaged up with an attainable price.
If you value practicality and straight-line pace, a hot hatch will be the easy choice, but if the driving experience is the most important aspect of a car to you, it’s hard to pass up the Toyota 86.
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.
There’s no denying Toyota’s 86 boasts classic sports car proportions thanks to a long bonnet, short overhangs and a sleek coupe body-style.
Though some things have changed since the model first came to market in 2012, such as revised bumpers and lights, the 86 is just as recognisable today as it was back then.
From the front, the 86 gives off a purposeful and aggressive stance thanks to its angled headlights, gaping intake and bulging arches.
Move to the side and you will see the wheelbase stretches nearly to the edges of the car, while a strong shoulder- and roofline join at the rear haunches to emphasise the 86’s rear-drive character.
The rear end is probable the least favourable angle for the 86, but the wide tail-lights, large diffuser and dual-exhaust outlets add to its sporting character.
Our test car was fitted in the eye-catching Apollo Blue colour, as well as 17-inch wheels, mirror caps and a rear spoiler finished in black.
After eight years on the market, we still think the 86 is one of the better-looking sports cars on the market, largely thanks to its purposeful and no-frills approach to styling.
It’s not quite as over-the-top as something like a Honda Civic Type R, but you still know it means business if it showed up to a track day.
Step inside though, and the cabin has not aged as well as the exterior.
The centre stack houses a 6.1-inch multimedia touchscreen that looks like it was picked out at a Repco sale, while you can practically see the pixels on the digital clock and temperature readout screens.
It’s not all bad though, as the chunky switchgear and large push-button starter add a little character to the interior.
We also like the instrumentation, which puts the tachometer front and centre for the driver while also incorporating a 4.2-inch display to add a bit of modernity.
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.
Measuring 4240mm long, 1775mm wide, 1320mm tall and with a 2570mm wheelbase, the 86 coupe is dimensionally smaller in every measure to its Corolla hatchback sibling.
Despite this, Toyota says there is enough seating for four, but the 86 is much closer to a 2+2 than it is to a proper four-seater.
Front occupant space is ample enough, with plenty of adjustable in the seat and steering column for drivers to get into the perfect position.
There’s cupholders in the centre console, storage and the door pockets will even take a water bottle.
Front occupants also have access to a very, very small tray just in front of the shifter, though what it could accommodate is unknown.
We will also mention that when in odd-numbered gears, it can get tricky to use the climate controls, though it wouldn’t be a problem in auto-equipped cars.
Flick the front seats forward, contort yourself into the rear and, well, its more akin to a medieval torture device than passenger-friendly seating.
Headroom is especially limited, though we were surprised with the better-than-expected legroom due to the bucket-shape of the rear seats.
Don’t expect any mod-cons in the rear though, as the only thing to keep yourself entertained back there is the seat belt.
The boot accommodates just 237 litres of volume, which is just about enough to fit a large suitcase, though because of the short space, it will have to go in sideways leaving not a lot of room for much else.
Boot floor is also quite high, meaning tall objects will struggle to fit, but the rear seats can be folded flat to accommodate longer items.
While early versions of the 86 came with a spare wheel, in 2020, all new cars come with a puncture-repair kit.
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.
The Toyota 86 kicks off at $31,440 before on-road costs for the base GT manual, while the GTS version starts at $36,640.
An automatic transmission adds $2300 to the asking price.
Our test car, a top-spec GTS with all the options, rings the till up to $39,590 thanks to the Dynamic Performance Pack and Apollo Blue paint adding $2950.
As standard, the 86 comes with dual exhaust tips and LED headlights with daytime running lamps, while the black spoiler and side mirrors are an option available to the GTS grade.
The 17-inch wheels finished in black are also exclusive to this spec of 86, and the Dynamic Performance Pack adds larger Brembo brakes and Sachs suspension (more on those later).
Inside, the 86 is fitted with a black leather interior, sports seats with Alcantara inserts, Alcantara touches on the dashboard and door trims, rear privacy glass, dual-zone climate control, heated front seats, 4.2-inch multi-function driver display, push-button start, floor mats and three-spoke multifunction steering wheel.
The multimedia system is displayed on a 6.1-inch colour touchscreen, and includes features such as Bluetooth connectivity, USB input and satellite navigation.
No doubt this version of the 86 wears a sizeable pricetag, one that puts it right in contention amongst faster and more practical hot hatches like the Hyundai i30 N, though how much value you put in a coupe body-style and rear-drive dynamics is up to you.
Compared to something like the 2.0-litre MX-5 though, which starts at $43,820, the 86 looks much more attractive, but again, this is not taking into consideration the Mazda’s convertible party piece.
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.
Powering all Toyota 86s is a 2.0-litre four-cylinder Boxer petrol engine, outputting 152kW/212Nm when paired to a the six-speed manual gearbox.
Automatic transmission versions are downgraded to 147kW/205Nm.
Peak power comes in at a heady 7000rpm, while maximum torque is available from 6400-6600rpm for both manual and automatic versions.
Tipping the scales at around 1258kg means the manual 86 can accelerate from zero to 100km/h in 7.6 seconds, while the automatic version is 0.6s slower to the landmark time.
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.
Official fuel-consumption figures for the 86 is 8.4 litres per 100km with the six-speed manual.
However, we managed an 8.3L/100km figure after a week’s worth of driving, which is especially impressive given most of our time was spent in Melbourne’s inner-city.
Of note, the 86 requires 98 RON petrol.
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.
Front engine, rear-wheel drive, it’s a tried-and-true formula for an engaging driving experience and the Toyota 86 certainly doesn’t disappoint its spiritual predecessors in this regard.
Sure, the engine is a little underpowered, but the free-revving 2.0-litre will happily be wrung out until the 7600pm cut off.
The slick six-speed shifter is also an absolute joy to move, offering satisfying ‘snicks’ with every gear change, and a positive and natural throw that makes it hard to mis-shift.
Pedal placement, a crucial element in a manual car, is equally excellent, with just the right amount of spacing between the clutch, brake and throttle.
Don’t get us wrong, we aren’t heel-and-toe devotees, but it's nice they are positioned well, and offer the right amount of feedback and engagement.
From the driver’s position, looking out over the long bonnet can be a bit daunting, but with the bulging front wheelarches, you can actually tell exactly where the front wheels are, making apex-clipping a breeze.
The fantastic steering response helps with that too, as does the communicative chassis that conveys exactly what the rear axle is wanting to do.
Balanced, neutral handling is the name of the game here, with MacPherson struts up front and a double wishbone rear.
Our test car was also fitted with the up-rated Brembo brakes and Sachs-branded dampers that are designed to improve stopping power and handling respectively.
However, without driving this car and an 86 without the Dynamic Performance Pack fitted, it’s hard to make comment on how much the handling characteristics have changed.
We can say that the Brembo brakes are excellent at scrubbing speed from the perky Toyota coupe, thanks to larger callipers and rotors.
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 Toyota 86 carries a maximum five-star ANCAP safety rating and was crash-tested in 2012.
It scored 34.4 points out of a maximum of 37, with excellent 94 and 96 per cent results in the frontal offset and side impact tests respectively.
However, ANCAP standards have since moved on, and mandates the standard inclusion of driving assistance technologies such as autonomous emergency braking (AEB) for a five-star result.
The Toyota 86 is not fitted with AEB as standard, nor is it available as an option, but does come fitted with cruise control, reversing camera, hill-start assist and seven airbags.
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.
Like all new Toyota vehicles, the 86 comes with a five-year/unlimited kilometre warranty, which is also accompanied by a seven-year anti-corrosion assurance.
The first service is due in the first month of ownership and is free, while scheduled servicing is usually every 15,000km/nine months, which every comes first.
Each of the next four services covering up to 36 months/60,000km is capped at $200 per servicing, while the next service rises to $391, $1860 and $391
Therefore, the first 63 months/105,000km of ownership will set buyers back $3051 in servicing.