Subaru BRZ vs Mazda MX-5

What's the difference?

The Subaru BRZ S has so much going for it. Smile-inducing dynamics combined with a noticeable power boost relative to the first-gen version, as well as impressive economy for a car of this type, good value and sleek design. But even in the typically confined world of sports cars, practicality is a negative. The 2+2 layout doesn’t offer a whole lot of flexibility, and in-cabin storage is less than ideal. However, the biggest mark-down goes against the baffling omission of the EyeSight safety suite on this manual version.  

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 original Subaru BRZ/Toyota 86 design wasn’t broken, so, how do you freshen up a winning formula without spoiling it in the process?

That was the challenge facing Project Chief Designer, Koichi Matsumoto and his team at Toyota. As was the case with the first-gen car, Subaru is responsible for engineering and manufacturing, while Toyota took care of the car’s design.

And the result is a smooth evolution of the original BRZ’s look and feel, using confident, simplified lines to create a more substantial, mature presence.

Large, angular LED headlights, defined by LED DRLs around their perimeter, deep gills feeding air to the front brakes, and a protruding chin spoiler contribute to an intense, focused expression at the front.

One of the most common owner upgrades to the original BRZ/86 was a ‘plus-one’ step up in wheel diameter from the standard 17-inch rims to 18s. And Subaru is now ahead of that game fitting handsome 10-spoke, 18-inch alloys as standard on the base and S model of the current car. They fill the arches nicely, and again, make the BRZ look more serious and grown up.

Large vents behind the front wheel arches are functional, allowing cooling air to escape cleanly once it’s passed through the brakes, and thick integrated side skirts enhance the car’s aggressive stance.

Things have been kept simple at the back, with the steeply sloped rear window running seamlessly into the boot, which kicks up abruptly with a large lip spoiler on its trailing edge. Elongated LED tail-lights wrap around the rear corners to neatly finish off the clean rear-end treatment. 

The interior will be familiar territory for owners of the original BRZ because nothing fundamental has been changed.

Grippy sports front seats are trimmed in synthetic suede (perforated on the central panels) with leather accents, while red highlights and contrast stitching rev up the racy feel.

The dash set-up also has echoes of the previous car, although the media screen is bigger and better, the instruments are digital and LCD displays have been added to the climate adjustment knobs. A mechanical handbrake, located on the ‘correct’ (right-hand) side of the transmission tunnel and alloy pedal covers help build the cool, sports car vibe.  

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.

Practicality was never going to sit near the top of the design and engineering priority list for this car, But that said, it’s a ‘2+2’, meaning there’s enough room for adults to sit comfortably up front, and nowhere near enough room for that to happen in the rear.

Skilled contortionists or pre-teenage kids are the only realistic +2 candidates. Headroom is laughable, legroom is non-existent, and if, for whatever reason, you do need to squash a couple of grown-ups back there, be prepared to slide the front seats forward to an uncomfortable, borderline unsafe degree. And stand-by for the chiropractor bills! 

Aside from that, storage is more often than not an ‘either-or’ proposition. There are two cupholders in the centre console, but they’re inside the lidded bin between the front seats. So, space for keys, a wallet and phone… or a couple of cups.

Same with what Subaru cheekily calls “door pockets with integrated bottle storage”. Yeah, nah, there’s a recess large enough for a bottle, and a small slot beside the armrest. 

The glove box is okay, but it’s chock-full of a small phone book-sized (remember those) owner’s manual set. Maybe best to set that aside somewhere. But the good news is there’s a 12V socket in there.

Speaking of power and connectivity, there are also two USB-A sockets and an ‘aux-in’ jack in the centre console box.

When it comes to the boot, there’s good news and bad news. Good news is there’s a full-size alloy spare in there. Bad news is it sits flat in the floor and takes up a lot of the already tight 201-litre space. Practical when you have a flat. Not so much when you’re trying to fit the groceries in.

An unlikely side benefit is the dish of the alloy spare helps keep small items under control once you’re underway. Which is extra handy because there aren’t any tie-down anchors included.

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.

The BRZ is powered by a naturally aspirated, 2.4-litre, horizontally-opposed four-cylinder petrol engine.

This all-alloy (FA24) unit features a combination of port- and direct-injection, as well as ‘Dual AVCS’ variable (inlet and exhaust) valve timing to produce 174kW at 7000rpm and 250Nm at 3700rpm.

It’s a derivative of the previous car’s ‘FA20’ engine, with the cylinder bores increased from 86mm to 90mm, to bring capacity up from 2.0 litres to 2.4 litres.

Drive goes to the rear wheels through either a six-speed automatic transmission, or as tested here, a six-speed manual gearbox.

Worth noting this package addresses one of the most common criticisms of the superceded, first-generation BRZ. That is, it needed more power.

While some owners were happy with the power-to-weight balance of the original 2.0-litre car, others turned to various tweaks, including forced-induction, to up the ante.

But the second-gen car adds an extra 389 ccs, 22kW and 38Nm in an attempt to satisfy those with a need for extra speed.

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.

Subaru’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle for the six-speed manual BRZ is 9.5L/100km (six-speed auto - 8.8L/100km), the 2.4-litre four emitting 217g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we saw a dash-indicated average of, you guessed it, 9.5L/100km. And doing the arithmetic after filling up at the bowser we arrived at an average of 9.1L/100 for the same period. Not bad for a sporty coupe like this. 

Pricey 98 RON premium unleaded is required, though, and you’ll need 50 litres of it to fill the tank.

Using the official number that translates to a range of 526km, which rises to just under 550km using our real-world (at the pump) number.

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 sports experience begins the moment your backside hits the driver’s seat. And to get to that point in the BRZ you have to be fairly athletic and flexible.

At just 1.3m tall this car is something of a low-rider, and you find yourself grabbing the A-pillar with your right hand, and adopting a ‘swing-down-and-in’ entry technique, bookended by a ‘grab-and-lift’ approach on the way out.

And that’s if you can open the door all the way. Sporty coupes look sleek, but those lengthy doors mean when you're parked next to another car in the shopping centre you have to fold yourself up like an origami crane for exit or entry. Literally, a pain.

But once settled behind the wheel, the BRZ is all business, with a simple, logical layout for all major controls and the heavily bolstered sports seat enhancing the cockpit feel. 

The signature churn of the Subaru starter motor fires up the 2.4-litre ‘flat’ four and the first push into first gear highlights how smooth, yet precise the six-speed ‘box is.

Once on the move the second-gen BRZ’s extra torque is immediately noticeable, especially low down, and the way it’s delivered is more linear. 

For context, as soon as tuners started putting the first generation 2.0-litre BRZ on the dyno, reports of a “mad” torque profile began to emerge. A distinct dip in pulling power at around 4000rpm was a bit of a head-scratcher, but the new 2.4-litre not only delivers more torque, its smoother arrival makes a notable difference.

You can expect 0-100km/h acceleration in the high six-second bracket (auto around 7.5sec) but it’s when the road starts to twist this car comes into its own. 

Suspension is strut front, double-wishbone rear, and the BRZ uses aluminium front hubs to reduce unsprung weight, while Toyota's GR86 sticks with steel.

The Subaru also features a hollow sway bar, as well higher spring rates (all around), specific dampers, a firmer rear trailing link bushing, and a stiffer rear sub-frame.

The ‘flat’ engine helps lower the car’s centre-of-gravity, while the rear track has been widened by 10mm for extra stability. And if you really want to get the bit between your teeth a Torsen-type limited slip differential ensures drive is going to the rear wheel that can make best use of it.

At 1289kg the BRZ is quite trim, with things like an alloy roof, bonnet, and front fenders making a significant contribution to weight loss. Even the fuel lid is resin!

Tyres are 215/40 Michelin Pilot Sport 4 compared with the intentionally less-sticky Michelin Primacy rubber fitted to the previous BRZ. While I get that the intention was to make the car a little looser and prone to breaking traction, I prefer the extra grip of these Pilot Sports.

Precise and balanced, with great steering feel, the BRZ is a joy to punt along a quiet B-road. Thanks to the upgraded tyres and LSD, power down out of tighter corners is exceptional.

The flip side is you’ll need to be prepared for a firm ride over typically pock-marked Aussie roads. It’s just part of the deal when you sign on for a sports car at this price point.

The horizontally-opposed engine’s characteristically choppy sound adds to the fun, but bear in mind part of that is Subaru’s ‘Active Sound Control’ system using a speaker behind the dash to enhance it. You might not care, but I always feel short-changed when synthetic sound is brought into play.

Braking is by vented rotors front and rear (294 fr / 290mm rr), with two piston calipers at the front and singles at the rear. They’re great, and the pedal set is ideal for a bit of old-school heal-and-toe shifting on the down changes.

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.

Subaru covers its Australian line-up with a five-year/100,000km warranty, which is now cost-of-entry in the local new car market, and 12 months roadside assistance is included.

Service intervals are 12 months/15,000km, and a ‘Capped Price Servicing Program’ is available over five years/75,000km.

A one month health check is free with annual maintenance averaging $478 per service over the five years. Not outrageous, but not amazing, either. 

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.