They’re both cheap as chips and super fun, but which one of these Japanese rear-drivers is the low-budget, sports car champ?
- Subaru vs Mazda
- Cheap thrills
- Built for drivers… and little else
- Tech it to the next level
- Bigger, brawnier engine for BRZ
- Driving dynamics to seal the deal
- Verdict: Tom Cruise would be stoked
Subaru vs Mazda
Small, tenacious and sometimes a little angry. No, we’re not talking about Tom Cruise in his latest Top Gun movie, but rather the impressive selection of compact four-cylinder rear-drive sports cars available today.
Despite the northward trajectory of car prices towards the mesosphere as well as rising interest and inflation rates this year, there are still bargains to be had in the new-car market, particularly for enthusiasts looking for a new toy.
The new BRZ will attract the most attention, given it’s a new model with a bigger, burlier 2.4-litre boxer engine that now belts out 174kW and 250Nm – considerably more than the 135kW and 205Nm the MX-5’s 2.0-litre engine can muster.
But, as we discovered, little separates them in terms of real-world muscle, the BRZ’s 250kg weight penalty (1249kg BRZ v 1000kg MX-5 [tare]) resulting in similar power-to-weight ratios.
So, which is the better bargain and, more importantly, the better driver’s car?
Cheap thrills
The bang-for-your-bucks ratio is compelling for both these affordable sportsters and there’s no denying these low-slung two-doors deliver the sort of visceral driver engagement that you just won’t find from a European or American car-maker at this price.
They could be accused of being somewhat underpowered, but as we rediscovered on tight and challenging – and at times rain-drenched – roads, they can hustle with remarkable pace and abundant spirit.
The two combatants duking it out here are the entry-level Mazda MX-5 Roadster – or Miata, as it’s fondly called in the USA – priced at an appealing $37,990 plus on-road costs. It’s where you’ll want to look if you’re on a tight budget, compared to the Subaru BRZ S’s $41,590 plus (although BRZ pricing starts at $40,290).
Both are powered by naturally-aspirated, four-cylinder petrol engines driving the rear wheels via six-speed manual transmissions. You want driver engagement, you got it!
Automatic transmissions are offered, adding $2000 and $3800 to the price of the MX-5 and BRZ respectively, and while they will be easier to live with, their adrenaline-pumping abilities aren’t quite as intense.
Our Mazda tester came with carpet floor mats ($189) and prestige paint ($595), taking the total to $38,774, while the BRZ was bereft of extras so its price remains unchanged, though there are plenty of options and accessories available if that’s your thing.
Built for drivers… and little else
Stepping inside both vehicles requires a bit of dexterity as the cars’ seats hover close to the ground, and once inside the MX-5 it is best described as snug.
The seats are body-hugging and the footwells narrow; I couldn’t drive with Blundstone boots (while picking up take-away, not blasting along the Great Dividing Range) due to the narrow pedal placement.
The Mazda’s cabin is basic but comes with most modern conveniences, including a small 7.0-inch central touch-screen with wireless Apple CarPlay and wired Android Auto, Bluetooth phone and audio connectivity, and a semi-digital instrument cluster. Digital radio and sat-nav are also part of the package, which is pretty good for a base model.
The BRZ gets all these features, too, only executed in a more modern fashion via bigger and more sophisticated digital screens, expressly an impressive digital driver’s display with two different tachometer layouts.
The BRZ’s dual-zone automatic climate control trumps the MX-5’s single-zone set-up and while both have leather steering wheels and gear shifters, neither car has a USB-C port – only USB-A slots.
On the outside you’ll find a good-looking machine in the Mazda, which wears automatic LED headlights, black 17-inch alloy wheels and snazzy LED daytime running lights.
The BRZ once again matches the Mazda with the all of the above but gets 18-inch alloy wheels, a double-bubble roof and a neatly integrated ducktail rear spoiler.
There’s not much in the way of storage options in the Mazda, which offers a tiny central bin and small glove box in the rear wall behind between the seats, and the removable cup holders are pretty flimsy. The tiny 130-litre boot is about the same size as a kitchen sink… crockery hoarders rejoice!
The BRZ is by no means a large car but its 4265mm length and 1775mm width are considerably greater than the MX-5’s 3915mm and 1735mm measurements – and you feel it in the cabin.
It’s roomier, more welcoming and will suit taller drivers, while the premium design of the BRZ S’s suede sports seats, with their bigger side bolsters and red accents, look and feel fancy compared to the Mazda’s humdrum cloth pews.
Door pockets feature in the BRZ, where there’s none in the MX, plus there’s a larger 201-litre boot and a full-size spare 18-inch alloy wheel, which is very impressive.
Unlike the Mazda roadster the Subaru coupe also has two rear seats and although they’re not exactly roomy, you can cram small humans in there for short periods, or wedge a couple of child seats in the back.
Warranty provisions are similar for both cars, including factory-backed coverage for five years and unlimited kilometres, along with roadside assistance should something catastrophically fail.
Tech it to the next level
The fourth-generation ‘ND’ Mazda MX-5 first rocked up in 2015 but doesn’t really show its age, especially in a technological sense. The cabin is fitted with a number of useful safety features including traffic sign recognition, so you’ll know by exactly how much you’re exceeding or trailing the speed limit at any given time.
The tiny convertible came in for a tech update early in 2022, adding rear-wheel torque vectoring (brake-based) and a big uptick in standard equipment.
So even base-grade MX-5s like this one get autonomous emergency braking (AEB) in forward and reverse, driver attention alert, lane departure warning, blind-spot monitoring, rear cross-traffic alert, a reversing camera, rear parking sensors and an auto-dimming rear-view mirror.
This particular BRZ misses out on pretty much every item listed above, because Subaru’s EyeSight safety suite isn’t offered with manual versions of the vehicle, and there’s no ANCAP safety rating either. Natch.
Things like AEB, blind-spot monitoring and lane change assist are not available whatsoever, which probably won’t perturb too many enthusiast buyers… but should raise eyebrows nonetheless.
However, the Mazda’s four airbags are bested by the Subaru’s seven and the larger, more modern digital screens in the BRZ – especially the digital driver’s display – give the BRZ a more sophisticated vibe.
Bigger, brawnier engine for BRZ
The Mazda MX-5 is sometimes branded ‘slow’ or underpowered, which is a little unfair given it can hit 100km/h in under seven seconds. The key to unlocking the vehicle’s pace is – not surprisingly – revving the absolute bejesus out of the ageing but dependable SkyActiv 2.0-litre inline four-cylinder.
The 1998cc mill belts out 135kW of power at 7000rpm and 205Nm of torque at 4000rpm, has been around forever and is generally seen as a fairly reliable power pump. It’s got a reasonable mid-range powerband but the top-end is more flavoursome, the engine spinning with zeal to almost 7600rpm before the soft rev-limiter chimes in.
There are no significant power lulls across the rev range, which makes rowing through the gears and pouring on speed an indulgent exercise and while the car is not cheek-ripplingly rapid, you couldn’t accuse the circa-1000kg tiddler of being underpowered – at least not if you pile on the revs.
Once again twinned with the Toyota 86, which won’t arrive in Australia until later this year and will this time be called the GR 86, the MkII Subaru BRZ has been to the gym (and the dark web to procure anabolic steroids) and brings a bigger, more muscular donk concealed under its long bonnet.
Indeed, the first-gen BRZ’s 2.0-litre 152kW/212Nm FA20 engine gives way to the bigger 2.4-litre FA24 boxer that bangs out an appealing 174kW at 7000rpm and 250Nm at 3700rpm.
The extra mumbo from the 2387cc engine is felt straight away: it drives harder off the line, accelerates with more force and the new engine has a meatier mid-range than both its predecessor (erasing all memories of the torqueless mid-range void its precursor was lumped with) and the MX-5.
But when the MX-5 and BRZ both go at it flat-knacker, there’s not as much between them as you might expect.
The BRZ is faster but it doesn’t leave the MX-5 for dead, as the BRZ is pushing around roughly 250kg more than the Mazda. Wringing the BRZ engine’s neck isn’t quite as gratifying either, its hard rev-limiter abruptly cutting power delivery at around 7400rpm.
Neither engine is what we’d call acoustically evocative but both make a fair old racket when you’re going at it hammer and tongs, and the crescendo to their intense melodies – despite being a little raspy – does get the endorphins pumping.
When it comes to shifting gears, the Mazda MX-5 wins by virtue of its crisper, shorter gear lever action, delivering what are arguably some of the most delectable shifts you’ll find today.
Clutch modulation is delightful too, with a smooth engagement about halfway through the pedal travel, making interactions with the powertrain about as charming as a watching a miniature pig bobbing its tiny head to the latest Kendrick Lamar album.
Swapping into the Subaru reveals a less engaging, longer-throw gearshift and narrower clutch uptake threshold, meaning it requires a bit more practice to nail the shifts. But you can drive it in Blundstones… which means heel-and-toe fans will probably prefer the narrower MX-5. Pros and cons, eh?
Fuel economy is better in the smaller, lighter MX-5 but the BRZ is very efficient too and both cars easily get 500km from their 45- and 50-litre fuel tanks respectively, even with lots of redline-tickling, pulse-pounding shenanigans.
The Mazda will drink mid-level petroleum (95 octane) while Subaru recommends the BRZ dine solely on the most expensive premium petrol (98 octane).
The Subaru BRZ’s powertrain isn’t as instinctive to operate initially but with time and familiarisation it becomes a convincing partner that suits the car’s dynamic attitude.
Speaking of driving dynamics, it’s time to find out which one is the better driver’s car.
Driving dynamics to seal the deal
Foot-to-the-floor, steering wheel cranked, eyes locked onto the next apex, these cars come alive. They’re the Pringles of the car world – once you pop, you can’t stop.
Both cars deliver an experience that belies their vital statistics and price points by connecting man and machine in a very appealing fashion, as steering, suspension, tyres and brakes come together to create grin-inducing experiences – even in torrential rain.
The Mazda MX-5’s softer suspension tune (double-wishbone front, independent multi-link rear) is countenanced by crisper steering, responding just a little more sharply from dead centre.
Despite benign body roll, the MX-5 tips into corners with eagerness and the way it leans into corners is predictable and smooth (mostly), allowing the driver to settle into a given line and scythe through it with accuracy. Translation: it’s a lot of fun.
The Subaru BRZ’s suspension (McPherson strut front, double-wishbone rear) is a little firmer and bigger stabiliser bars ensure it sits flatter through corners. This adds a bit more driver confidence and while the steering isn’t quite as al dente as the Mazda’s, the overall package feels more tied to the road.
The end result? We were able to attain faster mid-corner speeds in the BRZ.
As well as the suspension differences, tyres play a big part in how the cars respond. The bigger 18-inch alloy wheels on the Subaru BRZ shod with Michelin Pilot Sport 4 rubber (215/40 R18) give it greater and arguably grippier contact patches than the Mazda MX-5’s Bridgestone Potenza S001s (205/45 R17) shod to 17-inch alloys.
Hosing off speed felt easier in the MX-5 thanks to more immediate braking response and better brake pedal modulation, its 280mm front and rear brake rotors gripped by single-piston callipers doing a reliable job.
The BRZ is fitted with larger 294mm front and 290mm rear brake discs (twin- and single-piston callipers fore and aft) but the initial pedal stroke is a bit soft and soggy, requiring a heavy bootful to really get the anchors stuck in. But once they do bite, the stoppers are strong and reassuring, allowing the BRZ to dive deep into corners.
The BRZ has a ‘track’ mode in which the stability control is dialled back (but not switched off), which is a real boon when you want to assess its grip limit, while the MX-5’s stability control is binary – either on or off.
On less exciting roads, such as cruising to our dynamic test loop near the Great Dividing Range or peddling around suburban streets, freeways and arterial roads, the major takeout for both cars is this: they’re generally well composed, easy to manage and could easily be daily drivers.
The BRZ has better outward vision thanks to larger windows but ride comfort in both vehicles is reasonably good. You’ll only really grit your teeth when forced to traverse bluff-edged pot-holes and apocalyptic road works, where the MX-5’s slightly more compliant suspension gives it a slender edge.
You might want to consider getting the automatic transmission if one of these dogmatic sports cars was your only mode of transport, but both are easy enough to pedal along at lower speeds.
In terms of engine, tyre and wind noise, it’s a little surprising to observe the Subaru is louder than the MX-5, especially given the latter has a folding cloth roof. But these are sports cars, not SUVs, after all, and compromises must be made.
Verdict: Tom Cruise would be stoked
Small, tenacious and sometimes a little angry, the Subaru BRZ is the top gun in this shootout. In short, it’s a more complete vehicle and a better driver’s car as a result.
While the older MX-5 does have a secret weapon that could seal the deal for some buyers – drop the top in about four seconds flat for open-air apex chasing! – the BRZ is a more practical vehicle with a roomier, higher quality interior.
Both cars are hugely rewarding to drive on challenging roads and because they’re not crazy-powerful they require a lot of ham-fisted provocation to come unstuck, creating broad-spectrum appeal that will have newbies and veterans alike smiling from ear to ear after a few up-tempo sorties.
The Mazda MX-5 is a tried-and-tested commodity, a bulletproof bottle-rocket that’ll blast through the mountains and tear up the racetrack without blitzing its tyres or brakes.
But at the end of the day the Subaru BRZ outclasses it – by a tabby cat’s whisker.
The Subie sits flatter through corners and while the steering isn’t quite as talkative as the Mazda MX-5’s, it’s still possessed of a decisive front-end, backed up by a strapping new engine to give the rear wheels a bit more enthusiasm.
How much does the 2022 Subaru BRZ S cost?
Price: $41,590 (plus on-road costs)
Available: Now
Engine: 2.4-litre four-cylinder petrol
Output: 174kW/250Nm
Transmission: Six-speed manual
Fuel: 9.5L/100km (ADR Combined)
CO2: 217g/km (ADR Combined)
Safety rating: Untested
How much does the 2022 Mazda MX-5 Roadster cost?
Price: $37,990 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder petrol
Output: 135kW/205Nm
Transmission: Six-speed manual
Fuel: 6.8L/100km (ADR Combined)
CO2: 180g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2015)
Keyword: Subaru BRZ v Mazda MX-5 2022 Comparison