Mazda MX-5 vs Toyota GT86
Do the Japanese really have the answer to everything? And, if so, which is the correct one?
Real-world cars ... tested in the real world
Weird then that the nation that best 'gets' what we seemingly should actually want out of our performance cars is the one on the other side of the world. More so that a significant number of people dismiss its output for being flimsy, underpowered and insufficiently macho while happy to pay a premium for overdelivery on ability they'll never actually enjoy.
If you're one of those people a comparison between a bare-bones Toyota GT86 and a Mazda MX-5 is probably going to make you quite cross. Sorry. But if you're broad-minded enough to consider a maximum of 200hp, a normally aspirated engine, manual gearbox, rear-wheel drive and a focus on nailing the basics then read on as we attempt to discover which of these two cars does the 'relevant performance' thing best.
You probably don't need a lecture on why the Mazda MX-5 is here and if you still don't get it after four generations and 25 years on sale you likely never will. So we'll cut right to it and explore if this new one really can claim to be the answer to everything as fanboys (and the odd T-shirt) claim.
Engine a zinger with a few miles on it
More aggressive looks or not it's refreshing that Mazda has totally resisted the temptation to make the MX-5 more butch or 'manly'. Rather the opposite. The impressive weight saving over the previous NC version is expressed with corresponding light controls, from the steering to the short-throw gearshift. But it also feels significantly better built, the cabin more stylish and of higher quality than any previous MX-5.
Previous cars we drove here in the UK felt a little flat and lacking in character but the fact this one has already had a week of thrashing on Scottish roads in the hands of various hacks seems to have loosened things up nicely. With a few miles on it the 2.0 Skyactiv G motor has a real zing about it, revving keenly to its metallic edged top end. The linearity of the way it delivers its 160hp and 148lb ft is unlikely to overturn any stereotypes about MX-5s feeling gutless compared with 'real' sports cars though. And a little more attitude in the sound would help complement the close gearing and brilliant shift. Stirring it and revving it out to make the most of what it's got is no hardship - a pleasure in fact - but a little more aural reward would be nice.
Simple, stylish and well screwed together
Smooth your inputs and focus on keeping it settled and it's still fun though, the most startling thing being the sense of lightness and lack of inertia. The MX-5 doesn't need that pointiness in the set-up because it's naturally so agile anyway and carrying speed is the real joy of this car. The ability to drop the roof (twist and go, no faffing around with a power hood) and soak up the atmosphere adds to the emotive appeal, the way the colour coded door cappings visually link the cabin with the body just one of many design tricks to emphasise it's meant to be enjoyed in the open air.
If the MX-5 is unabashed about being an out and out roadster the GT86 is more serious about being a sports car, even if a significant proportion of people think it's packing insufficient heat to live up to the claim. It's got a lot more than the Mazda though - 40hp more - and the flat-four is more torquey too. But it's also nearly a quarter of a tonne heavier - a quarter of a tonne! And compared like for like they have a near identical power to weight ratio of 160hp/tonne. Again, like the Mazda the engine seems to improve with a few miles and has a pleasingly hard edge to its induction noise. But it's gruff and less willing to rev out than the Mazda's.
Gruff but considerably more powerful
Out of the box the Toyota feels better set up too, with more linear and predictable steering, more progressive spring and damper balance and a generally more planted feel. The extra weight and stiffer body will make a difference here but even so it can get a bit frisky on high-frequency bumps, the extra softness in the big sidewalls of this 16-inch wheeled car probably throwing in a degree of undamped body movement. Both cars have impressively harmonised control responses but the Toyota feels a little more comfortable in itself. It also feels absolutely bombproof too, like it would happily soak up a lifetime of being absolutely caned.
Both cars fly the flag for the manual gearbox
Do either of them have the power to really exploit that rear-driven balance? If you're thinking Jaguar F-Type style lock-stops showboating then no. It's a more subtle separation of the influence of steering and drive on the balance of the chassis and you need a degree of sensitivity for such things to appreciate it. Both put close-geared, short-throw manual gearboxes and a need to stir them around to keep the engines fizzing at the centre of the action, crisp throttles and well-positioned pedals encouraging the kind of fancy footwook that can make 'fast road' pace such life-affirming fun. So many modern performance cars focus on the ends - in these two it's about enjoying the means and a joy in the basic process of driving. Bravo for that.
Both would probably be shown a clean set of heels by a well-driven junior hot hatch, let alone a junior diesel repmobile. But because both manufacturers have opted for an appropriate amount of rubber and grip for the respective power outputs the rewards come from sensation, rather than numbers.
For those who do subscribe to the idea there's more to life than horsepower and spec sheet manhood measurement it's great to see two mainstream manufacturers attempting to steer the conversation in another direction. Whether the audience, conditioned on more has to be better, are willing to listen is another thing. But if Mazda and Toyota think it's worth developing bespoke rear-driven platforms for volume products like this there must be enough demand out there. There is hope yet.
Toyota leads, Mazda follows ... closely!
But which is the better car? In simple terms the Mazda is more fun and the achievement in building a modern car with all the safety paraphernalia demanded by current legislation to such a minimal weight deserves huge credit. The wind in the hair aspect helps pluck the heartstrings too and if you want even an everyday drive to become an experience it's all there.
Out of the box the Toyota is the better driver's car though. The MX-5 is a few subtle tweaks away from brilliance in this regard and there's no doubt some simple fettling could unlock its potential. But on this showing the GT86 is more focused, balanced and rewarding to drive.
Whichever appeals most is not the most important thing here though. For all those moans about modern performance cars we should be glad at least these two are keeping it real.
MAZDA MX-5 SKYACTIV-G 2.0 SPORT NAV
Engine: 1,998cc, 4-cyl
Transmission: 6-speed manual, rear-wheel drive
Power (hp): 160@ 6,000rpm
Torque (lb ft): 148@4,600rpm
0-62mph: 7.3sec
Top speed: 133mph
Weight: 1,000kg ('minimum' kerb weight, not including driver)
MPG: 40.9mpg (NEDC combined)
CO2: 161g/km
Price: £23,295
TOYOTA GT86 PRIMO
Engine: 1,998cc flat-four, direct injection
Transmission: 6-speed manual, rear-wheel drive
Power (hp): 200@7,000rpm
Torque (lb ft): 151@6,400-6,600rpm
0-62mph: 7.7sec
Top speed: 140mph
Weight: 1,238kg ('mass in running order', not including driver)
MPG: 36.2
CO2: 181g/km
Price: £22,495
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Additional GT86 photos: Ben Lowden
In most markets the GT86 is priced at or even below the MX5 range. But not in the UK which is why the sales figures for the GT86 here are pathetic by comparison.
Knock off £5k throughout the range and watch it sell properly. £20k is sticking point for many people when it comes to convincing themselves or the other half to get a fun car.
At one point they were less than £20k on drive the deal
Also don't forget the new MX5 is being discounted, easily get £2k off, so still much lower than the GT86.
Also don't forget the new MX5 is being discounted, easily get £2k off, so still much lower than the GT86.
Why would you want an auto sport car?Most are manual and as for colour, the red looks great.
No, you can't. The 20" wheels give you a 265/35 out back, which is the same section width as the 18s or 19s. Only the Cayman GT4 has 295/30s out back.
Anyway. Whatever the width, 20-inch wheels on a 265hp Boxster put a lot of rubber on the road for the power output. Point still stands I think!
Cheers,
Dan
Cheers,
Dan
...
Weird then that the nation that best 'gets' what we seemingly should actually want out of our performance cars is the one on the other side of the world.
having spent a year living (and driving) in Japan, I do think they're even worse off than us for overcrowded main roads and narrow, often poorly-sighted smaller ones complete with 50kmh (30mph) limits (in the mountains, not just through villages) ~ so it might make sense that the Japanese would be more likely to develop a car which is an antidote to these problems.Really glad you did this test, pity the MX-5 doesn't show up better as I had my hopes up after being somewhat disappointed by a GT86 test drive.
I feel that the toyobaru problem is that it looks 400bhp and it is not. People expect a supra and find ae86, so they get disappointed. In my opinion its problem is too much size & weight, not lack of power.
To be fair it justifies its extra weight by being more usable for everyday and long journeys. Not a full GT car by any means though
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