Living with the 2022 Mazda MX-5 GT RS

• Introduction: Point to prove
• Month Two: It's Not You, It's Me
• Month Three: The Right Fit?

Introduction: Point to Prove

Plucky little MX-5 enters the MOTOR garage

It’s time to put my assertion to the test. A few years ago I declared to fellow staffers at MOTOR HQ that I’d rather live with a Mazda MX-5 every day over a Toyota 86/Subaru BRZ.

This was around the time former Editor, Dylan Campbell, was running a base-model manual 86 as a long termer. It’s a car I also enjoyed plenty of seat time in. My theory being that the 86 was more of a chore at slow speeds than the iconic Roaster.

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Fast forward through a pandemic to current times and I’m now the ‘owner’ of a Mazda MX-5 GT RS for the next few months. Or, in a roundabout way, it’s the pseudo ‘putting my money where my mouth is’ scenario. What you should also know is that I’m 186cm tall, or 6’1” on the old scale, and currently running a body weighed down by more than a few Covid kegs. Therefore I’m going to thoroughly test the ingress and egress of the diminutive interior.

That cabin is tied to the latest tuned MX-5 variant, the $47,020 GT RS. Essentially, this is the top-tier ‘Miata’ with a manually folding fabric roof. For driving enthusiasts, it ticks a lot of boxes – front-engined, rear-wheel drive and three pedals. And, hallelujah, it’s light. We’re talking 1052kg light, which translates to a healthy 128kW/tonne given that the ‘big block’ 1998cc four-pot produces 135kW at a lofty 7000rpm. Torque isn’t in abundance at 205Nm, but again, the lithe body helps.

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However, facts are facts – the GT RS is not going to blow away much in a straight line. But you’re missing the point if you think that’s its purpose.

The RS designation isn’t a mere sticker pack. Actually, there is no RS nomenclature to be seen. Those in the know will understand that the forged, cross-spoke 17-inch alloy wheels in a dark hue are the biggest giveaway. Then there are the Brembo brakes with red calipers for another subtle hint that this is a more focused MX-5.

Keener eyes will see a reduced amount of body roll due to the stiffer Bilstein dampers and strut brace. Yet, the soul of the MX-5 hasn’t been lost, because while the additions add torsional rigidity, the somewhat soft nature remains. And so does the surprisingly compliant ride quality.

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I had every intention of sidestepping the image issue, but the more I think about it, the more the ‘hairdresser’s car’ tagline bugs me. A late-night, roof-down drive with a mate brought this into stark reality when a St Kilda local decided to voice his homophobic slur. Admittedly, I could smell the alcohol on him from a few metres away. However, it’s hard to not analyse the almost stigma attached to the MX-5. What’s heartening is that ‘car people’ understand the little Mazda and quite universally heap it with the praise its due.

It’s jam-packed full of driver’s car substance. I took it along to a driving weekend with mates, all of whom are said ‘car people’, and was buoyed by the amount of interest it generated. Many threw glowing positives at the Mazda Roadster – especially after finding it hard to keep pace with the MX-5 on the relentless Eildon-Jamieson Road. If you haven’t driven it, think of it as a 47.6km stretch akin to an automotive washing machine.

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The equally endearing and engaging dynamics are already a boon, but the leather-clad seats lack side bolstering and the road noise is, quite frankly, horrendous with the roof up on the highway. Still, the MX-5 reminds me of what back-to-basics driving is all about. The six-speed manual’s slick shift action makes any mundane commute enjoyable and the drop-top’s plucky nature has me chortling when rivals with sticker prices far greater would fail to generate a slight smile.

I feel vindicated by the fact that fellow MOTOR journo, Alex Affat, agrees with me that the Mazda is the better daily at low speeds. High praise given he daily drove, and tracked, a BRZ for a few years.

So, while the relationship with BPN296 is already starting well, it’s potentially only going to get better. Next month we’re heading to the track. – TG

Things we love:

• Plucky engine
• Fun dynamics
• Feel-good factor

Things we rue:

• Road noise
• Lack of bolstering
• Fitting in it

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Month Two: It's Not You, It's Me

Cutting laps on track leads to introspection and brutal self assessment

Something’s not quite adding up. And I’m annoyed I’m missing the point. On one hand I have the knowledge that the MX-5 has been adorned with a perfect 10 in terms of a MOTOR track rating combined with my impressions from myriad Alpine kays.

On the other I’ve just got out of the mighty Miata from a session at Haunted Hills and, pause for gasps, I didn’t like it. What’s more, I have a beaming Andy Enright staring at me eagerly awaiting my impressions. Gulp.

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Now, let me backtrack and add some context. Bryant Park, or Haunted Hills as it’s also aptly known, isn’t an easy layout to master – actually, any of the circuit configurations for that matter. The full clockwise course we use might only be 1.4km long, but to downplay it based on length is an oversight. So is viewing the track map on a screen. The real-world geographical rise and fall means the reality is far more daunting than the virtual illustration. It’s also damp today. And cold.

Yet, faced with divulging some form of insightful assessment, I muster a simple “it’s so much fun”. Points for detail and truth telling, I think not. The problem was me, and not the car.

Not being familiar with the technical track layout meant that I was arriving too fast into tightening corners and inducing understeer. At the same time, I was also selecting the wrong gear for corners with steep inclines post-apex, meaning the 2.0-litre would get caught in the lower rev range that’s somewhat bereft of torque (there is only 205Nm to access after all). In essence, I lied about having fun. I didn’t at all.

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Clearly, the first session taught me what not to do. And reminded me of the fact that the driver, despite how acclaimed the steed, remains the core element to not only going fast, but also gaining enjoyment out of the experience. It’s hard to admit, but BNP296 was behaving badly because of me.

Taking time out to chat with Andy and gain valuable pointers while also conducting some self-assessment makes all the difference. Luckily the video team here to film other goodies (check out the MOTOR YouTube channel) are still setting up, so I head out for a second session.

The experience is night-and-day different. Not only has the gale-force wind mostly dried the surface, but my brain has wrapped its head around the track. Basically, I now know where it goes. I’m no longer offering up reactionary inputs. The MX-5 comes alive.

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Being able to anticipate the road ahead allows me to work with the trademark body roll of the roadster. Yes, the RS gains a stiffer Bilstein suspension setup, but managing weight transfer alleviates awkward instances of pitch. Not that there is much heft to worry about with the one-tonne mass.

Instead of driving it on the nose with myriad apexes missed, engaging the rear axle livens the experience to no end. While 135kW might not seem like much, the SkyActiv unit is happy to be extended to redline and the LSD allows for on-throttle drift action.

Plus, there is a ‘rightness’ to all the controls, from the superb short-throw six-speed manual and the light, yet tactile steering. With only 1052kg to arrest, the Brembo brakes stack up well while the pedal placement allows for snappy heel-and-toe downchanges – when the driver gets it right... Even with the fabric roof down, the experience isn’t sullied.

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After two wildly contrasting sessions, I can see why the MX-5 elicits such high praise from those in the know and I can understand how it gained its impeccable track rating. It’s bloody brilliant.

Yet, refreshingly, you as the driver also have to rise to meet it – flattery without hard graft isn’t part of the Jinba ittai philosophy. My bruised knees, from holding myself in the poorly bolstered seats, are proof of the effort exuded. It all adds up after all. – TG

Things we love:

• Playful dynamics
• Ease of use
• Remains frugal

Things we rue:

• Bruised knees
• Lacklustre sound
• Road noise

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Month Three: The Right Fit?

Driver comfort doesn't apply to all shapes and sizes

So far I’ve learnt a lot about ‘my’ MX-5 on many kilometres of twisty roads, a few race tracks and the odd highway jaunt. I’ve even learnt a lot about my own driving. However, after making some bold claims in my first update (January 2022), the shine of actually living with BPN296 has started to dull – but only in terms of ergonomics.

For those playing at home, you’d know I said in the drop-top Mazda’s opening stanza that I’d rather live with the mighty Miata than the Toyota 86/BRZ. Now, to cover my own posterior, I’d clarify that by saying I was referring to the previous-gen car, not the brand-spanker that’s just been released locally – in BRZ form, at least.

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Seat time in the latest-and-greatest offering from Fuji Heavy Industries pokes holes in my argument.

The crux of the issue is that while I’m vertically blessed, I’m also somewhat horizontally challenged (let’s blame the pandemic). It’s a perfect-storm combo for the MX-5. My knees barely clear the dash and my seating position is anything but Lazy Boy recliner. The seats are also narrow with a dearth of bolstering to keep me in place – the slick leather doesn’t help, either.

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This results in bruised knees as they’re often the only parts of my body able to find purchase apart from my hands on the wheel. Points are regained via the fact the tiller feels delightful in practice with a thin rim and concise controls.

Soft top in place, entering and exiting the diminutive cabin often results in a groan or sigh until I’m appropriately settled. Headroom, of course, isn’t a concern with the manually folding roof stowed, with Mother Nature offering no such barrier to my rather large cranium. It’s also hard not to look like a giant in a Goggomobil.

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If you’re also on the tall side and intend on doing track days with a helmet, make sure it’s on a sunny day because fitting in the cabin with the roof in place isn’t a one-size-fits-all proposition. Recent PCOTY testing at Phillip Island saw my head bobble around down the main straight like one of those toy dogs you see on the dash of your auntie’s Mitsubishi Lancer.

It is worth noting that while I’m not the lone ranger dealing with these issues at MOTOR HQ, other staffers report fewer grievances – if any at all.

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Yet, even for me, it’s hard to not be charmed the simple pleasure of how everything works. The dials for the climate controls are large, the instrument cluster is charmingly analogue, and it’s always good to see an old-school handbrake.

Free of electronics, the fabric roof drops in one fell swoop and remains resolutely uncomplicated. So is the 7.0-inch infotainment screen, although it still uses the older version of Mazda’s MZD Connect system and is only touch-enabled when stationary.

It has been updated to include Apple CarPlay and Android Auto – the former is both wired and wireless. How Mazda packages a nine-speaker Bose sound system in the MX-5 is also a minor miracle.

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For a roadster so small, you’d expect the boot to be lacking capacity. And it is. Yet, while the claimed 130-litre stowage is tiny, you can fit a medium-sized suitcase and a backpack for weekend jaunts.

Just don’t go thinking you can store your bits and bobs in the glovebox – because there isn’t one. Admittedly, there is a lockable bin nestled between the two seats, but it isn’t the easiest to access and stores the removable cup holders.

Passengers might also find folly in the location of one of the cup holders given that when in place, it reduces already limited legroom.

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Depending on your physical dimensions, fitting in the MX-5 is a genuine consideration before purchase – especially if you intend on visiting a race track.

However, that’s not to say I don’t think the MX-5 is anything other than brilliant.

‘My’ MX-5 remains an utter joy to drive no matter what the speed because of the way it invokes you to engage and interact with its mechanical controls.

Like a Homer Simpson couch groove, I’ve found a way to make Mazda’s roadster suit me, and vice versa. It’s just taking a little time. – TG

Things we love:

• Old-school controls
• Bose sound
• High fun factor

Things we rue:

• Getting in
• Getting out
• Lack of bolstering

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