2024 Mazda MX-5 RF vs. Toyota GR86
Time to find out how good the facelifted MX-5 really is...
For as long as we’ve been conducting MX-5 against some kind of 86 (and it’s been a while now), the comparison has always been slightly skewed. It’s hardtop versus roadster, most obviously, as well as easygoing drop-top against a more obviously focused sports car - or, as in the more recent editions, the test has pitted an abundantly available Mazda against a limited-run Toyota trading at overs like it’s a GT3. Clearly, anyone after a convertible is faced with only one choice here. But so acute are the other similarities - low weight, rear-drive, revvy four-cylinder engines and standard six-speed manual gearboxes - that pitching the two together again in the wake of a very modest MX-5 facelift proved irresistible.
Plus there’s the unavoidable fact that cars of this ilk are becoming rarer by the day. Even since comparing a GR86 with a BBR’d MX-5 less than two years ago, the Jaguar F-Type and Audi TT have ended production, another pair of cars that could be relied upon to put the wind in your hair and a smile on your face. Things have become so bad that even Toyota, that great advocate of modern, driver-focused cars, has stopped accepting UK orders of the Supra. And they don’t look like returning. We now live in a world without a Fiesta ST, where every Golf GTI is automatic, the BMW M2 lists the manual as an option, there isn’t a combustion-engined Hyundai N car and an AMG A45 is £65k. Yet you could walk into a Mazda dealer tomorrow and place an order for a 1,000kg, 7,500rpm, six-speed sports car. Perhaps even drive away with one. For as long as that can happen, and for as long as Toyota continues to say there’s ‘limited GR86 availability’ on its website (or there are delivery mileage cars in the classifieds), we’ll continue to drive them in close proximity to one another. Because (spoiler alert) they’re both brilliant.
Despite the age of the fundamentals, and despite the best efforts of the grey paint, it isn’t hard to still be immediately beguiled by the little Mazda. The minor visual update (tidying up the lights, really) has kept it looking modern and fresh - if still a little top-heavy in RF form - and just seeing a car this small and unpretentious on a 24 plate is heartening. The interior, even though the architecture was introduced before the GT86 facelift, remains preferable to the GR in its layout, functionality and material choice. The new infotainment setup looks smart in isolation and almost elegant when compared to Toyota’s etch-a-sketch screen, the fonts are a model of clarity and the important controls just work. As with so much of the MX-5 package, it’s hard not to wonder why so many other manufacturers overcomplicate the basics.
Of course, both Mazda and Toyota make a virtue of being small, light and deceptively simple. With each passing day that combination becomes more desirable to anyone disillusioned (or worse) by overweight, overwrought performance cars. Just look at them on the road here, with space in a lane and some obvious give in the chassis. The necessary compromises imposed to achieve that aren’t drastic, either; photographer Oli squeezed in the back of the Toyota okay, and a fair amount of shopping can go in the back of the Mazda. Modest doesn’t have to mean missing out, and when barely a week goes past without being told how sustainable vegan upholstery is on a 2.5-tonne plug-in V8, so the joy of driving two honest (i.e. unaided by a lithium-ion battery) 30mpg+, sub-200g/km sports cars climbs exponentially. Heavier powertrains mean heavier brakes, tyres, suspension and overall, cars.
It takes about three minutes in an MX-5 to be convinced that motor vehicles of virtually any stripe could do with being about 500kg lighter and four-fifths the size. Perhaps having become familiar with this 184hp engine since 2018 (and the 234hp Toyota since ‘22), you’ll crave a little more pep, but likely the joy of the manual gearbox, of darting between hedgerows and scampering through bends will be distraction enough. This latest ND update has brought the best from the platform, too, the MX-5 a bit less roly-poly than it was previously. The new limited-slip diff means it exits corners more decisively, power going exactly where needed the moment it’s required, and that works very nicely in conjunction with the Competition setting for the DSC. Pushing the limits is no longer the leap of faith it once seemed, thanks to a more forgiving chassis and cleverer assists. You’ll probably still want BBR springs, for the look and additional precision, though no longer do they feel essential.
Other than that, little has changed - it didn’t need to. The throttle response, pedal feel and gearshift were beyond reproach, meaning they continue as some of the best on sale. The steering isn’t quite so perfect, and having a wheel that feels a tad too big doesn't help with your sense of connection, though such is the willingness of the whole package that confidence does come. The cammy four-cylinder bark remains quite pleasant; the ride is fundamentally well sorted for the job at hand. If mode-heavy, character-light modern cars are a turn-off, the MX-5’s contemporary take on the classic sports car is still the perfect tonic.
The Toyota’s vibe is unashamedly old school as well. But where the Mazda is the traditional British roadster brought bang up to date - the car for coastal drives and pub lunches if ever there was one - the 86 feels like the sports car as it once was. This is the front-engined, rear-drive coupe to drive to the hillclimb or sprint, stick numbers on, win a trophy with and be home in time for tea and crumpets. It is a tangibly more serious prospect than its rival, from the heft of its gearshift to the tautness of its ride; the latter can in fact make the 86 seem a little too stern at low speed, though you won't dwell on it for long. If we’re allowed to steal ‘built tough’ from Ford, the Toyota feels engineered for many years of enthusiastic driving in all manner of scenarios - not being entirely at home around town is a price worth paying.
More so even than the MX-5, everything is at your disposal in the Gazoo Racing two-door to make the most of driving it. A wheel that isn’t sited quite so well (it always feels a bit low) responds more naturally, whether nudging it off-centre or adding lock - that slight disconnect in the Mazda is highlighted by the 86’s immediacy and clarity. The brake pedal offers just a fraction more weight and feel. The gearbox isn’t quite so glorious - it must settle for merely first rate. The Track mode for the assists offers greater leeway and subtler intervention than the Mazda, aided by a chassis delivering infinitely more accuracy. Where the MX-5 can start to feel like it needs saving, the Toyota just requires a nudge in the right direction. Short of some very special Porsches, nothing quite harmonises all the elements required to enjoy driving like a GR86.
That was almost the case with the old 2.0-litre 86, and when driven like it was in a Best Motoring video the GT could feel fantastic. Where the GR has moved the car on so significantly - it’s been said before but deserves repeating - is in making this sports car feel brilliant all the time. The engine never used to be as good as the brakes, damping or gearbox - now it is. This means there’s joy from the 2.4-litre unit in both waiting for the upshift bleep or leaving it in a gear, carving a neat line through a bend or nudging up to the limit of grip, making progress or making mischief. A four-pot that used to be slightly out of sync with the rest of the package is now the perfect partner, another superlative element of an incredibly cohesive and immensely satisfying little sports car. Still doesn’t sound amazing, but you can’t have everything…
Both these cars then engage and entertain like few others can - or even attempt to. There isn’t the mode anxiety about whether a stretch of road could have been enjoyed more in Sport Plus, because they’re both set up to perform from the get-go; the only gearbox frustration is when you don’t nail the shift; and rather than wincing when a tractor is coming the other way, you can revel in Japanese cars that feel purpose-built for British B roads. That isn’t to be a Luddite about these things either; cars like the Hyundai Ioniq 5 N have ably demonstrated the opportunities new technology has opened up. But it does seem a shame that in so many other instances weight and complexity and asking price have gone up, without a corresponding increase in fun. Never has relative simplicity and sweating the details produced two such gratifying fast(ish) cars. There must be something to learn from that going forward, even if six-speed manuals and naturally aspirated engines can’t continue for much longer. There’s an authenticity about both cars that hasn’t yet been replicated anywhere else.
Forced to pick one to drive off into the sunset, it would still be the Toyota keys you snatch. Even the best ND MX-5 yet can’t live up to its blend of performance, practicality and driver reward. Just as the Mazda begins to wilt and falter, so the GR driver revels in its composure, precision and integrity. You feel at the nucleus of everything it does well. Losing the fun of a folding roof is worth it for the driving exhilaration on offer. It’ll forever be a shame that the GR86 didn't arrive sooner and in greater numbers; even the most dedicated GT fans must concede it was left languishing in its final couple of years.
But having the GR late is better than not at all, and it is always worth reiterating just how good it is. As for the MX-5, the gap between its on-paper stats (no more powerful, more money) and the on-road experience (delightful) feels greater than ever. Never has a car been less suited to a by-the-numbers assessment. It’s a reminder of how joyous driving can still be, and there are not many greater accolades than that. Let’s hope cars just like these can find happy homes for many years yet - but even if they disappeared tomorrow, they'd be wonderfully fitting tributes to a fast-vanishing age.
SPECIFICATION | 2023 TOYOTA GR86
Engine: 2,387cc, flat-four
Transmission: 6-speed manual, rear-wheel drive
Power (hp): 234@7,000rpm
Torque (lb ft): 184@3,700rpm
0-62mph: 6.3 seconds
Top speed: 140mph
Weight: 1,275kg-1,314kg
MPG: 32.1
CO2: 198-200g/km
Price: £32,495
SPECIFICATION | 2024 MAZDA MX-5 2.0 EXCLUSIVE LINE RF
Engine: 1,998cc 4-cyl
Transmission: 6-speed manual, rear-wheel drive
Power (hp): 184@7,000rpm
Torque (lb ft): 151@4,000rpm
0-62mph: 6.5sec
Top speed: 136mph
Weight: 1,120kg (including 75kg driver)
MPG: 41.5mpg (WLTP combined)
CO2: 153g/km
Price: £34,300 (price as standard; price as tested £34,870 comprising Aero Grey paint for £570)
- So long Jaguar F-Type, auf wiedersehen Audi TT
- Toyota GR Supra manual vs. Porsche 718 Cayman GTS 4.0
The GR86 is definitely a more capable and more serious sports car but for me it seriously loses to the Mazda on the feel department, and where the mazda feels analogue the 86 just doesn't - which makes the mazda my favourite when I don't need more practicality and I do want a more engaging and intuitive driving experience.
The GR86 suffers from:
- a clutch with the most vague bite point I've ever driven
- a throttle tune that is 100% WOT by about 50% travel (over sensitive for no reason)
- poorly spaced pedals for heel toe
- piped in synthetic sound through a speaker
- worse damping and the worst sound system I've ever had in a new car
I do agree with the review in that the steering is better while the gear shift is slightly worse but still top tier.
It's still a brilliant car but the 86 gets so many driver focused things wrong for me which is unforgivable in the nature of the car. Fortunately the aftermarket provides a lot of solutions for the issues I have (and many others)!
Maybe a Caterham too.
The MX-5 Homura now has the Recaro seats, as well as the BBS alloys and Brembo brakes, that's the MX-5 that I'd go for.
So far I'm loving it. It feels fantastic to chuck around and the controls are a joy to use. I love that there are no driving modes and unnecessary tech, you just jump in and drive. It's taking time to get used to the engine after my old Fiesta ST. The mazda doesn't feel as quick off the line. I wouldn't say it's the most characterful sounding thing and on cold start up my 8 year old son commented that it sounds like a diesel! Once you get the revs up it's quite enjoyable though.
Lovely as it is, it's definitely not a £35k car. I'm not sure exactly how much of an improvement the brand new one is but it can't be worth that much. I really like the GR86 too but it wasn't an option for my budget. Besides, I wanted a convertible this time around.
Given a budget of £30k I think the GR86 makes more sense. But it possibly comes down to how much you want either a 2 seat convertible or a 4 seat coupe with more boot space.
Had a GT, now I am extremely happy with my 5yo modded MX5 ND2 ragtop. The RF just feels it has added weight over the center of gravity...
I believe MX5s need lowered suspension exhaust geometry and a good steering wheel - all things that the aftermarket provides.
The price of a new one is shocking though. Only the 2nd hand market makes sense
what i would say is that the mx5 is a car you get more from at lower speeds.
you're never the fastest thing down a road, and a decent hot hatchback will destroy you in A-B pace.
but the fact that you have to put more effort into making progress is what makes it fun.
if your mate is in a more capable car and you're following them, you'll be having more fun trying to keep up. i've experienced this first hand when swapping cars over the same road.
the interaction with the controls is excellent, especially the gearbox. (although unfortunately steering feel is not as good in the ND as previous MX5 generations.)
regarding the article itself, while the gr86 is a more polished car, i'm not worth losing a convertible roof for.
i also agree with the other comments that the MX5 is too expensive now. while you can't compare old vs new, for me personally at 32k+ for the 2.0 i'd probably get a 2nd-hand boxster.
A great 2024 car but my money went elsewhere and I don't regret the decision for a minute.
And practicality is all relative...
But for similar cash I have a 3.9 911 and a modded 130i. No 7 year warranty of course but putting running costs aside and purely considering driving enjoyment, they kill the GR.
...and if you are happy with a 1.5, they are as cheap as some 1.0 hatchbacks. I know what I'd choose if presented with that choice.
A great 2024 car but my money went elsewhere and I don't regret the decision for a minute.
And practicality is all relative...
But for similar cash I have a 3.9 911 and a modded 130i. No 7 year warranty of course but putting running costs aside and purely considering driving enjoyment, they kill the GR.
But for similar cash I have a 3.9 911 and a modded 130i. No 7 year warranty of course but putting running costs aside and purely considering driving enjoyment, they kill the GR.
Believe it or not a GR86 did the ring in 07:59 with just stickier tyres on a full lap. That's 15 seconds faster than a BMW 1M and 17 seconds faster than a 996.2 Carrera. Add things like Brembo calipers and a decat exhaust and you have a seriously quick car.
Your loss in the end.
I remember when the RF was around £28k and I thought that was a lot of money, so at £34k I would be entering the used market for something more serious.
One thing I find slightly dispiriting is how all pieces I read on Pistonheads seem to start by pontificating on the direction the car industry is taking i.e driver’s cars dying out. Whilst it is of course the reality, I don’t feel like I need reminding at EVERY opportunity.
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