5 Mazda MX-2021 Review: GT RS
Content
- Is there anything interesting about its design? 9/10
- How practical is the interior space? 6/10
- Does it represent good value for money? What functions does it have? 8/10
- What are the main characteristics of the engine and transmission? 8/10
- How much fuel does it consume? 9/10
- What safety equipment is installed? What is the safety rating? 7/10
- How much does it cost to own? What kind of guarantee is provided? 8/10
- What is it like to drive? 9/10
- Verdict
Mazda MX-5 is one such car. You know, the ones that everyone loves. It's just like that. There is no "if" or "but" in this; it leads to nirvana.
Luckily, the current ND series is still full of life, but that hasn't stopped Mazda from releasing yet another update, even if it's of minor variety.
However, the MX-5 is getting a sportier flagship trim dubbed the GT RS as part of its range changes, so it would be rude not to check it out… Read on.
| 5 Mazda MX-2021: GT RS roadster | |
|---|---|
| Safety Rating | |
| engine's type | 2.0L |
| fuel type | Premium unleaded gasoline |
| Fuel efficiency | 7.1l / 100km |
| Landing | 2 Places |
| Price from | $39,400 |
Is there anything interesting about its design? 9/10
Confession time: When ND came out, I didn't fall in love at first sight. In fact, I did not quite understand what was happening in front and behind, but over time I realized that I was wrong.
Simply put, this iteration of the MX-5 has aged gracefully, but more on the outside than on the inside. Those tapered headlights and that gaping grille look good, and its front end is more muscular thanks to the pronounced fenders, an element that carries over to the rear.
Speaking of which, the back party is still not our favorite angle, but with the right paint color it can look in all the right directions. Yes, those wedge-and-circle combo taillights are divisive, but they're certainly an unmistakable sign.
Anyway, we're here to talk about the GT RS, but truth be told, there are only two ways to make it stand out from the MX-5 crowd: aggressive-looking 17-inch BBS Gunmetal Gray forged alloy wheels and red Brembo wheels. four piston brake calipers. Visually, this is the limit.
The Te MX-5 is fitted with aggressive-looking 17-inch BBS Gunmetal Gray forged alloy wheels and red Brembo four-piston brake calipers.
Like the rest of the MX-5 lineup, the GT RS is available in two body styles: the traditional manual softtop roadster tested here, and the more modern power-operated hardtop RF. The former is faster to use and the latter is more secure. Then your choice.
In any case, the inside of the MX-5 looks more or less the same: the GT RS gets a floating 7.0-inch center display (operated solely by the rotary controller) and a small multi-function panel next to the tachometer and speedometer.
The GT RS also has black leather upholstery on the gear selector and handbrake.
It's pretty basic, but the GT RS also has black leather upholstery on the seats, steering wheel, gear selector, handbrake (yes, it has one of those old things) and dashboard inserts. Indeed, a sports car for minimalists.
How practical is the interior space? 6/10
At 3915mm long (with a 2310mm wheelbase), 1735mm wide and 1235mm high, the tested version of the MX-5 Roadster GT RS is a very small sports car, so it goes without saying that practicality is not its forte.
For example, the Roadster version tested here has a tiny cargo volume of 130 liters, while its RF sibling has 127 liters. In any case, once you stash a couple of soft bags or a small suitcase in it, you won't have much room to maneuver.
The inside isn't much better, the central storage compartment is tiny. And what's worse, there's no glove box...or a single door box. Then not quite suitable for storage in the cabin.
However, you do get a pair of removable but shallow cupholders between the seatbacks. Unfortunately, they are hung on somewhat flimsy levers that don't offer much confidence either, especially with hot drinks.
In terms of connectivity, there's one USB-A port and one 12V outlet, and that's it. Both are located in the central shelf, next to the compartment, which is ideal for smartphones.
While it may sound silly, it's worth noting that the GT RS doesn't have child seat attachment points, whether it's a top cable or ISOFIX, so it's an adult sports car.
And it is for this reason that you can somewhat forgive its shortcomings in terms of practicality, which are not too difficult to deal with when riding alone.
Does it represent good value for money? What functions does it have? 8/10
The MX-5 now has three classes: an unnamed entry-level offering and a mid-range GT, joined by the new flagship GT RS, which is an Australian initiative aimed directly at enthusiasts.
But before we unbox the GT RS, it's important to note that the update increases the cost of the portable options by $200 but adds wireless Apple CarPlay as standard across the range, though Android Auto remains wired only.
"Deep Crystal Blue" is also now a livery option for the MX-5 - and that's more or less the extent of the latest changes to the existing lineup. Minor, really.
Other standard equipment in the entry-level class (starting at $36,090, plus travel expenses) includes LED headlights and taillights with twilight sensors, LED daytime running lights (RF), rain sensors, black 16-inch (Roadster) wipers. or 17-inch (RF) alloy wheels, push-button start, 7.0-inch multimedia system, sat-nav, digital radio, six-speaker audio system, single-zone climate control, and black fabric upholstery.
GT trim (from $44,020) adds adaptive LED headlights, LED daytime running lights, silver 17-inch alloy wheels, heated side mirrors, keyless entry, nine-speaker Bose audio system, heated seats, auto-dimming rearview mirror and black color. leather upholstery.
The GT RS has black leather upholstery.
For $1020, the two RF GT options (starting at $48,100) can add a Black Roof package with a black roof and "Pure White" or Burgundy Nappa leather upholstery, with the first option coming in a new color. part of the update.
The six-speed manual GT RS version costs $3000 more than the GT, with the roadster version tested here starting at $47,020 plus travel expenses, while its RF sibling costs $4080 more.
However, buyers make up for the extra expense with a few performance-focused upgrades, including a Brembo front brake package (280mm ventilated discs with four-piston aluminum calipers).
Not only does it reduce unsprung weight by 2.0kg, but it also includes high-performance pads that Mazda claims provide stronger pedal feedback and improve fade resistance by 26%.
The GT RS also gets 17-inch BBS Gunmetal Gray forged alloy wheels with Bridgestone Potenza S001 (205/45) tires, as well as Bilstein gas shocks and a solid alloy strut brace. GT RS.
The GT RS gets Bilstein gas dampers.
What is missing? Well, similarly conceived versions of the ND series from the past had Recaro skintight sports seats, while the GT RS did not, and Mazda explained that they weren't considered this time around, although they may return in a future special edition.
When it comes to similarly priced competitors, the Roadster GT RS tested here doesn't have much. In fact, the Abarth 124 Spider (from $41,990) has simply been retired, although the Mini Cooper S convertible (from $51,100) still exists.
What are the main characteristics of the engine and transmission? 8/10
The entry-level roadster is powered by a 1.5-liter naturally aspirated four-cylinder petrol engine producing 97 kW at 7000 rpm and 152 Nm of torque at 4500 rpm.
The initial equipment of the roadster is equipped with a 1.5-liter naturally aspirated four-cylinder gasoline engine.
All other variants of the MX-5, including the Roadster GT RS tested here, are equipped with a 2.0-liter unit that develops 135 kW at 7000 rpm and 205 Nm at 4000 rpm.
Either way, drive is sent to the rear wheels via a six-speed manual or six-speed (with torque converter) automatic transmission. Again, the GT RS trim is only available with the former.
How much fuel does it consume? 9/10
Fuel consumption in the combined test (ADR 81/02) for 1.5-liter roadsters with a manual transmission is 6.2 liters per 100 km, while their automatic counterparts consume 6.4 l/100 km.
2.0-liter manual roadsters (including the GT RS tested here) use 6.8 l/100 km, while their automatic counterparts require 7.0 l/100 km. Finally, the 2.0-liter RF with manual transmission consumes 6.9 l/100 km, while the automatic transmission versions consume 7.2 l/100 km.
Either way, you look at it, that's a pretty good claim for a sports car! However, in our actual tests with the GT RS roadster, we averaged 6.7 l/100 km over 142 km of driving.
Yes, we improved the claim, which is rare, especially for a sports car. Just wonderful. However, our result is mostly from a mixture of country roads and highways, so it would be higher in the real world. However, we gave him some beans…
For reference, the MX-5 has a 45-liter fuel tank that consumes at least the more expensive 95 octane gasoline, regardless of engine option.
What safety equipment is installed? What is the safety rating? 7/10
The ANCAP gave the MX-5 its highest five-star safety rating in 2016, but gate rates have changed significantly since then.
In any case, advanced driver assistance systems in the entry-level class include front autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, cruise control, traffic sign recognition, driver warning and a rear-view camera. the GT and GT RS tested here add rear AEB, lane departure warning, and rear parking sensors.
Lane keeping and steering assist would be nice additions along with stop-and-go adaptive cruise control, but they may have to wait until the next generation MX-5 - if there is one. Crossed fingers!
Other standard safety equipment includes four airbags (dual front and side) and conventional electronic traction and stability control systems.
Warranty and safety rating
Basic Warranty
5 years / unlimited mileage
guarantee
ANCAP Safety Rating
How much does it cost to own? What kind of guarantee is provided? 8/10
Like all Mazda models, the MX-5 range comes with a five-year unlimited mileage warranty and five years of technical roadside assistance, which is average compared to Kia's market-leading seven-year no strings attached terms. .'
Service intervals for the GT RS roadster tested here are 12 months or 10,000 km, with less distance, although limited service is available for the first five visits, totaling $2041 at the time of writing for either option. , which is not so bad.
What is it like to drive? 9/10
We may have missed it in the introduction, but the MX-5 is one of the nicer rims out there, and nicely, it's even better in GT RS form.
Again, the GT RS uses the MX-5's suspension setup (double wishbone front and multi-link rear axle) and adds Bilstein gas shocks and a solid alloy strut brace to make it both better and worse.
Well, what I'm saying is that there's a trade-off: GT RS shaking is noticeable from the moment you first accelerate. In fact, you really want to try before you buy because the ride is definitely not for everyone.
However, as a result, these updates make the MX-5 even flatter in corners. It doesn't really matter how far you turn; it will remain locked. And given the already stunning way it turns, there are few complaints about handling.
Of course, part of that divine experience is the MX-5's electric power steering, which goes against the current, being well-weighted yet offering plenty of feel. It may not be the hydraulic setup of previous iterations, but it's still damn good.
Another component of the GT RS recipe is the Brembo front brake (280mm ventilated discs with four-piston aluminum calipers and high-performance pads), and it also delivers superior stopping power and pedal feel.
All that aside, the GT RS is like any other MX-5 with the same engine/transmission combination, which is basically a very good thing.
The 2.0-litre naturally aspirated four-cylinder is fun, its free-spirited nature entices you to redline every upshift, and peak power (135kW) at a screaming 7000rpm is almost what you need.
Part of the divine driving experience is the MX-5 electric power steering.
You see, it's no secret that this unit lacks torque, especially on the bottom, and its maximum (205 Nm) is produced at 4000 rpm, so you really need to make friends with the right pedal, which of course is easy. do. That doesn't mean it's not fun though...
The key to this very enjoyable experience is the six-speed manual transmission proven here. It doesn't have many ticks because it has a perfectly weighted clutch, short travel and well thought out gear ratios that work in its favor in the end.
It's worth noting that six-speed manual versions of the MX-5, including the GT RS tested here, get a limited-slip rear differential, while their six-speed torque converter automatic siblings don't have the optional mechanical grip when cornering.
Verdict
If you don't already know, the MX-5 is an old favorite, and with the new GT RS, the breed has improved once again.
Considering it's aimed at enthusiasts, each of the GT RS's upgrades are well worth it, though the resulting ride is definitely not for everyone.
And aside from the return of Recaro sports seats, we can't help but hope that a return to supercharging will be the next step in the evolution of the MX-5...
