Mazda MX-5 2022 Review

The 2022 Mazda MX-5 range has shrunk with the deletion of the 1.5-litre engine. That’s a shame, but demand for the smaller donk has dried up ever since the 2.0-litre engine upgrade in 2018.

We’re now left with two models: the traditional MX-5 Roadster and folding hard-top MX-5 RF, the latter garnering the majority (64 per cent) of sales.

Each offers the choice of three variants – the base, specced-up GT or track-focused GT RS – and two gearboxes, the standard six-speed manual or optional six-speed automatic (+$2000), bar the manual-only GT RS.

Even the base MX-5 Roadster ($37,790 plus on-road costs) and RF ($42,100 plus ORCs) score 17-inch alloy wheels, LED headlights, climate control, automatic headlights/wipers and a 7.0-inch touch-screen infotainment system including Bluetooth, digital and internet radio, sat-nav and smartphone mirroring (wired only).

Mazda hasn’t left its sports car behind when updating safety tech, either, including autonomous emergency braking (AEB), blind spot monitoring, driver attention alert, lane departure warning, traffic sign recognition and rear cross traffic alert.

The GT offerings (Roadster from $44,420, RF $48,500) add leather upholstery, heated seats, adaptive headlights, keyless entry and a nine-speaker Bose stereo.

Finally, the GT RS models (Roadster from $47,420, RF $51,500) include BBS forged alloy wheels, Bilstein suspension, Brembo front brakes and a front strut brace for greater handling precision.

Seven colours are available, the new Rose Gold-esque Platinum Quartz Metallic joining the existing white, dark and light grey, black, red and blue. RF GT buyers can also specify white or terracotta Nappa leather instead of the standard black.

The biggest change for the 2022 Mazda MX-5 is, on paper, a very minor one.

‘Kinematic posture control’ (KPC) is basically a fancy name for torque vectoring, a gentle braking of the inside rear wheel during cornering, working with the MX-5’s anti-lift rear suspension geometry to keep its tail more stable.

It’s a relatively small change, but potentially significant when you’re talking about altering the MX-5’s handling. Especially as it wasn’t exactly deficient in this department to begin with.

To really get to grips with this change, Mazda laid on the challenging and undulating Bryant Park hillclimb circuit as well as pre- and post-update examples of the MX-5.

Two questions immediately present themselves: Will I actually be able to feel any difference? And, if so, has settling down the MX-5’s rear-end dulled its playful demeanour?

A quick drive in the outgoing model is a reminder of what a joy the MX-5 is. We’re not here to assess the powertrain necessarily but it deserves a few words of praise.

The 2.0-litre revs strongly past 7000rpm, makes an effervescent noise and really moves the lightweight roadster.

MX-5s have a bit of a reputation for lacking in grunt, but the latest iteration will hit 100km/h in a tick over 6.5sec, which isn’t exactly sluggish.

Attached to the engine is one of the best manual gearboxes you’ll ever find. Light and accurate with great ratios, you can change gear as quickly or slowly as you like and it’ll always be spot-on.

The claimed fuel consumption of 6.8L/100km is a reminder of the efficiency benefits of light weight, and while you aren’t going to match that on track, it’s a real struggle to get it beyond 10L/100km.

Discussing an automatic in a car like the MX-5 might seem irrelevant, but 42 per cent of buyers are ticking that option.

Happily, then, the self-shifter doesn’t detract from the experience too much. A shorter final drive ratio helps compensate for the power-sapping nature of the auto’s torque converter, and the shifts are still responsive though automatic cars do lose the limited-slip diff and thus aren’t quite as predictable as their manual counterparts.

That’s as good a segue as any into the handling of the 2022 Mazda MX-5, where we’ll find the answers to our initial questions.

Does the new KPC system make any difference? Unequivocally, yes. Swapping from the outgoing car to the new model instantly reveals a more settled and stable rear-end, especially on corner entry.

For all its balance and poise, the MX-5’s soft, roly-poly set-up can result in some fairly wayward behaviour, especially if driven aggressively. It often needs a fairly gentle touch to keep the body movement under control.

The updated MY22 MX-5 is more composed, pushing into gentle understeer rather than oversteer mid-corner unless provoked.

It’s a more accessible handling balance and one that might pay even greater dividends at a high-speed circuit like Sydney Motorsport Park or Phillip Island.

It requires a slightly different driving style to exploit and initially the extra stability feels to have robbed the MX-5 of a little of its playfulness.

With greater familiarity, though, it becomes clear that while Mazda’s iconic sports car now requires greater provocation to misbehave, it’s still happy to do so, sliding front and rear to constantly involve the driver.

In retrospect, this makes the 2022 Mazda MX-5 a more appealing package.

While there was a certain enjoyment in taming the body roll and wrestling it into submission, having a more stable platform will increase the confidence of those just starting out on their driving journey but without dulling the challenge for more experienced punters.

Our time with the updated MX-5 did include a road drive, but the noticeable effects of KPC are reduced as obviously you are rarely, if ever, operating at the same dynamic limits as on track.

That said, it in no way detracts from the package, either, and on a good road with the roof down and sun shining, driving doesn’t come much better.

Just remember the sunscreen!

How much does the 2022 Mazda MX-5 GT RS cost?
Price: $47,420 (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)