Mazda MX-5 GT RS 2021 Review

Starting at $36,090 plus on-road costs for the base-grade 1.5-litre (97kW/152Nm) Mazda MX-5, the new 2.0-litre (135kW/205Nm) GT RS model is priced at $47,020 plus ORCs for the cloth-top roadster and $51,100 plus ORCs for the metal-top RF model.

For that sort of coin you could acquire a more powerful hot hatch that will probably cut faster hot laps at your local racetrack. The MX-5 isn’t as practical either, barely fitting two adults and a man bag.

But the low-slung rear-drive 2021 Mazda MX-5 GT RS sports car does have a folding roof, adding an appealing city-escape vibe to proceedings. There’s something to be said about being able to smell your way through a country drive, not just see it.

Unique to this Australia-only track-ready MX-5 are schmick-looking 17-inch black BBS forged alloy wheels shod with high-performance Bridgestone Potenza S001 tyres. You also get new Bilstein shock absorbers, upgraded Brembo front brake callipers with improved 280mm rotors, new brake pads and a solid alloy strut brace in the engine bay, all of which make the GT RS a more hardy and reliable racetrack runner than other MX-5 models.

It’s pretty tight in the cabin, especially for longer-legged types, and seat and steering wheel adjustment is limited. Incidental storage – even cup holders – is pretty shabby. Although the low-to-the-ground seating position (you sit just in front of the rear axle) makes every drive feel a bit special.

Equipment levels are pretty good on the GT RS, with heated black leather seats, climate control and, common to all variants across the 2021 Mazda MX-5 range, an updated infotainment system (with carryover 7.0-inch colour touch-screen) with wireless Apple CarPlay fitted. Android Auto still requires a wired USB connection though.

Other standard features on the GT RS include sat-nav, rain-sensing wipers, automatic and adaptive LED headlights, heated and power-adjustable side mirrors, auto-dimming rear-view mirror and a premium Bose stereo with nine speakers, including a 203W amp.

This fourth-generation ND Mazda MX-5 first hit the scene in 2015 but still has a decent amount of tech and safety, including autonomous emergency braking (AEB) in forward and reverse gears, rear cross traffic alert and a reversing camera.

Traffic sign recognition (read: real-time speed limit updates), a tyre pressure monitoring system, lane departure warning and keyless entry and push-button engine start are nice touches, but there’s no adaptive cruise control or active lane keep assist.

The Mazda MX-5 has a five-star ANCAP safety rating dating back to 2016, when the testing protocols were not as tough as they are today.

Unlike the second-generation NB Mazda MX-5 SP from the early 2000s, which copped a factory-fitted turbo upgrade for its 1.8-litre four-pot engine (157kW/289Nm) – and still stands as the most powerful showroom MX-5 to date – the 2021 Mazda MX-5 GT RS doesn’t benefit from an updated powertrain.

That leaves the RS with the top-spec 2.0-litre naturally-aspirated four-cylinder engine, banging out 135kW at 7000rpm and 205Nm at 4000rpm.

While there’s more than enough poke in most situations, and winding the engine up to 7200rpm can be quite thrilling – we saw 160km/h in fourth gear on the top straight at the Broadford motorcycle racetrack – it feels a bit gutless at times.

On the open road, winding uphill stretches of bitumen expose the powertrain’s shortcomings; it just runs out of puff. What’s more, the tweaked chassis on the GT RS feels as though it would readily absorb any extra power that Mazda’s engineers might care to send its way.

As it stands, you really have to pump the engine hard to maintain speed, but in some ways I suppose this is part of the MX-5’s charm. It’s like the Toyota 86 and Subaru BRZ, where the challenge is to extract every last kilowatt from the engine.

The light clutch and delightful shift action from the six-speed manual make this challenge rather satisfying.

Manual models also come with a limited-slip differential, which works well when you’re on the throttle coming out of slower, tighter corners.

The 2021 Mazda MX-5 GT RS is a lot of fun. It’s not the most comfortable over longer distances, especially if you’re tall or big-bodied, but it feels light on its feet and is easy to drive enthusiastically given a nice run of corners.

It’s a beautifully engaging machine, the connection between car and driver feeling more like a genuine relationship than a series of clinical, physical operations.

Its hunkered-down stance, direct steering and tweaked suspension provide clear feedback – road surface and grip – to the driver as well.

But it wasn’t until we took the MX-5 GT RS onto the racetrack – back-to-back with the standard MX-5 GT – that the upgrades became more apparent.

The new 17-inch forged BBS alloy wheels are slightly lighter, reducing unsprung weight together with upgraded aluminium Brembo four-piston callipers and ventilated 280x22mm front disc brakes now with internal cooling fins (to improve thermal dynamics).

The slightly lower weight – 2kg, says Mazda – doesn’t appear to make any difference to acceleration, but the upgraded brakes, complete with new high-spec brake pads, deliver more stopping power with less fade after repeated punishment.

The Bridgestone Potenza S001 rubber also give it a little more feel under brakes, allowing the MX-5 GT RS driver to brake later and dive deeper into corners with confidence.

The other changes, namely new Bilstein dampers and a solid alloy strut brace under the bonnet, work with the stickier tyres to create more confidence across the cornering spectrum.

The GT RS tips in with a little more alacrity, tracks through corners more precisely and maintains higher speeds.

It’s also more controllable at the limit. Wagging the tail with a little lift-off oversteer, as the weight transfers from the rear to the front, is more addictive than homemade rocky road with extra marshmallows.

I just wish there was more muscle from the engine to really exploit the chassis, as power oversteer is almost impossible to do, but would be eminently entertaining.

The chassis changes are perceptible, and while they don’t change the car’s charming character in any great way, the improved (and more resilient) brake package is worth the extra price alone.

I’d never before had extended track time to really test a Mazda MX-5 at full tilt, and now I’m a convert. I can definitely see why this is one of the most popular sports cars – and, indeed, track cars – on the planet.

Playful and communicative at the limit – and beyond – the 2021 Mazda MX-5 GT RS is a brilliant rear-drive track car for beginners or veterans alike.

Is it worth shelling out the extra $3000? Yes, especially if you plan to track it, as any sort of mods will likely void the five-year warranty. Better yet, it costs nothing to fuel and given its light weight, tyre and brake wear shouldn’t be chronic.

It’s true that similarly priced hot hatches like the Honda Civic Type R, Volkswagen Golf GTI or Hyundai i30 N will outpace the MX-5 at the racetrack and on the road.

But in terms of driver involvement and sheer grin factor, the Mazda MX-5 GT RS delivers an excellent thrill-per-dollar ratio.

How much does the 2021 Mazda MX-5 RF GT RS cost?
Price: $51,100 (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: 161g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2016)

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