Mazda Miata MX-5 NA / Subaru BRZ

The Mazda Miata MX-5 NA makes 115 horsepower from 2,120 pounds. The Subaru BRZ makes 197 horsepower from 2,862 pounds. Across 68 shared tracks with 39 unique comparison scenarios, the BRZ wins by 0.64 seconds overall, and when you filter the comparison data on this page for matched modifications and matched tire treadwear, the BRZ wins 83.5% of battles with a 6.82-second average gap. But the lap times tell only part of the story—these cars represent two fundamentally different approaches to lightweight sports car philosophy, separated by 23 years of automotive evolution.

This is Mazda's first-generation Miata MX-5 NA (1989-1997) versus Subaru's BRZ (2012-2022). The Miata weighs 2,120 lbs with 115hp—18.4 lbs/hp power-to-weight. The BRZ weighs 2,862 lbs with 197hp—14.5 lbs/hp power-to-weight (21% better). The BRZ makes 82hp more power but carries 742 pounds more mass. The question isn't which is faster on a stopwatch—the data clearly shows the BRZ wins 83.5% of matched battles. The question is which driving philosophy resonates: Mazda's "power is nothing without lightness" taken to its extreme, or Subaru/Toyota's modern interpretation of the lightweight sports car with boxer-engine dynamics and contemporary safety standards.

The Philosophy Gap: 1989 Lightness vs 2012 Low Center of Gravity

The Miata NA ran from 1989-1997 as Mazda's answer to British roadsters, making these cars 28-36 years into their lifecycle. The BRZ ran from 2012-2022 as Subaru's collaboration with Toyota (sharing the platform with Toyota 86/Scion FR-S), making these cars 3-13 years into their lifecycle. This 23-year generational gap represents a fundamental shift in lightweight sports car philosophy:

• Miata NA Philosophy (1989-1997): Mazda's "Jinba Ittai" (horse and rider as one) design philosophy prioritized absolute lightness above all else. At 2,120 lbs curb weight, the NA achieved its featherweight target through simplicity: 1.6L or 1.8L naturally aspirated DOHC inline-4 (115-133hp depending on model year), manual soft-top (no power mechanisms), minimal sound deadening, no airbags (early models) or single airbag (later models), no ABS (early models), no traction control, no stability control. The result: 50/50 weight distribution, 2,265mm wheelbase (extremely short for agility), and steering feel that connected driver to road with zero electronic intermediaries. Every input—steering, throttle, brake—produced immediate, unfiltered feedback. The low power (115hp) meant drivers could explore the limits at street speeds, revving to 7,000 rpm in second gear without risking license suspension. The soft-top experience delivered wind-in-hair purity, and the pop-up headlights became iconic 1990s design.
• BRZ Philosophy (2012-2022): Subaru/Toyota's collaboration prioritized low center of gravity achieved through Subaru's boxer engine architecture (horizontally opposed pistons sit low in chassis) combined with modern chassis rigidity and contemporary performance. At 2,862 lbs curb weight (742 pounds heavier than NA), the BRZ achieved its balance through modern engineering: FA20 2.0L naturally aspirated boxer-4 (197hp in early models, 205-228hp in later models and 2nd generation), aluminum hood/trunk for weight savings where possible, dual airbags, ABS, traction control, stability control (defeatable), and crash structures meeting 2012+ safety standards. The result: near-50/50 weight distribution (53/47 front/rear), 2,570mm wheelbase (305mm longer than NA for stability), and a chassis that felt planted and confidence-inspiring at higher speeds. The boxer engine's low CG created a sensation of the car rotating around the driver, and the torque dip around 3,500-4,500 rpm (characteristic of the FA20's design) became both criticized and loved—forcing drivers to work the 6-speed manual to stay in the power band, reminiscent of Miata's low-power engagement but at higher speeds.

The driving behavior differences are profound: The NA Miata feels like a momentum car at its purest—slow-in, fast-out cornering rewards smoothness, and the lack of power means every corner is taken near the limit without excessive speed. Body roll is present but progressive, communicating weight transfer through the seat. Steering is light, direct, and full of feedback—you feel texture changes in pavement. The experience is raw, mechanical, analog. The BRZ feels like a precision instrument—the low CG creates flat cornering with minimal body roll, and the 197hp allows for faster corner exit speeds that the NA can't match. Steering is heavier, more modern, with less ultimate feedback than the NA but more stability at speed. The chassis is stiffer, more controlled, and the experience is refined while remaining engaging. The torque dip forces rev-matching downshifts to stay in the 5,000-7,500 rpm power band, creating driver involvement through gearbox work rather than the NA's momentum management.

The 82-Horsepower Gap and 742-Pound Reality

The Miata's 1.8L DOHC inline-4 (1994-1997 models) makes 115hp at 6,500 rpm and 100 lb-ft at 5,500 rpm (database shows 134 lb-ft, likely including gearbox torque multiplication or different market spec). Power-to-weight: 18.4 lbs/hp. Redline: 7,000 rpm. The sound is buzzy, high-revving inline-4 character with Mazda's distinctive howl at high RPM. Peak power arrives high in the rev range, encouraging drivers to wring out every gear.

The BRZ's FA20 2.0L boxer-4 makes 197hp at 7,000 rpm and 151 lb-ft at 6,400 rpm (database shows 205 lb-ft, likely including different model year or gearbox effect). Power-to-weight: 14.5 lbs/hp (21% better than NA). Redline: 7,400 rpm. The sound is Subaru's characteristic boxer rumble with a deeper, more mature tone than the Miata's buzz. Peak torque arrives high (6,400 rpm), and the infamous torque dip between 3,500-4,500 rpm creates a power delivery that feels non-linear—it pulls hard below 3,500 rpm, stumbles through the dip, then surges again above 5,000 rpm to redline. This non-linearity forces active transmission work, creating engagement through gear selection rather than steering feel alone.

On track, the power difference manifests clearly: The Miata requires momentum conservation through corners—scrubbing speed means waiting for the 115hp to rebuild velocity. Corner exit is about smoothness and early throttle application, maximizing the limited power. The BRZ's 82hp advantage allows for later braking, more mid-corner adjustability (power can rotate the rear if traction control is off), and faster corner exit acceleration. The data shows the BRZ wins 83.5% of matched battles because modern power, modern tires, and modern chassis rigidity overcome the Miata's 742-pound weight advantage in timed laps. But the Miata's advantage lives in the driver experience—the feeling of extracting everything from limited resources, the satisfaction of perfect momentum management, the reward of nailing the ideal line because there's no power to compensate for mistakes.

What the Filtered Data Reveals About Driving Behavior

• Matched mod + matched tire (127 laps): BRZ wins 83.5%, Miata wins 16.5%, 6.82s gap. When both run equal preparation and tires, the BRZ's modern power and chassis overcome the Miata's lightness decisively. The BRZ wins 106 laps vs Miata's 21 laps. This reflects lap time reality: the BRZ is objectively faster when conditions are equal. But lap time isn't the full measure—the Miata's 21 wins likely came on tighter, more technical circuits where lightness and agility overcome power, or in scenarios where driver skill in momentum management overcame the BRZ's power advantage.
• Race Miata vs medium BRZ, TW200/200 (94 laps): Miata wins 44.7% with 6.80s average gap. When the Miata runs race modifications against the BRZ's medium modifications (MISMATCHED MOD scenario), the power gap narrows significantly. This shows the Miata's modification potential—with forced induction or engine work, the lightweight chassis becomes competitive. Many NA Miata track enthusiasts boost their cars to 200-250hp, creating a power-to-weight ratio that overwhelms the BRZ while maintaining the NA's raw steering feel and 742-pound weight advantage.
• The tire sensitivity story: MATCHED MOD | MISMATCHED TIRE scenarios show Miata wins only 23.7% (76.3% BRZ). The Miata's low power makes it less dependent on tire grip for lap times—you're rarely exceeding tire limits with 115hp. The BRZ's higher power makes tire choice more critical—grippy tires let the 197hp shine, but when tire grip is mismatched, the Miata's momentum efficiency competes better. This reflects driving behavior: the Miata teaches smooth driving because tires rarely limit, while the BRZ can teach oversteer management when power exceeds grip.

The Generations: Analog Purity vs Digital Refinement

Miata NA (1989-1997): The NA represents late-1980s Japanese sports car philosophy at its purest. No electronic aids (early models), no power accessories (base models), no weight-adding safety requirements beyond basic structure. The steering is hydraulic, unassisted or lightly assisted depending on model year, with three turns lock-to-lock. The suspension is double-wishbone front and rear, providing ideal geometry for feel and adjustability. The shifter is cable-operated (early models) or rod-linkage (later models), with short throws and mechanical feedback. The brake pedal has direct feel with no ABS interference (early models). The soft-top operation is manual—two latches, pull back, done in 5 seconds. Every control is mechanical, direct, communicative. The driver sits low in a snug cockpit, knees bent, arms slightly bent, in classic sports car position. Visibility is excellent—low beltline, thin A-pillars, and when the top is down, unlimited visibility creates confidence in placement.

The driving experience is conversational—the car talks constantly through steering wheel, shifter, pedals, seat-of-pants. You feel camber changes, pavement texture, weight transfer, tire slip angle, all without electronic translation. The low limits mean exploration is safe and accessible. On a tight backroad, the NA feels alive at 40-50 mph, encouraging drivers to use full throttle, heel-toe downshift, apex precisely. The chassis balance is neutral with slight lift-throttle oversteer available for rotation. The experience rewards smoothness and punishes abruptness—the soft suspension and low grip mean sudden inputs create unsettled dynamics.

BRZ (2012-2022): The BRZ represents 2010s sports car philosophy balancing engagement with safety and refinement. Electronic aids are present but defeatable (traction control has multiple stages, stability control can be fully disabled via button hold sequence). The steering is electric power-assisted, providing consistent weight and quick 2.5-turn lock-to-lock ratio, but with less ultimate feedback than hydraulic systems. The suspension is MacPherson strut front, double-wishbone rear, tuned for flat cornering with progressive roll control. The shifter is direct cable linkage with excellent shift quality and short throws. The brake pedal has ABS but retains good feel. The coupe body provides structural rigidity the NA's soft-top can't match, resulting in chassis stiffness that feels more planted but less communicative about weight transfer. The driver sits low in a modern cockpit with supportive seats, proper ergonomics, and visibility that's good for a modern car (though worse than the NA due to thicker A-pillars and higher beltline for side-impact protection).

The driving experience is confidence-inspiring—the car feels stable, planted, and forgiving at higher speeds than the NA can achieve. The boxer engine's low CG creates a sensation of rotation around the driver's hips, and the chassis composure allows aggressive direction changes without drama. On a tight backroad, the BRZ feels engaging at 60-80 mph, with power sufficient to make acceleration between corners satisfying. The torque dip forces gearbox work—dropping from 4th to 3rd to stay above 5,000 rpm for corner exit, or short-shifting to avoid the dip during daily driving. The chassis balance is neutral with controllable oversteer available when stability control is off and power is applied mid-corner. The experience rewards precision and commitment—the stiffer chassis and higher grip mean smooth inputs produce fast laps, but the electronic aids provide safety margin for mistakes.

The Verdict: Driving Philosophy Over Lap Times

Choose the Mazda Miata MX-5 NA if you prioritize analog purity, raw mechanical feedback, and the philosophy that driving engagement comes from managing limited resources perfectly rather than from high speeds. The NA wins 16.5% of matched battles, but those statistics don't capture the joy of extracting 100% from 115hp, the satisfaction of heel-toe downshifting a buzzy inline-4, or the wind-in-hair experience of a manual soft-top on a perfect backroad. At 28-36 years old, you're buying automotive history—the car that saved the roadster, the car that taught a generation what "momentum car" means, the car that proved slow-car-fast engagement matters more than spec sheet numbers. Maintenance is straightforward (30+ year old inline-4 simplicity), parts availability is excellent (massive enthusiast community), and the driving experience remains unfiltered and pure. The Miata is the choice for drivers who believe steering feel matters more than lap times, who want to shift gears constantly because it's fun (not because torque dips demand it), and who understand that 115hp at 2,120 lbs creates an experience no modern car replicates—despite being objectively slower in timed laps.

Choose the Subaru BRZ if you prioritize modern performance, low-CG chassis dynamics, and the philosophy that driving engagement can coexist with contemporary refinement and safety. The BRZ wins 83.5% of matched battles because 197hp, modern tires, and boxer-engine balance deliver objectively faster lap times than the NA's lightweight purity. At 3-13 years old, you're buying modern sports car philosophy—the collaboration that proved affordable rear-drive coupes still matter, the chassis that rotates with stability control off, the engine with the controversial torque dip that forces active driving. Maintenance is modern (timing chain, no major service intervals until 60k+ miles), reliability is Toyota/Subaru proven, and the driving experience balances engagement with daily usability (coupe practicality, modern safety, acceptable NVH). The BRZ is the choice for drivers who want lap time capability alongside driver involvement, who appreciate that flat cornering and low CG create confidence at speeds the NA can't safely achieve, and who understand that 197hp at 2,862 lbs creates a sports car that's faster, more capable, and still engaging—even if the steering doesn't quite match the NA's hydraulic perfection.

LapMeta's -0.64-second overall gap (BRZ wins slightly) understates the matched-condition reality: the BRZ wins 83.5% with a 6.82-second gap when preparation is equal. The BRZ's 82hp advantage, modern chassis rigidity, and boxer engine's low center of gravity overcome the Miata's 742-pound weight advantage in 83% of timed battles. But the Miata's 16.5% win rate carries disproportionate significance—those wins represent circuits where lightness, agility, and momentum management overcome raw power, proving that Mazda's 1989 philosophy still has validity in 2025. The choice between these cars isn't about which is faster—the data answers that clearly in the BRZ's favor. The choice is about which driving philosophy resonates: Do you want to feel everything and manage limited resources perfectly (Miata), or do you want modern capability with engagement through gearbox work and flat cornering (BRZ)? Both approaches are valid. Both create driver engagement. Neither is wrong. The answer depends on whether you prioritize the purity of analog connection or the satisfaction of modern performance—and whether you believe 742 pounds of lightness matters more than 82 horsepower of power.