What is this?
The Toyota GR86 is the successor to the GT86, a sports coupé developed in collaboration with Subaru that aims to combine accessible performance with old-fashioned driving pleasure. The second generation of the Subaru BRZ is no longer sold in Europe, the Toyota GR86 will come to our regions. And we are happy about that, because:
- Cylinder capacity boxer engine from 2 to 2.4 liters
- Power from 200 to 234 hp
- Maximum torque from 205 at 6,600 to 250 Nm at 3,700 rpm
- Rear-wheel drive with Torsen differential, six-speed manual or automatic
- Improved body stiffness, new steering
- Remains a 2 + 2, new sports seats
- No price yet, Belgian launch in the spring of 2022
The competition?
- In terms of performance, the Toyota GR86 primarily competes with hot-hatch models such as the Hyundai i20N and the Ford Fiesta ST (Edition).
- Should it be a compact coupé such as the GR86, then the range is limited to the Audi TT, the new BMW 2 Series Coupé and the Porsche 718 Cayman.
- If you’re going for old-fashioned driving pleasure, the Mazda MX-5 is closest to this Toyota.
Test conditions?
On and around Parcmotor Castellolí, a closed circuit a stone’s throw from Barcelona. The circuit, which was actually designed for motorcycles, is more than 4 kilometers long and has a lot of height differences.
Test vehicle specifications?
- Colour: we were able to test drive pre-production copies still covered by camouflage tape.
- Options: ducktail spoiler
- Tires: the optional Michelin Pilot Sport 4, size 215/40 R18
Fun facts?
- The GR86 is already the third model of the Gazoo Racing division, after the GR Supra and the GR Yaris.
- Toyota Motor Europe engineers were responsible for the final setup of the Toyota GR86.
- The chassis setup of the technically nearly identical Subaru BRZ maintains a more neutral calibration than the Toyota GR86 tuned for oversteer.
The Toyota GR86 is an evolution of the GT86 rather than a revolution?
Although we have known for some time what the Toyota GR86 looks like, the Japanese have chosen to wrap the body of the pre-production cars in a striking wrap. You can hardly call that camouflage tape really concealing, because you immediately see that the silhouette is very similar to that of its predecessor.
This Toyota GR86 is not completely new, the Japanese manufacturer admits. Rather a far-reaching evolution of the already very entertaining GT86, with the intention of preserving its strengths and eliminating its weaknesses. Read: equally fun, but more mature.
And they started with the boxer engine?
The basic recipe of the Toyota GR86 remains the same, with a boxer engine housed in the nose that drives the rear wheels. You keep the choice between a manual and an automatic six-speed gearbox. The four-cylinder still manages without turbo assistance, but a larger bore pushes the cylinder capacity from 2 to 2.4 liters. That gives the GR86 some more muscle, because the power climbs from 200 to 234 hp. Healthy without being earth-shattering, today the average hot hatch simply collects more power.
More important is the way in which this power unit achieves its maximum torque. The pulling force increases from 205 to 250 Nm, but is released much earlier. No longer at a high 6,600, but already at 3,700 rpm. That does wonders for the flexibility and eagerness of the block; you no longer have to stir the gear lever like mad to keep the pace fast. Pure performance also improves considerably: the manual Toyota GR86 still needs 6.3 seconds to sprint from 0 to 100 km/h and reaches a top speed of 226 km/h.
Has the Toyota GR86 not only become more powerful, but also more agile?
Toyota engineers improved the connection between the chassis and the suspension, which, together with a variety of reinforcements, increases the structural rigidity of the body by 50%. Meanwhile, a diet of stronger and lighter materials, such as aluminum for the roof construction and the front fenders, ensures that the weight is slightly reduced and the center of gravity is even lower. The weight distribution over the axles is an almost perfect 53/47 split.
The suspension has remained the same, the Toyota GR86 also uses MacPherson’s front and double overhead triangles in the rear. But the improved body rigidity gives the engineers a lot of extra tuning options. The rear suspension is reinforced and carries a stabilizer bar directly connected to the subframe, between the driven rear wheels is a Torsen-type mechanical differential lock.
Gradually a unique concept, that Toyota GR86?
The coupé body can count on less and less appeal, which is a shame, because the compact dimensions of the slim-lined Toyota GR86 are the ideal antidote to the increasingly larger and clunkier SUVs that drive around on our roads in droves. Compared to its predecessor, it was slightly longer and wider, but also a bit lower. You also sit closer to the ground, the hip point of the driver is 5 millimeters lower than with the GT86.
The new sports seats are excellent, with plenty of lateral support in better cornering. At the back it’s easy, the GR86 is also a 2+2 rather than a real four-seater. The trunk volume is 226 liters, with the rear seats folded away there should be enough room for an extra set of tires. For example to drive to a track day.
Speaking of tires, will the Toyota GR86 stick to the narrow ones of the GT86?
The basic version of the GR86 stands on 17-inch rims, belted by Michelin’s Primacy HP. The top model, which can be recognized by its ducktail spoiler, uses 18-inch tires and Pilot Sport 4 tires. Toyota is moving away from the philosophy that characterized the GT86, which combined strikingly narrow tires with strikingly hard rubber to increase the gray zone between grip and slip. After all, the extra power of the boxer engine and the extra sturdiness of the structure provide more dynamic possibilities.
More dynamic possibilities?
We try the new Toyota GR86 first on the open road, on winding mountain roads that have fewer and fewer cars and more and more curves as we delve deeper into the Spanish interior. Initially, the extra flexibility of the power source, the more potent revivals and the shorter response time of the four-cylinder engine are particularly striking. You don’t have to drive the rev counter all the way to the red to get speed, not always to second to accelerate out of a corner with punch.
Although the manual six-speed gearbox has been strengthened and has a shorter poker, you have to bridge a lot of distance between the different gears. The clutch engagement point is ideal for faster passages, but can be a bit abrupt when the blade is not stuck between the teeth. The GR86 is not a Toyota to get stuck in traffic jams.
As soon as you start using that extra power from the engine, you will also appreciate the new steering system. The three-spoke sports steering wheel, which still fits perfectly in your hands, feels slightly lighter, but reacts briskly and offers enough feedback, so that you can string the corners together in a playful way. The front wheels steer sharply and develop a lot of grip, so you can steer the rear axle with your right foot. You have an excellent sense of when the rear wheels start to spin and how far the butt wants to break out, so you can experience a lot of driving pleasure without getting clammy hands.
That playful tendency toward old-fashioned upset is a character trait that has become particularly rare. The fact that Toyota is just reminding us of that shows how far the Japanese have come since Akio Toyoda took over.
What is the Toyota GR86 worth on a track?
The first rounds are a bit disappointing. The confidence that we had refueled on the public road takes a hit in the longer swingers, where the playful nature of the chassis causes some nervousness. Track mode changes the digital counter part, so you can see the selected gear and rev counter in front of you. The stability control settings also get a custom track calibration, so you don’t get constantly whistled back by the electronic watchdogs. You can put the thing wherever you want, but looking for a more or less decent lap time, the Toyota GR86 seems to need too much asphalt to shine.
A matter of time, it turns out. Trying another two rounds later, we do find the internal peace you need and we can get the dancing Toyota GR86 to our liking. Do not try to correct too quickly when the car settles and continue to give enough gas so that the engine power straightens everything again, then the Japanese turns out to be that compliant buddy who serves you more driving pleasure than you thought possible in 2021.
With a little common sense, anyone can go fast with the GR86, but even the better driver will be challenged enough to keep it interesting and enjoyable. The fact that you have to keep wringing the boxer engine gives the whole driving experience even more cachet. Even if the growling internally digitally amplified exhaust line will not appeal to everyone.
The AutoWorld verdict?
An analog car for the digital age. It’s Toyota’s words, but they make sense. The Toyota GR86 remains that rebellious teenager who is looking for pure and unadulterated driving pleasure, but the entire driving experience becomes a lot more mature. Attention: that can therefore not be said of the driver…
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