The new Toyota GR86 it is the third global GR model of the Japanese brand, and together with the GR Supra and GR Yaris it forms a super-performance and distinctly endothermic triptych. Toyota, as we know, is not enthusiastic about the ‘all-electric’ future and consequently has also committed itself to the coupe to increase the cavalry.
The car adopts the configuration with front engine and rear wheel drive. The engine remains a 16-valve boxer four-cylinder, but with an increased displacement (from 1,998 to 2,387 cc) to achieve a significant increase in power and torque. Despite this, it uses the same block as the previous GT. Toyota engineers increased the bore diameter, from 86 to 94mm, and instead maintained the same high compression ratio of 12.5: 1. The maximum value increased by about 17%, going from 200 to 234 horsepower at 7,000 rpm. As a result, the time to go from zero to one hundred km / h was reduced by more than a second, reaching 6.3 seconds (6.9 seconds with automatic transmission). The maximum speed of the GR86 is 226 km / h with the manual gearbox, 216 km / h for the automatic. Torque has also been increased, with tweaks that mean that the peak value of 250 Nm is delivered earlier – at 3,700 rpm compared to 205 Nm at 6,600 rpm on the GT86.
To achieve further weight reduction, the cylinder liners are now thinner. While the D-4S injection system, which uses both direct and indirect injection, has been tuned for faster response to throttle inputs. Direct injection has a cooling effect in the cylinders, and supports a high compression ratio; indirect injection works with light to medium engine loads, maximizing efficiency. The engine intake system has also been improved with changes to the diameter and length of the intake duct, contributing to a smoother torque delivery and better acceleration. A new fuel pump design ensures constant flow when cornering. A new water-cooled oil cooler has been added, while a thicker radiator structure is equipped with specific guides to increase the amount of cooling air absorbed. To reduce noise and vibration, the GR86 has new liquid-filled aluminum engine mounts and a revised, stiffer oil pan structure with a new cross-rib shape.
The development of the chassis focused on reducing weight and further lowering the car’s center of gravity. The use of aluminum has increased (roof, front wheel arches, hood) and other lightweight materials. At the front, diagonal cross members have been added to the joints between the suspension and the car’s chassis, improving load distribution from the front tires and reducing twisting. High-strength fasteners have been introduced to connect the frame and suspension mounts, while the hood has a new internal diagonal frame, in place of the previous honeycomb. With these measures, the lateral stiffness of the front axle has been increased by 60%. At the rear, a ring structure connects the upper and lower frame and, as at the front, the new fasteners that connect the frame and suspension mounts return better handling under the G-forces generated when cornering. With the interior panels now connected directly to the platform, a unique structure was created. The torsional stiffness of the frame has been increased by 50%.
The GR86 improves the suspension scheme present on the GT86: at the front we find independent MacPherson suspensions while at the rear a double wishbone scheme. A Torsen limited slip differential offers extra traction when cornering. The new electric power steering system, on the other hand, has a 13.5: 1 ratio and requires only 2.5 turns of the three-spoke steering wheel of the GR86 to move from one limit switch to another. The GR86 is also equipped with ventilated disc brakes at the front and rear, with diameters of 294 and 290 mm respectively. Brake control systems – ABS, Brake Assist, Traction Control, Vehicle Stability Control, Hill-start Assist – are always standard, along with an emergency braking warning system.
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