SEVILLE, SPAIN – Ten years ago Toyota caused a stir within the enthusiast motoring community with the original Toyota GT86 which sold over 200 000 units internationally since its launch in 2012. This was thanks to an attainable price, engaging driving dynamics and a lightweight yet usable 2+2 configuration.
It’s replacement, the now rebranded GR86, aims to remain true to the sportscar character of its rear-wheel-drive predecessor while improving on the recipe with a new larger-capacity naturally aspirated engine. We attended the European dynamic press launch for a first drive for the manual transmission Toyota GR Supra and GR86.
We at CAR magazine have been following the development of Toyota’s high-performance arm, the Gazoo Racing (GR) brand, very closely as of late and as a petrol head there’s no doubt that you’ve been too. The brand initially teased us locally with the effervescent Yaris GRMN back in 2018 to give us a taste of what was to come. This was followed by the return of legendary Supra nameplate of which we’ve tested and enjoyed two versions as part of our 2020 and 2021 Performance Shootouts respectively. The brand then launched the fun-to-drive GR Yaris in 2021 and by September this year both the GR Supra manual transmission and new GR86 will land on our shores. These two vehicles are rare in that they demonstrate Toyota’s dedication to driver engagement despite the clear move towards EVs and the steady decline of three-pedal sportscars.
Coupé proportions
In terms of exterior design the GR86 is more of an evolution over its predecessor than a complete overhaul which was inspired by elements of the iconic AE86 Corolla (Hachi-Roku to Initial D fans) and the svelte 2000GT. This may be a conservative if not divisive approach to design for some but the short overhangs, low-slung look and typical front-engined-rear-driven proportions should age well. The new car takes up nearly the same amount of space on the road as the previous model but its been tweaked to be even lower. It’s height had been decreased by 10 mm and now has with a 5 mm longer wheelbase. Notably however the centre of gravity has been reduced by 1,6 mm and the driver’s hip-point has been lowered by 5 mm offering a satisfying driving position for most body types.
Interior simplicity
Step inside and the same evolutionary design philosophy continues. Just like the previous model the minimalist driver-centric cabin remains and thankfully Toyota has decided to keep the satisfying ‘click’ of physical controls. Being built to a cost there are hard plastics to be found about the cabin but there are are low glare materials on the dashboard, minimal use of piano black and soft-touch materials used on the frequently touched surfaces. Visibility is good too thanks to a reasonable amount of glass and narrow A-pillars while the flanks on the bonnet allow you to easily judge the extremities of the elongated nose. The Alcantara and leather combination seats are a highlight offering both comfort and support and give the impression that you could easily cover longer distances seated in them. The rear folding chairs are not suitable for adults but they do add a sense of practicality over a two seater coupé while the boot remains a healthy capacity that could sit a set of four wheels with the seats folded.
One noticeable revision for the interior of the GR86 is that it now features a high-definition driver’s display with a central the rev counter. The screen can be operated using controls on the steering wheel and is customised depending on the drive mode selected. In Track mode for example, the setting we used while on the Monteblanco in the South of Spain, the display read-out becomes a central bar with the r/min redline, gear selected, speed and oil temperatures becoming the key focus.
The big change
Underneath the sculpted bonnet lies the main update for the GR86. A 172 kW 2,4-litre boxer engine replaces the previous 147 kW 2,0-litre. The increase in power is appreciated, however, the figure that makes the most meaningful difference is the additional torque. The GT86 delivered 205 N.m at a lofty 6 600 r/min, whereas this new engine provides peak torque of 250 N.m at 3 700 r/min. By adding more twisting force far lower down in the rev range the GR86 feels peppier and more responsive at lower speeds. This makes it a deeply satisfying drive at at regular speeds, something driving enthusiasts that value their licenses will appreciate. The new engine has all but transformed the feel of the vehicle offering smooth acceleration. There is a faux engine noise that’s played into the cabin, it sounds far better than the previous car and this sort of synthesised sound has become the norm these days. I would like however to see the option to turn it off as it becomes increasingly evident as the revs build.
On road and track-day
We had just three laps to experience the GR86 on the Monteblanco circuit and with Track mode engaged and the traction control dialed back it was evident by the first sharp right hander that the new quick-ratio electric steering was alert and precise while offering a good sense of the grip available from the Michelin Pilot Sport 4 tyres. The longer wheel base provided impressive balance and predictability while the additional performance means that with a mid-corner stab at the throttle the rear will break traction in a manageable fashion.
Out on the road the suspension felt well damped dealing admirably with the odd bump and pothole while on tight twisting sections body roll was kept in check even when pressing on. The latter sense of control is mostly thanks to the 50% increase in overall body rigidity. The additional torque allowed for overtaking manoeuvres to be executed swiftly while cursing at the indicated 120 km/h speed limit in sixth gear. Around the tight and bustling city streets of Seville the compact dimensions made it easy to thread through traffic. This is something that when combined with good viability is a necessity for a performance car that could be used every day.
Summary
After the short track stint and road drive on idillic Spanish backroads what is the key takeaway? The GR86 is one of the last naturally aspirated sportscars with a manual transmission and that on its own is enough to be celebrated. Toyota has listened to the comments of owners and enthusiasts and refined the recipe while staying true to the original brief. With grippier tyres, a satisfying chassis balance, predictable on-the-limit handling, a functional driver-focussed cabin and more torque available earlier in the rev range the GR86 is a compelling package. The question of local pricing remains, however, we expect it to come in at around the R700 000 to R750 000 mark placing it squarely against turbocharged front-driven hot hatch rivals like the BMW 128ti, Hyundai i30N and Volkswagen Golf 8 GTI. With the Mazda MX-5 no longer available on the new car market locally the GR86 should be in a class of its own when it arrives on our shores in September and we are keen to drive it extensively and experience it on some of our favourite driving roads.
FAST FACTS:
Price: tba
Engine: 2,4-litre flat-four, petrol
Transmission: 6-speed manual
0 to 100 km/h: 6,3 seconds
Top speed: 226 km/h
Power: 172 kW @ 7 000 rpm
Torque: 250 N.m 3 700 rpm
CAR Fuel index: n/a
CO₂: n/a
Words: Damian Adams
