First drive: 2022 Toyota GR 86

Finally, after a lengthy 10-year run, including a hearty refresh in 2015, the Toyota 86 – our joint winner of the 2012 Wheels Car of the Year with its Subaru BRZ twin – has been completely renewed for the 2022 model year.

Now dubbed the 2022 GR 86, this new generation features a host of substantial changes, most of which indicate Toyota listened to consumers’ and reviewers’ feedback.

Most notably, the GR 86 features a new engine with more power, which has effectively eliminated the torque dip that the previous generation was infamously known for. There’s also a nice bump in refinement, as well as real improvements to its ride and handling.

Crucial to this new model’s success: are there enough revisions in its formula to make it look better than the old one, stay inexpensive, and scratch enthusiasts’ lateral-and-longitudinal-G-seeking itch? We drove both base and Premium models at the cars’ North American launch a few hours outside New York to find out.

UPDATE, September 23, 2022: New GR86 on sale in Oz, and DRIVEN!

The new 2023 Toyota GR86 has finally launched in Australia, and we've now driven the version buyers will get. See our full review at the link below.

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First drive: 2022 Toyota GR86

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We’d predict the base version (likely to still be called GT) to be priced several thousand above the outgoing range-opening manual GT ($32,180) so expect closer to $35,000, with the auto adding around $2500.

Both variants feature the same all-aluminium, 173kW/250Nm 2.4-litre naturally-aspirated flat-four cylinder engine, close-ratio six-speed manual transmission, and the exact same suspension tuning.

A six-speed automatic is optional on each trim, though exactly how much it’ll cost hasn’t been announced yet. Nor, for that matter, has Toyota Australia confirmed pricing and spec for local cars, but we expect equipment to pretty closely mirror what we sampled in the USA.

We’d predict the base version (likely to still be called GT) to be priced several thousand above the outgoing range-opening manual GT ($32,180) so expect closer to $35,000, with the auto adding around $2500. That would indicate a range-topping GTS manual at around $41,000, but let’s see if Toyota Australia surprises us.

Even in base trim, sports-car enthusiasts are offered a good suite of features. Inside, a 7.0-inch fully digital instrument cluster and 8.0-inch centre infotainment screen dominate.

The black cloth sport seats have great bolstering and are six-way manually adjustable on the driver side, and four-way adjustable for the front passenger. They’re very comfortable, and have a good mix of cornering retention and daily in-and-out convenience.

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Like the previous generation, the back seat is immensely tight and really only fit for a small child. The boot is around the same size as the previous generation, but cargo room still greatly expands via dropping the rear seats for more practicality.

Overall visibility from the driver’s seat is excellent, with less of a blind spot over the driver’s shoulder than the previous model.

As far as safety features, GR 86 has a good standard suite: seven airbags as well as traction and stability control. Cruise control is standard, though any form of advanced driver assistance tech is contained to the Premium (likely to remain GTS in Australia).

Finishing off the GT trim are 17-inch, 10-spoke alloy wheels wrapped in 215/45R17 Michelin Primacy HP tyres. Some other key aesthetic features include a black rear lower rear diffuser and dual exhaust with chrome tips.

Some of the GR 86’s most apparent exterior refinement lies in its lighting: auto-levelling dual-LED headlights, plus LED daytime running lights, tail lights, and turn signals.

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The higher-level Premium (aka GTS) trim gets all of the above, plus a heap of aesthetic and convenience upgrades. On the outside, the wheels increase in size to 18 inches, wrapped in grippy 215/40R18 Michelin Pilot Sport 4 tyres.

The exterior upgrades continue on with a bootlid-mounted ducktail spoiler, which Toyota engineers claim increases downforce to improve stability on track.

A handful of upgrades are immediately noticeable when stepping into the Premium trim’s cockpit. All three pedals, plus a substantial dead pedal, are finished in aluminium.

The seats are trimmed in leather and Alcantara, and feature two-stage heating. These seats bolster the Premium’s interior luxury feel, though overall it doesn’t feel substantially different from the base model.

Technology-wise, the Premium trim’s infotainment system is the same as that of the Base, just with two more speakers thrown in. The Premium also gets blind-spot monitoring and rear cross-traffic alert when spec’d with three pedals and a stick.

When optioned with the six-speed automatic transmission, the suite of driver aid tech expands to include pre-collision braking, adaptive cruise control, lane-departure warning, sway warning, lead vehicle start alert, and high-beam assist.

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We really dig the new body style. It looks more muscular, just not in a buff, muscle-bound way. It looks sharp and trim; more quick-on-its-feet footballer than big rugby bruiser. Its entirely LED exterior lighting compliments this aesthetic quite well, too.

So, between its sportier new looks, bigger power and torque figures, standard manual transmission, and track-focused aerodynamic tuning, does the new GR 86 walk the walk, and truly supersede the old one when it comes to fun behind the wheel? Rest assured, it certainly does.

The GR 86’s power has been bumped up to 173kW and 250Nm of torque, which is a 21kW and 38Nm increase over the manual tune of the previous generation. It comes via raising displacement from 2.0 to 2.4 litres, increasing intake and exhaust flow, tuning a bit more pep into its ECU.

These changes are immediately apparent on its digital tachometer, where torque peaks at 3700rpm – a whole 2700rpm earlier than the previous generation.

Toyota states that the 1275kg (Premium, manual) GR 86 will do 0-100km/h in 6.3sec, which is over a second faster than the old car.

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The old 2.0 sounded more like a sewing machine than most of its owners would admit, whereas the feel and noise that this new 2.4-litre produces is, weirdly, slightly more rotary-like.

This power is sent exclusively to the rear wheels, where it’s then split between the tyres via a Torsen limited slip differential. The manual transmission gives you control of the output in a much more refined manner over the old 86.

Clutch take-up is a smooth progression with good weight; and where the old 86’s shifter feel was more akin to that of a tractor’s than a sports car’s, this one is tighter, more direct, has a shorter throw, and transmits far less vibration.

Likewise, the 2.4-litre engine is a much nicer powerplant to rev out over the old 2.0-litre lump. In addition to the healthy bump in power, it’s a much smoother, balanced experience screaming up to its 7000rpm redline.

The old 2.0 sounded more like a sewing machine than most of its owners would admit, whereas the feel and noise that this new 2.4-litre produces is, weirdly, slightly more rotary-like. Though, part of this is due to having a speaker in the dash to help pump fake noise in via what Toyota calls Active Sound Control.

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This added bump in power and refinement compliments the GR 86’s chassis so incredibly well. Just like the old 86, the GR has passively damped suspension that’s of a strut design up front, and independent multi-link design out back.

Toyota engineers added more rebound into its front dampers, and lowered the rear dampers’ connecting points. Feel and chassis rigidity have been increased as well with some clever use of bracing, solid aluminium mounts, and high-strength steel in key areas.

This all adds up to brilliant fun on track: turn-in is sharp, bodyroll is very well contained, as is brake dive; trail braking into tricky, tight sections is a snap. The chassis communicates the road’s surface extremely well. Steering weight is excellent, as is its optimum ratio.

Finally, powering out of all forms of corners is a far more enjoyable experience with the 2.4-litre than the old 2.0-litre; the extra torque that peaks earlier in the rev range really enhances response and driving enjoyment.

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The Premium’s Michelin Pilot Sport 4 tyres are far more enjoyable on track than the Base’s Primacy rubber, too. Sure, the Primacys are easier to slide around, but they have far less feel and are too squidgy for anyone who wants to turn a fast, well-driven lap time.

Somewhat miraculously, this all translates to a brilliant ride for a sports car on the street, too. Normally, we’re used to having to compromise on-road comfort for solid on-track performance, but the GR 86 proves that extensive chassis engineering and refined damping can give you the best of both worlds. It’s never harsh, and feels very taut yet compliant over rougher tarmac.

On the whole, the Toyota GR 86 is a substantial improvement over the old 86. Its interior is a nicer place to be, it’s more daily-friendly than ever, and thanks to its substantial engine and chassis revisions, is even more fun than the old one in the twisties.

It looks sharper and more athletic, and has enough standard tech inside to stay plenty competitive from 2021 and on.

To say we’re excited about this car’s arrival is to understate it, as it represents an outstanding example of what is becoming an endangered species – a manual, atmo enthusiast’s car that really rewards the keen driver. The only question is... when? Production delays could push its Aussie arrival towards the middle of 2022. We can’t wait.

THE RIVAL – SUBARU BRZ

Obviously the GR 86’s direct rival is the car with which it was developed in tandem – the Subaru BRZ. While we know the basics, no specific price or spec info is available from Subaru at this stage, so we’re left to speculate if Subie will offer the new model in three spec levels, as per the outgoing car.

It’s sold as a base version, Premium, and range-topping tS, with prices spanning $35,270 (base manual) up to $43,190 (tS auto) plus ORC. We do know the two companies tuned their respective chassis slightly differently, though, so we look forward in 2022 to finding out who hits the sweeter spot.

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2022 Toyota GR 86 specifications