Deputy feature editor of CAR, occasional racer

Deputy feature editor of CAR, occasional racer

► Toyota GR86 is tested on roads and tracks ► As a prototype close to the final specification ► Will be cheaper than GR Yaris

The recently retired Toyota GT86 is a response to the prayers of enthusiasts: a sports car without excessive power, tires or overpriced, and has a tendency to oversteer. This is a fascinating car, but it is not without its flaws. The lack of low torque means that it has to work hard to make progress on the road; although the interior is commendable and basic (it's a car about driving after all), its rent is so low that it makes some buy Home is prohibitive; gear shifts may be gaped when it is cold; its overall primitive nature may make it a tiring car on long journeys, especially on highways.

There is now a new 86 with a new name: Toyota GR86. There will be no basic GT86 model this time: it is GR or nothing at all. The name comes from Toyota's now established Gazoo Racing sub-brand and applies to GR Supra and GR Yaris.

As the lively camouflage graphics suggest, this is a prototype car, not a final production car. But it is very, very close to the final version, and when you read this article, Toyota's product manager will select the final specifications for the UK. We have been driving in Spain until the car is officially unveiled in December 2021.

Compared with GT86, more than two-thirds of GR86 is brand new.

The power system starts with the engine: it is still a boxer, it uses the same block as the previous 2.0-liter block of the GT86, but it is boring to 2.4-liter. What is impressive is that the engine has not become heavier due to the use of thinner cylinder liners, resin rocker cover and redesigned water jackets.

Torque increased from 151lb ft to 184lb ft, and power increased from 34bhp to 230bhp. The new fuel injection system and redesigned intake ports and manifolds also enhance throttle response. More importantly, the peak torque is produced at 3700rpm instead of GT86's 6700rpm, making the engine more flexible and muscular. Cooling has also been improved.

The manual gearbox is the same as the previous car, but it has tighter shifts, shorter travel, and is equipped with new synchronizers and bearings. The automatic torque converter is an option; but it is largely about a participating car, and only three pedals can really feel right.

The suspension and the body are the same as before. The suspension is a front McPherson strut and a rear double wishbone, but with enhanced installation, changed springs, dampers, geometry and a low ride height of 10 mm. The anti-roll bar is now directly connected to the rear subframe to improve stability. Taking into account the additional torque, the width of the rear track is slightly increased for the same reason.

Toyota said that with the addition of a lot of additional support between the suspension and the frame, coupled with new fasteners and internal reinforcement in the shell, the front rigidity of the body has increased by 60% and the rear has increased by 50%. .

The use of more aluminum means that the curb weight is only slightly increased compared to the GT86, which is 1,275 kg.

The wheelbase is longer by 5mm, and the driver's sitting posture is 5mm lower, and the stability and center of gravity are better.

You will feel it immediately. The road on which we test the car is steep, and climbing may require one or two downshifts in the GT86. In the GR, they rise easily in the fourth gear.

Torque transmission is smooth and flexible-enough to easily drive out of the roundabout in the fourth quarter-and peak power is produced at 7000 rpm, so extending the GR86 in each gear is a bonus.

GT86 may sound a bit industrial, while GR86 makes a little smoother noise and is moderately more pleasing to the ear. It is partly man-made and enhanced by speakers in the cabin. If you don’t like it, you can disable it, but you may need to go to the dealer to turn it off.

It's not as rumble as you would expect from the boxer engine designed by Subaru (like the GT86, the GR86 is a Toyota and Subaru joint venture, but this time only the Toyota version is sold in the UK) but it is better than this old car, For these people, it is more pleasant than the Porsche 718.

Pretty. The electric power steering is very light, but the laser is precise, the body roll is very small, and the GR86 quickly becomes a flat posture. You will feel the low center of gravity in every movement and feel very coordinated with every movement of the car. It is responsive, but predictable.

On the recognized flat roads in the mountains north of Barcelona, ​​it is strong, but far from uncomfortable.

Tail handling is part of the GT86’s appeal, but its low-drag Prius-spec Michelin Primacy tires mean that when it does slip, it can slide in a very binary way, and then its stability control system will grab the brakes. Come and pull the car straight, which might make it feel more clumsy than it actually is. Ironically, the version with wider, more gripping tires feels more refined and precise. Toyota insists on using Primacy tires as standard tires for the GR86, but sporty Michelin Pilot Sport 4 tires are now an option and are installed on the cars installed here.

We head to the fabulous figure-eight Castelloli track hidden in the hills, where we can safely explore the outer limits of GR86 control. It still feels a bit awkward—the MX5’s gear shifts are sweeter—but better than before, and it’s a pleasure to use it in combination with the weight and well-positioned pedals. As for shifting, it still feels a bit awkward—the MX5’s shifting is sweeter—but it’s better than before, and it’s a pleasure to use it in combination with counterweights and well-positioned pedals.

The extra torque means that the fun of the 86 can be unlocked more easily and smoothly-earlier and more accurately trigger oversteer, and once slipped, it is easier to keep running. When you're not a rogue, it has a lovely neutral balance-rarely understeer, positive front end response and a desire to change direction without feeling tense or spiked, even with stability control off. In its halfway tracking mode, you can hardly feel its intervention.

The brakes may be stronger; however, having stronger brakes in every corner will destroy the unsprung quality. They are good on the road and should manage a track day without much care.

Right amount. It's still full of hard plastic, but it doesn't look outdated like the GT86, and the areas where your hands and elbows touch are filled, softened and improved in quality. There is a touch screen center console, which is small but clear and easy to read, and will not occupy your sight.

At the time of writing, pricing is still being decided.

Toyota has positioned the GR86 as the entry point for the GR series, so its cost will be lower than the £30,000 GR Yaris and the £46,000 2.0-liter Supra. If the monthly payment is tempting, then hope it will get the sales success it deserves.

This is a great sports car. In addition to making 86 more interesting, the evolution to GR has also made it more comprehensive and easy to use. Long-distance travel on the GT86 may be exhausting, but the improvement is greatly improved due to a stronger structure and a liquid-filled engine mount. It also reduces mental consumption because it has enough performance to keep up with the pace of traffic without making the car feel too powerful or too fast on public roads.

Based on the first prototype drive, there is good news and good news. They have repaired the damaged area and did not lose any of the 86 people's personalities in the process.

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Deputy feature editor of CAR, occasional racer

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