First Drive: 2022 Toyota GR 86

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One flick of the wheel was all it took for the last generation Toyota/Subaru sports car to get under my skin and occupy my mind. The car known as the Scion FR-S landed in 2012 as an affordable, lightweight and fun-to-drive (though not necessarily fast), two-door, and quickly gained fans and haters over the past nine years. I quickly signed the papers and have put over 100,000 km on my own model. Today, I try to leverage that experience as I share all the details about its successor, now known as the Toyota GR 86 , which aims to keep the affordable sportscar spirit alive with a few appreciated tweaks to the formula.

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Those not keeping up with the tabloid-esque automotive hookups and marriages should know that the GR 86 was a group effort between Subaru and Toyota. If the styling of the new GR 86 doesn’t suit you, or if you get a particularly pushy salesperson, you can head on over to the Subaru dealership to check out the mechanically similar BRZ model . There will likely be some pricing and tuning differences between the two, though we’ve yet to taste the Subaru flavour.

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First Drive: 2022 Toyota GR 86 Back to video

Finally, more power, but is it enough?

Fortunately, the fundamentals between the two vehicles are pretty similar. Under the hood is a 2.4-litre four-cylinder boxer engine motivating the rear wheels through a six-speed automatic or manual. The motor is a major part of the new model, evolving from a flawed 2.0-litre unit in the outgoing model that lacked torque in the mid-range, and suppressed the feeling of excitement for some enthusiasts.

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The new powerplant outputs 228 horsepower at 7,000 rpm and 184 lb-ft of torque at 3,700 rpm. It feels far livelier throughout the rev-range, resolving one of the key complaints from the last generation models, which is that it felt slow and required constant monitoring and gear changes to extract the most performance out of it. It worked for some but was an instant turn-off for others. This new engine is the right solution to the problem. It pulls strongly to redline through each gear, without the peakiness and unrefined habits that defined the last model.

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There does seem to be a drawback to the extra power, though it may not matter to sportscar buyers. According to the US EPA fuel economy ratings, the mechanically identical 2022 Subaru BRZ seems less fuel-efficient than its predecessor. Comparing the new and old models sees a difference of 2 mpg or about 1 litre per 100 km. Data from Toyota or Natural Resources Canada have yet to be published but don’t expect things to be different between the two vehicles.

The six-speed manual still feels excellent with short, notchy throws, and a natural clutch bite point. Shifting feels smoother and quicker than the older model, which resisted hasty gearchanges, especially when cold.

These elements combine to speed up the vehicle’s acceleration to 100 to somewhere in the low six-second timeframe, a whole second improvement over the last model. The burble of the motor is more pronounced and also a bit digital. There’s a secret speaker in the middle of the instrument panel playing engine sounds. It’s a bit too much posturing for my liking, but then again, boxer motors can sound a bit agricultural. This trick masks that, at least to the driver.

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Still a featherweight

The low weight of the car allows the relatively meagre 228-pony output to feel plenty thrilling. Thanks to the use of aluminum throughout the body, including the fenders and roof, the vehicle manages to tip the scales at around 2,800 lbs. The automaker also ditched the spare tire in favour of a tire repair kid, another quick and easy way to trim weight. However, trust me on this, don’t judge all cars by their spec sheet. Low-weight, low-powered sports cars need to be driven to be appreciated. Mundane speeds, even those below 100 km/h feel faster due to how responsive and playful the vehicle is.

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Furthermore, the chassis is stiffer than the outgoing model, leading to an intuitive feel on the road. The vehicle responds to every throttle input, gear change, and twist of the steering wheel with enthusiasm. It’s a playmate through the winding roads, and we can’t wait to put it on track too. Now, most cars transmit feedback through the steering wheel — and the GR 86 does too — but you also feel just about everything going on at the four wheels through the chassis, and your seat as well.

The Premium grade model tested arrived with 18-inch wheels wrapped in Michelin’s excellent Pilot Sport 4 tires, while the base model gets 17-inch wheels with less grippy Primacy HP tires. There’s a lot of difference between these two tires, and I found the grippy rubber to emphasize the precise cornering capability of the coupe, rather than the wild, tail-happy experience I was expecting. Rotating the sports car still feels like second nature, and a button on the centre console enabled track mode, while another disabled the nannies, allowing for more shenanigans, if desired.

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However, an intriguing development is the availability of other safety equipment in what used to be described as a bare-bones sports car. Automatic equipped models come with the Subaru EyeSight safety suite of driver aids, including pre-collision braking, adaptive cruise control, lane departure warning, and high beam assist. I’m curious to see how much more the automatic will cost, considering that manual models get none of those goodies, though there is blind-spot monitoring. While automatic models in the past seemed like a compliance option for those unwilling to row their own, this time it comes with a genuine benefit. Premium trim also gets adaptive front lighting, and the LED lights are plenty bright with a nice sharp cut-off.

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Updated, more refined design

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The lights integrate nicely with the new exterior design. The GR 86 looks a little less aggressive than the outgoing vehicle, but still packs the exaggerated double-bubble-style roof, flared contours in the hood above the front wheels, and a Supra-inspired duck-bill spoiler on Premium grades. Overall, it’s a touch longer and lower than the outgoing model. Aesthetics aside, don’t miss the details that make a difference to the drive. There are air ducts in the front bumpers and wheel wells to improve aerodynamics.

The cabin of the GR 86 gets a dramatic redesign, but the focus is still on the driver. A seven-inch configurable digital gauge cluster replaces the previous one, with plenty of data available to drivers, and a special Track oriented display when in track mode. An eight-inch touchscreen performs infotainment duties, and there is support for Android Auto and Apple CarPlay. Between the two front seats is a combined cupholder with a storage area that can be closed to transform into an armrest, adding a few thoughtful touches to the cabin. Material choice in the vehicle is a bit plain, as you’ll mostly find hard plastics wherever you’d rest your arm or elbow. There are rear seats, though they’re likely not useful for anyone over the age of four. Fortunately, they fold down, and when combined with the trunk space, can accommodate four wheels, or you know, a huge load of goodies from Costco.

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For years critics and naysayers harped on the Toyobaru twins to get more oomph, and now it receives 20 per cent more power without any significant compromises. Is that enough to draw in new customers? Or does this simply retain those who already fell for the coupe’s charm so many years ago? To me, the first-generation model was a breath of fresh air to enthusiasts feeling suffocated by the lack of affordable and lightweight sports cars. It also served as a platform for those that love to customize, modify, and build up a car through the aftermarket. The second-generation model evolves this identity, providing a more modern solution to those seeking rear-wheel fun while on a budget. How much of a budget though, remains to be seen.