2022 Toyota GR86 Reviews, Pricing & Specs

The redesign brings more elaborate exterior styling, with large vents in the front fascia and fenders (which are functional, Toyota claims), plus new LED headlights and taillights, and a wide grille that looks like it was designed for a car with a much larger engine. Premium models also get a ducktail rear spoiler.

The car’s classic rear-wheel-drive (RWD) proportions remain the same, though. The long hood and cab-rearward silhouette give the new GR 86 a distinctive appearance in an age of chunky crossovers and blunt-nosed front-wheel-drive (FWD) sedans. As with the outgoing model, the GR 86 is only available as a coupe, with no convertible version planned.

Toyota used an aluminum roof and fenders to save weight. Despite those features, and an aluminum hood that carries over from the 86, the base manual-transmission GR 86 still weighs roughly 16 kilograms (35 pounds) more than its predecessor, according to Toyota. Still, a base curb weight of 1,275 kilograms (2,811 pounds) makes the GR 86 a flyweight among modern cars.

The base GR 86 gets 17-inch alloy wheels with Michelin Primacy HP tires. Also used on the old 86, these are low-rolling resistance tires purposely chosen for their lower grip, which gives the car a livelier feel. Alternatively, the GR 86 Premium gets 18-inch wheels with grippier Michelin Pilot Sport 4 tires. Those black-painted wheels have spokes that, Toyota said, were inspired by samurai swords, while the grille has its own Easter egg in the form of a “G”-shaped mesh pattern for “Gazoo Racing.”

The interior has the same no-frills design as before, with a few updates like digital displays housed in the climate-control knobs (normally a feature of more-expensive cars), redesigned front seats, and silver trim splashed throughout the cabin. Premium models also get aluminum pedals. The front bucket seats feature generous side bolstering, plus leather upholstery on Premium models. They’re also lighter than the previous versions, according to Toyota. Again, weight is the enemy of performance.

Like the 86, the GR 86 uses a Subaru-sourced boxer-four engine, but with Toyota’s D-4S fuel-injection system, which combines port and direct injection. Transmission choices are unchanged as well, so you can still choose between a 6-speed manual or a six-speed automatic (with paddle shifters).

However, the engine is now bigger, more powerful, and boasts a more flexible power band. The 2.4-litre four-cylinder engine (up from the previous 2.0-litre engine) produces 228 horsepower and 184 pound-feet of torque, up from the previous 205 hp and 156 lb-ft of torque. That, in turn, means quicker zero to 100 kilometres per hour times. Toyota quotes 6.3 seconds for the MT and 6.8 seconds for the AT—improvements of 0.9 second for the manual and 1.4 seconds for the automatic.

Quicker acceleration is also enabled by a lower torque peak. You now get maximum torque at 3,700 rpm, compared to 6,600 rpm before, according to Toyota. That might be the GR 86’s killer spec, because engineers managed to make maximum torque more accessible without adding a turbocharger, preserving the engine’s naturally aspirated character. That, along with RWD and that relatively low curb weight gives the GR 86 one of the purest driving experiences available today.

The previous-generation Toyota 86 also boasted a low curb weight, naturally aspirated engine, and RWD, however, so the new car needed to offer more. In addition to the revamped engine, Toyota added bracing to the body shell for increased torsional rigidity, and stiffened up the mounting points for the rear axle and steering box as well. Those small changes had a big impact on the track, where the GR 86 felt noticeably more focused than its predecessor, with a more planted rear end, and more precise steering. Toyota also improved the manual gearbox, and we could feel that in the crispness of its mechanical action.

Toyota and Subaru famously fitted Michelin Primacy tires to the 86 and BRZ, respectively, to make the cars more drift-friendly. That’s still the case with the Primacy-shod GR 86, which can get sideways pretty much on command, while still remaining controllable. However, we were also fans of the GR 86 Premium’s Michelin Pilot Sport tires. Their extra grip allowed for more aggressive cornering, but still with enough rear-end rotation for the car to turn in easily.

While we were allowed only a short road drive, the GR 86 impressed. It felt appreciably more comfortable than the previous generation, with less cabin noise. An active sound enhancement system (synced to the different drive modes) is standard, so some of the engine noise you hear will be fake, but the exhaust note wasn’t as overtly artificial as it is in some other cars.

Sports cars aren’t generally known for their utility, so it shouldn’t be surprising that the GR 86 isn’t the best choice for Ikea runs or carpooling.

While the GR 86 is technically a 2+2, with a pair of rear seats, those seats are only suitable for children. They do provide a handy storage space, however, and can be folded down for carrying longer items. As with the 86, Toyota claims the GR 86 can hold a set of tires for track days. At 177 litres, the GR 86 has more cargo space than a Mazda MX-5 Miata, but that’s not surprising, given that the Mazda is only available as a convertible.

When the only other small sports cars in this price range are the nearly identical Subaru BRZ, the two-seat Nissan 370Z (which is due to be replaced soon) and convertible-only Mazda MX-5, you have to lower your expectations when it comes to practicality. This issue helped kill off most small sports cars decades ago, and sent enthusiasts running to more-practical hot hatchbacks and sport compacts for their cheap thrills.

Controls were at least easy to use, with lots of big buttons and knobs that were easy to find and use while driving. Outward visibility was also good, which made it easier to place the GR 86 on the track and will make life a lot easier in everyday driving.

The last 86 was refreshingly free of technological distractions, but market trends mean even sports cars need tech these days.

So, the transition from 86 to GR 86 brings a standard 8-inch touchscreen infotainment system and 7-inch digital instrument cluster, replacing the old car’s 7-inch touchscreen and analog gauges. Apple CarPlay and Android Auto connectivity, Bluetooth, and SiriusXM satellite radio (with a three-month free trial) are standard as well.

The infotainment system is a big improvement over the old system. The larger touchscreen was easier to use, and the digital instrument cluster includes a cool start-up graphic referencing the motion of the boxer engine’s pistons. The cluster also includes a lap timer, data traces, and a digital shift light that should come in handy for track days.

The Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) haven’t published crash-test ratings for the 2022 Toyota GR 86 yet. That’s not uncommon for new models, but sports cars also generally aren’t a priority for the safety organizations, as they sell in low volumes.

Standard safety features include seven airbags and federally mandated items like stability control and traction control. The GR 86 also gets a handful of driver aids, but they’re only available with the automatic transmission. The list includes get automatic emergency braking, adaptive cruise control, pre-collision throttle management, lane-departure warning, sway warning, automatic high beams, and lead-vehicle start alert, which lets the driver know when the vehicle ahead is pulling away from a stop.

Upgrade to the GR 86 Premium trim level with either transmission, and you also get blind-spot monitoring, rear cross-traffic alert, and adaptive headlights. The GR 86 uses Subaru’s camera-based EyeSight system, but it appears its BRZ sibling will get some additional features, including rear automatic braking and lane-keep assist.

Natural Resources Canada says the GR 86 can be expected to consume 10.5 litres per 100 kilometres combined (11.9 city, 8.7 highway) with the manual transmission, and 9.6 L/100 km combined (11.1 city, 7.7 highway) with the automatic. That would make the GR 86 less efficient than the 86, which was rated at 9.9 L/100 km combined (11.2 city, 8.3 highway) with the manual transmission, and 8.7 L/100 km combined (9.9 city, 7.3 highway) with the automatic.

The GR 86 comes with a three-year, 60,000-kilometre, basic warranty, and a five-year, 100,000-kilometre, powertrain warranty.

In Canada, the base model GR 86 with the manual transmission starts at an MSRP of $31,490, while the automatic starts at $33,890. On the Premium grade, the GR 86 carries a retail price of $34,490 with the manual transmission and $36,890 with the automatic. A mandatory destination charge of $1,820 is extra.

The new Toyota GR86 improves on its predecessor’s formula. The torquier engine and chassis upgrades make a noticeable difference in the driving experience, and an updated infotainment system and availability of more driver aids could make the GR 86 more appealing to a wider range of buyers. It doesn’t offer the option of top-down motoring like the MX-5, or the extra space of a Ford Mustang or Chevy Camaro, but the GR 86 delivers on what it was designed to do. It makes driving fun.

Note: Images show a US model.