2023 Toyota GR86 Review
Why does it seem like the common man has been priced out of the fun-to-drive cars? Because for the most part, he has. Try finding a brand-new, manual transmission sports coupe for under $30,000 and you’ll discover only 4 cars from which to choose and two of them are essentially the same: the Subaru BRZ and the Toyota GR86. With a starting MSRP of $28,995 including the delivery fee we should be thankful Toyota remains committed to this attainable, rear-wheel drive brand of motoring. So even though selection is sparse, don’t worry; the GR86 delivers the goods you crave.
Gazoo Racing Enters the Chat
When Scion died after the 2016 model year some of its cars lived on as Toyotas. Formerly known as the FR-S and then 86 when Toyota adopted it, this second-generation model receives the GR designation. Short for Gazoo Racing, Toyota’s 3 GR models are the pinnacle of the brand’s performance, all offered with stick shifts and 2 of them rear-wheel driven. With their over 15-year alliance growing stronger by the day, the GR86 is a jointly developed car with Subaru who itself markets it as the BRZ.
Acceleration: From Boring to Breathtaking
The original 86 was a car of handling mettle but very little else. This car remedies previous shortcomings and shows maturation in all key areas. In the radiant, Track bRED upcharge paint mounted atop matte-black 18” alloys and high-performance tires, this car commands attention. The enlarged 2.4-liter Subaru Boxer engine, utilizing Toyota’s dual fuel-injection system, breathes new life into the 86 with 228 horsepower and 184 pound-feet of earlier hitting torque. The more readily available acceleration has blossomed from boring to breathtaking, capable of neck-snapping shifts throughout the transmission’s 6 gears.
Kids’ Driving Fantasies Realized
Beyond the newfound speed, the 86 resonates with enhanced exhaust sounds and upper echelon handling precision. The Michelin Pilot Sport 4s create go-cart-like turn-in, and now, powering out of the corners is exponentially more satisfying - the limited slip differential assisting with that. Want more unbridled, rear-wheel drive fun? The Track setting, for use by experienced drivers and activated by pressing the console switch for 1 second or more, removes the kid-glove treatment by manipulating the traction and stability control systems permitting increased maneuverability i.e., drifting and power slides. Track mode also converts the meter cluster to a tachometer-focused driver display with other performance measurement tools to the left. Weighing a scant 2,833 pounds and now with an even lower center of gravity, the curvier the road the better for the GR86; this is what you fantasized driving would be like when you were a kid playing with Matchbox cars.
Its Own Personality
Reminiscing about my BRZ test-drive last year, I don’t recall it feeling quite this stiff nor as finicky to drive in traffic. Engaging 1st gear in the GR86 is rarely a smooth undertaking though the mildly-weighted clutch pedal itself is otherwise easy to modulate. Maybe it’s just me, but the 86 comes across as a hair more hardcore than the Subie; a little less everyday-friendly, if you will.
The GR86 exists for one reason only: to be driven. And I don’t mean for your daily commute or highway travel; it’s not very proficient at either of those. This is a purebred sports car, the kind that’s driven when there’s time to drive for fun. It’s a bit loud, definitely firm in its ride and by no means lavish. But it’s exponentially better than before in every way and this high-reviving Boxer engine is the key subject - the perfect match for this playful chassis. All told, the GR86 is a simple but brilliant piece of engineering with handling attributes akin to a more powerful Miata.
Stick with the Stick
Toyota offers a more fuel-efficient 6-speed automatic at an added cost of $1,500 but unless you’ve got good reason, I wouldn’t do it. Much of the joy here comes courtesy of being one with the car achievable only by DIY shifting, plus this stick shift model is faster, dispensing of 60 mph in 6.1-seconds. And don’t be afraid to take it all the way to the 7,500 RPM redline – some crazy-sounding performance lives up here. To up the ante, Toyota also sells a host of GR-branded accessories including a louder exhaust system.
On premium gas, mileage is rated 20 mpg city/27 mpg highway with a 290-mile driving range.
Base model or Premium Trim?
With no options other than the special color, this GR86 Premium stickers for $32,020 – a $200 increase over last year’s model. Beyond the aforementioned summer-use tires, the Premium trim includes adaptive front lighting and a duckbill rear spoiler.
Inside, the Premium trim invites heated sport seats with suede inserts, aluminum sport pedals, and an 8-speaker audio system with amplifier. Blind spot detection is also included but only the automatic-equipped GR86 Premium gets all of the driver assistance goodies such as auto high beams, rear park assist with automatic braking, and adaptive cruise control. The 8” touchscreen infotainment system is super basic with no built-in navigation making it simple to use. It also includes wired – not wireless- phone projection for CarPlay and Android Auto with the USB port located inside the covered center console cupholders thus making the positioning of the device itself a bit tricky and messy.
Minicompact Dimensions
The manually-adjusted, sport-bolstered front seats are the right choice for athletic driving but there’s no height adjustment on the passenger’s side so the short will suffer but both front positions offer greater comfort than before. There’s also dual-zone climate control and some flashy opening and closing GR animations on the touchscreen and driver display. The trunk’s minicompact luggage volume offers only 6 cubic-feet but the rear seats do fold in one piece to create expanded space. The trunk’s opening is wide enough making it slightly more accommodating than it looks. And there might as well not even be rear seats; they’re completely unsuitable for people. The GR86 is a true 2+2 sports coupe.
New for 2023
If you’re into orange, good news; Toyota is producing a limited run of 860 special edition Solar Shift GR86s for the 2023 model year. A GR cat-back exhaust and c-pillar graphics are included, celebrating the car’s 10th anniversary.
Gazoo Racing Enters the Chat
When Scion died after the 2016 model year some of its cars lived on as Toyotas. Formerly known as the FR-S and then 86 when Toyota adopted it, this second-generation model receives the GR designation. Short for Gazoo Racing, Toyota’s 3 GR models are the pinnacle of the brand’s performance, all offered with stick shifts and 2 of them rear-wheel driven. With their over 15-year alliance growing stronger by the day, the GR86 is a jointly developed car with Subaru who itself markets it as the BRZ.
Acceleration: From Boring to Breathtaking
The original 86 was a car of handling mettle but very little else. This car remedies previous shortcomings and shows maturation in all key areas. In the radiant, Track bRED upcharge paint mounted atop matte-black 18” alloys and high-performance tires, this car commands attention. The enlarged 2.4-liter Subaru Boxer engine, utilizing Toyota’s dual fuel-injection system, breathes new life into the 86 with 228 horsepower and 184 pound-feet of earlier hitting torque. The more readily available acceleration has blossomed from boring to breathtaking, capable of neck-snapping shifts throughout the transmission’s 6 gears.
Kids’ Driving Fantasies Realized
Beyond the newfound speed, the 86 resonates with enhanced exhaust sounds and upper echelon handling precision. The Michelin Pilot Sport 4s create go-cart-like turn-in, and now, powering out of the corners is exponentially more satisfying - the limited slip differential assisting with that. Want more unbridled, rear-wheel drive fun? The Track setting, for use by experienced drivers and activated by pressing the console switch for 1 second or more, removes the kid-glove treatment by manipulating the traction and stability control systems permitting increased maneuverability i.e., drifting and power slides. Track mode also converts the meter cluster to a tachometer-focused driver display with other performance measurement tools to the left. Weighing a scant 2,833 pounds and now with an even lower center of gravity, the curvier the road the better for the GR86; this is what you fantasized driving would be like when you were a kid playing with Matchbox cars.
Its Own Personality
Reminiscing about my BRZ test-drive last year, I don’t recall it feeling quite this stiff nor as finicky to drive in traffic. Engaging 1st gear in the GR86 is rarely a smooth undertaking though the mildly-weighted clutch pedal itself is otherwise easy to modulate. Maybe it’s just me, but the 86 comes across as a hair more hardcore than the Subie; a little less everyday-friendly, if you will.
The GR86 exists for one reason only: to be driven. And I don’t mean for your daily commute or highway travel; it’s not very proficient at either of those. This is a purebred sports car, the kind that’s driven when there’s time to drive for fun. It’s a bit loud, definitely firm in its ride and by no means lavish. But it’s exponentially better than before in every way and this high-reviving Boxer engine is the key subject - the perfect match for this playful chassis. All told, the GR86 is a simple but brilliant piece of engineering with handling attributes akin to a more powerful Miata.
Stick with the Stick
Toyota offers a more fuel-efficient 6-speed automatic at an added cost of $1,500 but unless you’ve got good reason, I wouldn’t do it. Much of the joy here comes courtesy of being one with the car achievable only by DIY shifting, plus this stick shift model is faster, dispensing of 60 mph in 6.1-seconds. And don’t be afraid to take it all the way to the 7,500 RPM redline – some crazy-sounding performance lives up here. To up the ante, Toyota also sells a host of GR-branded accessories including a louder exhaust system.
On premium gas, mileage is rated 20 mpg city/27 mpg highway with a 290-mile driving range.
Base model or Premium Trim?
With no options other than the special color, this GR86 Premium stickers for $32,020 – a $200 increase over last year’s model. Beyond the aforementioned summer-use tires, the Premium trim includes adaptive front lighting and a duckbill rear spoiler.
Inside, the Premium trim invites heated sport seats with suede inserts, aluminum sport pedals, and an 8-speaker audio system with amplifier. Blind spot detection is also included but only the automatic-equipped GR86 Premium gets all of the driver assistance goodies such as auto high beams, rear park assist with automatic braking, and adaptive cruise control. The 8” touchscreen infotainment system is super basic with no built-in navigation making it simple to use. It also includes wired – not wireless- phone projection for CarPlay and Android Auto with the USB port located inside the covered center console cupholders thus making the positioning of the device itself a bit tricky and messy.
Minicompact Dimensions
The manually-adjusted, sport-bolstered front seats are the right choice for athletic driving but there’s no height adjustment on the passenger’s side so the short will suffer but both front positions offer greater comfort than before. There’s also dual-zone climate control and some flashy opening and closing GR animations on the touchscreen and driver display. The trunk’s minicompact luggage volume offers only 6 cubic-feet but the rear seats do fold in one piece to create expanded space. The trunk’s opening is wide enough making it slightly more accommodating than it looks. And there might as well not even be rear seats; they’re completely unsuitable for people. The GR86 is a true 2+2 sports coupe.
New for 2023
If you’re into orange, good news; Toyota is producing a limited run of 860 special edition Solar Shift GR86s for the 2023 model year. A GR cat-back exhaust and c-pillar graphics are included, celebrating the car’s 10th anniversary.
2023 Toyota GR Corolla Review
Toyota sold a quarter of a million Corollas in the States last year but very few left the factory spec’d like this. Most shoppers are here for the car’s renowned reliability, affordability and up to 50 MPG. But this crazy thing appeals to a different kind of customer – 300 turbocharged horses, a 6-speed manual, and an adjustable all-wheel drive system – this is a $40,000 Corolla that needs premium gas and returns a demure 24 MPG. The GR stands for Gazoo Racing and it’s every bit as nutty as it looks and sounds.
Built at a special assembly plant in Japan that birthed the Lexus LFA supercar, the GR Corolla – exclusively available as a hatchback with a stick shift – rides upon a reinforced frame, turns out 273 pound-feet of torque from its unique 3-cylinder turbo, and is fortified by four-wheel traction replete with a dial to select how that power should be distributed. This entry-level Core model comes in white, black or red with black, fabric sport seats while this particular car goes all in with the trifecta of Cold Weather, Performance and Technology packages for an as-tested price of $40,159.
The hot hatch segment isn’t nearly as popular as it once was but add this GR Corolla to the handful of good ones that still exist. With its gloss black wheels, Supersonic Red paint, triple exhaust outlets, and wide stance, this is a car that makes its intentions known. Fire up the 1.6-liter engine and all three pipes play an exhaust note commensurate with a Japanese tuner car. Interestingly, that center pipe shuts its trap once speeds reach 20 MPH and stays that way until your right foot raises the RPMs above 4,500. The dance of the 3 pedals can be a little tricky for those whose stick shift game is a little rusty as first gear goes by in the blink of an eye and max boost of 25 PSI acts like its shot out of water gun. But I like it. Often, second gear is enough to get the car moving from a near stop and the short throw shifter with its lift ring for reverse reminds me of old school Toyotas and Mazdas. There’s also a rev-match feature that can be activated at the press of a button to give you that heel-toe thrill on downshifts. It’s a very good stick and it needs to be because you’ll be shifting a lot.
With nonadjustable struts in the front and a double wishbone suspension in the rear, the GR Corolla is about as forgiving as a case of herpes and for that reason I’d be wary of it as a daily driver. This Core model rides atop ultra-high performance Michelin tires that can gladly handle some snow. The Pilot Sport All-Season 4 is an excellent tire for those who want to push the limits of all-season grip. With a tactful launch, this a sub-5-second car to 60 MPH and it sounds surprisingly good along the way. Kudos to the GR engineers for extracting a convincing soundtrack from this small powerplant.
(Stand-up)
No matter if I keep the torque split 60:40 or dial into 30:70, there’s a bit too much plowing of the front end, particularly surprising seeing as how this car is fitted with the optional front and rear limited slip differentials. The track setting locks the distribution in at 50:50. Perhaps, it’s also a factor of the gritty roads. Several drive modes further tune the car’s characteristics at the flip of a switch. Its curb weight check in at a relatively trim 3,262 pounds.
Cabin ascetics are what I expected – some penny pinching here and there but not off-putting. It’s also quitter than I imagined going in. The leather-wrapped wheel feels nice, some of the plastics are hard and prone to scratching but with heated seats and steering wheel, a wireless charge pad, wireless phone projection, a digital instrument cluster, and JBL audio it doesn’t feel sparse. The rear sets will accept 6-foot adults and the hatchback style affords flexibility when using the car for more than just fun. There are even safety benefits such as adaptive cruise control with steering assist, auto high beams and a pre-collision system.
Above the Core model is the carbon-fiber roofed Circuit Edition starting at $43,000 and above that the more powerful, track-tuned, 2-seat Morizo Edition starting at $50,000. Would I prefer the less expensive Hyundai Kona N even though it doesn’t offer a stick? I think I would, but the GR Corolla is fun little surprise from a Toyota company that’s really starting to shed its stodgy image.
Built at a special assembly plant in Japan that birthed the Lexus LFA supercar, the GR Corolla – exclusively available as a hatchback with a stick shift – rides upon a reinforced frame, turns out 273 pound-feet of torque from its unique 3-cylinder turbo, and is fortified by four-wheel traction replete with a dial to select how that power should be distributed. This entry-level Core model comes in white, black or red with black, fabric sport seats while this particular car goes all in with the trifecta of Cold Weather, Performance and Technology packages for an as-tested price of $40,159.
The hot hatch segment isn’t nearly as popular as it once was but add this GR Corolla to the handful of good ones that still exist. With its gloss black wheels, Supersonic Red paint, triple exhaust outlets, and wide stance, this is a car that makes its intentions known. Fire up the 1.6-liter engine and all three pipes play an exhaust note commensurate with a Japanese tuner car. Interestingly, that center pipe shuts its trap once speeds reach 20 MPH and stays that way until your right foot raises the RPMs above 4,500. The dance of the 3 pedals can be a little tricky for those whose stick shift game is a little rusty as first gear goes by in the blink of an eye and max boost of 25 PSI acts like its shot out of water gun. But I like it. Often, second gear is enough to get the car moving from a near stop and the short throw shifter with its lift ring for reverse reminds me of old school Toyotas and Mazdas. There’s also a rev-match feature that can be activated at the press of a button to give you that heel-toe thrill on downshifts. It’s a very good stick and it needs to be because you’ll be shifting a lot.
With nonadjustable struts in the front and a double wishbone suspension in the rear, the GR Corolla is about as forgiving as a case of herpes and for that reason I’d be wary of it as a daily driver. This Core model rides atop ultra-high performance Michelin tires that can gladly handle some snow. The Pilot Sport All-Season 4 is an excellent tire for those who want to push the limits of all-season grip. With a tactful launch, this a sub-5-second car to 60 MPH and it sounds surprisingly good along the way. Kudos to the GR engineers for extracting a convincing soundtrack from this small powerplant.
(Stand-up)
No matter if I keep the torque split 60:40 or dial into 30:70, there’s a bit too much plowing of the front end, particularly surprising seeing as how this car is fitted with the optional front and rear limited slip differentials. The track setting locks the distribution in at 50:50. Perhaps, it’s also a factor of the gritty roads. Several drive modes further tune the car’s characteristics at the flip of a switch. Its curb weight check in at a relatively trim 3,262 pounds.
Cabin ascetics are what I expected – some penny pinching here and there but not off-putting. It’s also quitter than I imagined going in. The leather-wrapped wheel feels nice, some of the plastics are hard and prone to scratching but with heated seats and steering wheel, a wireless charge pad, wireless phone projection, a digital instrument cluster, and JBL audio it doesn’t feel sparse. The rear sets will accept 6-foot adults and the hatchback style affords flexibility when using the car for more than just fun. There are even safety benefits such as adaptive cruise control with steering assist, auto high beams and a pre-collision system.
Above the Core model is the carbon-fiber roofed Circuit Edition starting at $43,000 and above that the more powerful, track-tuned, 2-seat Morizo Edition starting at $50,000. Would I prefer the less expensive Hyundai Kona N even though it doesn’t offer a stick? I think I would, but the GR Corolla is fun little surprise from a Toyota company that’s really starting to shed its stodgy image.