86 [Official] Toyota GT 86
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The Toyota 86 and the Subaru BRZ are 2+2 sports cars jointly developed by Toyota and Subaru, manufactured at Subaru's Gunma assembly plant.
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Toyota have explicitly said that there won't be a turbo charged version. imagine what it would do to the car's imagine, it would become the new Supra.
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There is no turbocharged Toyota GT86. What we see here is the new D1 driftcar prototype of Scion apparently built with the help of Greddy USA. Their actual car is a rwd TC, and we know all TCs are FWD.
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Toyota GT 86 - Road Tests - Motoring - The Independent
Price: From £25,000 (on sale June)
Engine: 1,998cc, flat-four cylinders, 16 valves, 200bhp
Transmission: Six-speed gearbox (six-speed auto optional), rear-wheel drive
Performance: 143mph, 0-62 in under 7 seconds, 42mpg official average, CO2 under 160g/km
"If a car is not fun, it is not a car," said Toyota CEO Akio Toyoda at the Tokyo motor show as he revealed the company's new slogan: "Fun to drive, again."
It is a response to the firm's battering over the past year, which began with a media witch-hunt over the (extremely rare) sticking-accelerator trouble, in which the consumer had to be all-powerful in their right to be incompetent and in which Toyota fell too readily on the corporate sword.
Then there was the Tohoku earthquake followed by the Thai floods, which destroyed the supply chains of every Japanese car company. Against this background, Toyota's new GT 86 comes like a new beginning.
"Car enthusiasts are bored with cars that cost too much in which the driver doesn't do enough and which rely on hugely powerful turbo engines, four-wheel drive and massive grip," says the GT 86's development engineer, Yoshi Sasak. He's right. Technology has taken over, and what are we to do with such ludicrously fast cars? It's not as if we can really enjoy them on public roads.
Here, then, is Toyota's new sports coupé, created in collaboration with Subaru, whose own version is called BRZ. So it has a Subaru-signature flat-four engine, of 2.0 litres and producing 200bhp without the turbocharger usual in fast Subarus. But instead of the now-usual front-wheel drive or Subaru-style four-wheel drive, it has rear-wheel drive.
Among this size and price of sporting coupé, this once-default configuration is now unique. Yet the opportunity it can give for microfine control in a corner is the best configuration for driving fun. Usefully, Subaru already had the four-wheel drive Impreza; remove the drive to the front wheels and you have the basis of the GT 86's underpinnings.
The looks owe a little to the 1960s Toyota 2000 GT, an exotic, slightly E-type-like sports car made famous (once the roof had been chopped off) in the Bond film You Only Live Twice. The "86" part alludes to the riotously entertaining, rear-wheel drive, Toyota Corolla GT Coupé Twin-Cam of the 1980s whose internal codename was AE86. Currently the only sensible-money sports car with a front engine and drive to the rear wheels is the Mazda MX-5, and that's a roadster. So the GT 86 stands alone as the coupé that car nuts have craved for years.
I am pleased to report that all of the promise is fulfilled, and more. The engine is a keen, fizzy thing, its note a mix of rasp and throb, its response instant and wonderfully easy to meter. This, plus crisp, sensitive, natural-feeling steering – it's electrically assisted, amazingly, and surely the best yet of its type – fills the driver with the intoxicating confidence of being fully, entirely in control, even on a damp, slippery test track. More power in a corner brings on a gentle drift, helped by the limited-slip differential; this car does exactly what you want it to, in a way many recently qualified drivers will probably never have experienced before now.
It's fast, but not madly so. You need to work the revvy engine quite hard, but that's part of the fun. The interior looks and feels good in a racy, functional way; you sit low, and the two tiny back seats are more suitable for chattels than people.
Above all, though, it's the purity and simplicity of this car's character that really appeals, and the huge entertainment it offers while also managing to be quiet enough, and supple enough over bumps, to be usable every day. This is how a sports coupé should be. I want one, badly.
Price: From £25,000 (on sale June)
Engine: 1,998cc, flat-four cylinders, 16 valves, 200bhp
Transmission: Six-speed gearbox (six-speed auto optional), rear-wheel drive
Performance: 143mph, 0-62 in under 7 seconds, 42mpg official average, CO2 under 160g/km
"If a car is not fun, it is not a car," said Toyota CEO Akio Toyoda at the Tokyo motor show as he revealed the company's new slogan: "Fun to drive, again."
It is a response to the firm's battering over the past year, which began with a media witch-hunt over the (extremely rare) sticking-accelerator trouble, in which the consumer had to be all-powerful in their right to be incompetent and in which Toyota fell too readily on the corporate sword.
Then there was the Tohoku earthquake followed by the Thai floods, which destroyed the supply chains of every Japanese car company. Against this background, Toyota's new GT 86 comes like a new beginning.
"Car enthusiasts are bored with cars that cost too much in which the driver doesn't do enough and which rely on hugely powerful turbo engines, four-wheel drive and massive grip," says the GT 86's development engineer, Yoshi Sasak. He's right. Technology has taken over, and what are we to do with such ludicrously fast cars? It's not as if we can really enjoy them on public roads.
Here, then, is Toyota's new sports coupé, created in collaboration with Subaru, whose own version is called BRZ. So it has a Subaru-signature flat-four engine, of 2.0 litres and producing 200bhp without the turbocharger usual in fast Subarus. But instead of the now-usual front-wheel drive or Subaru-style four-wheel drive, it has rear-wheel drive.
Among this size and price of sporting coupé, this once-default configuration is now unique. Yet the opportunity it can give for microfine control in a corner is the best configuration for driving fun. Usefully, Subaru already had the four-wheel drive Impreza; remove the drive to the front wheels and you have the basis of the GT 86's underpinnings.
The looks owe a little to the 1960s Toyota 2000 GT, an exotic, slightly E-type-like sports car made famous (once the roof had been chopped off) in the Bond film You Only Live Twice. The "86" part alludes to the riotously entertaining, rear-wheel drive, Toyota Corolla GT Coupé Twin-Cam of the 1980s whose internal codename was AE86. Currently the only sensible-money sports car with a front engine and drive to the rear wheels is the Mazda MX-5, and that's a roadster. So the GT 86 stands alone as the coupé that car nuts have craved for years.
I am pleased to report that all of the promise is fulfilled, and more. The engine is a keen, fizzy thing, its note a mix of rasp and throb, its response instant and wonderfully easy to meter. This, plus crisp, sensitive, natural-feeling steering – it's electrically assisted, amazingly, and surely the best yet of its type – fills the driver with the intoxicating confidence of being fully, entirely in control, even on a damp, slippery test track. More power in a corner brings on a gentle drift, helped by the limited-slip differential; this car does exactly what you want it to, in a way many recently qualified drivers will probably never have experienced before now.
It's fast, but not madly so. You need to work the revvy engine quite hard, but that's part of the fun. The interior looks and feels good in a racy, functional way; you sit low, and the two tiny back seats are more suitable for chattels than people.
Above all, though, it's the purity and simplicity of this car's character that really appeals, and the huge entertainment it offers while also managing to be quiet enough, and supple enough over bumps, to be usable every day. This is how a sports coupé should be. I want one, badly.
hoffmeister_fan
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Seriously, if you like cars and read all the gushing from the press, how can you not like this car?
This or the BRZ shall be mine.....
...one day.
This or the BRZ shall be mine.....
...one day.
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This.
What you're reading is the reason why the car is hyped to be such a god sent gift. A used 986 Boxster has so far been few refuges for a refined and delicate driving experience at an affordable cost.
hoffmeister_fan
Kraftwagen König
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This is definitely worth highlighting....
Car Enthusiast review
Kyle Fortune - 30 Jan 2012
| First Drive | Jarama, Spain | Toyota GT 86 |
In the Metal: 4/5 stars
Simple, but not without some appeal, the Toyota GT 86 isn't an arresting head-turning machine in the way of an Audi TT or MINI Coupé, but that's arguably part of its appeal. There are some neat details but you have to be looking for them. For instance, the badges on the front wings are cool, the piston emblems demonstrating the enthusiast nature of the car. It's a simple shape, neatly styled.
That simplicity is carried over to the interior. There's little fussiness or extrovert style, the GT 86's cabin rather workmanlike, but the work here is driving and it's nicely set up for that. You sit low, the gearstick high and easily reached and the steering wheel perfectly positioned with simple instrumentation behind. No cut-off wheel silliness or fiddly buttons. Indeed, the interior is a demonstration in restraint from electronic gimmickry, further underlining the purist ethos of the GT 86.
Driving it: 5/5 stars
From the moment you press the start button and hear the joint Subaru/Toyota developed 2.0-litre boxer engine catch and settle to a characteristic horizontally opposed beat it's clear the GT 86 is going to be good. There's some vibration through the gearstick and it slots into gear with the mechanical feel that'll be familiar to you if you've ever driven an Impreza. It's immediately clear that the GT 86 isn't about speed through engine performance, as the 200hp the 2.0-litre unit develops is rather modest these days. Brisk rather than startling, the flat-four does prove eager and rev-happy. Both its peak power and torque are delivered high up the rev range, so it feels fairly ordinary until there's over 5,000rpm on the rev-counter.
That the engine is situated low and far back in the chassis and drives the rear wheels is the most important thing. What it lacks in outright pace it more than makes up for cornering ability. The steering, electrically assisted, is beautifully weighted and accurate, its immediate response and the car's eagerness to go exactly where you want it quite remarkable. There's feel through the rim too, Toyota's engineers managing to imbue the steering with the sort of delicacy and information that no other firm has yet managed with an electrically assisted system.
The steering is key to the overall experience, it allowing you to feel the car's limits and react when necessary to any movement beneath you. And the GT 86 likes to move around. There's plenty of grip for normal driving, but up the pace and provoke it and the GT 86 is hugely adjustable. Neutral at first, you can turn off the traction and stability systems with real confidence thanks to the detailed feedback you get from the chassis. Do so and the GT 86 can be cornered with as much or as little corrective lock as you like, its limits easily read and once outside them easily controlled. The brakes are mighty, too.
What you get for your Money: 5/5 stars
Toyota has yet to put a number on the windscreen, but if the rumoured mid-late-£20k mark is to be believed then it's worth every penny. You could spend as much on a hot hatch, after all. Some might deride the GT 86 for the lack of torque-vectoring, G-meter rating and electronic assistance that's usually the norm in Japanese performance cars, but that's to entirely miss the point.
Worth Noting
Toyota brought along a GT 86 automatic to the launch too. It's a torque convertor auto rather than a dual-clutch system. Sure, it robs the GT 86 of a good chunk of its appeal, but it's not so bad to rule it out altogether. Performance figures for both the manual and auto cars have yet to be released, but that matters little. It's quick enough, the whole point of its being more focused on how it drives rather than how fast it drives and it does so really quite brilliantly.
Summary
We'd have one. Which is about as big a compliment as we can give the GT 86. It embodies everything that's right about sporting cars. Low weight, rear-drive, low centre of gravity, a manual transmission, ample performance, sensible levels of grip and steering that's rich in information. We've been excited about this car for a while now, and we're even more so after driving it. Fantastic.
Overall Rating: 5/5 stars
Brilliant in its simplicity the Toyota GT 86 is everything we want in a sporting car.
Car reviews | Toyota GT 86 | First drive: Toyota GT 86 | by Car Enthusiast
Plus PistonHeads:
Kyle Fortune - 30 Jan 2012
| First Drive | Jarama, Spain | Toyota GT 86 |
In the Metal: 4/5 stars
Simple, but not without some appeal, the Toyota GT 86 isn't an arresting head-turning machine in the way of an Audi TT or MINI Coupé, but that's arguably part of its appeal. There are some neat details but you have to be looking for them. For instance, the badges on the front wings are cool, the piston emblems demonstrating the enthusiast nature of the car. It's a simple shape, neatly styled.
That simplicity is carried over to the interior. There's little fussiness or extrovert style, the GT 86's cabin rather workmanlike, but the work here is driving and it's nicely set up for that. You sit low, the gearstick high and easily reached and the steering wheel perfectly positioned with simple instrumentation behind. No cut-off wheel silliness or fiddly buttons. Indeed, the interior is a demonstration in restraint from electronic gimmickry, further underlining the purist ethos of the GT 86.
Driving it: 5/5 stars
From the moment you press the start button and hear the joint Subaru/Toyota developed 2.0-litre boxer engine catch and settle to a characteristic horizontally opposed beat it's clear the GT 86 is going to be good. There's some vibration through the gearstick and it slots into gear with the mechanical feel that'll be familiar to you if you've ever driven an Impreza. It's immediately clear that the GT 86 isn't about speed through engine performance, as the 200hp the 2.0-litre unit develops is rather modest these days. Brisk rather than startling, the flat-four does prove eager and rev-happy. Both its peak power and torque are delivered high up the rev range, so it feels fairly ordinary until there's over 5,000rpm on the rev-counter.
That the engine is situated low and far back in the chassis and drives the rear wheels is the most important thing. What it lacks in outright pace it more than makes up for cornering ability. The steering, electrically assisted, is beautifully weighted and accurate, its immediate response and the car's eagerness to go exactly where you want it quite remarkable. There's feel through the rim too, Toyota's engineers managing to imbue the steering with the sort of delicacy and information that no other firm has yet managed with an electrically assisted system.
The steering is key to the overall experience, it allowing you to feel the car's limits and react when necessary to any movement beneath you. And the GT 86 likes to move around. There's plenty of grip for normal driving, but up the pace and provoke it and the GT 86 is hugely adjustable. Neutral at first, you can turn off the traction and stability systems with real confidence thanks to the detailed feedback you get from the chassis. Do so and the GT 86 can be cornered with as much or as little corrective lock as you like, its limits easily read and once outside them easily controlled. The brakes are mighty, too.
What you get for your Money: 5/5 stars
Toyota has yet to put a number on the windscreen, but if the rumoured mid-late-£20k mark is to be believed then it's worth every penny. You could spend as much on a hot hatch, after all. Some might deride the GT 86 for the lack of torque-vectoring, G-meter rating and electronic assistance that's usually the norm in Japanese performance cars, but that's to entirely miss the point.
Worth Noting
Toyota brought along a GT 86 automatic to the launch too. It's a torque convertor auto rather than a dual-clutch system. Sure, it robs the GT 86 of a good chunk of its appeal, but it's not so bad to rule it out altogether. Performance figures for both the manual and auto cars have yet to be released, but that matters little. It's quick enough, the whole point of its being more focused on how it drives rather than how fast it drives and it does so really quite brilliantly.
Summary
We'd have one. Which is about as big a compliment as we can give the GT 86. It embodies everything that's right about sporting cars. Low weight, rear-drive, low centre of gravity, a manual transmission, ample performance, sensible levels of grip and steering that's rich in information. We've been excited about this car for a while now, and we're even more so after driving it. Fantastic.
Overall Rating: 5/5 stars
Brilliant in its simplicity the Toyota GT 86 is everything we want in a sporting car.
Car reviews | Toyota GT 86 | First drive: Toyota GT 86 | by Car Enthusiast
Plus PistonHeads:
Chris Harris said:Tuesday 31st January
We finally get to sample Toyota's eagerly-awaited coupe in Europe (but only on a track...)
The tantalizing drip-feed of Toyota GT 86 media continued last week, with a brief chance to drive the hottest thing since NASA's moon landings at Spain's oldest motor racing circuit - Jarama.
It's at this point that I have to admit to compromising my own strict standards by accepting such an invitation. Normally a 24hr trip to Madrid with no more than 20 minutes guaranteed seat-time on a flat circuit would be declined, because it wouldn't tell any of us enough about the car in question to be worthwhile. But I've been dying to have a go in one of these since seeing the FT 86 concept up close in Brussels two years ago, so principles can go hang.
First, the technical bit
I'm assuming we all know enough about the concept of this car, and its origins to move straight into the driving bit? No? OK, for those of you who have been visiting another galaxy for the past few years, this is the Toyota FT 86, close brother to the almost-identical Subaru BRZ. It will have other names in other parts of the world, but for Europe it is GT 86, paying direct homage to the 1980s AE 86, the Mk2 Escort of Japanese performance cars.
This car is significant for several reasons - size, price, performance, driven wheels, and several others - but one surely stands above all others. It is this: when you ask Tada-san, the engineering boss in charge of the project the usual, turgid, Nurburgring lap-time question, he just shrugs and smiles. He doesn't care: "This doesn't matter."
Has a man ever been more correct about a subject than Tada-san about ordinary road cars at the Nurburgring? In the scheme of a mass-market, rear-driven coupe which panders to the lusts of people like us, it seems like a frivolous observation, but to me it is a powerful metaphor for the direction in which this new product takes fun motoring: the GT 86 is about driving and the driver; not about numbers and performance.
Numbers? The GT 86 certainly doesn't smite you with its awesomeness, but who cares about 200hp when the most important figure lurks further down the info sheet: a kerb weight of 1210kg. If Toyota brings a poverty-spec version to the UK, as is expected by many people. This is a genuinely light vehicle.
So how does it feel?
It feels just that as you climb into that wide, single door and your backside hangs in the air a fraction longer than you expected before hitting the seat squab. The reason? You sit low with legs jutting forward onto the pedal box and the gear lever just where you want to rest your right palm. The steering wheel adjusts up-down-in-out and, at first, feels like it doesn't want to come close enough to your chest, but that's a momentary problem. This is the best sub-£30K driving position. If ever a driving tone, a dynamic intention was set by the relationship between pedals, seat and stumpy gear-lever, this is it.
Ahead of you is a large, centrally mounted rev-counter with a red section beginning in the mid-7s; inset within the circle is a digital speed readout. It is among the clearest instrumentation available on any street car, but it isn't self-consciously ornamental - it just does a job. This is a theme that pervades the entire cabin, not that I can be bothered to look just now and waste another minute of driving time.
Are they sure it's a flat-four? There's not much thrum and rumble. Blip the throttle and expect a little Ari Vatanen-in-a-Legacy baaaaaaaarp and you'll be disappointed, but then ever since Subaru equaled the length of the intakes on these Boxer motors something has been lost from the soundtrack.
Straight or sideways?
Throttle response is keen, the gearshift during those first tentative moments down the pitlane makes you smile: short, but not too resistant. You drive the car smoothly, not because you are any good, but because the car flatters your inputs.
Personal and professional discipline dictates that I should leave the traction control on for a while to tell you what it's like. I can tell you that it works well for the first three of Jarama's technical turns and that, despite being bone dry, it has work to do in such conditions. The sport button brings another level of slip-allowance, which seems like it might be worth investigating for a while longer. Time to think about the steering. Light-ish, but just about right in terms of speed. A flat racing circuit isn't a great place to judge the feel of something like this, but I liked it, and thought the wheel was well judged for size and shape.
It's in the faster turns that the GT 86's chassis balance brings the first big grins. Here is a production car that offers nothing more than a semblance of the safety-understeer that blights many modern performance cars. Turn in and the nose pushes just a fraction wide, but it really is a tiny shift because you then feel the weight move back through the bodyshell - that the car wants to steer itself from the rear axle. Not in some gratuitous drift, but that you - the driver - have as much control over the positioning of the car with your right foot as with the steering wheel.
This hasn't existed in an affordable coupe for many, many years. I'm almost tearful. Exaggeration, but it's a wonderful discovery.
Sport mode is eradicated by pressing, and holding, the large 'OFF' button next to it. Only now does the full effect of 200hp, 1210kg and Prius tyres come to life. Even moderate-radius second-gear turns need sizeable steering corrections and before long the GT 86 is pulling slides of a duration you wouldn't think possible looking at its vital statistics.
The clever thing is it remains both fast and grippy when you want it to be, but can lapse into this childishness at the push of a button and a twist of its Torsen locking differential. It is also quite softly sprung, rolling gently and giving the driver ample feedback. I like that.
Not sideways enough for you?
Have we missed anything out?
What else did we learn from our short time with the car? That it needs to work above 5000rpm to give its best - no surprises there - but that close gear ratios make it easy to sustain. That the sound is a disappointment, that the standard brakes didn't like the abuse and began to fade after three laps, that the cabin is all it needs to be and not much more and that the 'ickle rear seats look pretty uninviting. That the front seats are very good. And that anyone who likes driving should try one of these the moment they land in the UK this summer.
As you can probably tell, I like this car. Toyota says it wants to shift 4000 units in an average year, meaning a few more might trickle through in 2012/2013. The owners are in for a treat.
PistonHeads Headlines - Driven: Toyota GT 86
UK price announced.
From Top Gear:
Toyota has revealed the price on its rather excellent GT 86 sports coupe. And that price is £24,995.
When we drove the car in Madrid last month, the company told us it was aiming for the Peugeot RCZ and Volkswagen Scirocco, so that £25k price tag slots in nicely: an equivalent Scirocco, the 2.0-litre TSI, costs £24k, while a GT-spec 200bhp RCZ costs a shade under £26k.
And yet, as we found out, neither can hold a candle to the GT 86, so its main competition will likely come from its twin, the Subaru BRZ - a car likely to cost between £26k to £28k.
Toyota GT 86 sports coupe to cost £25k - BBC Top Gear
From Top Gear:
Toyota has revealed the price on its rather excellent GT 86 sports coupe. And that price is £24,995.
When we drove the car in Madrid last month, the company told us it was aiming for the Peugeot RCZ and Volkswagen Scirocco, so that £25k price tag slots in nicely: an equivalent Scirocco, the 2.0-litre TSI, costs £24k, while a GT-spec 200bhp RCZ costs a shade under £26k.
And yet, as we found out, neither can hold a candle to the GT 86, so its main competition will likely come from its twin, the Subaru BRZ - a car likely to cost between £26k to £28k.
Toyota GT 86 sports coupe to cost £25k - BBC Top Gear
hoffmeister_fan
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^^^Fantastic! Hopefully, he'll be trekking some actual roads and not confined to just a track. Should be interesting.
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Not enough power?
After the Scion FR-S Formula Drift car that got its FA20 (NA 2.0l H4) swapped for the EJ25 (FI 2.5l H4) from Cosworth, now the Toyota GT86 D1 car gets its 4U-GSE (NA 2.0l H4) swapped for the 2UR-GSE (NA 5.0l V8) from Lexus IS-F.
After the Scion FR-S Formula Drift car that got its FA20 (NA 2.0l H4) swapped for the EJ25 (FI 2.5l H4) from Cosworth, now the Toyota GT86 D1 car gets its 4U-GSE (NA 2.0l H4) swapped for the 2UR-GSE (NA 5.0l V8) from Lexus IS-F.
Tetsuya Tada said:
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Toyota Motor Corporation is a Japanese multinational automotive manufacturer headquartered in
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