I’m sitting in the pit lane reading engineCircuit guide, but I don’t get the impression it’s going to be much of a help when there’s only 7,860 meters to drive. To make this assessment less specific, the vehicle offered by Toyota is a pre-production vehicle, so it doesn’t exactly represent what will reach dealers at the end of the third quarter of this year.
As I park myself in the driver’s seat, the massive Stilo hood lining the Alcantara roof liner, I realize this car also has a slight lack of it when it comes to pedals. on condition engine Readers will no doubt flock to the six-speed manual model on this automatic version, which is usually another inconvenience, but on this occasion, I’m happy to leave the “box” to its own devices.
I know the question you are keen to answer. How different is this car from the Subaru BRZ that recently received the inaugural Sports Car of the Year award? Toyota insists that the contrast between this car and its sister Subaru is wider than the first generation. Final specifications and therefore prices for the Australian market haven’t been set, but the bones of the GR86 are really different from the BRZ.
Part of the reason the GR86 took a punch by the BRZ was that Toyota was eager to improve the coupe’s ride range and handling.
Part of the reason the GR86 took a punch by the BRZ here is that Toyota was eager to improve the coupe’s ride range and handling. The GR86 features a 7 percent lower front spring rate and an 11 percent higher rear spring rate which shows up in more front grip and slightly less rear. There are significant differences in terms of coil stiffness.
Both cars’ front anti-roll bars measure 18mm in the GR86 and 18.3mm in the BRZ making them Suggest That Subaru offers more rolling resistance up front, but if you look a little closer, the crossbars’ build is noticeably different. While the BRZ features a tubular rail, the Toyota is solid. This means that the BRZ grilles reduce unsuspended weight (typically about 10 percent of the rod’s total weight), but the GR86 will be stiffer on a roll, and the exact amount depends on the material selection for the rods.
At the rear, Toyota adopted a 15 mm anti-roll bar instead of the Subaru 14 mm and was installed in a different way, with Toyota installing the anti-roll bar on the monocoque instead of the rear subframe. The BRZ features aluminum front hinges and stiffer rear linkage bushings versus the iron knuckles and bushings on Toyota. The choice of material for the joints seems to have been decided quite late in the process at Toyota, but, if iron joints work with Lotus, they will probably work here.
More will be revealed in time, but did Toyota feel more refined and sharper than Subaru’s in the SMP? Not right. It overrun its course more than the BRZ did when I drove one on Phillip Island last time, but it was more because of my poor lines through corners than anything to do with the balance of the car’s base chassis. Once it starts to slip, the steering is clean and precise and the connection across the chassis is not so damaged that it can’t be reversed. What’s more, now that the GR86 has much more torque (250 Nm) than before, there’s no longer frustratingly inconsistent throttle response if you’re trying to extend a period of oversteer.
Impressing the coach with my ability to get into a 90° right as if it was a 180° turn, I decided to go back to Plan B: Call someone who knows what they’re doing here. Duly introduced rally driver Harry Bates in the driver’s seat. It’s raining now but I think it’s good for her. Having just sampled how much track slipped under Michelin Pilot Sport 4 shoes (215/40 R18 front and rear), Bates switched the GR86 into ESC Sport mode, which still provides enough leeway to send the tail wide in Turn Six. It might have been five or seven. I’m not sure.
“I think it looks great at the end,” he notes, agreeing that this car’s sound effect, like the BRZ, is one of the few that doesn’t sound like it’s transmitting an OutRun arcade game through its speakers. “I wouldn’t go crazy, this is the only car in the country.” I seem to remember using the same excuse for my teacher about 20 minutes ago.
Even on the wet track, the GR86’s front-end bite is impressive…its ability to accept more steering inputs into the middle of a corner is something you’ve never done in the previous car
Even on the wet track, the GR86’s front-end grout is impressive. With the double top of Turns Two and Three, its ability to accept more steering inputs in the middle of a corner is something you’ve never done in the previous car, especially if it was upended with Michelin Primacy rubber. Toyota has not yet indicated whether it will adopt a similar philosophy of offering a base model on modest rubber and then a premium version on more focused tyres.
It is better to regulate the automatic gearbox manually using metal paddles mounted on wheels than to leave it to its own devices. The GR86 is now a car that’s easy to drive by ear, keeping the revs delivered in their peak torque region. However, unless 95 percent of your GR86 drive is an urban Schleb, you should opt for the TL70 manual gearbox. It’s lighter and more powerfully oriented than the automatic, cutting 0.5 seconds from 0-100 km/h. The torque bump is offset a bit by the fact that the final drive ratio is longer, changing from 4.3 / 4.1 (man / automatic) in the first generation of the car to 4.1 / 3.9 now. So while it looks like you’ll get a 20 percent torque bump in each gear, the real world net is about 12.5 percent. its enough.
So what do we get out of this? Obviously, I’ll need a little more sitting time to assess exactly how the GR86’s dynamics differ from those of the Subaru BRZ. Given that BRZ has walked away from its first SCOTY title, you can consider the GR86 to be a very good thing. Whether it’s better is full of caveats, many of which we can’t assess at the moment. Pricing is a big one ‘un’. Australian specs are another thing. This will be clarified soon.
While at SMP, Toyota announced that it will continue to support the 86 racing series for another four years until the end of 2026. The second generation race car will appear in the 2024 season, and the scholarship series from Toyota Gazoo Racing Australia will serve as a popular method on subscribed networks Too much in the main chain. This in turn gives young Australian racers 15 opportunities a year to show what they can do in front of the Supercars owners, as talent such as Broc Feeney and Will Brown have used the series as a springboard to Australia’s first tin series.
The graduation track for Australian racing talent is just one area where the GR86 is elevating itself from the mainstream. It is a car that has become more than the sum of its parts. Swinging short around the SMSP in the first of a second generation car to make these beaches is just the coolest taste of what’s to come. If this car has been around since its predecessor, you can promise us really very happy.