The verdict: A new, more powerful engine transforms the redesigned-for-2022 Toyota GR86 into perhaps the most fun-to-drive new $30K car around.
Versus the competition: The GR86 is one of the most natural and engaging small sports cars in its class, with some obvious and not-so-obvious drawbacks.
The Toyota GR86’s new, more powerful engine is not the fiery turbocharged four-cylinder we’ve dreamed about since its predecessor’s debut more than a decade ago, but it’s a pretty dang good alternative. This car’s approach — both when it was called the Scion FR-S and now as the Toyota GR86 — has always been about “pure balance.” That’s now a less annoying excuse for its lack of power because the balance of engine output and handling is more even-keeled than in the prior generation.
Related: 2022 Toyota GR86: Entry-Level Sports Car Gets a Bit More Grrr
To explore the GR86’s capabilities and new engine, I drove 1,300 miles from the Chicago region up to and along the curvy roads of northern Wisconsin and Michigan’s Upper Peninsula after previously sampling it on an autocross course earlier in 2022. We tested a 2022 GR86 Premium, but apart from a new 10th Anniversary Special Edition, the car is unchanged for 2023.
Balanced Power
A 2.4-liter flat-four-cylinder engine replaces the outgoing 2.0-liter, bringing an increase of 23 horsepower and 28 pounds-feet of torque. Those might not sound like big gains, but they make a big difference considering the GR86’s heft: It’s a true lightweight at around 2,800 pounds. Unlike a heavier vehicle, there’s less weight working against each horsepower. The new torque piles on at lower engine speeds to make the car feel snappier and more responsive than the previous generation, whose 2.0-liter engine needed many more revs to achieve similar acceleration (peak torque now arrives at 3,700 rpm instead of 6,400 rpm, which means it takes fewer revs to get that acceleration sensation). That acceleration fullness is instantly noticeable on back roads, where the GR86 can stay in 3rd gear through snaking blacktop between 3,500-4,500 rpm without breaking a sweat or needing to downshift.
The new GR86 is more susceptible to wiggling its tail when you get on the gas thanks to its newfound power; that’s something that didn’t casually happen in the previous car, which you had to rev to the moon before you’d get that entertaining little slide. What seals the deal is that Toyota hasn’t weakened the experience on the top end of the rev range: The engine still makes its peak power at 7,000 rpm, in contrast with automakers that bump engine displacement but decrease maximum engine speed, making trips to redline less entertaining.
Even with those entertaining trips to redline, the manual-transmission GR86 I drove averaged an impressive 29 mpg over those 1,300 miles, according to our calculations. That’s 2 mpg better than that transmission’s EPA-estimated highway mileage of 27 mpg.
The GR86’s owner’s manual states the engine’s best performance comes with 93-octane gasoline, but that 91 octane can be used in exchange for a slight decrease in maximum engine performance and a chance of engine pinging. Anything less than 91 octane can cause damage and may void the warranty. Most of that is normal owner’s manual verbiage — except the distinction between 91 and 93 octane. As it was with the previous 86, it’s an interesting disclaimer because 93 octane is not available nationwide, and most competitors tune for maximum performance on 91 octane. I didn’t observe a seat-of-the-pants difference between 91 and 93 octane on my drive, during which I filled the GR86 with 91 octane because 93 wasn’t available. The GR86 is rated 20/27/22 mpg city/highway/combined with the manual transmission and 3 mpg combined better, 21/31/25 mpg, with the optional automatic.
Toyota says the manual-transmission GR86 accelerates from 0-60 mph in 6.1 seconds (down from 7 seconds in the prior-generation car). The automatic-transmission GR86 makes an even more dramatic drop versus its predecessor, down to 6.6 seconds from 8 seconds. That should be enough to outrun any new minivan, which couldn’t be said for the previous generation.
The manual-transmission GR86 remains an absolute delight to drive, with short throws and precise engagement. It’s not enough to simply offer a manual transmission; that transmission must be precise and connect you to the driving experience, and the GR86’s is one of the best at that. Still on my wish list, however, is an auto rev-match function that automatically blips the throttle to rev-match downshifts; it’s a personal favorite feature for effortlessly smooth manual-transmission downshifts.
More controversial might be how the GR86’s engine sounds because what you hear inside the cabin is electronically augmented. I suggest you look (hear?) past that, because it’s actually well done; it sounds like a high-revving Honda four-cylinder from years’ past and not at all like a boxer-four-cylinder. Your taste may vary, but I enjoyed the smooth, high-pitched, electronically augmented shriek.
Ride and Handling: It Only Does One
Without any fancy (expensive) electronically adjustable shock absorbers, like what’s available on the Volkswagen Golf GTI and standard on the Hyundai Elantra N, the GR86 keeps the historically firm ride of its forebears with no adjustments for comfort. We once owned the GR86’s not-so-distant cousin, a 2013 Subaru BRZ, in our long-term fleet, and we most recently spent time in a 2020 Toyota 86 GT with Toyota’s TRD Handling Package, and ride comfort is not a strength of either one. Nor is road and wind noise abatement; even my test car’s optional sound system couldn’t drown out the fluttering of wind and growling of tires.
During my 1,300 miles in the GR86, I was blissfully ignorant of those long stretches of highway thanks to plenty of sweeping corners and tight turns that gave the car’s tight chassis, limited-slip differential and Michelin Pilot Sport 4 summer tires a chance to show off their neutral, highly controllable balance. Steering is quick and precise, and the GR86’s rear-wheel-drive layout means the front wheels aren’t saddled with powering the car. The resulting predictability provides immediate and real comfort with the car when driving spiritedly.
I also sampled the GR86 on an autocross course during the 2022 Midwest Automotive Media Association’s Spring Rally at Road America in Elkhart Lake, Wisc. While there were more powerful cars in attendance, I walked away enamored with the GR86’s balance and high level of corner-entry grip, which made up for its lack of power versus other cars on the tight go-kart track.
Familiar Interior
Those familiar with the GR86’s previous incarnations won’t find many surprises in the redesigned interior. Materials quality and fitment remain on the same level as before, which is to say the economy-minded appointments are appropriate for a sub-$30,000 car. The new digital instrument panel has different views depending on the drive mode selected. Both options have a warm, nostalgic feel but also brightly deliver the information you need when making quick gear changes. There’s also a useful adjustable rev indicator.
The GR86 has two trim levels, base and Premium. The Premium costs $2,600 more and adds the following features:
- Rear duckbill spoiler
- Blind spot warning system
- Adaptive front headlights
- 18-inch wheels with Michelin Pilot Sport 4 summer tires
- Simulated suede-trimmed seats with leather accents
- Eight-speaker sound system
- Heated front seats
- Aluminum sport pedals and footrest
The two-passenger backseat remains a backseat in name only; I’m not sure how Toyota can cite legroom specs when there’s literally no room for legs. Even so, that space is what makes the GR86 a more practical car than a Mazda MX-5 Miata: The rear seatback folds for additional cargo space. (And sure, drivers who need to carry rear passengers can get cozy with the dashboard and steering wheel, though that’s certainly not optimal for safety.)
Limited Advanced Safety Features
It’s nice to finally see never-before-offered advanced driver-assistance systems on the GR86, though many are only available with the optional automatic transmission. These features include forward collision warning with automatic emergency braking, lane departure warning and adaptive cruise control, and they come standard when you add the $1,500 automatic. These features can be had with a manual transmission on models like the Volkswagen Golf GTI and Honda Civic Si, while the Hyundai Elantra N offers lane departure warning and forward collision warning with automatic emergency braking but not adaptive cruise control. Blind spot warning is available with the manual-transmission GR86, however.
Toyota GR86 Vs. Hyundai Elantra N
Of all the GR86’s competitors, including the Honda Civic Si, Hyundai Elantra N, Mazda MX-5 Miata, Subaru WRX and Volkswagen Golf GTI, it’s the Hyundai I kept thinking of while driving the GR86. The cars feature similarly heightened handling paired with a respectable underhood program. Hyundai has come in like a wrecking ball with its full-blown N performance cars, which offer track-ready performance with grippy suspension and tires, fire-breathing engines, and top-notch manual and automatic transmissions.
Really, this is a nondecision for those who need a functional backseat: For such buyers, the four-door Elantra N is an easy pick, with similar athleticism and more functionality. It’s a harder decision for those who don’t need the backseat. The 2023 GR86’s $28,995 base price (all prices include destination) with the manual transmission is nearly $5,000 less than the Elantra N’s $33,745 starting price. The price narrows, however, when you consider what’s actually available to purchase: In Cars.com’s national inventory, the median price for a new Elantra N was $3,227 more expensive than the Toyota in November 2022: $35,366 versus $32,139 for the GR86, or a $64 per month difference on a 60-month loan with 7% interest.
For those concerned only with the driving experience, the difference might come down to each car’s character: The Elantra N is brash and unapologetic, with a bratty, loud-piped turbocharged four-cylinder engine, and all that raucousness comes with a more notable acceleration punch. And for being front-wheel drive, the Elantra N’s own very neutral handling surprises and delights. The GR86, meanwhile, with its smooth-revving engine and natural, balanced rear-wheel-drive handling, is a more mature and refined sports car that still manages to offer tail-wagging happiness from gentle, controllable drifts.
Is the GR86 Worth It?
What kept resonating in my head while driving the GR86 — along with the excessive wind and road noise — was that, despite the car’s downsides, I was thoroughly enjoying myself in a sports car priced around $32,000 (with destination), which is an astonishing $13,000 less than the average new-car transaction price. You know what else $32,000 gets you nowadays? A sparsely optioned compact SUV. So for the price of a vanilla people mover, the GR86 offers a legitimate sports car experience that also happens to be significantly more well rounded and competitive than before.
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