A new 2.4-liter 4-cylinder Boxer engine with 228 horsepower and 184 lb-ft of torque contributes to the tremendous power of the new 2022 Toyota GR86 on the road. You’ll always have the exhilarating driving experience you want from a new sports car with horsepower and torque this high. The new engine sits low in the chassis to optimize center of gravity and balance when navigating tight turns and gives a more linear torque curve that improves its 0-60 mph performance.
In This Article...
What Performance Features are Available in the 2022 Toyota GR86?
The new engine in the 2022 Toyota GR86 not only boasts impressive power, but also a long list of performance characteristics that make driving more enjoyable. A dual cat-black exhaust system with dual chrome-tipped pipes for smoother airflow, a manual or automatic transmission, steering-wheel-mounted paddle shifters with intelligent Dynamic Rev Management, a new track mode, vehicle stability control (VSC), front fender air vents, a track-tuned suspension, a Torsen limited-slip differential (LSD), a multi-link rear suspension, Michelin P2 tires, and a new track mode are some of the available performance features
Which motor powers the GR86?
The Toyota GR86 is available in two trim levels for 2022: GR86 and GR86 Premium. Manufacturer Suggested Retail Price (MSRP) for the base model is $27,700. A 2.4L naturally aspirated 4-cylinder boxer-four engine comes standard on both models. The engine generates 184 pound-feet of torque and 228 horsepower. Interesting to note, though, is that the GR86 Premium has a six-speed automatic transmission while the base model has a six-speed manual.
Please stop by and one of our team members would be happy to explain why the Toyota GR86 in its 2022 iteration is the finest value in the market.
How many horsepower is a 2022 GR86 equipped with?
For the 2022 model year, the Toyota GR86 is fully new, and it utilizes the same rear-wheel-drive system as the outgoing model. The 2022 GR86 will be powered by a horizontally opposed four-cylinder engine and a standard six-speed manual transmission. It was once again created in collaboration with the Subaru BRZ. Toyota has now fixed the main issue we had with the previous model and increased the GR86’s horsepower for 2022. The 2.4-liter horizontally opposed four-cylinder engine in the new model produces 228 horsepower, which is 23 horsepower higher than the 2.0-liter engine in the previous generation. The end effect is a fantastic driving experience for the money, a combination deserving of positions on our lists of the 10Best and Editors’ Choice.
What kind of power can a GR86 produce?
The engine in the 2022 Toyota GR86 really produces about 256 horsepower after accounting for powertrain loss on a rear-wheel-drive vehicle with a manual transmission (1520%) and dyno testing.
How quickly is GR86?
The 2023 GR86 is equipped with a Subaru naturally aspirated horizontally opposed four-cylinder, just like the first-generation vehicle. The last GR86 we tested reached 60 mph in 5.4 seconds and covered a quarter-mile in 14.0 seconds, but acceleration in the prior generation was fairly quick at 6.2 seconds. An improved 2.4-liter engine with 228 horsepower is responsible for that improvement. The GR86 still comes with a six-speed manual transmission as standard, with a six-speed automatic transmission being an option. The six-speed automatic took seven tenths of a second longer to reach 60 mph than the manual. We observed during our initial test drive that the more potent engine felt livelier and sounded better, and that the car’s nimble handling offered thrills both on the road and on the Monticello Motor Club race track. The suspension is forgiving enough to function as a daily driver despite the car’s excellent handling abilities.
Can a GR86 be turboed?
According to a TOM’S representative, adding a turbo and intercooler to the car’s basic 2.4-liter boxer four-cylinder engine, which produces 228 horsepower, increases output to 300 horsepower and 258 lb-ft of torque. Tom’s strengthened the chassis, fitted height-adjustable sports suspension, larger 19-inch wheels and tires, and larger 4-piston calipers with custom rotors and brake pads to take the car’s handling, rigidity, brakes, and appearance to the next level. However, TOM’S painted it a striking shade of orange, made custom front and rear diffusers, added a rear trunk spoiler, widened the front and rear fenders, and made a distinctive front bumper.
With those enhancements, the base GR86’s $29,000 price tag becomes $59,000, putting it in the same ballpark as the 480-hp Mustang Mach 1 and the 382-hp 3.0-liter GR Supra. In order to keep costs low, it is clear that Toyota has not officially marketed a turbocharged GR86.
Although TOM’S has suppliers in nations like the United States, Australia, Korea, Taiwan, and Russia, it is yet unknown whether these special parts will be made available to its international partners.
Is the GR86 pricey or not?
How Good Is the Toyota GR86? The updated 2022 Toyota GR86 is a terrific sports car and a significant advancement over the outgoing model. The GR86 is impressive thanks to its smooth six-speed manual transmission, responsive steering, and high-revving boxer engine.
The GR86 is RWD.
After just a few minutes behind the wheel of the 2022 Toyota GR86, it becomes clear that this vehicle is a great replacement for the 86, which was 86’d in favor of “GR86” this time. The much-improved first-test numbers for both the manual- and automatic-transmission GR86s are in, and we’ll reiterate what we stated after our first drive in the new GR86.
Flat-Four, Inflated Performance
The 2022 Toyota GR86 significantly outperforms its predecessor on the test track despite continuing to be rear-wheel drive, lightweight, and powered by a flat-four engine. The larger 2.4-liter engine, which replaces the 2.0-liter in the previous 86, is largely responsible. Regardless of the transmission you choose, output increases to 228 horsepower and 184 lb-ft of torque. Previously, the self-shifting 86 traded 5 horsepower and 5 lb-ft of torque for the 205-hp, 156-lb-ft stick-shift model.
The old 2.0-liter engine’s peculiar torque decrease midway through the rpm range was dragged out back behind the shed and suffocated to death, but the torque curve of the newer 2.4-liter engine is beefier. The flat-more four’s obnoxiously tractor-like noises and vibrations are also lessened. What’s left is an engine that, although not particularly smooth or rev-happy like a Honda, is at least somewhat compatible with the two-door GR86’s sports car attitude. The larger flat-four ignites as soon as the tachometer needle passes 3,000 rpm or so, snarling its way into redline purposefully, if not quite swiftly, while supplying strong pull.
The new Toyota GR86’s engine truly seems interested in moving forward while it is leaving a stop. The older 86 would falter like a sprinter who tripped over the blocks before regaining itself and putting forth the effort to accelerate. Putting metaphors aside, that experience resulted in a 0-to-60-mph run of just 5.8 seconds for the GR86 with a manual transmission and 6.6 seconds for the model with an automatic transmission during our testing. The stick-shift model matches the previous Mazda MX-5 Miata RF (the Miata with a folding hardtop) in terms of acceleration to 60 mph and is 0.6 seconds quicker than a 2017 Toyota 86 we tested. The new automatic transmission version is also faster (by 0.3 seconds), and it demonstrates how much more torque the GR86 possesses and how much lower its rpm limit is.
This is supported by a look at the new Toyota GR86’s quarter-mile times: The manual GR86 outran the previous 86 by 4.1 mph at the speed trap and reduced its time from 14.9 seconds to 14.3 seconds. Once more, even the automatic GR86 outperforms the stick-shift 86 from the previous generation in the quarter-mile time by 0.1 second and 1.6 mph.
Lost In Transmission?
Previously, we didn’t think twice when someone asked us which of the two available transmissions they should use in the old 86. If you ask the same question regarding the Toyota GR86 in 2022, we will respond in kind. A six-speed manual, which in this instance delivers greater shift feel, just feels more fitting for a sports coupe like this one. In addition to being faster, the stick-shift model is also faster.
The optional six-speed automatic isn’t a total loss, though, if for some reason you can’t use a clutch pedal and use your right arm. However, in comparison to the new GR86’s more impressive power, its sluggish shift logic and apparent allergy to lower gears (problems from the previous car) are more obvious. The automatic puts its best foot forward when you press the Sport button or choose the “Track” setting on the center console, though it’s far from ideal. The shift paddles behind the steering wheel are also useless; after a few times of waiting in line for an up- or downshift, you’ll give up on them.
A Better, Beefier Body
Although it won’t be evident in any of our objective test results, the GR86’s platforman development of the old car’sfeels much more substantial in person. Every time the suspension works to absorb ruts and bumps, the more rigid the entire system makes a pleasing “whump” to signal this.
Don’t get us wrong: The 2022 Toyota GR86 is still a reasonably priced, well suspended little sports car. However, over rough pavement, noise levels can increase despite improved ride comfort thanks to more precise tuning of the bushings, springs, and dampers. The GR86 emanates a renewed sense of substance that the old car severely lacked since there is significantly less suspension crashing over these kinds of roads than there once was.
Regardless of the transmission you choose, even though the grip levels are higher, this Toyota still slides when you want it to. The Michelin Pilot Sport 4 summer tires that come with the more expensive Premium package, as tested here, are principally responsible for the added grip. The last-generation Toyota GR86 and Subaru BRZ sports cars were infamously fitted withPrius hybrid tires, which were affordable, easily accessible, and accentuated the rear-drive vehicles’ propensity for tossing their tails wide in bends, even at low speeds. We’re not kidding here.
The limitations have increased while maintaining the same playful attitude. On the skidpad, we measured an average lateral grip of 0.98 g for the manual and a lovely, round 1.00 g for the automatic. Both of the GR86s we tested were able to achieve much faster figure-eight timings of 24.7 seconds (manual) and 24.8 seconds (automatic) at an identical 0.76-g average by utilizing their improved grip and power. The latest 86 we tested earned an acceptable 0.87 g maximum-lateral grip on its all-season rubber, despite the fact that we haven’t tested the base-tire versions. It’s easy to reach all of the grip: To completely disable the stability control system, simply press and hold the stability control button on the center console for a short period of time; to enable a higher threshold that permits some sliding without completely disabling ESC, thumb the “Track” button next to it.
The brakes should be upgraded if you plan to purchase a 2022 Toyota GR86 and race it. After a few quick laps on the Streets of Willow road course, the brakes began to degrade, requiring 107108 feet to stop from 60 mph. Despite the fact that we never encountered any foot-to-the-floor butt-pinchers, it was obvious that overall braking performance declined with increasingly frequent harsh use.
On fast real-world roads, the braking issue didn’t fully manifest itself. The GR86 can actually be driven to what feels like close to its limits without blatantly breaking the law, just like previously. On stretches of smooth pavement, you can open up the throttle, hang the tail out in small slides in slower bends, and overall have a wild, hot time. It’s a unique sensation among contemporary performance vehicles, the majority of which are so powerful and gripping that making full use of them may land you in jail. even worse.
Nice Price, Richer Cabin
The upright, small-diameter steering wheel, the leg-out, ass-on-the-floor riding position, and the well-bolstered seats were among the better features of the sports car that Toyota (and Subaru) left alone. The principal controls are perfectly positioned in relation to the driver. The clutch take-up point, however, was criticized by several members of our ranks as being excessively high in the pedal stroke.
We’d also appreciate it if some of the data shown in the new gauge cluster that has been partially digitalized was in a larger, easier-to-read font. When in “Track” drive mode, the horizontal ribbon-style bar tachometer replaces the circular, needle-less tachometer (imagine a round bar graph, with the bar extending and contracting as engine speeds vary). In either case, speed is presented using minuscule numerals.
Other than that, the well-bolstered seats are comfy, the materials quality inside has increased, and a larger touchscreen that runs the Subaru menu system also adds standard Apple CarPlay and Android Auto to the mix is available. For temperature and fan speed, the HVAC controls have lovely, big round knobs, and for fan direction, defroster, and zone-sync settings, there are big paddle-like push tabs. Oh, and you can still fold down the back seats to make room for a full set of (mounted) spare wheels and tires.
What’s best? Toyota is slightly raising prices for buyers for the new 2022 GR86 compared to the previous 86. The standard model costs $28,725; with the Premium gear you can see above, that rises to $31,325 for a stick shift and $32,825 for an automatic. Choose the Premium if you want the larger ducktail rear spoiler, heated seats, and LED headlights that steer with the front wheels in addition to the 18-inch Michelin PS4 tires. The entry-level model is a better value if you don’t need or desire that items or the extra grip.
Has the Toyota 86’s engine been a boxer?
The 86’s front-mounted flat boxer engine and rear-wheel drive setup provide a low center of gravity for excellent handling characteristics.
[7] The drag coefficient of the bodywork is Cd=0.27. [42]
“The goal was to produce a real rear-wheel drive sports vehicle with engaging style, exceptionally balanced performance and handling, flexible utility, and surprising MPG,” the designers of the 86 said.
[7] The head engineer Mr. Tada responded when questioned about the TRD model of the vehicle “There will eventually be a variant that is more TRD focused. There is no need to wait because any of the parts that would be standard on the TRD model can fit on your present Toyota 86.” [43]
All Toyota and Scion models of the vehicle sport the “86 boxer” side badge, but not the Subaru BRZ. The front grilles and bumper bars are the primary changes between the 86/GT86 and the BRZ, aside from badging.
How similar are the GR86 and BRZ?
Trying to decide between the 2022 Subaru BRZ and 2022 Toyota GR86 sports vehicles is a little bit ludicrous. After all, these coupes are essentially identical, sharing the same chassis, transmissions, and engines. Placing either of these in “last place” feels like a disservice to the great cause of ensuring that such vehicles stay available, especially because reasonably priced rear-wheel-drive sports cars aren’t exactly flooding out of today’s automakers. The choice between a BRZ and a GR86 should be made, and the answer should be yes.
What specifically do you want to use your reasonably inexpensive, rear-drive Toyota/Subaru sports vehicle for? is the more nuanced response. Will you spend the most of your time on the street, or do you anticipate frequently attending autocross competitions or racetracks where consistency and lap times are crucial? We gathered both manual-transmission variants of these coupes and drove and evaluated them side by side in order to assist you decide between these two virtually identical cars.
What’s New and What’s Different?
Building on the successful shared formula of the original Toyota 86 and Subaru BRZ, the 2022 versions continue to be rear-wheel-drive, lightweight, and incredibly affordable. Both vehicles replace their 2.0-liter engines with 2.4-liter ones that have 228 horsepower and 184 lb-ft of torque. Each vehicle also gains from new body-strengthening techniques, contemporary style, and improved interiors. What distinguishes them from one another? The headlights and bumpers are installed by Subaru and Toyota independently, with the BRZ’s nose adopting a few more creases, vents, and other details than the GR86’s more streamlined design. Additionally, Toyota adds a higher, more noticeable ducktail spoiler to the back of the GR86 on the Premium variant we tested here.
The Subaru BRZ and Toyota GR86’s tuning differences are more pronounced than previously, giving each car a unique personality that you can feel when you drive them side by side. Toyota kept the anti-roll bar mounted on the subframe and the more exuberant spring rates from the previous 86, at least in terms of the fundamentals. Subaru made greater changes to the BRZ’s chassis than Toyota, opting for softer rear springs (by 11 percent) and stiffer front springs (7 percent) in addition to connecting the BRZ’s rear anti-roll bar directly to the body. The Subie’s stiffer front end produces a more neutral balance when combined with a hollow front anti-roll bar and aluminum front knuckles. The Subaru can seem snappier at its maximum, but the Toyota’s tail is more eager to step out and does so more gently.
It’s the Handling, Stupid
We can (and will, don’t worry) compare all of our test results to see which one is superior based on many measurable criteria, but the suspension settings are by far the most important factors in this situation. What better starting point could we ask for than for both of our test cars to be within 5 pounds of one another and to be equipped with the Michelin Pilot Sport 4 summer tires that are readily available (reserved for the Limited model of the BRZ and the Premium trim of the GR86), leveling the playing field where the rubber literally meets the road?
The Toyota GR86 just beat out the BRZ at the test track, showing greater grip on the skidpad (0.98 g vs. 0.93) and reaching 60 mph 0.1 second quicker, in 5.8 seconds, despite each vehicle having the same amount of power, weight, and tire options. The GR86 completed our figure-eight course in under a second faster. The Subaru stopped from 60 mph in a solid 107 feet, 1 foot shorter than the Toyota, giving an indication of its firmer front end. This was the Subaru’s lone objective dynamic victory over the GR86, however both cars experienced brake fade during our track session. If you intend to take part in a track day, consider upgrading the brake fluid, brake pads, or both. You may also consider finding a means to improve the cooling of the current brakes.
The BRZ is certainly not a pushover, but it excels at consistency. The Subaru is without a doubt the more dependable lap-time companion of the two thanks to its more planted rear end. Although it will outperform the BRZ if you’re prepared to put a little more effort into your driving, you’ll be having too much fun in the Toyota to care much about lap times. This is because even beginners may readily approach and cross over the grip threshold at sub-felony speeds because the GR86’s butt slides about a lot more, but its movement is telegraphed to the driver’s southern cheeks. With other words, if you overcook something in the Toyota, it’s simple to rein it back in.
Recovery in the Subaru requires a little more concentration; even if its tail clings on for a longer period of time, it releases less gently. Consider it like this: The ultimate rear-end grip of the BRZ is similar to that of the GR86, but there is a smaller window between possessing that grip and losing it. The BRZ can drift, but getting there and maintaining that edge requires more accurate steering and throttle inputs from more seasoned drivers. By the way, the center console of both automobiles has a setting for stability control that alternates between on and off.
In Between the Numbers
After discussing the differences between the 2022 Toyota GR86 and 2022 Subaru BRZ, let’s rebuild these two sports cars based on their shared brilliance. Highlights include the new 2.4-liter engine, which delivers noticeably improved performance and loudness while substantially removing the old 2.0-liter’s peculiar torque drop-off in the middle of the rpm range. The new engine talks with a more guttural voice and revs more excitedly; forget the rattly, tractor-like sound of the old automobiles.
The driving posture in both carsa previous highlightremains ideal, and the standard six-speed manual transmission offers better feel and more positive engagement. The pedals are situated for simple heel-toe downshifting, and you sit with your legs out and square to the small-rimmed steering wheel. The BRZ and GR86 are far more livable on a daily basis thanks to their newly strengthened bodies and improved interiors, while the Toyota rides slightly more smoothly. Road noise is significantly decreased, and even though both sports cars react strongly to expansion joints and bumps, their structural integrity is improved.
Can anyone fit in the back seats? Not exactly, unless they’re youngsters or legless, but you can still fold down the back seats and cram a complete spare set of wheels and tiresmounted, of courseinto the space between the back seat and trunk. The next-generation BRZ and GR86 offer a considerably nicer experience for passengers up front thanks to improved materials, better touchscreens, and a cool new gauge cluster with a programmable digital display. In addition to the dual-zone automatic climate control, leather-wrapped steering wheel and shift boot, and standard limited-slip differential found in the base models, the BRZ Limited and GR86 Premium models also include niceties like heated seats, aluminum pedals, and an eight-speaker audio system as standard equipment.