2012 Toyota 86 Reviews

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Toyota's attention getting 86 sports car. This one is the GT entry model with a manual transmission. It will be the preferred choice of many punters, bearing in mind that less is often more when it comes to sports cars.How much?Prices start at $29,990. The big problem is getting hold of one. The waiting list has blown out to more than a year we're told - the good news is that this week Toyota announced it had managed to get hold of another 1500.What are competitors?Excellent question, especially for someone who wants the car now and is not prepared to wait. For the price nothing else really comes within cooee  but a Veloster Turbo might tide you over at $31,990.What's under the bonnet?A 2.0-litre naturally aspirated flat four Subaru engine (shared with the BRZ). Produces 147kW of power at 7000 revs and 205Nm of torque between 6400 and 6600 revs. That makes it a high revving engine with a narrow band of torque.How does it go?Fantastic. Once you get the hang of it that is. This is not a car that you can dawdle around in, leaving it in top gear. You need to change and change often to keep in the zone. With no revs on the dial you will be left high and dry on the other side of a corner.Is it economical?The manual is rated at 7.8 litres/100km and interestingly that's exactly what we were getting after just over 400km of driving. Bear in mind that this engine requires 98 RON fuel or higher according to the book. Neither the GT or GTS provide distance to empty which is kind of wierd.Is it green?Both the manual and automatic get 4 out of 5 stars from the Govt's Green Vehicle Guide (Prius gets 5). The manual produces 181g/km of CO2.Is it safe?Hasn't been tested by ANCAP yet but has been designed to get 5 stars, with seven airbags as standard and a pedestrian-friendly front structure.Is it comfortable?It's a long way down but once you're there it's all good. No back seat to speak of but the sports bucket will accommodate a range of frames.What's it like to drive?Sounds more like a boxer engine than the auto. As the Beach Boys sang - Fun! Fun! Fun! Toyota has really ripped one out with this model, the complete antithesis of the very boring Camry?Is it value for money?Add in a digital speedo and distance to empty and we'd be happy as a pig in mud.Would we buy one?Where do we sign?Toyota 86Price: from $29,990Engine: 2.0-litre boxer four-cylinder, 147kW/205NmTransmission: six-speed manual, six-speed auto, RWDFuel economy:  7.8L/100km (7.1L auto) 98RON0-100km/h: 7.6 secs (8.2 auto)

I must be the last motoring journalist on the face of the planet to drive this car? But at least they saved the best to last. Trying to ignore the hype surrounding the Toyota 86 was next to impossible, but as it turned out it's all true. The 86 is just as good as everyone said it was, but not above criticism.BRZAs you probably know Toyota and Subaru worked on this car together and Sooby makes its own version called the BRZ. I'm going to be driving the BRZ in a couple of weeks so I'll let you know what it's like then. But let's face it, with the same engine and transmissions there's not going to be a hell of a lot of difference.They even look the same, so it's all about the price and what you get for your money, and more importantly how soon you can get it because there's long waiting lists for both cars.Second hand they're reported to already be changing hands for the more than they cost new. The 86 is a true 2+2, two-door four seater, with a tiny rear seat that has absolutely no legroom for kids or otherwise. It sits low to the ground, requiring some athleticism to get in and out of  so be warned.VALUEFor the price it's a keeper. The GT is $29,990, the GTS $35,490 and the auto $2500 extra for both grades.TECHNOLOGYAs you have probably heard it is in fact a 2.0-litre Subaru, flat four or "boxer" engine. What you probably don't know is that's it a really high revving engine that feels more like something that Honda might have made. The engine generates 147kW of power at 7000 revs and 205Nm of torque from 6400-6600 revs.That's an extremely narrow band of torque and it is reflected in the way the car performs. Unless you have a few revs on the dial throttle response can be disappointing. With 4500-5000 or more revs, however, performance is exhilarating.AUTO OR MANUAL?You've got the choice of 6-speed manual or 6-speed automatic. We hated the auto for the first 15 minutes, but as the days rolled by our respect grew. In sport or manual mode it does a much better job, providing plenty of scope in third gear to tackle fast corner to corner stuff without having to the paddles. Fuel consumption for the manual is 7.8 and for the auto 7.1 litres/100km and the 50-litre tank takes 98 premium.DRIVINGWe drove both models back to back - the GT and GTS, starting with the more expensive GTS with the auto transmission first. It was probably the wrong way around of doing things, but what it did serve to highlight the things you miss out on in the entry level model like a digital speedo for starters.The GTS gets a bigger tyre and brake package, plus leather, satnav, better audio and heated seats. Oddly, although both cars get a trip computer, neither is capable of displaying distance to empty? Neither gets a reversing camera either. The 86 is a rear wheel drive car and as such offers a very different driving experience from the usual Japanese fare, either front or all-wheel drive.It's ideal for a sports car because when the car breaks traction a skilled driver has a chance of getting it back. All models get a limited slip diff except the for the GT auto and it's a lot easier these days with the electronic traction and stability systems which in this car includes sport and off modes.The car sits low with a low centre of gravity courtesy of the boxer engine and is exciting to drive once you're in the zone. The experience is heightened by the short shifting manual transmission which keeps the car right where you want it. Looks great and goes extremely well once you learn how to drive it. But it's no Nissan GTR, old or new.Traffic light lead foots could be disappointed with times of 7.6 or 8.2 secs to 100km/h for the manual and auto and we look forward to a turbocharged version that delivers more low down torque.VERDICTThe 86 will appeal to drivers who like to drive, that appreciate poise and balance, that like to get out by themselves and tackle the twisty bits the same people drawn to Mazda's MX-5.

We have recently spent time in the UK, Germany, France and Italy and everywhere we go car lovers are talking about the return of Toyota to the sports car business. They are also bemoaning the ever growing waiting lists for the 86.Toyota Australia won’t quote waiting times, but anecdotally potential owners are staring at up to six months before they have one sitting in their driveway on standby for the delights of an early Sunday morning drive on stretches of interesting roads.VALUEStarting at an amazingly low $29,990 for the manual Toyota 86 GT, the price rises to $35,490 for the GTS manual. Automatic adds $2500 to both grades. Despite its low price the Toyota 86 is not short-changed on equipment to keep the costs down. The GT has 16-inch alloy wheels, daytime running lights, cruise control, air-conditioning, a pretty good sound system and a multi-information display.The top line Toyota 86 GTS gains 17-inch alloy wheels, auto levelling HID headlamps, a 6.1-inch display screen for satellite navigation with live traffic updates, dual zone climate control air-con, fabric front seats with leather accents and red stitching, and aluminium pedals. On the practical side the Toyota 86 has Toyota’s capped price servicing plan, with up to four scheduled services at just $170 each.DESIGNToyota tells us the styling of the 86 was inspired by the 1965 Toyota 2000GT with its classic side-window shape, long bonnet and rear fender line. The shape is sporty and neat and likely to remain as timeless as those of its honourable ancestor. The front bucket seats provide good lateral support when cornering and do so without being overly aggressive in the shape of the side bolsters. As a 2+2 the Toyota 86 has no illusions about carrying rear seat passengers.The 86s we tested were early Australia imports and had a spare wheel and tyre. This steals quite a bit of the depth from the boot. Later imports have a tyre sealant and inflation kit in place of the spare. This makes a lot more sense for almost all drivers. Those who intend to travel way outback can still buy a spare wheel if that makes them feel more secure. With the backs folded flat there is space in the boot to carry two golf bags – this being a high priority for any car on the Japanese market.TECHNOLOGYThe automatic transmission has been retuned for use behind the sporting 2.0-litre 200-horsepower (147 kW) engine, with fast shifts that are generally as demanded by the driver’s throttle movements. A very-high compression ratio of 12.5:1 gives the naturally aspirated engine excellent performance across the entire rev range.It doesn’t have the sort of push in the back acceleration you get in something like a Subaru WRX, rather it has satisfying acceleration – more in the manner of a Mazda MX-5. So the 86 demands the driver has to work to get the best from it. It comes as no surprise that the engine demands 98 octane petrol. The engine delivers a sporty note that’s pleasing to the ear and as it rises up past 6000 rpm it reminds us of our favourite Italian four-cylinder powerplants in its willingness to rev.SAFETYThis sporting machine is right up to date in the latest thinking in primary and secondary safety devices. It has a five-mode stability control system, traction control, anti-locking brakes. If you still do have a crash in an 86 it will do its best to protect you with no fewer than seven airbags, a big complement for what’s virtually a two-seater car.DRIVINGWe have just finished a week in an example of each car – a GTS with a manual gearbox and an automatic GT. It will come as no surprise that our preference is for the six-speed manual, after all we make no secret of the fact that driving is a major passion in our life. Having said that, we could live with an 86 six-speed auto if we were stuck with heavy-duty community traffic on a daily basis.We just love the throttle blips on down changes when the automatic is used in its semi-manual mode. The automatic isn’t quite as smooth as if it were tuned for an everyday Toyota as you can feel hard changes at times. But we feel this is more than acceptable given the nature of this hot little beast.Handling is exceptional, making it a true drivers’ car and explaining the long waiting lists worldwide. The flat-four engine sits low and satisfyingly rearwards in the front of the car and drives the rear wheels (of course!). Steering inputs are fast and progressive and there’s plenty of positive feedback through the wheel.Toyota 86 sticks to the road with all the determination and verve of a true sports machine and like all the best in this class it seems to read the mind of the driver. Most to the time the noise from the tyres is subdued, but some harsh surfaces, particularly concrete and coarse-chip, set up quite a racket at times. We suggest you check this for yourself if roads like that are part of your regular commute.VERDICTToyota’s little 86 sports coupe is taking the world by storm.

Yawn. The 86 wins. There is no way to delay, or tease, or try and hide the outcome of a comparison test that provides the predictable verdict for anyone shopping for fun in 2012. When we put together a comparison crew of the newest and most-desirable affordable sporty cars in Australia today, we always knew the Toyota 86 would be tough to toss.But the Volkswagen Golf GTI is almost a classic, the Mazda MX-5 is a classic, and the latest Veloster Turbo is more proof that Hyundai is building cars that are much more than just A-to-B transport modules. So we were looking forward to a close contest, even if the Toyota 86 is the odds-on favourite for every Car of the Year award in the world for 2012.In the end, the only realistic challenger to the 86 is the Subaru BRZ. We didn't have one along because it's virtually identical - some say the Subaru is the original - to the 86er. But Toyota is making  the most noise, even though the BRZ is the car I'd choose for its nicer styling, slightly softer suspension, and the full-sized spare that Toyota is about to remove from the tail of the 86.VALUEIt's crazy that the smallest and oldest of the comparo crew - the MX-5 - is also the most expensive. Not just that, but at $49,805 it also doesn't come with a lot of the hi-tech stuff - such as Bluetooth - that even bargain-basement buyers expect today. Still, it does have a thumping Bose sound system, wonderfully supportive Recaro seats and good looking BBS alloys.The MX-5 also benefits from historically high resale value as a modern in-demand classic. The Veloster SR Turbo is cheapest at $31,990 yet still has a seven-inch touch screen with satnav, panoramic sunroof, leather-leatherette seat trim, rear parking camera and Bluetooth with streaming. The turbo engine cuts service intervals to six-months/7500km, but the new capped-price service plan means the total cost over three years to service the car is $1164. It also has Hyundai's five-year warranty, but that's offset by the lowest resale value.The Toyota 86 test car is the fully-loaded GTS, with bigger brakes and wheels, satnav, auto aircon, LED running lamps and more. It also has a capped-price service plan and Toyota expects a very strong resale value. We considered the costlier Volkswagen Sirocco coupe for the comparison, but the price check went in favour of the three-door GTI pocket rocket even though it's still over $40,000. It comes with dual-zone air, Bluetooth and rain-sensing wipers, but is missing some features that are standard in the Toyota and Hyundai.TECHNOLOGYAll four cars have four-cylinder engines, although they range from the Subaru boxer in the 86 to the turbos in the VW and Hyundai. Power is important for enjoyable driving and the twin turbos are naturally on top, with the GTI taking the prize with 5 kiloWatts more than the Veloster, although the Korean is lightest on fuel at 6.8litres/100km. While the 86er's engine is notoriously thirsty with 7.8L/100km, and takes premium unleaded, the MX-5 actually tails on efficiency at 8.1litres. The Volkswagen has a double-clutch automatic and the rest are driver-first six-speed manuals, while each has all-wheel disc brakes and sports suspension settings.DESIGNThe 86 has classic sports car proportions, just like the droptop MX-5 that's become a classic. But the Toyota has a modern cabin and reasonable space inside, where the Mazda is cramped and old-fashioned. There's nothing old-school about the Veloster, from its gaping mouth to a body with two hatchback doors on one side and a single coupe door on the other.There's nothing special about the GTI, but it has the right 'hot hatch' triggers despite a cabin that's now showing its age with the all-new Golf just a month away from a Carsguide preview drive in Europe.SAFETYThe age of the MX-5 is reflected in a four-star ANCAP safety rating, against the maximum five stars for its rivals. The Veloster comes with six airbags while the Toyota and GTI add a knee airbag, but the Hyundai is the only one with a standard review-view camera in a field where rear vision is often crimped in favour of fashion.The 86er still has a spare but it goes from September, when a puncture-repair kit clears some extra boot space, while the MX-5 also has a repair kit for space reasons and the Veloster and GTI have temporary spares.DRIVINGDriven on their own, each one of these cars is fun. Well, until you try and cram the weekly groceries into the MX-5 or 86. The droptop Mazda is sharp and responsive, even if the engine is a bit dowdy by today's standards, but the biggest failing is the lack of cabin space. It's a small car that really feels small, especially with the folding roof in place.It really shows its age when we head for pictures at Lakeside raceway outside Brisbane, as the MX-5 - despite brilliant steering and a taut chassis - is actually pretty slow. The Veloster is the most practical in the pack, from its extra-door access to a drivetrain that's quick enough but not overly demanding. It gets along briskly, is quiet on a cruise, and has lots of nice stuff in the cabin. The big glass window in the tail cuts vision and makes the back seat too hot for youngsters, but it's still the sort of car that most fashion-conscious buyers will enjoy. The Korean car is good enough, but the Volkswagen is truly good with a brilliant engine, a responsive DSG gearbox - despite Carsguide complaints about reliability and longevity - and a taut chassis that feels right in all conditions. It's also easy to park, easy to handle, and is only let down by a cabin that's feeling - like the Tiguan driven recently - old and dowdy.It's hard to fault the 86er, which is a landmark sports car from a company that's doing all it can to put personality into its cars. Every drive is fun in the 86, even if it's just a mundane run to the shops, thanks to a car that you wear as much as drive.Ok, the engine is a bit flat and the boot is not huge and I think the dash looks below-par for Toyota quality, but all the ordinary stuff drops away when you hit a twisty road and uncork the car's performance.VERDICTIn this field, and despite so many previous successes, the MX-5 is last. It might be the world's all-time favourite sports car, a sweet drive and a taut package, but it's an old car that costs too much. Even its party trick - that fold-down roof - is not enough to lift it off the bottom.The Veloster is third, despite its practicality and the 'look at me' bodywork. It's competent and great value, nicely youthful inside and well equipped, but not a winner. The Hyundai drives nicely enough, but when you jump into the Golf you realise the Korean maker still has some way to go. It just feels cheaper and less together. The GTI is a Veloster done right, from the driver's seat, with a truly taut chassis, great performance and German quality on the assembly front. The difference between the Hyundai and Volkswagen is rammed home at Lakeside, where the GTI is actually quickest of the crew - thanks to more punch than the 86er - and the Veloster always seems to be nice but not right. So we come to the 86, which wins because it's a sports car for the 21st century.It looks great, is practical and reasonably efficient, and is so much fun to drive. It could do with more punch, and some of the cabin stuff looks and feels cheap, but it's a landmark car at a great price. The only question that remains is how the 86 would have done against a BRZ.For me, and I've driven and lived with both, the Subaru would take a narrow points decision. But, as it stands, the 86 is a knockout winner.

There's precious little difference between Toyota's 86 and the Sooby BRZ except for the two model range offered by Toyota - 86 GT and GTS. The latter has pretty much identical spec' to BRZ. The 86 GT is thousands less at an incredible $29,990 and offers the same drive feel. You'd be happy with the GT unless

Hype or hope, giant killer or weed killer? Question everything that the master of marketing, Toyota, dishes up and the 86 is either the second coming of the Lotus Elan or the best two-door bargain to hit the nation since the 1984 Celica. It's easy to see where the cynicism stems.The $29,990 entry-level price is at odds with the styling, the marketing and the alluring style of the Toyota 86. It's as cheap as a Corolla, almost a third of the price of a front-wheel drive Audi TT and claims the economy of a Camry.The clanger - the unmentionable Subaru flat-four engine - has no turbocharger and fans realise that they'll have to actually drive the thing around corners to get the best from its 147kW. It's not for drivers who's contribution to performance driving consists only of extending their right foot.The 86 can be hard work to push quickly but very few cars - and none at its $29,990 entry price - will produce so many smiles. The next shipment is due in March.VALUEThe GTS is $35,490. The extra $5500 buys better seats, wheels, brakes, cabin trim and features such as the LED daylight running lights and sat-nav. Buy this one unless you're planning a weekend racer.DESIGNEveryone that sees it, loves it. Yet to be fair, it's not as cutting edge as sort-of rivals such as the Scirocco or Veloster, but more softened like the BMW 1-Series coupe and the Nissan 370Z. Truth is, the 86 has no direct rivals based on price, seating and drivetrain.TECHNOLOGYThe 2-litre aspirated Subaru engine - which prints its name alongside Toyota on the engine's intake plenum - is the latest mill also seen in the Impreza, but Toyota adds direct petrol injection and new variable-valve timing. The exhaust and ECU are all new, too, and though the engine's at the front and drive is to the rear, there's no way this can become an AWD because that engine is set well back in the bay. GTS gets bigger brakes than the GT.SAFETYTicks all the boxes and seven airbags is a surprise in a car that really is good for only two people.DRIVING The acid test. Perth's RAC Driving Centre is designed to teach newbies and failed motorists how to get it right. It also has a tight ribbon of perfectly horizontal bitumen used by clubs on weekends.It's not big but many sports cars get to 160-plus on the straight and the first corner sorts the boys from the men and requires changing more than an attitude. The GTS will howl to almost 160km/h from rest on this strip and the first big shock is that the first left-hander could have been done a lot quicker.The same with the second, a tighter left, then the sweeping right which is so long it almost comes back on itself and is difficult to pick its apex. Consistently, the most notable character of the 86 is its balance through the bends and specifically the ideal ability of it to be driven on the throttle, squeezing to induce a touch of oversteer and backing off to bring it back.The electric-assist steering has a hint of vagueness at a few degrees off centre before the system works out what you want, but generally it has very good feel. Under the curves is a simple suspension set up that works very well. There's sufficient compliance for onroad comfort but firmness to keep the car flat through the bends.The low seating position - practising yoga enthusiasts will rejoice but less limbered bodies will suffer - and the horizontally-opposed engine both keep the centre of gravity low. The brakes are bigger than the 86 GT and while capable, the track's tightness caused some softness in the pedal and the rich aroma of grilled pads.Nothing to get scared about because the brakes never reached the point of surrendering. I liked the seats - in fact, the alcantara (nylon suede) centre insets do a great job at keeping the body in situ - and the visibility, the location of the pedals and gearshifter and even the simplicity of the gauges.And, over time, I even enjoyed the engine. But it took time. Initially it felt doughy off the mark, like there wasn't sufficient torque to make the clutch bite at the right time. But it's a learning process and clean starts need a minimum of 2000rpm - more if you don't have traffic all around you.The spin-up is smooth (but aurally unmistakably Subaru) but about 3500rpm there's a flattening of torque then it has a second bite at about 5500rpm and maintains the heat past the 7000rpm mark. The engine will live around 6000-7000rpm without fuss and this band becomes the most workable to wring the maximum from the engine while suiting the drive to the wheels.The gearbox - from the Lexus IS250 - is just right. It feels perfectly notchy, like an MX-5, and snicks easily. Which is just as well. The end of the day reckoning was that a turbo would be nice but probably too much - it would add more weight to the nose and put that weight higher and then affect traction.And it would cost a lot more to buy and invite heaps of speeding tickets. Nah. Toyota and Subaru have got it right. This is just a beautifully balanced machine. The price is the icing.VERDICTJust do it.

Agent 86 used to be a bit fond of saying "missed it by THAT much." Don't expect to hear it repeated when Toyota (or its dealers) start talking about the coupe with the same number.The dealers can't get enough and those they purloin are flying off showroom floors - thanks to a value-for-money equation that is unbeatable when the fun factor is involved in.Rewind to be sure, but yes, we are talking about a Toyota ... with a fair chunk of Subaru in the mix as well, but sans turbo and all-wheel drive.VALUEThis is where the Toyota coupe lands the first punch and it's a solid right cross - the 86 GT automatic is priced from $32,490 or the six-speed manual starts from $29,990.The GT sits on 16in alloys (with a full-size spare) and has halogen headlights, cloth trim, sports front seats, a six-speaker USB and Bluetooth equipped sound system including Bluetooth phone link, power-adjustable and folding external mirrors, air conditioning, reach and rake adjustment for the leather-wrapped steering wheel, cruise control, trip computer, power windows (front only) and a folding rear seat-back through to the little boot.TECHNOLOGYThe most obvious evidence of the tie-up with Subaru is the two-litre flat-four "boxer" engine, producing 147kW at 7000rpm - just before the limiter at 7450rpm - and 205Nm of torque between 6400 and 6600rpm (on the pricey 98RON PULP).The flat-four get's the Toyota dual-injection system - which combines direct injection into the combustion chamber as well as injection into the intake port. More aural input is provided for the drive experience by a system that amplifies the engine induction sound in the cabin, as well as a damper, to allow the good noise to be heard within the cabin.The six-speed automatic borrows from the Lexus IS-F's transmission, giving it a Sport mode with torque-converter lock-up from lower speeds, giving more direct acceleration and shift feeling in Sport and Manual driving modes. The transmission electronics allow for a genuine manual shift mode with a big throttle blip on downshifts, down changes and flex lock-up to save fuel.DESIGNWith more than a hint of the Lexus LFA supercar from the front, and perhaps even a little bit of the old Supra at the back, although the 86 gets a rear diffuser and twin-pipes . But it's nowhere near as lardy as those supercars - it's shorter in overall length and wheelbase than a Corolla hatch, 225mm lower in overall height than a Yaris three-door hatch yet wider than a Rukus.The bonnet seems impossibly low and sleek, a benefit of the low-set flat-four engine. Inside it's all sports-coupe, with a low "behind the wheel" seating position, but not uncomfortably so. At a pinch the back seat can be used for adults, but for the kids it's a little less cramped. It's easier to get a child's booster seat set in the back than it is in a Porsche 911, but the seat's occupant didn't want to give either car back.SAFETYGiven it's Subaru BRZ twin scored five stars in the most recent round of ANCAP tests the 86 would be a good bet for the same rank. There's anti-lock brakes with electronic brakeforce distribution and emergency brake assist, stability and traction control, dual front, front-side, full-length curtain and a driver's knee airbag. Toyota says the cabin is protected by reinforced roof side rails and B-pillar, as well as a roof centre brace all made from high tensile steel.DRIVINGThe company's slogan at the Tokyo motor show - where the 86 was officially unveiled - was Fun To Drive. Again. There were snorts, snide remarks and cynicism - how wrong we were. I haven't had this much fun in a Toyota coupe since delivering pizzas in a 1970s rear-drive Celica in the Adelaide Hills.The 86 - even in automatic guise - is a genuine giggle-fest, with chassis balance, pointy steering and a soundtrack that purports the myth of speed. You can hunt along a twisty tight back road and the 86 laps up the corners and in Oliver Twist's best tones comes back for more.It's not supercar fast - it feels as though it could cope with considerably more grunt - but it's a lively machine, although the manual is probably going to be the weapon of choice. Toyota says the manual hits 100km/h in 7.6 seconds, while the auto takes an extra 0.6, with top speeds just the other side of 200km/h.The auto does a good job but is not a sharp as a good double-clutcher, with big-blip downshifts that feel a little drawn out, but the noise is better than any previous flat-four from Subaru. The cabin is easy to live with - the manually-adjustable sports seats are more comfortable than first impressions suggest and they keep you well located during harder cornering.The tacho is centrally located within the instrument panel, which is reasonably clear and easy to read at a glance. Everything is where it should be, the six-speaker USB and Bluetooth equipped sound system is a good unit and there's reasonable centre console storage.The joint venture between Toyota and Subaru has produced a crackerjack machine and, having driven it, I am not surprised they have sold all they can gather and have waiting lists (with motoring journos among the impatient) up to six months already. It undercuts the yardstick for value-for-money fun, Mazda's current MX-5, by nearly $8,000 - throw Subaru's BRZ into the mix (price-pending) and the new MX-5 and it could be an interesting battle.

Living with the new Toyota 86 for a couple of weeks, you start to realise how many tuned, modded and ‘ricer racer’ cars are around. And that’s because what they’re around is you, every time you take the 86 out on the road.Sitting on your tail through entire suburbs, revving their engines beside you at lights, keeping level in the next highway lane for kilometres – all wanting a closer look at this landmark car. The Toyota 86 has disrupted the brand’s seemingly endless roll-out of anodyne wheeled whitegoods – for which the boss Akio Toyoda publicly apologised not long after taking the top chair. It’s also set to disrupt the market, becoming the new bang for bucks benchmark in the manual version, even in the upper spec tested here.VALUEThe aim was always to make the 86 affordable, and the starting price for the manual 86 GT is a market-changing $29,990, with auto $2500 across the range. And that price point will be worrying a few other brands. Global demand and exchange rates are likely to push it up by September, but Toyota will want to keep it as strategically low as possible to maximise market impact.The GT rides on 16-in alloys (full-size spare is steel, but gets a cheer for even being there these days), and has daytime running lights, power-fold mirrors and a rear foggie. Standard interior kit includes all the expected mod-cons, and the becoming-expected features like voice recognition. There’s a sporty three-spoke steering wheel – the smallest on any Toyota – and touches of sporty fabric (think wetsuits) on shift and brake levers.On the $35,490 86 manual GTS – tested here -- look for 17-in alloys with full-size alloy spare, auto-levelling high-intensity headlights, and a premium audio/comms system with 6.1-in touchscreen and SMS/email text-to-voice among the features. As an affordable, rear-drive 2+2 stylish sports car, it’s hard to find other apples to compare against. There’s more choice in rear-drive two-seaters, but buyers looking for an affordable one will have already bought the Mazda MX-5. And could be regretting it now.That leaves you waiting to see what happens with the Toyota’s clone -- the Subaru BRZ, which will arrive in a higher spec level -- or looking at other options in the same price range. Ranging in a tight price-tag scale between $38,990 and $40,700, you get some desirable front-drive choices: RenaultSport Clio 200 Cup, Volkswagen Golf GTi, Mazda3 MPS and Mini Cooper S would be at the top of the list. In that range you also get the AWD Subaru Impreza WRX hatch. And handing over another $7000 or so gets you into the Volkswagen Scirocco R.DESIGNIt’s a well-proportioned headturner, and one of the few cars that looks good from the rear at this price – or at most price levels, really.  But that styling also means the rear three-quarter view is abysmal. It makes the most of a small body to give a fairly useful capacity. Nobody wants to be in the rear seat of any two-plus-two coupe for long, but it offers more flexibility – we won’t say practicality – than a two-seater. There are child seat fixing points back there, although it’s not easy access to load a struggling toddler into. For track day fans, the boot takes four spare wheels with the rear seat down, and the headrests can be reversed to nestle a helmet. Key cabin cues are the small steering wheel and large tacho, red-stitched leather/alcantara upholstery, and the mandatory aluminium pedals and sill plates. There are some miscues: cheaper plastics, faux carbon fibre accents and the strange piston-flanked 86 logo that looks dinky at best. The centred tacho is clearly marked, but the analog speedo set to the left has a cluttered dial that takes a lot of peripheral effort to check.TECHNOLOGYSubaru tipped in the basic engineering, including both the chassis and the engine – chosen because its compact size allowed it to be mounted low and towards the rear of the bay. The naturally-aspirated 2.0-litre flat-four engine has an appetite for revs, with the peak 147kW of power hitting at 7000rpm and peak 205Nm of torque at 6400-6600rpm. The engine carries both carmakers’ names as it’s aided by Toyota’s latest four-point D-4S fuel-injection system which is claimed to add 10kW and 20Nm more than would have been possible with simpler port-injection.Toyota also brought the new six-speed manual and sequential auto transmissions – the latter with paddle-shifters and some Lexus IS-F input for sharper shifts and a few bars of downchange blips to hum along with in Sport mode. Porsche’s Cayman 2+2 coupe was used as the benchmark for steering and handling, with the stiff and low-squatting 86 underpinned by MacPherson strut front and double wishbone rear suspension.SAFETYNot tested here yet, but will be hunting a full five-star ANCAP rating. Equipment includes seven airbags, anti-lock brakes with electronic brake-force distribution and brake assist, traction and five-mode stability controls.DRIVINGYou can’t help being sceptical about Toyota promising passion. But just about every box has been ticked and promise delivered. The 86 is alive and kick-arse. Steering feel is excellent, with good weighting and feedback. The car is taut and agile, turning in nimbly and gripping the road aggressively. The six-speed manual is one of the best around: short, sweet and snickety. Even hardened stick-shunners could be won over by this one. It gets off the line smartly, and delivers decent in-gear acceleration, despite there not being any sense of huge power or torque on tap. The engine doesn’t quite match up to the rest of the car’s capabilities – but there will be a mob of tuning brands working to put that right. Induction sound is piped back into the cabin via a rubber tube, and that improves when you push it up above 3500rpm, but the engine’s note is not soul-stirring. That aside, it’s nearly everything most people could want in terms of bang for the buck. But you can’t help thinking some turbo effort would boost the fun. Subaru has been spotted testing in Europe with a turbo-hinting bonnet bulge, but Toyota is keeping their version on the pure path.VERDICTIt’s a landmark but not quite the stuff of legend. A better engine could take it to the next level, but Toyota is on a winner with this one. You’ll want to take the long way home and you’ll arrive with a smile on your face.Toyota 86 manual GTSPrice: from $35,490 as testedWarranty: 3 years/100,000kmResale: No previous modelService interval: 12 months/15,000kmSafety: 5 stars (est)Engine: 2.0-litre boxer four-cylinder, 147kW/205NmTransmission: six-speed manual, RWDFuel economy: 7.8L/100km,   98RON0-100km/h: 7.6 secsWeight: 1222kgSpare: full-size

Toyota is back! The Japanese automobile giant, which once fed our driving passion with cars such as the 2000GT, Supra, Celica GT-Four and MR2, but is now better known for bland product, is on to stirring stuff again.The car in question, the Toyota 86, is a rip-roaring 2+2 that wipes any opposition on price. Two variants are on offer Downunder, the base GT and up-specced GTS, both with either a six-speed manual or six-speed automatic transmission.Starting at just $29,990 for the manual GT, the price rises to $35,490 for the GTS manual. Automatic adds $2500 to both grades. Close rivals such as the Mazda MX-5, Peugeot RC-Z and BMW 125i can tip the scales at many dollars more.The Toyota 86 is not short on ‘stuff’ to keep the costs down to these surprisingly low levels. The GT has daytime running lights, seven airbags, a five-mode stability control system, traction control, anti-locking brakes. So it’s right up to date in the latest thinking in primary and secondary safety devices. On the comfort side there’s cruise control, air-con, a decent sound system, 16-inch alloy wheels and multi-information display.The 86 GTS gains 17-inch alloy wheels, auto levelling HID headlamps, a 6.1-inch display screen for satellite navigation with live traffic updates, dual zone climate control air-con, fabric front seats with leather accents and red stitching, and aluminium pedals.As a 2+2 the Toyota 86 has no illusions about carrying rear seat passengers. However, with the backs folded flat there is space in the boot to carry four race wheels, or more conventional items such as two golf bags.Styling of the new 86 was inspired by the 1965 Toyota 2000GT with its classic side-window shape, long bonnet and rear fender line. Indeed, chief engineer Tetsuya Tada put a 2000GT in the studio in the hope of infusing designers with the essence of the classic sports car. The singularly minded Tada san was lucky enough to have the ear of the man at the top who made sure he got his way. The man’s passion shines through.Just like borrowing a cup of sugar from a neighbour, Toyota knocked on the door of Subaru and walked away with a 2.0-litre horizontally opposed boxer engine. The joint development enabled the moulding of the best technology both companies could muster.Subaru is no bit player in this dynamic duet. The flat ‘four’ is extremely light and sits low up front of the 86. It is hooked up to the rear wheels, in all but the auto GT, via a Torsen limited-slip differential situated down the back giving the car, with a similarly rearward driving position, as near 50/50 weight distribution as possible – in this case 53/47.Calling on the best brains from both companies, the all-new engine has the highest specific power output and revving ability in the Toyota stable. The unit delivers 147 kW (200 horsepower in performance car language) at 7000 rpm and 205 Nm of torque between 6400 and 6600 revs on 98 RON petrol. In true sporty fashion the engine doesn’t max out till it hits 7450 rpm.A compression ratio of 12.5:1 gives the naturally aspirated motor maximum performance across the entire rev range, while maintaining remarkable fuel consumption, 7.8 litres per 100 kilometres for the manual variants and an even more surprising 7.1 litres / 100 km for the automatics. Carbon dioxide emissions are put at 164 grams per kilometre (auto) and 181 g/km (manual). The engine delivers a sporty note to the cabin via a sound creator and damper.We had the chance to experience this during the launch of the car in the ACT. We hated the first part of the programme on a range of roads in and out of Canberra. That’s because we weren’t there. The aircraft scheduled to take us to Canberra had engineering issues (how ironic) and we stayed grounded until a replacement was found.We arrived almost 24 hours late at a chilly, fog shrouded driving centre in time to take part in sessions that included track time, a hill climb, dirt driving and drifting. As the fog lifted the sun warmed the body; the Toyota 86 warmed the soul. All manoeuvres required direct input from the driver, the 86 answering with positive responses that were entirely in keeping with a car with such a sporting heritage.The Toyota IS-F inspired six-speed automatic gearbox, with steering wheel-mounted paddles even blipped the engine on downshifts. Smiles all round. The Toyota 86 has form. The Sports 800, developed in 1962, became the first car with a front mounted horizontally opposed engine driving the rear wheels. The later Corolla Levin AE86’s powertrain made this an ideal car for rallying and on circuits and, latterly, for drifting. Which explains the tagging of this new model as ’86’.What may be seen by some as a bit naff, the front fenders carry a distinctive 86 emblem featuring opposed pistons a la boxer engine with the figures ‘86’ in the middle in a style meant by the maker to represent a four-wheel drift. Yeah, right!However, overall the new 86 sends Toyota back down the road to the glory days of exciting yet affordable sports cars which capture the imagination of anybody with a yen for driving fun. What will Toyota do to top this?On the practical side, like all new Toyotas, the 86 takes advantage of Toyota’s capped price servicing plan, with up to four scheduled services at $170 each.

Nothing is as boring as Canberra on a cold, grey, winter Sunday afternoon. Well, there is the Toyota Camry. But now we have the anti-Camry and the car that Toyota claims is the antidote to boring, the all-new 86 coupe.The impact is immediate as I roll out in a racer red 86 for a bit of Sunday fun running and immediately attract the sort of attention you don't normal see in the capital. People smile and wave, a couple stop and ask about the good looker - not me - and a Toyota Supra driver does a smart U-turn to check out a car with links back to his go-faster coupe.Except the 86 is not tied to the Supra. Or the Camry. It's an all-new effort to put some fun back into motoring at the one-time world sales leader, with a bit - actually, a lot - of help from Subaru, which provided the power pack.Cynics might suggest the 86 is just a shiny new toy for Akio Toyoda, grandson of the Toyota founder, who now has unlimited access to the biscuit barrel and drove the 86 project hard from the top.But Toyoda knows Toyota has to find a point of difference against strengthening opposition from Korea and China, since bulletproof Toyota reliability and brilliant aircon is no longer enough. Fun could be the thing.He is also aware that some positive publicity, and good news on the car front, is essential for Toyota to rebound from the safety threats and recalls of recent years, as well as the crushing natural disasters last year in Japan and Thailand.Against that background, Toyota has done a totally brilliant job with the 86. It has created a car that's fun, affordable and has the potential for easy upgrades by young buyers. It shares nothing with the sports car crew of the past - Celica, MR2 and Supra - that were underdone and over-hyped.The 86 hits Australia with more hype than a new iPad and more promises than a politician, but is already a sellout with a waiting list that is going to stretch for more than six months. It's not perfect, but it gets way closer than anything that has worn a Toyota badge at any time in the past.VALUEIt's impossible to argue against a starting price of $29,990. The 86 was widely predicted to have showroom stickers from $35,000, but the strength of the Aussie dollar and the importance of the car allowed the bean counters at T-central to go all-out and produce a stunning starter.There are two models of the 86, GT and GTS, but even the basic car gets the right sports car stuff: allows, six-speed manual, sports seats, seven airbags, smart ABS and ESP. The GTS picks up bigger wheels and brakes, LED daytime running lamps, satnav and more but the starting price jumps to $35,490.A six-speed automatic is $2000 extra, and you only get flappy paddles in the GTS, but there will be a huge range of dealer accessories - including a truly giant rear wing - in coming months.To put the 86 into perspective, a Hyundai Veloster starts from $23,990 and a Mazda MX-5 $44,265, while Toyota expects the new coupe to be shopped against a deep basket of rivals including  the BMW 125, Renault Megane and even the Nissan 370Z."Sometimes you get lucky in this business," says Toyota's marketing chief, Matt Callachor, announcing the price in Canberra this week. But it's often said that the harder you work the luckier you get.TECHNOLOGYThe 86 is old-fashioned on the tech front. The engine is in the front and the power goes to the back wheels. But, and it's a big but, it's a thoroughly modern take on the package with a Subaru flat-four engine set low and back from the nose, a limited-slip gearbox in the tail, and ESP that offers a range of driving choices from nanny to nah-nah with donuts.Toyoda is a part-time racecar driver and was in direct touch with project leader Tetsuya Tada throughout the car's development to keep him focusses on everything from the 53:47 weight distribution to relatively low-grip tyres - shared, in a shock, with the Prius hybrid - to ensure the car would slide and not feel under-powered.The engine itself is a new-design 2.0-litre that, thanks to direct fuel injection that Toyota was originally reluctant to share with Subaru, makes 147 kiloWatts and 205 Newton-metres.There is nothing special about the rest of the deal - no look-ahead radar or automatic braking or even a sunroof - to ensure the 86 as the most focussed sports car to hit Carsguide since the original Mazda MX-5 in 1989.DESIGNThe 86 looks just right. It's not too plain, not too aggressive, with the power to turn heads without provoking the predictable scorn you get in a Subaru STi or Lancer Evo. For us, it's not as edgy as the Subaru BRZ, but that's typical of Toyota. And there will be plenty of tweaking chances soon.Inside, the car plays safe with a driver-focussed layout that includes brilliant seats and all the stuff you need. But, and it's a big one, the cabin quality is not what we expect from Toyota - some poor fits, low-grade plastics and a general cheapness - even for a car with such a sharp price. The cabin is strictly 2+2 as you'd expect but the boot is reasonably sized for a cavity that holds a full-sized alloy spare.SAFETYToyota promises a five-star ANCAP rating and a strong focus on pedestrian protection, as you'd expect. There are seven airbags, including one for the driver's knees, and a safety shell with special emphasis on protection against higher-riding vehicles in the SUV stable.The trump safety card, and something that is sadly impossible to measure, is a dynamic ability which means an 86 driver will have far more chance of avoiding a potential threat before it becomes a crash.DRIVINGWow. That's the best word to describe the way the 86 drives. It's the most impressive Japanese car since the first MX-5 in 1989, thanks to a chassis that works hard to give the driver everything they need and a bunch of stuff they probably didn't even believe was possible.On a favourite driving road near Canberra, the 86 has the best balance and steering feel of any car I've driven. And that includes Porsche. It does exactly what you want, when you want. That could be braking, or hustling through a tightening curve, or just flicking up through the slick-shifting six-speeder.The engine is strong but not as responsible as I hoped, with a flatness below 3000 revs that could pass with more kilometres under the wheels. Subaru engines are often like that.One of the nicest surprises, especially after the flat dub-dub exhaust note at start-up, is a throaty inlet roar that comes into the cabin through a tube from the engine room. It reminds you, not that it's needed, that you're having fun.The seats are great, the car is easy to park, and the 86 - in Toyota style - just gets the job done. Later, in the locked-off safety of closed roads, Toyota encourages the press posse to go crazy with the 86. So we slide and jump and generally push it to the limits, and sometimes further. And the smiles get bigger and bigger.The 86 is a potential game changing car for Toyota, provided its driving DNA can be successfully transplanted into cars like the Camry. Right now, and for the money, it's simply unbeatable.VERDICTNothing in the Carsguide garage gets five stars, but the 86 gets close. It's a winner.