Toyota 86 VS Ford Mustang
- Huge fun to drive
- Comfortable despite purpose
- Good value
- Dodgy interior materials
- No Apple CarPlay or Android Auto
- Raucous engine
- V8 noise
- Better interior
- Adaptive dampers
- Four-cylinder noise
- Still a poor safety score
- Prices are up
Toyota's 86 might have been a huge surprise when it burst onto the world stage, but now it's difficult to imagine a world without it. Heralding a so-far slow and steady return to more interesting cars for the Japanese giant, the 86 has steadily clocked up the sales.
The tiny sports car picked up a few specification tweaks late last year as well as a longed-for 'Performance Pack' and the mildest of upgraded stereos.
Half a decade on and with the Mazda MX-5 (in both convertible and hardtop) as a strong price rival, with an army of hot hatches nipping at its heels, is the 86 still the bargain funster we'd been missing all those years?
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The Ford Mustang 2018 model is more than just a facelift, this is a comprehensive rework of the brand’s iconic muscle car.
There are big changes outside and in, but the most important ones are to the way the 2018 Ford Mustang drives.
More than just brawn - although there’s plenty of that - this updated Pony Car has a bit more brain about it, too.
We drove the new models in Nice, France, ahead of the Australian launch of the updated Mustang this month.
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The overall score doesn't really reflect how good this car is. It's let down by silly things like the lack of a decent stereo head unit, a ho-hum warranty package and a lack of advanced safety features. Those things sort of miss the point for most 86 buyers as the sales figures suggest.
It's old school fun without all the reliability and usability issues. It's a better proposition than any bargain sportscar for decades and is never not a barrel of laughs. The best value - and most fun - is a manual GT with the Dynamic Performance Pack. It's still good value, has a bit more oomph in the brakes and suspension and adds just a little bit of spice to the 86.
Has the 86 withstood the test of time? Or have other, new options stolen your heart? Tell us what you think in the comments below.
The Ford Mustang 2018 update is a substantial one - it’s a marked improvement on a car that needed some attention here and there. It’s more fun, more adept and more muscular a muscle car as a result of the changes. If you’re already a Mustang owner and you’re wondering if the update is worth considering, the answer is ‘yes’.
If it were my money, I’d choose the V8 auto coupe because, when it comes to this sort of car, it’s the bodybuilder of the bunch.
Would you choose a V8 over a turbocharged four-cylinder? Let us know in the comments section below.
As ever, the 86 exterior design is tasteful - low-slung and with a mild body kit including side skirts, a modest front spoiler and a metal rear wing that nobody seems to like. The 86 has those classic sports car proportions despite its diminutive dimensions.
The rear diffuser looks good but is unlikely to do much other than house the fog light and reversing lights. The big twin exhausts look terrific, so if you want a quad exhaust, I will only ask why.
Inside is as minimally thoughtful as ever. There's nothing especially wrong with it but there is little to commend it with a mix of materials and various cop-outs to save money. There is absolutely nothing wrong with that, given the car's intentions, but if you're expecting a premium interior, you're of out luck. Having said that, the suede-like panel in the GTS looks pretty good.
If I had to make a remark about the updated Mustang’s design, it would be that it doesn’t quite look as American any more. That could be good or bad, depending on where your loyalties lie.
The slimmer, broader-looking headlights and the revised front bumper, grille and bonnet all work together to give it a more substantial presence on the road if you’re looking at in your rearview mirror.
Obviously the roofline has remained the same, and the rear end has seen revised LED tail-lights, plus the V8 now has quad exhausts, the EcoBoost now has twin exhausts, and both now get a black diffuser rather than a colour-coded one. The GT model’s wheels remain the same as before - standard issue mesh multi spokes are fitted in 19-inch diameter across the line-up.
There is no doubting that this still looks muscly enough to be considered a muscle car, but the subtle styling changes outside are enough to push it more towards what we’ve come to expect of a modern-day sports car, too. It looks more European, and that’ll either float your boat, or it won’t.
Inside there are some design changes, too. The most important one being the 12.0-inch digital dashboard cluster in front of the driver, which is lovely to look at, offers excellent functionality, and really lifts the ambience of the cabin.
Some of the materials have been tweaked inside, and it feels more plush than it did before - anyone who drove the pre-update Mustang will know that the cabin was a bit low rent, and while this update sees a good stride towards it being better, it’s still not a penthouse apartment inside.
Interior photos reveal a cosy space for driver and passenger. The rear seats are almost entirely pointless, although you can get small kids in. Like really small - I'm just on 180cm and drive closer to the wheel than most but I could still only slot a laptop computer in the 'legroom'.
The front seats are split by a narrow console with a moveable tray with two cupholders and a slot that holds a smaller iPhone or Android phone. There is no armrest, but that's for practical gear-shifting reasons. Those in the rear don't get a cup holder at all.
People always ask how many seats Toyota has crammed in, and the answer is four, but it's really a 2+2.
Boot space isn't terrible at 223 litres and if you fold down the rear seats, you've capacity for a set of four wheels and tyres. Which might be handy given there is no longer a spare tyre, so a tyre repair kit might be in order...
As you might imagine, ground clearance isn't off-road spectacular but the 86 does pass my driveway test. In other words, I can get it up my driveway - some SUVs don't even manage without that stomach churning scraaape.
Even so, there is reasonably good usability on offer… at least for those in the front seats. The front features decent door-pocket storage, a pair of cupholders, a covered centre console bin, and a reasonable glovebox - but there’s not much loose-item storage for easy access to phones, wallets and the like.
There are elements to the cabin that just don’t make sense, like the monodirectional toggles for the drive mode and steering mode controls - why can’t you flick them up and down? It’s a silly and frustrating, oversight.
It’s simpler if you don’t think of the Mustang as a four-seater. Technically that’s what it is, but even toddlers or young children would be cramped back there, with limited head, knee and toe room, and no storage to speak of whatsoever. There are ISOFIX child-seat anchor points and top-tether points as well, if you want to try driving your kids around in one (perhaps you don't like them).
At the very least, those back seats fold down if you want to make it a two-seater with a massive boot space. Even without them folded, the boot capacity is good: it has 408 litres of luggage volume.
Price and features
There are still only two trim levels these days, if you discount the racing version. The Toyota website suggests the 'Apollo Blue' is a separate model, but you'll soon see that's a bit cheeky. Our brief comparison features RRP straight off the price list. The drive-away price is obviously between you and your dealer.
Standard features include 16-inch alloys, a limited-slip diff (manual only), LED headlights and daytime running lights, reversing camera, 6.1-inch touchscreen, AM/FM radio, power windows and mirrors, electric power steering, air-conditioning, floor mats, hill start assist, a sound system with six speakers, Bluetooth and USB, cruise control and cloth trim.
The second level of the road going range is the GTS, starting at $36,640 for the manual and $38,940 for the auto. To the base model you can add bigger rims at 17 inches, dual-zone climate control, an info display in the dashboard between the gauges, privacy glass, heated front seats, stereo controls on the steering wheel, keyless entry and push button start, fake leather seats with Alcantara trim inserts and GPS navigation system with SUNA traffic info.
The GTS's tyres are markedly better Michelins.
For the GT and GTS you can choose from six colours: 'Tornado Grey', 'Storm Black', 'Ice Silver', 'White Liquid', 'Gravity Blue' and 'Ignition Red'. If you go all in on a GTS, you can also have Apollo Blue. Fans of orange and yellow are out of luck. Only Ignition Red is a freebie, the rest will stick you with a $450 bill.
The GT and GTS also offer the 'Dynamic Performance Pack' option. How much does it cost and what do you get? Sadly, no turbo or increase in engine size or improvement in engine specs for a bit more speed. I know many of you pine for more horsepower to improve the 86's stats, but Toyota won't help out.
So, the $2200 (GT)/$2900 (GTS) pack includes a darker set of alloy wheels, SACHS suspension and a set of Brembo brakes. GTS buyers can also specify Apollo Blue as the exterior colour, raising the price again to $39,950 for the manual and $41,890 for the auto.
The 6.1-inch infotainment screen that runs the sound system is an ongoing disaster. Too small, terrible software, it's an afterthought. To add insult to injury, there is no Apple CarPlay or Android Auto despite the Subaru version managing to fit a stereo with exactly that feature. It's a perplexingly bad decision to leave them out, especially when it's a basic double DIN unit that's easy to replace.
Accessories include interior lighting, rear parking sensors and a bootliner. Missing from the list are a towbar, HID headlights (the standard LEDs are excellent) and, unsurprisingly, air suspension.
Conspicuous by their absence are a roof rack and sunroof. Despite a soft top concept a few years back, there isn't a convertible either. If you want a subwoofer, you'll have to go aftermarket.
The waiting time for your 86 is a thing of the past - stock levels appear solid around the country.
The 2018 Ford Mustang range sees a bump in pricing across all models in the range. Here’s a rundown on the price list for the model line-up.
The EcoBoost four-cylinder coupe with the six-speed manual still starts below $50k - just. The list price is $49,990 plus on-road costs. The 10-speed automatic version of the coupe lists at $52,990. That price is up $4000 on its predecessor.
The four-cylinder convertible models bring a fairly sizeable premium, with the 10-speed automatic version listed at $59,490. There’s no manual soft-top available. That price represents at $4500 jump on the pre-facelift model.
The V8-powered GT coupe with a six-speed manual transmission lists at $62,990, while the 10-speed automatic version comes in at $66,259. Those prices represent $5500 and $6639 jumps, respectively.
The Mustang GT convertible 10-speed auto is listed at $74,709 - a huge $8793 lift over the existing model.
Across the board, Ford is justifying the increases with big additions to the standard equipment list.
The biggest update is the addition of a fully digital instrument cluster - a 12.0-inch screen with configurable layouts and displays, which is a standard-fit item across the board. Still offered is Ford’s 8.0-inch Sync 3 media screen with sat nav, Bluetooth phone and audio streaming, Apple CarPlay and Android Auto smartphone mirroring technology, and there’s now a 12-speaker Shaker audio system, too - the pre-facelift model had a nine-speaker stereo.
All models sold in Australia will also be offered as standard with a new adjustable sports exhaust system, which includes a quiet-start function so you don’t annoy the neighbours (and who doesn't think of Mustang buyers as kind, considerate types?). The loudness is adjustable depending on which drive mode you select - Normal, Sport+, Track, Drag Race, Snow/Wet and My Mode, the latter of which is a customisable setting, also new to Mustang. The steering can still be configured in Comfort, Normal and Sport settings.
Visually separating the two models are different wheel designs, but all Mustang models come with auto headlights, auto wipers, keyless entry and push-button start, new LED headlights, heated seats and a heated steering wheel (which is new to the Mustang - the heated seats aren’t). Recaro seats are optional on the GT only ($3000).
There’s an array of active safety kit added across the range, too - read about that in the safety section below.
There are some key optional extras that buyers can choose from. A set of OTT (yes, it stands for ‘Over The Top’) stripes can be had in black on any model ($650), or white on the Fastback only ($650) There’s also a rear spoiler for the Fastback ($750), and Recaro leather seats ($3000).
The EcoBoost model can be had with 19-inch Lustre Nickel alloy wheels ($500), while GT buyers have the option of 19-inch forged alloys ($2500).
All models can be equipped with the MagneRide adaptive suspension system at a cost of $2750.
As for colours, there are a few to choose from, including the new hero colour, Orange Fury, plus Kona Blue, Lightning Blue, Magnetic grey, Race Red, Royal Crimson (dark red), Triple Yellow and plainer options like white and black.
Engine & trans
The Subaru-sourced 2.0-litre 'boxer' four soldiers on and in the six-speed manual produces 152kW/212Nm, both high in the rev range. Annoyingly, when paired with the six-speed automatic transmission, you only get 148kW/205Nm.
One of the reasons for the boxer engine is that it sits nice and low, which works for styling and packaging. Even getting the battery lower in the chassis means an improvement in handling.
The power heads rearwards (purists love rear-wheel drive) and is apportioned by a limited-slip differential.
There are no known common issues with the 86's boxer four. As to whether the engine features a timing belt or chain, the good news is that it's a chain, meaning lower long-term ownership and servicing costs.
The manual transmission doesn't seem to suffer any widespread complaints or issues and the automatic gearbox seems similarly reliable. If you needed to settle the manual vs automatic argument, that's yet another reason to go with the manual gearbox. As well as the lighter weight. And better performance figures.
There is no 4x4, front-wheel drive or AWD version, nor is there a diesel motor available. Although that would be interesting...
For some reason, the 86 comes in for criticism for its 0-100km per hour acceleration time, which is a swift seven-ish seconds.
Toyota does not offer a towing capacity figure, perhaps for obvious reasons.
There have been power and torque increases across both the four-cylinder turbo and V8 naturally aspirated engines.
The 2.3-litre four-cylinder turbo EcoBoost engine now produces 224kW of power (down from 233kW - apparently due to a new way of calculating the peak power output!) at 5400rpm, but torque is bumped to 441Nm at 3000rpm (it was 432Nm). It is rear-wheel drive, as you’d expect, and it has the option of a six-speed manual transmission or a 10-speed automatic gearbox.
The 5.0-litre V8 engine has seen power and torque bumps, too. It now produces 336kW of power at 7000rpm (up from 306kW), and torque is rated at 556Nm at 4600rpm (previously 530Nm).
The extra power is good, no doubt about it. But the extra noise of the V8 is what was most enticing about it. More on that below.
Fuel consumption is quite different between the transmission types. The manual's claimed combined cycle figure is 8.4L/100km while the automatic's is 7.1L/100km. Usually mileage figures are closer between transmissions, so if fuel economy is at the top of your list, it's the automatic.
Fuel tank capacity is 50 litres and you have to fill it with 98RON premium unleaded.
The official figures, for once, aren't a bad guide - my most recent week with an 86 manual returned 9.3L/100km.
Mustang models sold with the 2.3-litre EcoBoost four-cylinder turbo model are more efficient, as you’d expect. The six-speed manual coupe is claimed to use 8.5 litres per 100 kilometres, while the 10-speed auto coupe model has a claimed consumption of 9.5L/100km.
The convertible version with the EcoBoost uses 9.5L/100km with the standard 10-speed auto.
As for the V8 coupe, the six-speed manual uses a claimed 13.0L/100km, while the 10-speed auto helps drop consumption to 12.7L/100km. The V8 auto convertible claims an identical figure as the fastback: 12.7L/100km.
Every time I drive the 86, I am struck by the same things. The first is just how small it really is. Its road footprint is tiny, the Toyota dwarfed by just about everything. That means it's great in the city for ducking in and out of gaps and if you keep the left arm busy on the shifter, you'll be able to use its momentum to carve through the dawdling idiots infesting our roads.
The steering is always a delight - fast and direct, you know what's under those skinny front tyres and the weighting is near perfection. Coupled with the finely-tuned chassis, it's super-predictable and a huge laugh out of damp roundabouts.
The best bit is the balance - you can really feel the car underneath you. When you strip it all back, ignore the rackety engine and plasticky interior, it really feels like a car twice the price. The whole experience is centred around fun but without abandoning the needs of daily driving - the soft suspension allows for body roll which is both fun when you're thrashing but delivers a bearable ride on the school/work run.
It's a bit tinny, it's missing some obvious bits and pieces but few cars put you in touch with the purity of driving like a manual 86.
The automatic - largely ignored - is still fun, but it's not really what the 86 is all about. For me, I once had an auto 86 and it was an opportunity to show my manual-shy wife what she's been missing.
I spent the most time in the V8 model, and it wasn't so much the extra power and torque that was noticeable, as the extra noise. If you were blindfolded and sat in the new Mustang, you might think you’re sitting in a ‘70s yank tank - there’s a delightful burble at idle (a little more pronounced in the auto) and it gets even better the faster you go.
In fact, the 10-speed auto V8 was the standout vehicle I drove. The logic of the transmission is brilliant - if you suddenly stab the throttle the auto will downshift three or four gears in the blink of an eye - and I mean that literally, because you can barely perceive it via the display on the driver information screen; it happens that fast.
The shifts aren’t always smooth - there can be a perceptible thunk through the cabin at times - and while that may not be the most refined experience, it’s actually pretty rewarding as a driver to get that sort of feel-able feedback.
The manual version of the V8 feels more relaxed - I’d even go as far as to suggest it’s a bit lazy. The auto just does a better job of making use of the grunt on offer.
The multi-mode sports exhaust - with Quiet, Normal, Sport and Race Track settings - was a set-and-forget feature on my test. It was in Sport, because - while there might be a perceptible difference on a track - it was identical in ‘regular’ driving.
Another new addition helped transform the drive experience - the MagneRide adaptive dampers. They may be optional on all models, but it seems that if you want a muscle car that handles corners and bumps adeptly, it’d be money well spent.
The magnetic ride control system can adjust each corner up to 1000 times per second, and while you’d have to be some kind of superhero to perceive that, there is no denying that the system does a terrific job of isolating cabin occupants from rough surfaces below, while also helping the Mustang corner with more sporting intent than I remember the previous one possessing.
The steering is trustworthy, with good feel and a nice linear and progressive sensation to it when you’re changing direction. The Mustang does have a big turning circle, though, so making tight moves in parking spots can be a bit of a task.
I also had a drive of the EcoBoost engine and its new 10-speed auto, and found it felt more tense and eager to please than the V8, particularly the V8 manual. It’s noticeably lighter at the front end, meaning it feels more keen for hard driving in corners.
Try as it might, though, the four-cylinder simply can’t match the V8 for fitting the image of the Mustang. It is good to drive, but it just doesn’t sound as good, or as Mustang, and therefore doesn’t make you feel as good as the V8 model does.
If you can squeeze in a baby seat, there are two ISOFIX points and two top-tether points.
The maximum five-star ANCAP safety rating dates way back to 2012.
This is a difficult section to score, because the updated Mustang has a lot of safety equipment, but it falls short on the ANCAP crash test score. It was tested by Euro NCAP in 2017, and managed a lowly three stars, due to poor crash protection for occupants.
At the very least, that’s a step up on the pre-facelift model, which scored just two stars in ANCAP testing in 2017. ANCAP has announced the updated Mustang achieves the same three-star score as Europe (from December 2017 production).
Despite that, the 2018 Mustang comes fitted with a lengthy list of safety gear, including dual front, front side, curtain and driver’s knee airbags (no curtains on the convertible model). Plus there’s a reversing camera, rear parking sensors, auto emergency braking (AEB) with pedestrian detection, lane-keeping assist and lane-departure warning, adaptive cruise control, auto high-beam headlights and auto wipers.
So, with all the gear, 6/10 seems harsh. But if you have a crash, the Mustang has been deemed to be less safe for occupants than other cars out there, so it’s a justifiable score.
Toyota still offers a three-year/100,000km warranty and roadside assist is an extra cost. Many customers understand that a key Toyota value proposition is reliability, but the three-year warranty club is almost as small as the full-term Prime Ministers club has been in the last decade.
Resale value appears strong, no doubt helped by a distinct lack of common problems, gearbox problems, issues, faults or complaints about the car. A second hand 86 should be easy to come by - since its launch in 2012, Toyota has shifted around 20,000 cars.
Service cost is capped at $180 per service and you're expected to visit the dealer every nine months or 15,000km, which is kind of odd.
The owners manual is packed with useful details like oil capacity and type.
Another question I'm often asked is "Where is the Toyota 86 built?" - the answer is Subaru's Gunma plant in Japan. Some also ask "Is the Toyota 86 discontinued?" - that's a firm no, although the US Scion sub-brand version, the FR-S, is no more.
Ford has recently introduced a five-year unlimited kilometre warranty, applicable to all vehicles purchased from May 1, 2018. That’s a nice touch from the brand, which needs to appeal to customers now more than ever.
As with most Ford products, the Mustang has service intervals every 12 months/15,000km, and the company has a capped-price service plan applicable for the life of its cars. Prices can be found on the company’s website, but to give you an idea, the average cost per year for the first five years if you stick within the 15,000km interval bracket works out to $372 for the four-cylinder and $477 for the V8.
If you’re worried about Mustang problems - be it questions over reliability, engine problems, transmission problems or general issues - be sure to check our Ford Mustang problems page.