Toyota GR86 vs Club Campers Frontier

What's the difference?

You’ve reached the end of this review and might be looking at the final score thinking it seems low. If you’re a keen driver and considering a GR86, all you need to know is this: the GT will provide plenty of fun for the money.

But if you’re more serious about your two-door rear-driver, and thinking about track days, the GTS with Dynamic Performance Pack might be worth it. It’s not an obscene amount more, and in a few years the extra cash might not even register.

Plus, there might not be much longer to be able to pick up cars like this new, anyway.

All in all, the Frontier is the best forward-fold camper on the market, although it is also the most expensive. If you were making a buying decision purely based on features, you’d probably look elsewhere, but if you are prepared to pay a little more because this camper-trailer is Australian made, you get a very functional camper that’s easy to set up, reliable, strong and light. 

For what it is, the GR86 provides enough to make par when it comes to interior convenience, but there are drawbacks to buying a compact four-seater, two-door sports car.

If you’re tall, getting in and out can be a struggle. Even at 180cm you might feel like getting out after a long drive is a bit of work.

The fact there are seats behind the front seats means you’re relatively snug even as far back as they’ll go, but the driver-focused feeling of the cabin is worth it.

The physical switches and buttons are welcome, and the fact the 8.0-inch multimedia touchscreen is only for audio, settings, or nav (if you have phone mirroring plugged in) is a win for minimising distractions.

The materials feel relatively rudimentary aside from the seating upholstery, and the cabin doesn’t escape the cost-cutting presence of plastic, but the layout is functional.

Cupholders can be hidden under a cover just behind where the driver’s elbow might rest, which can be annoying to reach even if its purpose is to be out of the way.

Behind the main seats, there’s room for kids for a decent trip or, if you’re not hugely fond of them, adults for a while. Again, I’m a fairly average height and I don’t feel like I could spend longer than a 15-minute trip there before getting antsy.

It’s good they’re there, because having bad seats is better than no seats in a pinch, but don’t seriously think of this as a car for getting more than two people around.

The 237 litres in the boot is decent for a sports car, enough to get luggage or groceries in, but a limited opening space means stowing bulky stuff is trickier.

The real appeal of a forward-fold camper-trailer is the internal configuration. Because the bed folds out over the front of the camper, the trailer body is configured with a wrap-around lounge and dinette area, that also converts into a bed. It brings a certain level of caravan comfort to a camper-trailer-sized package. Cub’s execution is quite good. The lounge is comfortable and the dinette table is highly adjustable up and down or around and around. It converts into a bed more simply than any other on the market I’ve seen. 

The downside of the forward-fold concept is the quantity and access of storage. Very little of the internal storage is easy to get to, and in truth there’s very little of it. That’s what happens when you put a couch in a trailer, sorry. There are hatches under the seats, but even they are limited by the slide-out kitchen and battery box across the back, plus, they’re not as easy to get to as a drawer. It’s the same in every manufacturers version, though. However, the Frontier has one unique features that makes it stand out – a series of pigeon holes under the foot of the bed which provide the only easy-to-access internal storage in any forward-fold I’ve come across so far.

This is where the biggest question lies regarding the GTS’s value proposition. Is it worth paying several thousand dollars more for a GTS with the Dynamic Performance Pack when a GT might be all you need? 

The GR86 sticks to the basic formula that made the previous 86 a gem, and just slightly improves areas where there was ‘feedback’ from buyers.

The biggest one is the torque dip that used to plague the middle of the 86’s rev range. If you looked at a dyno chart (which the 86 had built in, funnily enough) you could see the little drop where the torque fell away, so driving in either a lower of higher gear was sometimes necessary to dodge it.

No more with the bigger 2.4-litre engine. It’s more powerful, if thirstier, but still feels like a tool rather than something to really enjoy. It’s not the most characterful of things, and its fake engine sound through the cabin can feel a infantile. 

The gearbox is also not at the forefront. The shift feel is decent but there could be a little more clutch feel, getting into it after driving an old manual might see you stall and embarrass yourself once or twice.

The steering and handling, though, is sublime. The steering feel is sharp and tactile, you know what’s happening at the front tyres and you’re given the right information to make adjustments accurately. It’s well-weighted, and doesn’t have a big numb spot on-centre.

If you were so inclined, at a track, this is a relatively easy car to slide and let the tail hang just a smidge. 

If you find yourself making a mistake, the traction control is very good at catching errors before they become problems, but without stopping the fun while also letting you feel where it went wrong.

When it comes to the tweaked brakes and suspension included in the DPP, the GR86 is never going to be truly comfortable and unless you're tracking the car it’s not heavy enough to overwhelm the brakes on a public road.

The suspension on bumpy inner-city roads, even with the Sachs sports dampers which Toyota says “improve both on-road ride comfort and handling in dynamic situations”, don’t soak up the rough stuff particularly well. But they do stop it from feeling properly crashy.

Spoiler alert. Aside from the upgraded interior features, the GT’s $43,940, before on-road costs, price tag is some of the best-value motoring around, even if it’s much more expensive than the 86 was a decade ago.

The GTS’s asking price with the DPP at $48,290 isn’t atrocious, but it’s probably worth asking yourself whether the extra few thousand dollars is necessary, especially when the Sachs sports dampers don’t exactly make the car magically comfortable.

You’re going to have fun with this car in any form, so spending the extra on the GTS is optional, and the DPP is something you’ll probably get the most out of on a track.

The Frontier is quite good under tow. Cub designed and manufactures its own coil-spring independent suspension and has paid quite close attention to the balance and dynamics of the trailer. 

As it’s not overly heavy, it’s not a handful, even on the beach, and behind the Mitsubishi Triton I tested it with, it was barely a struggle. On the road, the camper is well behaved, easy to see over and around and because it’s not very long, it’s not very daunting.