It was just a year ago when I first got behind the wheel of the much-anticipated, redesigned Toyota GR86 sports coupe. My initial experience was in a model equipped with an automatic transmission. Despite the presence of what many enthusiasts consider a less engaging gearbox, I was genuinely impressed. The revamped GR86 showed significant improvements in refinement and boasted an even more responsive chassis. Fast forward a year, and I find myself piloting another automatic GR86 Premium. This time, however, the experience leaves me decidedly less enthusiastic. While the inherent potential of the car is undeniable, this second encounter strongly reinforces my initial conviction: to truly appreciate the GR86, you absolutely must opt for the manual transmission. The automatic version, unfortunately, falls short of being a recommendable performance car, and the issues extend beyond just the transmission. Without the saving grace of a manual gearbox, other shortcomings become increasingly apparent. Yet, even amidst a list of criticisms, one undeniable brilliance of the GR86 chassis still shines through.
Let’s be clear, my disappointment isn’t solely directed at the somewhat outdated six-speed automatic transmission and its flimsy plastic paddle shifters. The GR86, in this configuration, presents a more comprehensive set of drawbacks. Stepping inside, my initial positive impressions from last year have faded. Having experienced a wider range of vehicles in the same price bracket and category over the past year, the interior of the 2023 Toyota Gr86 Premium now feels like a significant letdown. A previous, perhaps misguided, favorable comparison to the Mazda Miata’s interior now feels completely inaccurate after revisiting both cars. Beyond the admittedly supportive and visually appealing seats, the cabin of the GR86 Premium reveals itself to be constructed with genuinely cheap materials, some of the most underwhelming found in any new car today. Consider the interior door handles – thin, hollow plastic pieces that feel like they were plucked from a Lego set, perhaps even an insult to the quality of Lego.
The climate controls are another point of contention. Half of the controls are composed of overly large, curved switches with a metallic finish that is anything but metal. While perhaps aiming for an aviation-inspired aesthetic, their oversized nature is puzzling. Upon pressing one, you might be reminded of budget-friendly econoboxes from the early 2000s. And the rear side of these protruding controls? It’s best not to explore unless you wish for further disappointment from what feels like a masterclass in cheap plastic injection molding. Frankly, the buttons on a Hungry Hungry Hippos game might offer a more substantial and quality feel. I could elaborate further, but the central issue is that this interior falls considerably short of contemporary expectations for a vehicle priced over $30,000. Hard plastic is ubiquitous, and the superficial attempt to introduce texture with microsuede accents resembles something sourced inexpensively online. Ironically, the initial visual impression of the interior is reasonably appealing and purposeful. Even photographs might portray it favorably. However, the three-dimensional reality reveals its shortcomings. Adding to the ergonomic missteps is an awkward bulge on the left side of the steering wheel column, a prime location for knee impacts.
In terms of space, acknowledging the presence of rear seats at all in a sports coupe should be appreciated, even if they are best reserved for emergency situations. The front seats are commendable, offering adequate lateral support. However, they lack the fine-tuning adjustments I desire. The seat bottom is too flat, and without the ability to adjust the front angle upwards, achieving a truly comfortable driving position for spirited driving proved elusive. Furthermore, even for my average height of 5’10”, the seat doesn’t lower sufficiently, and the steering wheel also suffers from a limited range of height adjustment. The result is a sensation of sitting too high in the cabin, perched on top rather than nestled within, compounded by a steering wheel that felt positioned too low.
The electronics in the 2023 Toyota GR86 Premium are, to put it mildly, problematic. The central infotainment display is user-friendly enough, even if its aesthetic evokes aftermarket units from the mid-2010s. However, the real issue lies in the cacophony of chimes and beeps, a known Toyota trait, amplified to an almost defective level in the GR86. Starting the car without a fastened seatbelt triggers a series of loud chimes, presumably to remind you of your automotive presence – redundant, but common in many new vehicles. The real annoyance surfaces when maneuvering the car at low speeds, such as during photography sessions requiring frequent repositioning while the engine is running. While it’s standard for cars to issue warnings if you drive without a seatbelt, the GR86’s system escalates to an incessant, faster beeping. Crucially, unlike virtually every other car, this beeping doesn’t stop when you put the car in park. Even with the transmission in park and me outside the vehicle, the relentless chiming persisted, sounding almost like a ticking time bomb. While this specific scenario might be uncommon for most drivers, it highlights a glaring oversight in programming and a lack of intelligent design. Further electronic annoyances include an unending chime if the engine is turned off with the door ajar – it beeps even when completely off.
Adding to the electronic woes are the active safety systems, which are enabled by default. Unlike standard Toyota systems, the GR86, developed in collaboration with Subaru, utilizes Subaru’s EyeSight system, known for its hypersensitivity. While safety is paramount, EyeSight in the GR86 Premium often felt more detrimental to safe driving. For instance, the radar cruise control emits a beep every single time it detects a vehicle ahead. Fortunately, this can be disabled through buried menus. More concerning was the aggressive automatic emergency braking and collision warnings. In typical stop-and-go traffic, simply releasing the brake pedal as the light turned green would, on numerous occasions, trigger a collision warning for supposedly rear-ending the car ahead, even when a safe distance was maintained. Even more alarmingly, in similar low-speed traffic situations, the system would unexpectedly apply the brakes for no apparent reason, creating a genuine hazard of being rear-ended by following traffic.
Maneuvering in reverse into tight parking spots, even with delicate brake pedal control, would frequently result in the GR86 abruptly slamming on the brakes if it deemed you “too close” to an obstacle, often with a foot or more of clearance remaining. The system’s intrusiveness and general annoyance detract significantly from everyday drivability, usability, and driver composure. Thankfully, these features can be deactivated, but the binary choice of all-or-nothing is far from ideal. No other vehicle I’ve tested has exhibited such inconvenient and questionable behavior in this regard. Its overreactions were so pronounced that a passenger audibly questioned, “What the hell was that?” upon the system’s abrupt braking interventions in a parking lot and at a green light. This isn’t mere nitpicking; in 2023, in a brand-new vehicle, such flawed system behavior is simply unacceptable.
Moving on, but not quite to the “fun stuff” yet. The electronic nannies continue to impede driving enjoyment. The traction and stability control systems can only be fully disabled when the car is completely stationary. While driving, traction control can be partially deactivated, but only below 30 mph. Exceeding this speed limit forces you to relinquish control as the electronic overseers – traction control – re-engage. A partially helpful “track mode” setting exists, seemingly activatable at any speed. However, this is supposed to be a sports car, bearing the GR badge of Toyota’s Gazoo Racing, their factory racing division with FIA World Endurance Championship and World Rally Championship pedigree. The inability to fully disable traction and stability control while in motion is a bewildering and frustrating decision.
Powering the 2023 Toyota GR86 Premium is a 2.4-liter flat-four ‘boxer’ engine, a Subaru-sourced unit that contributes to a low center of gravity and enhanced agility. Rated at 228 horsepower and 205 lb-ft of torque, it provides a noticeable improvement in performance over the previous generation 86. However, when paired with the long-geared automatic transmission, the GR86 Premium never truly feels quick. While the 0-60 mph time might be respectable, hovering under six seconds, the sensation of urgency and thrust is lacking. The blame likely lies with the automatic’s gear ratios, with second gear stretching beyond 60 mph and sixth gear resulting in a relaxed 2,000 rpm cruise at 70 mph. The manual transmission, with its shorter gear ratios, is reported to enhance both the actual and perceived pace. Despite its small displacement, fuel economy is not a strong suit. The GR86 Premium averaged 25.5 mpg during the test period. While rain-heavy conditions may have slightly impacted this figure, it’s comparable to my older 1993 BMW 325is with a 2.5-liter inline-six and five-speed manual. It also trails the Mazda Miata by about 6 mpg and even the four-cylinder GR Supra 2.0 by 5 mpg. Adding insult to injury, the engine note is often coarse and unrefined, with mechanical clatter at startup and a cheap blender-like sound under load. While smoother than the previous 86’s engine, it’s far from a refined powerplant compared to inline-fours or six-cylinders.
Now, let’s address the automatic transmission directly, as it warrants significant criticism. For a car marketed as an uncompromising sports car, designed to deliver driving thrills, the choice of an automatic transmission is perplexing. True sports car experiences demand a manual gearbox. While dual-clutch transmissions in some performance cars can be lauded for their speed and efficiency, the GR86 Premium is saddled with an antiquated torque converter automatic. Shifts are consistently slow and unresponsive to paddle inputs. The automatic’s tall gearing exacerbates the issue, causing the GR86 to frequently hunt for gears and downshift unnecessarily, highlighting gaps in the power delivery. Despite the engine’s displacement increase over the previous model, the automatic variant masks any noticeable power gains.
At lower speeds, the transmission’s shortcomings become even more pronounced. Numerous instances were encountered where slowing down to turn off a main road and then attempting to accelerate again resulted in a disconcerting delay. The transmission seemed lost, indecisive about gear selection, as if overwhelmed by competing tasks. Certain behaviors recall the jerky responses of early single-clutch automated manual transmissions found in cars like the E46 BMW M3 or even older Toyota MR2s – motions entirely unwelcome in a modern automatic. Regardless of one’s stance in the manual-versus-automatic debate, the automatic transmission in the 2023 Toyota GR86 Premium is undeniably subpar – plain and simple. Perhaps this was a deliberate strategy to steer buyers towards the manual, yet a significant number of automatic GR86s are observed on the roads. It’s difficult not to feel sympathy for those who opted for the automatic, missing out on the GR86’s true potential. The manual transmission offered is not the best manual ever created, but it’s a solid, engaging, and enjoyable unit that fundamentally transforms the GR86 driving experience. By prioritizing driver engagement, the manual gearbox effectively overshadows the car’s other flaws.
Despite the extensive criticisms, the GR86 Premium does possess redeeming qualities. While the engine remains somewhat underwhelming, the driving position isn’t ideal, and the interior is undeniably cheap, the GR86 boasts one of the finest chassis available in any new car today. For handling prowess, the GR86 ranks among the best globally, regardless of price point. In fact, the car’s exceptional driving and cornering abilities almost justify overlooking its other shortcomings. Even if the steering could offer more feedback, the wheel feels remarkably communicative compared to many contemporary vehicles. It conveys a sense of connection and responsiveness, translating driver inputs with fluid and immediate precision. While perhaps a cliché, the GR86 genuinely embodies the “telepathic” handling often described by automotive enthusiasts and journalists. What you intend, the car executes.
Understeer is virtually nonexistent in the GR86 Premium, except in extreme, driver-induced situations. The Michelin Pilot summer tires provide ample grip, and the car’s inherent balance encourages attacking corners with confidence. Despite the relatively narrow 215-width tires, they contribute to a malleable driving experience, striking a balance between grip and feedback. The confidence inspired by the GR86’s chassis surpasses that of many other sports cars, stemming from the direct and intuitive connection between driver inputs and vehicle response. Apexes are carved with precision, and missed apexes on track days are more likely attributable to driver error than vehicle limitations. The chassis’ adjustability encourages early throttle application for precise corner exits. For those seeking playful handling, disabling traction control (while stationary, of course) unleashes the GR86’s inherent balance and drift-friendly nature, reminiscent of the legendary AE86. Transitions into and out of oversteer are smooth and predictable, requiring minimal correction, allowing the driver to guide and enjoy the slide. Grip returns progressively, accompanied by a wide grin and an insatiable desire for more.
Further testament to the chassis’ brilliance: the GR86, equipped with summer tires, demonstrated surprising composure in light snow. It even confidently passed a Sheriff’s SUV in 4WD on a snowy freeway. Maintaining within the tracks of other vehicles during a spring snow dusting, the car remained remarkably stable even at 55 mph. In an untouched parking lot with an inch of snow, progress was still manageable. The snow mode proved less effective in the parking lot, with fully disabling traction and stability control yielding better results. And yes, the GR86 drifts predictably and gracefully even at slow speeds in the snow.
Ride quality and suspension performance under aggressive driving conditions are also noteworthy. While the ride can be firm during casual cruising, as expected for a sports car, the GR86 excels at absorbing mid-corner bumps at speed. Unlike some more expensive sports cars, including the GR Supra, which can be unsettled by sudden impacts when the suspension is loaded, the GR86 shrugs them off, maintaining composure and gliding over imperfections. The Honda Civic Type R, by comparison, can feel overly stiff and transmits impacts more harshly, whereas the GR86 maintains composure regardless of road surface.
However, a car should not be elevated to perfection simply for existing. Existence alone is insufficient. While this review may seem overly critical, understanding the nuances of the GR86 requires acknowledging its shortcomings alongside its strengths. Blindly praising a car due to preconceived biases ignores its flaws. The GR86 Premium has numerous issues, including a cheap interior, a lackluster engine when paired with the automatic transmission, and frustrating electronics. The transmission issue can be mitigated by opting for the manual, arguably the only way the GR86 should be offered. Yet, the undeniable highlight, a true standout, is the chassis, possessing handling worthy of drift legend Keiichi Tsuchiya.
But is a brilliant chassis enough? With so many drawbacks, exploring alternatives is advisable. While the performance-per-dollar ratio is compelling, the low-rent interior is difficult to overlook. So, what are the alternatives? The Mazda MX-5 Miata, the only other rear-wheel-drive, dedicated sports car in the same price range, is a strong contender. While even more uncompromising in terms of size, ride comfort, and interior noise, it offers comparable driving fun (when both are manuals) and the added allure of open-top motoring, something the GR86 cannot provide.
Another, more unconventional, alternative is the Hyundai Elantra N. For roughly the same price, you can acquire a nearly 300-horsepower, turbocharged Hyundai pocket rocket with a manual transmission and a Nürburgring-honed chassis. While front-wheel drive, the Elantra N, as previous reviews have noted, can be arguably more engaging and fun to drive on real-world roads. Drifting might not be in its repertoire, but its superior power and overall poise make it a compelling package, not to mention its more practical rear seats and comparable fuel economy despite significantly more horsepower.
The Elantra N is an unconventional choice, not strictly a “sports car,” but it often outperforms sports cars in delivering driving enjoyment. Its styling is polarizing, but a visually refreshed version is forthcoming. This perspective isn’t isolated; the Elantra N even triumphed in a Motor Trend comparison test against the GR86. While I appreciate the GR86 and its ethos, its numerous shortcomings, particularly in automatic guise, coupled with the subpar interior, detract significantly from its appeal. With a manual transmission, perhaps the negatives could be forgiven and forgotten. However, as a performance vehicle and for the sheer driving thrills it offers, the Hyundai Elantra N matches, and potentially surpasses, the 2023 Toyota GR86 Premium Automatic. Perhaps not the expected conclusion.
2023 Toyota GR86 Premium Automatic
As-tested price: $33,748
Pros: Superlative chassis; Appealing aesthetics
Cons: Automatic transmission diminishes the car’s purpose; Unrefined engine; Low-quality interior
