Toyota/Subaru/Scion Lightweight Sports Car: Toyota GT86, Subaru BRZ, Scion FRS!
11-27-11, 01:46 AM
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11-27-11, 04:44 AM
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11-27-11, 12:17 PM
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Subaru BRZ Official Production Photos
The production model of the 2013 Subaru BRZ just got official, as seen in the January 2012 issue of Road & Track magazine. It won’t be long until we’ll see the real deal BRZ when it makes its world debut at the Tokyo Motor Show, and it appears that Road & Track got to experience the US-spec model based on these photos.
Powered by a naturally-aspirated 2.0L flat-four with 200-bhp and 151 lb-ft of torque, the BRZ is going to be offered in two trim levels according to Subaru. The base model will sport 16-inch wheels, while the premium model will feature 17-inchers. The excerpt in Road & Track doesn’t really reveal much about the upcoming sports car, stating that it “felt light on its feet and it cornered with confidence.” It did say that the power felt adequate, but struggled climbing hills.
Based on the amber reflectors on the front bumper, the lack of headlight washers and the reverse lights without the red triangle reflector, we can safely assume that this will be the North American version of the BRZ.
Powered by a naturally-aspirated 2.0L flat-four with 200-bhp and 151 lb-ft of torque, the BRZ is going to be offered in two trim levels according to Subaru. The base model will sport 16-inch wheels, while the premium model will feature 17-inchers. The excerpt in Road & Track doesn’t really reveal much about the upcoming sports car, stating that it “felt light on its feet and it cornered with confidence.” It did say that the power felt adequate, but struggled climbing hills.
Based on the amber reflectors on the front bumper, the lack of headlight washers and the reverse lights without the red triangle reflector, we can safely assume that this will be the North American version of the BRZ.
11-27-11, 12:19 PM
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Toyota UK is claiming a weight of 1,180kg (2,601lbs)... Wonder if that's with the 17" wheels like how it's listed in the web page...if it is it would be quite fantastic.
http://www.toyota.co.uk/cgi-bin/toyo...e+Cars&sr=Mall
http://www.toyota.co.uk/cgi-bin/toyo...e+Cars&sr=Mall
11-27-11, 12:47 PM
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Toyota GT 86 Review
First Drives: Toyota GT 86
Two European reviews.
What is it?
This is the GT 86, formerly known as the FT-86, and created to lure young, fun-loving drivers back to a Toyota brand that has become dominated by big-selling but ultimately bland models.
The front-engined, rear-drive 2+2 has been created in a close collaboration with Subaru, in which Toyota owns a 16.5 per cent share, and will spawn three mechanically identical but differently styled cars: the GT 86, the Subaru BRZ and, for the American market, the Scion FR-S.
All three will be powered by the same 197bhp, 151lb ft flat four engine. Based on the Subaru FB20 block but fitted with a Toyota-designed head, the 2.0-litre engine has been reworked with a shorter stroke and wider bores, allowing it to rev higher. Maximum power arrives at 7000rpm, while peak torque is at 6600rpm.
In total, 91 per cent of parts are bespoke to the GT 86 or its counterparts. Current estimates suggest it will cost from £28,000, a significantly higher amount than originally speculated, but still a relative bargain should it deliver on its promised fun.
What’s it like?
At this juncture it’s worth noting that our drive was conducted at a test track in Japan, where the silky smooth surface made any conclusions about the ride impossible to gauge accurately. Also, this is a pre-production car, set up to almost launch spec save for the fitment of details such as the audio system.
Sliding into the GT 86’s bucket seats – which are snug, grippy and positioned at a perfect, low-slung height – sets the tone. With all the controls close to hand, the cockpit is as cosseting as a Porsche’s, albeit not trimmed to the same standard.
At idle, the engine note is fairly subdued, but take it up to the 7500rpm redline and it sounds growly. However, this car is all about the corners. Its relatively low power means it’s no sprint champion, and the 0-62mph time is estimated at a modest 7.0sec.
But the key facets of an 1180kg kerb weight, rear-wheel drive, ESP that can be fully turned off, quick steering and a limited-slip differential make it a riot in the twisty stuff. Also, the tyres are the same 17in low-resistance versions as can be found on a Prius, all the better to make sure their grip can be overcome if the mood takes you.
Turn in to a corner and there is some roll, but it’s well contained. On a constant throttle and steady steering, it understeers slightly, but lift mid-corner or trail the brakes – or just throw it in – and it’ll either straighten its line or flick to oversteer as you choose.
Furthermore, it never catches you out when it does start to slide because the steering is so nicely weighted and the chassis so responsive that they telegraph exactly what’s happening at all times.
There are disappointments, but they are minor. The six-speed manual gearbox is a touch notchy, while the optional six-speed automatic changes smoothly and quickly but lacks the sharpness of its dual-clutch rivals. When it’s on, the stability control system also intervenes too harshly.
Should I buy one?
Despite this, at its best, the driving experience is a match for the likes of a Porsche Cayman, and accolades don’t come much higher than that. That it can’t reach those heights across as broad a range of conditions as the German-built car shouldn’t detract from its overall success, because the fact that it can even get close is a minor miracle.
This is the GT 86, formerly known as the FT-86, and created to lure young, fun-loving drivers back to a Toyota brand that has become dominated by big-selling but ultimately bland models.
The front-engined, rear-drive 2+2 has been created in a close collaboration with Subaru, in which Toyota owns a 16.5 per cent share, and will spawn three mechanically identical but differently styled cars: the GT 86, the Subaru BRZ and, for the American market, the Scion FR-S.
All three will be powered by the same 197bhp, 151lb ft flat four engine. Based on the Subaru FB20 block but fitted with a Toyota-designed head, the 2.0-litre engine has been reworked with a shorter stroke and wider bores, allowing it to rev higher. Maximum power arrives at 7000rpm, while peak torque is at 6600rpm.
In total, 91 per cent of parts are bespoke to the GT 86 or its counterparts. Current estimates suggest it will cost from £28,000, a significantly higher amount than originally speculated, but still a relative bargain should it deliver on its promised fun.
What’s it like?
At this juncture it’s worth noting that our drive was conducted at a test track in Japan, where the silky smooth surface made any conclusions about the ride impossible to gauge accurately. Also, this is a pre-production car, set up to almost launch spec save for the fitment of details such as the audio system.
Sliding into the GT 86’s bucket seats – which are snug, grippy and positioned at a perfect, low-slung height – sets the tone. With all the controls close to hand, the cockpit is as cosseting as a Porsche’s, albeit not trimmed to the same standard.
At idle, the engine note is fairly subdued, but take it up to the 7500rpm redline and it sounds growly. However, this car is all about the corners. Its relatively low power means it’s no sprint champion, and the 0-62mph time is estimated at a modest 7.0sec.
But the key facets of an 1180kg kerb weight, rear-wheel drive, ESP that can be fully turned off, quick steering and a limited-slip differential make it a riot in the twisty stuff. Also, the tyres are the same 17in low-resistance versions as can be found on a Prius, all the better to make sure their grip can be overcome if the mood takes you.
Turn in to a corner and there is some roll, but it’s well contained. On a constant throttle and steady steering, it understeers slightly, but lift mid-corner or trail the brakes – or just throw it in – and it’ll either straighten its line or flick to oversteer as you choose.
Furthermore, it never catches you out when it does start to slide because the steering is so nicely weighted and the chassis so responsive that they telegraph exactly what’s happening at all times.
There are disappointments, but they are minor. The six-speed manual gearbox is a touch notchy, while the optional six-speed automatic changes smoothly and quickly but lacks the sharpness of its dual-clutch rivals. When it’s on, the stability control system also intervenes too harshly.
Should I buy one?
Despite this, at its best, the driving experience is a match for the likes of a Porsche Cayman, and accolades don’t come much higher than that. That it can’t reach those heights across as broad a range of conditions as the German-built car shouldn’t detract from its overall success, because the fact that it can even get close is a minor miracle.
The new Toyota GT 86 is here – and Auto Express has driven it. First revealed at the Tokyo Motor Show back in 2009, the rear-wheel drive coupe has been tweaked and developed ever since and now it's finally arrived. Does it inject some excitement back into the Toyota brand and give the company a cut-price Porsche Cayman rival?
Few cars are accorded such lavish unveilings. In fact, few cars are worthy of such exaltation. The Toyota GT 86 is one of those cars. In front of an estimated 20,000 screaming fans at Fuji Speedway, 60 miles south of Tokyo, Toyota CEO Akio Toyoda drove the sharp-looking GT 86 down the mile-long straightaway, passed a dozen high profile Toyota and Lexus race cars parked on the grid, and pulled up in front of the world’s media before announcing the all-new model.
As he apologised for keeping the motoring public waiting for the car’s launch, he said, “All car lovers have been waiting for this kind of car.” Known for his hands-on developmental work and stints behind the wheel of the Lexus LFA in the Nurburgring 24-hour race, Toyoda poured his heart out to the expectant crowd. “For the last 10 years, I have been a part of the development of this car, so I really feel like my baby is coming out.”
Gone is the concept car’s name FT-86, replaced by GT 86. With design inspired by the Toyota 2000GT from the 1960s and more recently, the early 1980s rear-wheel drive drifting sensation Corolla Levin AE86, from which the GT 86 takes its name, the new coupe was borne out of an intriguing joint development project between Toyota and Subaru.
The GT 86’s exterior styling and product planning was taken care of by Toyota while Subaru supplied most of the parts – chassis, engine, transmission, brakes and suspension - that make the car so much fun to drive. Toyota offered their DS4 direct injection engine technology that makes Subaru’s revised 2.0 litre boxer engine cleaner and more fuel efficient, aspects that needed attention. Generating 197bhpp at 7,000rpm and 205Nm of torque at 6,600rpm, the 86 gets around 30bhp more than the Mazda MX-5, its main Japanese rival.
The secret to the Toyota’s driver thrills lie in the world-first rear-wheel drive boxer engine layout with a choice of Subaru Impreza-inspired six-speed manual or six-speed automatic gearboxes with steering wheel paddles. The GT 86 is a two-plus-two, but don’t expect to get anyone over 170cm in the back seat. Meanwhile the driver’s seat will swallow up drivers clearing 190cm with no problem. Front seats are supportive and comfortable, pedal positions are perfectly set, and visibility is good all round.
Taking off on our allotted three test laps of the short course at Fuji speedway in Japan, we are delighted to hear and feel a strong Subaru flavour burbling its way through the cabin. Its naturally aspirated four-cylinder engine delivers lots of torque through the bottom to mid-range but could use a bit more punch at the top end. The GT 86 feels light but planted on the tarmac, and its ride is firm but not harsh. Turn-in is sharp and pinpoint and body roll minimal given the engine’s low centre of gravity. Grip levels are higher than expected with a slight tendency to understeer.
Developed to be a reasonably priced sports coupe with serious ‘drifting’ and racing capabilities, we decide to switch off the VSC and traction control units and see what happens. After dabbing the firm disc brakes to tuck the nose into a tight left-hander while holding 5,000rpm in 2nd, the initial hint of understeer is replaced by a welcome serve of tail action that requires an instant dose of opposite lock to control the slide. But given our very limited time in the car, we will reserve judgment on the car’s overall balance and whether a drift can be held for any length of time.
Toyota went on today about their (and Subaru’s) decision to build a lightweight sports car that avoided AWD, turbos and high grip tyres. The end result is a stunning first step, that’s for sure. This car is a blast to drive and will without doubt inject some much-needed adrenalin to a lacklustre lineup. But we can’t help think that enthusiasts and tuners around the world will want more power – and very soon - leading to bolted on turbos because the GT86’s. Why? Because the chassis can certainly take it.
Few cars are accorded such lavish unveilings. In fact, few cars are worthy of such exaltation. The Toyota GT 86 is one of those cars. In front of an estimated 20,000 screaming fans at Fuji Speedway, 60 miles south of Tokyo, Toyota CEO Akio Toyoda drove the sharp-looking GT 86 down the mile-long straightaway, passed a dozen high profile Toyota and Lexus race cars parked on the grid, and pulled up in front of the world’s media before announcing the all-new model.
As he apologised for keeping the motoring public waiting for the car’s launch, he said, “All car lovers have been waiting for this kind of car.” Known for his hands-on developmental work and stints behind the wheel of the Lexus LFA in the Nurburgring 24-hour race, Toyoda poured his heart out to the expectant crowd. “For the last 10 years, I have been a part of the development of this car, so I really feel like my baby is coming out.”
Gone is the concept car’s name FT-86, replaced by GT 86. With design inspired by the Toyota 2000GT from the 1960s and more recently, the early 1980s rear-wheel drive drifting sensation Corolla Levin AE86, from which the GT 86 takes its name, the new coupe was borne out of an intriguing joint development project between Toyota and Subaru.
The GT 86’s exterior styling and product planning was taken care of by Toyota while Subaru supplied most of the parts – chassis, engine, transmission, brakes and suspension - that make the car so much fun to drive. Toyota offered their DS4 direct injection engine technology that makes Subaru’s revised 2.0 litre boxer engine cleaner and more fuel efficient, aspects that needed attention. Generating 197bhpp at 7,000rpm and 205Nm of torque at 6,600rpm, the 86 gets around 30bhp more than the Mazda MX-5, its main Japanese rival.
The secret to the Toyota’s driver thrills lie in the world-first rear-wheel drive boxer engine layout with a choice of Subaru Impreza-inspired six-speed manual or six-speed automatic gearboxes with steering wheel paddles. The GT 86 is a two-plus-two, but don’t expect to get anyone over 170cm in the back seat. Meanwhile the driver’s seat will swallow up drivers clearing 190cm with no problem. Front seats are supportive and comfortable, pedal positions are perfectly set, and visibility is good all round.
Taking off on our allotted three test laps of the short course at Fuji speedway in Japan, we are delighted to hear and feel a strong Subaru flavour burbling its way through the cabin. Its naturally aspirated four-cylinder engine delivers lots of torque through the bottom to mid-range but could use a bit more punch at the top end. The GT 86 feels light but planted on the tarmac, and its ride is firm but not harsh. Turn-in is sharp and pinpoint and body roll minimal given the engine’s low centre of gravity. Grip levels are higher than expected with a slight tendency to understeer.
Developed to be a reasonably priced sports coupe with serious ‘drifting’ and racing capabilities, we decide to switch off the VSC and traction control units and see what happens. After dabbing the firm disc brakes to tuck the nose into a tight left-hander while holding 5,000rpm in 2nd, the initial hint of understeer is replaced by a welcome serve of tail action that requires an instant dose of opposite lock to control the slide. But given our very limited time in the car, we will reserve judgment on the car’s overall balance and whether a drift can be held for any length of time.
Toyota went on today about their (and Subaru’s) decision to build a lightweight sports car that avoided AWD, turbos and high grip tyres. The end result is a stunning first step, that’s for sure. This car is a blast to drive and will without doubt inject some much-needed adrenalin to a lacklustre lineup. But we can’t help think that enthusiasts and tuners around the world will want more power – and very soon - leading to bolted on turbos because the GT86’s. Why? Because the chassis can certainly take it.
Two European reviews.
