Touge by Toyota: Driving Japan's best classic sports cars

If you're as old as me, you'll no doubt remember an era when Japanese sports cars reigned supreme; a time when bold engineering and a thorough understanding of driver enjoyment took precedence over the relentless pursuit of what I call, 'horsepower at all cost'.

In recent times Japanese manufacturers including Toyota and Mazda have sought a return to form with cars like the 86 and MX-5. But that doesn't help those of us without the means to shell out +$30k at the dealership – and it certainly doesn't help those amongst us who are more nostalgically inclined.

On a trip to Japan this week I was fortunate enough to visit Hakone, in the Kanagawa Prefecture. It's an idyllic mountain town best known for its vistas of Mount Fuji, its many hot springs and its luxurious resorts. But it's also a region known for its touge (or mountain) roads and, interestingly enough, a collection of cars built for driving them. And I do mean 'driving them'.

Based in Hakone is a rental car company called fun2drive, a small enterprise with a big reputation. The outlet allows punters to hire and drive (guided if needed) some of Japan's biggest-name cars of the last five decades, the list covering every major manufacturer and just about every Japanese sports car worth driving.

From Nissan there's an early 240Z (S30) and every Skyline GT-R variant from the C10 (a Hakosuka replica, no less) to the current R35. Toyota is represented by the Supra Twin Turbo (JZA80) and original Sprinter Trueno (AE86), while from Honda there's an NSX (NA1) and a heavily modified S2000 (AP1).

Mazda is currently represented by a lone third-gen (FD) RX-7, while Subaru and Mitsubishi are bespoken by, you guessed it, a WRX STi Type R (GC8E) and a Lancer Evolution (VI).

Essentially it's every car from the Initial D street-racing manga comic series in the one sitting.

Okay, so the cost of entry isn't cheap – we paid $1300 for three hours with our pair – and you will have to undertake a driving assessment before setting off. If you think you're in the clear after that, there's also a dash-cam watching your every move and a reminder that 'reckless driving' voids your insurance. And don't forget to fill it up with 'high octane' before you bring it back.

But, c'mon. When else do you get a chance to drive well-maintained, historically accurate examples of Japan's finest?

It's not hard to see the influence behind the 86. Lithe, energetic and amazingly communicative, the AE86 really does embrace everything that's good about driving.

The example driven was showing its age inside, but that fuel-injected twin-cam 4A-GE (96kW/150Nm) just never quits, happily revving to 7500rpm. The five-speed was still as sweet shifting as the day it rolled off the production line, and while the body felt a little loose, the suspension (albeit with the help of a lot of negative camber) held the road beautifully, letting us flick along the rubber-covered Nagao Touge as Katayama-san (the AE86's creator) had obviously intended.

With no power assistance through the pedals or steering, the AE86 can be a little hard work compared to its modern 'namesake', but the reward is well worth the effort. Between this, the original MX-5 and BMW's cracking 2002, I don't think I've driven a more communicative or enjoyable car. If you make it to Japan, put this on your to-do list.

Switching to the Supra for my run along the famous Mazda-Hakone Turnpike was probably a good move. Where the AE86 loved flicking through tight, twisting mountain roads, the fast bends and steady climb of the Turnpike is better suited to the big power of the Supra's 2JZ-GTE (206kW/431Nm).

Compared to the GT-R of the era, the Supra feels less aggressive in its delivery, and compared to today's high-horsepower supercars is, honestly, a little slow. Power is something you need to work for in the JZA80, and comes high in the rev range. Keep up with the gear changes and your effort is rewarded, yet in spite of a communicative and grippy chassis, the Supra is let down by over-assisted steering you never really learn to trust.

It's also a car that lacks the aural honestly and engagement of the AE86. The mechanical rortiness of the little coupe is engaging and grin-inspiring, where the Supra loses its fire and metal under the 'whoosh' of plumbing and flutter. Horses for courses, I guess. But give me a free-revving, well-tuned aspirated engine any day.

If you're heading to Japan and have a penchant for old-school cool, fun2drive comes highly recommended. Our guide, Yoshi, was a wealth of knowledge and helped us get the most from our trip – and what he doesn't know about his cars, or Initial D, probably isn't worth knowing.

Definitely one for the bucket list.

1983 Toyota Sprinter Trueno pricing and specifications:
Price: N/A
Engine: 1.6-litre four-cylinder petrol
Output: 96kW/150Nm
Transmission: Five-speed manual
Fuel: 19.2L/100km (as tested)
CO2: N/A
Safety Rating: N/A

1993 Toyota Supra Twin Turbo pricing and specifications:
Price: N/A
Engine: 3.0-litre six-cylinder twin-turbo-petrol
Output: 206kW/431Nm
Transmission: Six-speed manual
Fuel: 22.6L/100km (as tested)
CO2: N/A
Safety Rating: N/A

See some hot 86 action in motoring.com.au's Fuji 86 Style gallery