Toyota 86 takes on the furious five

In fact, the 86 is best thought of as an amalgamation of the now defunct MR2 and Celica models – or better yet, a modern-day interpretation of the famed AE86 Sprinter Trueno and Corolla Levin models of the mid-1980s.

To help compartmentalise the 86 in relation to some ‘like-minded’ competitors, we spent a day at Broadford Raceway in Victoria to determine just where Toyota’s eminent newcomer fits in to the bigger picture.

Trueno models are identified by pop-up headlamps, though in most other respects the pair are identical. Both models were offered in coupe and liftback bodystyles; the only other changes coming from slight aesthetic differences between early (1983-85) and late (1986-87) series examples.

Much like the modern-day iteration, AE86 models were powered by a normally-aspirated four-cylinder petrol engine. Mated to a simple manual transmission, the lightweight models drew favour for their focus on driving enjoyment and simplicity, while their basic underpinnings allowed easy modification, often with spectacular results.

With motorsport-mad Akio Toyoda at the helm, in recent years Toyota has set about reinvigorating its image as a brand with sporting credentials. MR2, Celica and Supra models had vanished from the brand’s line-up and the need for a new hero was obvious.

From conception to production, the new 86 revived an unprecedented passion among enthusiasts and hopefuls alike. We’re pleased to announce that neither will be disappointed.

Treat it with respect and revel in its straight-line acceleration. That’s the word from our team of testers, and believe me, they’re right.

The BMW 135i takes the big engine/small car formula and turbocharges it. The result? Think of it as sitting in a slingshot, being pulled back to breaking point then snapping down the track in a heartbeat. We had no trouble reaching 190km/h on the back straight of our short test track.

That push in the back under acceleration is felt again and again as you snitch through seven brisk ratios; each sharply snapping the rear wheels as they grapple for traction. As turbocharged engines go, the BMW 3.0-litre is quite progressive, but reaches redline quickly, meaning a keen ear is required to maximise acceleration before the fuel is cut.

The chassis is a little twitchy under power and tends toward early understeer due to the large amount of weight over the front axle. It doesn’t help that the steering wants for feedback, either. When you corner hard, the 135i can get a lean on and under repeated heavy braking the car’s weight is obvious, with slight heat fade becoming an issue on the tight, winding track.

Obviously, the BMW owned the 86 in straight-line acceleration and overall refinement. It had an edge in the acoustics department too, being both quieter when cruising and more entertaining at full song. But where handling is concerned, the 86 has an edge.

The car’s light weight and communicative steering/chassis combination means you spend less time ‘learning’ the car. You simply get in, get a feel and drive… Hard. The Beemer takes a while to grow around you. The controls are lighter and the feel through the seat of your pants more direct.

For these reasons alone the 86 is more enjoyable on the ragged edge. Even if that ragged edge arrives at slower pace.
 

In isolation, the Hyundai Veloster is an energetic and good-looking package that carries itself well across a wide range of abilities. Unfortunately, the high-spec model’s pricing ($29,990) leaves it vulnerable to cross shopping with the 86 – a good thing if you’re looking at the Toyota – while its outright ability means it’s well out of its depth on track.

The car’s suspension was underdone, despite being unusually firm on the road. The 40-profile tyres certainly helped grip, but when pushed, the front tyres lost traction easily during power-on cornering, particularly over the crested corners coming onto Broadford’s two straights.

The multipoint 1.6-litre four suffered by way of comparison to the 86’s 2.0-litre Boxer and was a little thrashy to the ear. Kept high in the rev range, the Veloster didn’t completely shame itself, though we hasten to add that the slow-acting dual-clutch transmissions was at times unco-operative, sometimes allowing only single-cog downshifts when two were requested.

Add to this issue all-too-light and completely uncommunicative steering and trigger-happy antilock brakes that faded fast on the demanding Broadford circuit and you soon appreciate that the Veloster is not as sporty as its makers might have you believe.

Run it alongside the 86 and Veloster’s shortcomings are even more apparent. And while that statement may seem unfair on the Elantra-based hatch, it’s worth remembering the pretences Hyundai placed on the car at launch simply cannot be met.

If you want a car that will handle, is predictable, responds obediently to your commands and offers just enough horsepower for the task at hand, buy the 86. If you want style over substance, a little more practicality and a (very) slight saving at the pump, the Veloster is the car for you.

Sure, one offers the added bonus of topless motoring, but their relationship on the road – and indeed between the road and driver – is closer than you might think.

The MX-5 on test did have some minor suspension tweaks (lowered ride height and front strut brace), but was otherwise stock. We feel that in time, these sort of mods will become commonplace on the 86, too. The MX-5 turned in quickly, offering more weight in the steering than 86, but was less prone to understeer at ten-tenths. Grip levels were about equal, with perhaps a slight win to the 86... newer tyres on our press car were almost certain to have given an advantage in this case as well.

Despite its extra 55 kilograms, the Toyota’s additional 29kW and 17Nm make all the difference on uphill sections of the track, and when accelerating from corners. Both share an Aisin-sourced six-speed manual transmission with quick shift action, short-throw lever, and well-spaced ratios. And both offered a driving position ideal for the task at hand.

The pedal box, too, was well-spaced for heel-toe action while the brake pedal offered progressive modulation over the ample stoppers. Like 86, MX-5’s light weight no doubt played a big part in maintaining enough stopping power for more than a handful of laps (I’m looking at you, BMW).

The only real negative against the MX-5 would be price. If you look at just how well the Toyota performs from around $12,500 less than the MX-5 the argument is pretty clear cut. Now if only Toyota would chop the roof off the 86…

Arguably the most tied-down of any car on test, the Renault Sport Megane 250’s suspension works well, though it couldn’t completely rein-in the understeer all but inherent in front-drive road cars. The tyres are placed under considerable duress on corner exit but careful throttle lift will induce oversteer when required – a good thing then the steering’s up to task.

It’s worth noting at this point that the 86 was just as tenacious as the RS Megane on the tight, winding section at the top of the track, losing the battle only where horsepower was concerned.

Renault’s engine is tough, and pulls quickly between 3200 and 6000rpm, a handy chime from the dashboard letting you know it’s time to shift – and shift quick. The gearbox’s longer throw is noticeable in contrast to the 86 (and MX-5); a shame then the cogs must be swapped so quickly.

The substantial amount of horsepower is met by strong braking from the big red Brembos and despite repeated heavy application fade was minimal. The pedal is responsive and well-modulated, though its relationship to the throttle means heel-toe is a no-no. Here, the RS Megane has 86 licked, and while the little Toyota did an exceptional job for the equipment on hand, the repeated hammering sustained by both saw the RS Megane fare better at day’s end.

For day-to-day driving Renault Sport Megane 250 is a little firm underfoot and the thick-bolstered Recaro seats, while great on track, are an ordeal when jumping in and out repeatedly. Match this alongside 86 and it's quickly apparent how Toyota’s blend of comfort and control is attainable, without going to the hardcore lengths found in RS Megane.

Fortunately, Toyota couldn’t have got it more right… well, at least not at this price.

Driving the new and old 86s back-to-back we quickly discovered that the new coupe had captured much of the virtues of the old model. It, of course, adds a few extra horsepower and a couple of extra creature comforts, to the reliable recipe. But were you to drive with your eyes closed (not something we recommend), the feel through the wheel and the seat was well replicated by the newcomer.

Communicative feel and feedback, quick steering, balanced handling – in fact all the prized dynamic traits you could possibly want – give the original AE86 an enjoyable, playful character that really puts the driver in touch with what’s happening underfoot. And we’re glad the 86 has found a way to put all of these qualities into a safer, modern package.

While the AE86 might have been showing its age, there was still plenty of fight left in it. And while it certainly wasn’t as quick as the other cars on test, it still offered enough power to make the most of its light, nimble chassis. Toyota was right to recreate this model, and if you ever wondered what you missed out on by not driving the original, it’s time to drive an 86.

Our testers also praised 86’s slick gearshift action and well-spaced ratios, as well as a pedal box spaced perfectly for heel-toe action. A well-modulated brake pedal delivers superb feel over the stoppers, which it had to be said performed surprisingly well.

The car’s suspension also won praise for presenting a “light and chuckable” feel that co-operates with throttle input to maintain cornering balance, while at the same time soaking up the rough stuff. The steering is quick and offers a surprising level of feedback for an electric-assisted unit, returning to centre fast to help those occasional ‘oversteer’ corrections (grin).

When compared to the others on test, the original AE86 and MX-5 were the only two that came close to offering the all-round range of competence of the 86. Even the dashboard layout, seats and driving position were hard to beat.

Sticking close to the values of its namesake – and at an accessible price – the 86 is certain to become as memorable as the original.

And then…
By this stage, you’ve probably realised the Toyota 86 is well placed to achieve the plans its makers have for it. It adheres closely to the values of the original; competes closely with its nearest competitors and even teaches some of the more expensive players a thing or two about bang for your buck.

With all indicators signalling demand for the 86 will outstrip supply, Toyota finally has the hero that has been so desperately missing from its line-up.

This competent cut-price sports coupe for the masses doesn’t just look the part it steps in to the role, rewrites the script and gets a standing ovation from the crowd. Kudos Toyota.

Thanks to the AE Driving Club & The Mazda MX-5 club of Victoria and Tasmania

Video: Split Image