Toyota GR86 GTS 2025 Review

That under-the-skin twin is becoming more a thorn in its side, too, as sales of the Subaru BRZ are stronger than the offering from the bigger Japanese giant. However, there’s no longer a significant price gap between the two, which used to be more than $2k.

In fact, the story gets better if you’re a fan of Toyota. We’re in the top-spec 2025 Toyota GR86 GTS with the Dynamic Performance Pack (DPP), which asks for $48,865 of your hard-earned cash. Broken down, that’s $46,090 for the car, $2200 when DPP is selected and $575 for the White Liquid metallic paint.

Yet, over in Subaru land, if you want to buy an equivalent BRZ tS with ‘STI-tuned suspension’ (instead of the ZF Sachs dampers fitted to the Toyota) and the same Brembo brake upgrade, that’ll set you back $49,190. It seems the tables have turned.

The pricing might come as a shock to those who remember the 86 launched in Australia with a sub-$30k price tag, but a lot of water has passed under the bridge since 2012. Not to mention the fact the rear-wheel drive sports coupe also gains the FA24D 2.4-litre horizontally opposed four-cylinder petrol engine.

There is, of course, the entry-level GT that starts from $43,940 – all listed prices are before on-road costs, with six-speed automatic and manual versions being priced equally.

Apart from the obvious Toybaru twin, there aren’t too many rivals within this monetary realm. The Mazda MX-5 provides topless, rear-drive fun for similar cash, while the Hyundai i30 N remains an impeccable choice if boosted hot hatchery (or a sedan) is your flavour.

The 2025 Toyota GR86 GTS DPP has remained unchanged aesthetically since the inception of the second-gen car. Which is no bad thing, given the revised styling added a sense of design cohesion over the original.

Externally, the GTS grade results in an upgrade of the rolling stock to matte black 18-inch alloys, with our test car booted in Michelin Pilot Sport 4 rubber. Other than that, it features LED headlights with LED daytime running lights, keyless entry and push-button start as well as a shark fin antenna.

Upgraded, heated front seats covered in Black Ultrasuede and leather are the telltale signs of the GTS model grade inside the cabin. It also gains sports pedals, premium door scuff plates and courtesy lamps. That’s above the dual-zone climate control and premium three-spoke steering wheel, shift lever and parking brake.

As mentioned earlier, our test car comes with the $2200 DPP option, but it’s also fitted with ostentatious red accents inside the cabin. This includes red stitching on the steering wheel, shift boot, handbrake, front seats and armrest. The clincher is that both the floormats and the entire carpet are red, too.

It does pair quite well with the $575 White Liquid exterior hue and black wheels, but still, it takes guts to select the bold interior colour.

The GR86 is covered by Toyota’s five-year/unlimited-kilometre warranty (seven years for engine and driveline), while roadside assist is $99 per year or $139 annually for the Plus package.

Unlike some Toyotas that run a six-month servicing regime, the GR86 requires a garage visit every 12 months or 15,000km. The first five years of those trips are capped at $310 apiece, but it’s worth noting that if you hold onto the car for a longer term, service seven and eight aren’t cheap at $1087.96 and $1253.26 respectively.

There used to be a genuine deficit in this area for choosing the manual gearbox as it wasn’t compatible with Subaru’s EyeSight technology – not anymore. The 2025 Toyota GR86 GTS DPP gains the same Toyota Safety Sense suite with radar tech that’s found in the two-pedal, paddle-shifting option.

That means it’s fitted with active tech such as autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, active cruise control, lane departure warning, auto high beam, rear parking sensors, reversing camera and parking support brake.

It’s a bit of a shame you have to step up to the GTS to gain rear cross-traffic alert and blind-spot monitoring, yet a win is the fact it doesn’t have audible speed zone warnings because there is no road sign detection.

Crash testing was conducted by ANCAP for the first generation in 2012, which resulted in a five-star rating. However, the current car hasn’t been through the same protocols. It’s fitted with seven airbags, ISOFIX and top-tether anchorages.

While the first generation’s infotainment screen looked like an aftermarket afterthought, the 8.0-inch touchscreen in the 2025 Toyota GR86 GTS DPP is a vast improvement.

While it doesn’t utilise the swishest graphics, it’s generally easy to use. Apple CarPlay and Android Auto require a wired connection, which isn’t too much hassle given you’ll likely want to connect your smartphone via a cable as there’s also no wireless charging pad.

The 7.0-inch Thin Film Transistor (TFT) colour instrument cluster is housed in a boxer-inspired surround and includes all the vital information. Switch to track mode and the display enters race spec, which emphasises gear position, revs, torque, lap times and G-forces.

Considering the first gen’s propensity to fall into a mid-range torque hole, it was always hilarious to view it graphically within the instrument cluster via the power and torque graph. This in-car feature carries over to the new version, but does the engine behaviour carry over, too? Let’s find out.

While it’s easy to fob off the engine as being an inconsequential part of the process, it’s more of an event than it’s given credit for in the 2025 Toyota GR86 GTS DPP.

The inclusion of the new 2.4-litre horizontally opposed four-cylinder petrol engine has definitely changed the narrative. It used to be all about ragging the old 2.0-litre unit to the redline to gain any meaningful progress, but that’s no longer the case. It’s even smoothed out its torque curve and no longer needs to dig itself out of a mid-range crater.

It’s clear that while the numbers are significantly better at 174kW and 250Nm, it’s the way it goes about its business that means more. Not only are there added kiloWatts and Newtons, both are also produced lower in the rev range. Being more specific, the bulk of the torque is now available at 3700rpm instead of 6400-6600rpm. That alone makes a big difference in its characteristics.

And yes, it’s quick rather than fast, the zero to 100km/h time of 6.3 seconds meaning it's chasing the tail-end of the front-wheel drive hot hatch pack. What doesn’t quite work is the revised and more aggressive throttle mapping which, in conjunction with revs that tend to hang, can make smooth gearchanges a chore when driving ‘normally’.

However, you can’t buy a GR86 and not opt for the six-speed manual. The shift action, while not up to MX-5 quality, is pleasing to use and the ratios are about right in conjunction with the boxer engine. Pedal placement is nice, too, and there’s no auto-blip function – so it’s all up to the driver.

Yet, the beauty isn’t in the pace – it’s how it goes around corners.

Officially, the 2025 Toyota GR86 GTS DPP has a claimed average fuel consumption of 9.5L/100km. Drive it how it’s intended to be driven and that figure is unachievable.

After a week of mixed conditions, including spirited dynamic testing, the GR86 returned almost 11.0L/100km. The 50-litre tank also requires 98RON premium unleaded petrol. 

Well, we’re pretty sure you know where this is going. The 2025 Toyota GR86 GTS DPP is a revelation behind the wheel. In fact, experiences like this are becoming all too few and far between. It’s pretty special.

Dynamically, the GR86 is playful and malleable. You can adjust your line mid corner and the front-end will stick, while the back axle (with a limited-slip Torsen differential) remains lively when you want it to be. It now comes with an added layer of purchase thanks to the gripper Michelin tyres, with yaw moments telegraphed to you instead of snap oversteer. 

Thanks to weight-reducing aluminium body panels for the roof and additional cross members, the compact two-door Toyota is light on its feet. The numbers stack up, too, given kerb weight is just 1287kg. In that regard, the boxer ‘only’ producing 174kW isn’t so much of an issue as you can scamper along a twisty road at pace. However, it also aids quick direction changes – it’s all very nippy and nimble.

It’s a lesson in less being more. There’s something very rewarding about using all the fruits the GR86 has to offer instead of having to bide your time thanks to the rocket under your right foot. The only thing letting the side down is the aural experience.

Yes, the Active Sound Control (ASC) tries to amp up the attitude that’s there and the closer you get to the 7000rpm cutout the more it sings. However, despite best efforts, the soundtrack is never quite the banger you want it to be. Nice try, but no cigar… well, it can’t be good at everything.

The steering is engaging in a way some performance cars aren’t, and for electric assistance, it connects to your fingertips commendably well. It doesn’t feel too artificially assisted or synthetic and there aren’t myriad modes. Speaking of modes, Track has been added into the mix with a five-stage traction control system. Although there really isn’t any need to get that granular unless you’re actually on a track.

What about the $2200 Dynamic Performance Pack; is it worth it? Yep, it definitely is. The ZF Sachs dampers add both control and ‘comfort’. The latter under the caveat that this is a performance car, so it’s never going to provide a magic carpet ride quality. However, the suspension setup (MacPherson struts front, multi-link rear) absorbs bumps well and the GR86 DPP gels with the road better than any other variant.

The brakes also stack up well, too, a boon for those wanting to go for a spin at a circuit. With four-piston front and two-piston rear calipers, the Brembo package doubles the piston count of the GTS. For our on-road testing, the pedal never came close to going long, providing positive retardation.

The final takeaway is that whether you’re planning to track your GR86 or not, the DPP option is worth ticking.

It isn’t exactly the last word in luxury or comfort – but that isn’t the 2025 Toyota GR86 GTS DPP’s modus operandi, is it? After all, the fact the original was designed to fit four spare tyres in the back speaks volumes of its intent.

Pop the rear seat down, and the second gen continues with that party trick. Therefore, the 237-litre boot is far more user-friendly than the on-paper cargo capacity suggests. Although, those back seats are more of a token gesture – especially for carrying adults. Still, it’s a bonus that they’re there at all.

So, with such a track-focused brief, the harder plastics and easy-to-use controls make much more sense. The three-spoke steering wheel feels nice in hand and has a useful range of adjustment, though it always feels quite vertical, which you do get used to.

While finding a comfortable driving position in the bolstered seats is easy enough, being able to lower the seat a touch more would be ideal. Outward vision is also decent from within the diminutive cabin.

It’s certainly more tailored to daily use compared to the tight interior of the Mazda MX-5. However, the bright-red carpets of our test car won’t be to everyone’s taste. They’re as loud as the on-road noise, vibration and harshness (NVH) levels that are overly intrusive.

Other than that, it’s ergonomically sound, with an abundance of old-school physical buttons and controls. And the traditional handbrake nods to skid-pan fun of all sorts.

There’s something wonderfully pure and unpretentious about the 2025 Toyota GR86 GTS DPP. It’s also a lesson in gluttony given that having just enough, proves more than enough. You also don’t need to push the limits to have fun, with smiles per mile being the modern hachi roku’s USP.

Ultimately, it also doesn’t matter if you choose this or the BRZ tS. Either way, both present as a life enhancer.

With the tweaks made to Toyota’s sports coupe formula, it’s all the more enjoyable – especially with the Dynamic Performance Pack. Opportunities to chortle behind the wheel for this amount of cash are drying up, so enthusiasts should relish the GR86 experience while they still can.  

2025 Toyota GR86 GTS at a glance:
Price: $46,090 (plus on-road costs)
Available: Now
Powertrain: 2.4-litre four-cylinder petrol
Output: 174kW/250Nm
Transmission: Six-speed manual
Fuel: 9.5L/100km (ADR combined)
CO2: 217g/km (ADR combined)
Safety rating: Not tested

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