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6 speed, Automatic w/OD, 6 speed, Manual w/OD
Premium Unleaded H-4
Rear Wheel Drive
Photo: James Riswick
Although I have driven the Toyota GR86 before, this was my first chance to take it on a track—specifically, Sonoma Raceway in California. This hilly course was a great setting to reconnect with Toyota’s rear-wheel-drive (RWD) sport coupe, co-developed with Subaru. There are few affordable sporty cars left, especially RWD two-door models. This is one of them; its Subaru BRZ twin is another. The Mazda MX-5 Miata is yet another. Essentially, the GR86’s very existence makes it special.
Yet, this one is extra special. As you can see, my test car was yellow. Specifically, the Yuzu Yellow color is exclusive to the 2026 Toyota GR86 Yuzu Edition. Besides the paint and the matching yellow interior details, the Yuzu Edition is just as well equipped as a GR86 Premium with the Performance package (which includes Brembo brakes and SACHS dampers).
With the optional GR Aero kit installed, the Yuzu Edition's manufacturer suggested retail price (MSRP) is $40,260, including the $1,195 destination charge.
Photo: James Riswick
Guide the crisp, mechanical shifter into first gear, let out the clutch, and gently press the responsive throttle. Listen to the tell-tale snarl of the boxer four-cylinder engine. Feel the steering wheel respond to your subtle inputs and sense what the tires are doing. See the road ahead clearly, thanks to the low hood and large glass. This is just a taste of what it is like to drive the 2026 Toyota GR86, a feast for the senses and one of the most joyful, communicative, and fun cars to drive today.
Much of the GR86’s appeal comes from its quick responses to your inputs. The throttle not only reacts eagerly to your foot, but the naturally aspirated engine does not have to deal with the turbo lag typical in forced-induction engines. Want power? It delivers, and it is this responsiveness and the engine’s willingness to rev to a redline of 7,500 rpm that make it feel more powerful and fun than its modest specs—228 horsepower and 184 pound-feet of torque—would suggest.
The steering is also something special. I drove the GR86 back-to-back with the powerful GR Corolla, and I immediately preferred the GR86’s steering, noting sharper turn-in and more feedback. Aside from the family comparison, you will be hard-pressed to find a more responsive and tactile steering than the GR86’s.
Not only that, but the car’s inherent balance, communicative chassis, and, once again, impressively responsive throttle allowed me to steer as much with the throttle around corners on the track as I did with the steering wheel. This is the type of car that can make you feel like a hero.
Photo: James Riswick
The same can be said for its manual transmission. While it does not have the auto-rev matching feature of the GR Corolla that automatically blips the throttle during a downshift to match engine and transmission speeds, the GR86’s pedal placement, low-end torque, and responsive throttle make it extremely easy to execute perfect heel-toe downshifts.
The grip on the track was surprisingly good. I expected the RWD GR86 to be a little looser when I over-gunned the throttle coming out of corners, especially compared to the all-wheel-drive GR Corolla, but it held on. I am sure stiffening the suspension would boost its grip and overall speed on the track, but its stock compliance adds to its sense of control, making it more forgiving and comfortable on the street.
Photo: James Riswick
The main takeaway from my experience with the GR86 on the track is that it is just so light, controllable, and again, responsive. There is so little separating you from the car. It also feels like there is very little between you and the road, since the seating position and outward view are so low. The GR Corolla felt like I was sitting on a stool in comparison.
My only complaint is that, at 6-foot-3, my helmeted head touched the roof, forcing me into a less-than-ideal reclined seating position. Oh well, better than what I would experience in the GR86/BRZ’s only direct rival, the Mazda MX-5 Miata, which fits me like a coffin. I suppose I could put the roof down, but that seems like a bad idea on a track.
James Riswick has been testing and reviewing cars since 2007, serving as an editor at Edmunds.com and Autoblog. In addition to JDPower.com, he has also contributed to Autoguide Magazine, Autotrader, Capital One Auto Navigator, Car and Driver, and Hagerty. He resides in Southern California and owns a 1998 BMW Z3, a 2013 Mercedes-Benz E350 Wagon, and a 2025 Cadillac Optiq.
