TOYOTA 86 – GO PLAY
A lot of ink, both physical and virtual, has been spilled on the Toyota 86 and rightly so. The world’s top motoring penmen have waxed on lyrically about the way its steers to the way it stops, and even more so, the way it slices so cleanly in and out of the twisties. And, every one of them has picked up on the fact that the 86 manages to do all of this, without exacting a stratospheric price tag.
What this in effect means is that Toyota has been able to create a new class of car, somewhat ironically by dipping into the company’s illustrious sports car heritage. Think of it as a 2000GT or an AE86 for the 21st century.
Kerry Roodt, General Manager of Marketing Communications echoes these sentiments: “The true marvel of the 86 is that it’s every inch as much fun to drive as its vastly pricier competition.”
“Here you have a car that’s priced at the same level as a hot hatch but manages to dish up classic sports car delights - engine at the front, driven wheels at the back, fast throttle responses and quick meaty steering – without the need to be travelling at warp speed to enjoy them. In fact, the 86 goads you to drive it flat out as often as is humanly possible and the good news is that you can pilot it that way 90 per cent of the time,” adds Roodt.
You ‘can’ indeed because the 86 was specifically designed to deliver maximum fun at minimum cost. Chief Design Engineer, Tetsuya Tada, remarked that many of its rivals have turbos, big tyres and four-wheel drive. In his opinion this has diluted their fun factor to the point that modern-day sports cars have become “boring”.
He's right of course. You'd have to fork out vast sums of money to get something to rival the handling prowess of the 86, and then you would have to be going at twice the speed to feel the incredible adjustability of the chassis. Instead, for less than R300 000 you can get behind the wheel of the all-new Toyota 86, a car that is set to re-define how we view the bona fide sports car.
Based on an entirely new platform, the 86 has a low, highly aerodynamic bodyshell stretched tight over the engineering hard points, making it the world’s most compact four-seat sports car design.
Throughout thousands of man-hours spent overcoming hundreds of development challenges, Chief Engineer Tetsuya Tada fought tooth and nail for three key elements in the new sports car: a rear-wheel drive format, no turbocharging and ordinary tyres.
Shunning a heavy, large displacement powertrain for its performance, the 86 returns to Toyota’s sporting roots with the world’s only combination of a compact, front-mounted, naturally aspirated, free-revving, horizontally opposed ‘boxer’ petrol engine and rear-wheel drive.
This unique powertrain format combines with light mass, low inertia and a low centre of gravity to realise the best possible power-to-weight ratio. These attributes give the 86 lively, accessible performance, highly engaging, readily exploitable dynamic abilities with minimal electronic intrusion, and maximum driving pleasure.
Conceived to focus specifically on the purity of the classic sports car experience, the 86 inherits the spirit of former Toyota sports cars to reward drivers with pure, unadulterated fun.
Known as the "Hachiroku", which translates as "Eight Six" in Japanese, it is called the GT86 in Europe due to the historical links those countries have with Toyota’s pedigreed sports cars of yore. For our market it will simply be referred to as the “Eighty-Six”.
Though paying homage to both the exhilarating drivability of the Corolla Levin AE86 and its unique relationship with owners, enthusiasts and tuning shops, the number 86 has played a further, significant role throughout the development of Toyota’s new sports car.
The obsession with that number transcends itself all over the car: the chrome tipped exhaust opening measures 86mm, even the boxer engine’s square bore and stroke set-up of 86mm by 86mm proved ideal, the same as the Celica and MR2.
Toyota’s sporting lineage spans more than 50 years, with the new 86 encapsulating the best elements of three key models from that rich heritage: the Toyota Sports 800, the Toyota 2000GT and the AE86.
Though the 86 launches as the world’s only front-mounted horizontally opposed engine and rear-wheel drive package, it cannot claim to be the first. That honour goes to Toyota’s two-cylinder boxer engined Sports 800, which the company presented at the Tokyo Motorshow in 1962.
With its compact body and excellent fuel efficiency, the Sports 800 achieved great success in endurance races. The low centre of gravity of the boxer engine and front-engine, rear-drive powertrain format was considered ideal for a car providing maximum driving entertainment. For this reason, the 86 has adopted this classic layout for the first time since the Toyota Sports 800.
The beautiful 2000GT - of which only 337 units were built - a 2.0 litre straight-six-powered coupe first displayed at the 1965 Tokyo Motorshow, helped establish the company’s global reputation as a sports car manufacturer.
Even now, its styling appears sophisticated, cool and fresh. During the development of the 86, a 2000GT was placed next to the clay model of new sports car being developed by the designers. Without receiving any specific instructions, the designers continued their work, occasionally looking at the 2000GT. As a result, their work infused the 86 with the spirit of the 2000GT without imitating it.
From the AE86, the 86 inherits not its hardware, but its spirit. The AE86 was not an extreme sports car. It was moderately priced, with a mass-produced engine and a compact, front engine, rear-wheel drive body.
- The world’s most compact four-seater sports car
- Form follows function (“honmono kan”)
- Infused with the spirit of the Toyota 2000GT
- Latest interpretation of Toyota’s Under Priority frontal design language with Keen Look detailing
- ‘Aero Sandwiching’ air flow concept offers maximum high-speed stability
4,240 mm long, 1,775 mm wide, only 1,285 mm high and with a wheelbase of 2,570 mm, the new 86 is the world’s most compact four-seater sports car.
Form follows function was the guiding design ethos for the 86. Informed by the key words “honmono kan”, which mean ‘authentic’ or ‘genuine feel’, functional shapes and forms are the driving force behind the design.
For instance, the exterior lines and surfaces have been shaped not only for maximum visual appeal, but also to let the driver know where each corner of the vehicle is at all times, helping him place it accurately on the road or track. This ‘viewed from the inside out’ approach was integral to the design process from the earliest stages. The bold front fenders are readily visible through the windscreen, and the rear fenders through the door mirrors. These prominent forms at all four corners of the low-lying body add a new dimension to the feeling of being at one with the car.
Another practical design trait of the 86 is the use of a unique concept called ‘Aero Sandwiching’. The car is pushed by air from the top, bottom and both sides – effectively sandwiched by air from all directions, which stabilises it both vertically and horizontally. In this way the car is settled on the road without unnecessary downforce, which can have a negative impact on the drag coefficient and, hence, fuel consumption. The dented contour on the ‘pagoda’ roof is an example of this system at work, and similar treatment has also been applied to the underbody, smoothing airflow and enhancing downforce. As a result, the 86 has a drag coefficient of just Cd 0.27.
The sides of the roof were raised to allow extra headroom, enabling the overall roof height to be lowered further. The raised section on each side widens towards the rear. This form gives extra torsional stiffness to the structure, which is particularly useful on the 86, the roof of which is fabricated in steel just 0.65 mm thick, to minimise weight.
Further aerodynamic details include the use of stabilising fins known as ‘sakana’ (meaning ‘fish’ in Japanese), which are integrated throughout the bodywork, including in the sides of the rear combination lamps. The location of sakana both on the sides and the underbody of the 86 further contribute to lateral stability.
At the same time by recalling the heritage of past Toyota front-engined rear-wheel drive machines, the styling is also intended to evoke the timeless appeal of the sports car. As mentioned, the spirit of Toyota’s beautiful, 1967 sports car was subtly infused into the styling. Hints of this are evident throughout the 86 bodywork, most notably in the absence of cut lines in the cockpit superstructure, the side window forms and the rear fender character line.
The 86’s bold, simple yet iconic styling incorporates two key pillars of a new Toyota design language: Under Priority frontal design, which places the emphasis on an enlarged lower grille, focusing attention on the lower part of the car for a distinctive, more assertive appearance, and a Keen Look approach for clear, intelligent and expressive styling.
To enlarge on the latter, Keen means ‘intelligent’ and ‘clear’ in this context; clear as in ‘Vibrant Clarity’, which means bright and clean. The Keen Look concept is not limited to the 86, and is to be rolled out on many other Toyota models. It’s manifested in the bold ‘scorpion’ styling to the lower grille, the piercing glare of High Intensity Discharge or HID headlamps and extensive use of LED lights (High model only), giving the 86 an even more aggressive, sporting appearance.
Meticulous attention to detail comes to the fore time and again. This is evidenced in the T-mesh grille motif which is repeated in the triangular rear centre foglamp design, a connecting rod motif in the HID headlamps and at the tip of the twin exhausts, as well as the front wing-mounted ‘86’ piston logo.
The ‘86’ piston logo not only highlights the car’s unique, front boxer engine rear-wheel drive powertrain format, but also represents the vehicle tyres sliding in a four-wheel drift, highlighting the perfect balance of the 86 at the limits of the performance envelope.
Even the vehicle’s unpainted resin exterior surfaces have come under scrutiny from the design team. A new grain pattern inspired by the appearance and texture of carbon fibre has been created for the 86. To the front, this graining forms a V-shaped pattern focused on the centreline of the vehicle, expressing movement. To the rear, the same pattern is inverted, reinforcing the 86’s ground-hugging stance.
The 86 is available in a choice of seven exterior colours; the timeless elegance of Satin White Pearl, Dark Grey, Crystal Black Silica and Sterling Silver, and the more sporting character of Lightning Red, Galaxy Blue Silica and a Toyota-unique Metallic Fusion Orange.
High-grade models are fitted with Toyota’s lightest 17” aluminium wheels, which feature machine-finished twin spokes offset with thin, dark accent spokes. Standard grade models come standard with similarly finished 16” alloys featuring a symmetrical spoke design.
Courtesy of the entirely driver-focused cockpit, the 86 re-evaluates the essence of sports car driving through the detailed examination of the ergonomics and functionality of every element with which the driver interacts, allowing Toyota’s new sports car to be driven as if it were a natural extension of the driver’s body.
The shape, layout and construction of each driving control element has been optimised to focus on functionality and usability; the positioning and display organisation of the driver’s instrument binnacle dials; the grip and functional design of the steering wheel; the intuitive layout and operability of all switchgear; and the ideal shape, construction and material finish of the seats.
The horizontal dashboard design helps communicate the vehicle’s roll posture to the driver, whilst its clearly symmetrical construction makes it easy for the driver to perceive the vehicle centre line during competition driving. To that end, a vehicle centreline mark is located on the front upper edge of the dashboard, and its reflected image can be seen on the windscreen.
Built around the large tachometer, the three dial instrument cluster has been designed with particular attention paid to display placement, markings and typeface, ensuring optimum, at-a-glance visibility and readability during sports driving. Hence High-spec models get digital speedometer read-out which is located inside the tachometer as well as a red shift light (Auto only) which illuminates to help drivers change gear at optimum engine revs.
Reflecting the 86’s sporting pedigree, the steering wheel has a diameter of just 365 mm, the smallest yet fitted to a Toyota. Its buckskin finish has been developed through exhaustive feedback from test drivers to offer enhanced steering performance and maximum grip under all cockpit conditions.
The steering wheel centre pad has a quality feel like hand-stitched, natural grain leather. In place of a metal badge, it is embossed with the ‘86’ logo.
With the lowest driver hip-point of any Toyota production vehicle - just 400 mm - the 86’s driving position is 7 mm lower than that of a well-known German supercar. The seat design has been refined to ergonomic perfection through Nurburgring circuit testing, and under race conditions, to ensure it remains comfortable over long periods behind the wheel.
The seatbacks and cushion cross sections are designed to provide optimum support under G-force acceleration from the front, back and sides. In addition, the shape of the front seat is designed not only for comfort, but also to prevent elbows from interfering with gearshift operation.
Two seat finishes are available, a combination of leather and Alcantara on the High models, and a newly designed, non-slip, suede-like fabric on the Standard version which combines durability and breathability with excellent holding characteristics.
The one-piece rear seatback can be folded, creating sufficient loadspace for four standard tyres and additional racing paraphernalia.
Over and above the low centre of gravity inherent in its design, a further advantage of the boxer engine installation is that its compact front-to-rear dimensions make the transmission far less intrusive in the cabin. As a result, the pedal box does not have to be squeezed to one side, and the pedal positions are perfect for skilled and sporting driving.
Soft knee pads built into the door trim and centre console sides provide support and help the driver maintain pedal control even during the lateral movement experienced in a particularly spirited drive.
The 86 interior also features for the first time, a frameless rear view mirror (High models only). This stylish, lightweight design maximises the driver’s view without overly impeding the view forward through the windscreen.
The dedicated driving focus of the cockpit is further reinforced by a centre console-mounted engine start button (High models only), carbon effect trim, a sporting, all-black roof lining, red upholstery stitching, aviation-style switch and lightweight aluminium pedals.
Red accent stitching and silver ornamentation abounds throughout, as does the 86-unique, T-mesh pattern finish which is applied to the instrument binnacle dials, climate control panel, door switch base and upholstery; the connecting rod motif is applied to the instrument dials, side air vents and gear lever base.
On the passive safety front both model grades boast a total of seven airbags: driver, passenger, side, curtain and driver kneebag.
The 86 range in South Africa comprises three exceptionally well equipped models: a Standard 6-speed manual, a High 6-speed manual and a High 6-speed Auto.
External differentiators between the two grades are limited to the HID headlamps with LED accents, 17-inch alloys and the headlamp cleaners – all of which are standard on the High models only.
On board, 86 High models get the aforementioned frameless rearview mirror and digital speedo read-out and in the case of the auto model, this is coupled to a shift indicator and steering paddles. Further exclusive High-spec trinketry comes in the form of cruise control, illuminated sun visor mirrors, Smart Start with a push start button (the Standard model gets remote central locking) and a fully automatic climate control system with independent left and right temperature controls (the Standard model features a manual aircon system).
Both models are equipped with the same audio system featuring AM/FM/CD 6 speakers, AUX and USB input connectivity. The six speakers comprise two 25 mm dashboard-mounted tweeters, two 160 mm front door speakers and two 65 mm rear quarter speakers.
- The world’s first horizontally opposed engine with D-4S technology
- Short throw, ‘flick of the wrist’ Toyota designed 6-speed manual transmission for driving purists
- Toyota devised 6-speed automatic transmission with the world’s fastest torque-converter AT paddle shifting speed of only 0.2 seconds
- ‘Sound generator’ enhances engine noise under full throttle acceleration
During development of the 86, Chief Engineer Tetsuya Tada established a unique combination of performance characteristics for the vehicle’s powertrain. Those characteristics embodied a low centre of gravity and a naturally aspirated, high-revving sports engine developing 147 kW at 7000 rpm and maximum torque of 205 Nm at 6400 to 6600 rpm.
The solution to these potentially disparate requirements lay in combining Subaru’s newly-developed boxer engine with Toyota’s latest direct fuel injection system to create the world’s first horizontally opposed engine with D-4S (Direct injection 4-stroke petrol engine) technology.
With separate twin injectors for both direct and port injection, D-4S performs both high-pressure direct injection into the cylinder and conventional intake port injection, or direct cylinder injection only, in accordance with engine speed. Hence, intake air and fuel are mixed evenly at all engine speed ranges, increasing throttle response, as well as power and torque over a wide range of engine speeds without sacrificing fuel efficiency and environmental performance.
With a namesake 86 mm x 86 mm bore and stroke - a ‘square’ engine combining fuel economy with well balanced rotation, the 86’s engine block and 16 valve, DOHC cylinder heads have been newly developed to achieve both high engine speed and a high compression ratio of 12.5:1.
The piston mass has been minimised and its length optimised in the interests of engine speed. The crest shape has been optimised to facilitate direct injection and a high compression ratio. A crank pin with a 50 mm diameter has been adopted to increase rigidity at high engine speeds. And the connecting rod shape has also been optimised to help realise the high engine speeds required.
The 86’s boxer unit employs a front-mounted air intake layout to lower the engine position, with a low intake manifold to further lower the centre of gravity. In the interests of lowering the engine position as far as possible within the 86, it was also decided to completely revise both the exhaust system and the oil pan design.
The vertical measurements of the exhaust system have been minimised to lower the engine position, and the middle pipe layout optimised to allow for the lowest possible vehicle height.
The system employs a dual pipe and muffler layout for optimum efficiency, with the manifold layout and the adoption of a large diameter pipe designed to reduce exhaust pressure losses. The system further features a front hexagonal cell catalyst and rear low pressure loss catalyst to enhance emissions performance.
Toyota engineers designed the oil pan to be as compact as a dry sump. The final design made it possible to lower the engine centre of gravity simply by making the oil pan slimmer. A unique internal fin shape was also developed for the pan, allowing them to scoop up oil to promote thorough lubrication.
The new flat four revs freely to 7,400 rpm, at which point a gear shift prompt light flashes in the driver’s instrument binnacle. Over-revving the engine introduces a well-judged, soft rev limiter rather than a sudden engine cut out.
Equalising the intake and exhaust timings has given the engine an extremely pleasant, smooth-revving sound. But Toyota engineers were concerned that various countries’ strict noise regulations would make it difficult to increase the exhaust note volume as much as might be desirable for the driver to hear in a sports car.
In response, the engineers decided to bring the sound directly into the car; the first time a system of this type has been used in a Toyota vehicle. When intake pulses hit the sound creator, a damper resonates at certain frequencies to optimise the intake sound. The optimised sound is then channelled directly into the cabin via a rubber hose. A stress-free, soft intake sound is produced under slow acceleration, while a true sports car intake sound is generated under full throttle acceleration.
While outright acceleration is clearly not the 86’s raison d'être, the figures still reveal a car that is capable of sprinting to 100 km/h in just 7,6 seconds (8,2 seconds for the auto). Top speed is pegged at an academic 226 km/h for the manual and 210 km/h for the auto.
Other noteworthy figures are as follows:
- Combined fuel cycle – 7,8 litres/100 km for the manual and 7,1 litres/100 km for the auto
- CO2 Emissions – 181 g/100 km for the manual and 164 g/100 km for the auto
Being the part of the car - along with the steering - most directly linked to the driver, a meticulous focus on the transmission has been fundamental to the successful development of the 86. The flat-four engine may be mated to either a six-speed manual or a six-speed automatic gearbox.
An unprecedented number of engineers from Toyota, Subaru and Aisin AI worked with a researcher specialising in gear shift feel to significantly upgrade an existing Toyota 6-speed manual transmission.
It was unanimously agreed at the outset that, in a car created for manual transmission purists, the gearbox should feature a short shift, ‘flick of the wrist’ lever travel. The final transmission required the creation of five separate prototypes and the use of some 85% of newly designed components.
It offers quick, precise shifting through closely stacked ratios via the highly engaging action of a tactile, short-throw lever. Triple cone synchromesh has been adopted for 1st, 2nd and 3rd gears, and a highly rigid-feeling, floating construction offers a smooth yet firm operation without unpleasant stiffness when the gears engage, not only when the vehicle is being driven, but also when parked.
A new, Toyota designed, 6-speed automatic transmission combines direct response and steering wheel-mounted shift paddles with the world’s fastest torque-converter AT shifting speed of only 0.2 seconds.
It incorporates high response gear change control, supporting sporting driving in M (manual) range and Sport modes by prioritising responsiveness during upshifts for extremely fast gear changes. Adding sensory appeal to sporting driving, blipping downshift control automatically revs the engine on downshifts, matching engine speed to the mesh speed of the next gear for extremely smooth and rapid downshifts.
Even when driving in D (drive) range, the transmission allows for the temporary manual override of the gearbox via paddle shift control. The Sport mode offers faster shift response times and activates lock-up control from low speeds providing a more direct gear shift feeling. Snow mode automatically adjusts throttle response to control torque delivery characteristics on snow and other slippery surfaces, maximising vehicle grip and traction.
Power is distributed to the rear wheels via a Torsen limited slip differential with a final drive ratio of 4.1, optimising traction and grip under all driving conditions.
Balance of Play (Excellent Power-to-Weight Ratio)
- Comprehensive weight saving measures for a total vehicle weight of only 1,239 kg
- Ultra-low centre of gravity – just 460 mm
- Ideal, 53:47 weight distribution for excellent response to even subtle steering, throttle and brake inputs
- MacPherson front strut and rear double wishbone suspension systems fine-tuned for direct handling feel, instant response and superb controllability
- Advanced, three mode Vehicle Stability Control (VSC) incorporating a new VSC SPORT mode
- Fitted with tyres similar to the Prius to exploit the maximum potential of the chassis and suspension
The 86’s unique powertrain format combines with the world’s most compact four-seat sports car design, light weight, low inertia and a low centre of gravity for the best possible power-to-weight ratio.
Fine-tuning of the 86’s suspension, brakes and steering has maximised the benefits of its minimal mass, supercar-rivalling lack of inertia and ultra-low centre of gravity, allowing drivers to fully exploit the purity of the new Toyota sports car’s outstandingly nimble handling, dynamic agility and cornering poise.
The Nurburgring played a particularly important role in helping chief test driver Akihiro Osaka and his team test and tweak the vehicle. Osaka’s approach was to alternate testing between the track itself and the surrounding country roads, thus realising both the durability necessary for endurance racing and the handling to full engage drivers during everyday use.
Comprehensive Weight Saving Measures
Weight saving was fundamental to the development of the 86. Making it lightweight was synonymous with honmono kan; making it authentic. Only a genuinely lightweight machine offers the intimacy and involvement of a car that can be driven as if it were an extension of the driver’s body.
A car with a 2.0 litre engine of this class is normally about 1,300 kg, but Toyota was determined to make the 86 weigh around 1,200 kg, guaranteeing an excellent power-to-weight ratio.
It was decided that the key to minimising weight was to maximise the use of specialised, exclusive parts, through a ‘Common Parts Reduction Campaign’. For instance, the common fuel tank used initially was replaced with a model-specific design which has a particularly unusual shape in order to fit the space available. Ultimately, this policy lead to a reduction in the usage of common parts in the 86 to just 9%.
Establishing the correct body rigidity is also a delicate balance between performance and weight gain. Increasing strength in some areas but actually decreasing it in others to strike the right balance, the body engineers adopted high tensile sheet steel widely throughout the bodyshell to combine light weight with efficient impact absorption and optimum torsional stiffness.
980 MPa high tensile steel has been adopted for areas such as the roof side rails, front header and centre pillar reinforcement, and 1,500 MPa grade hot-pressed steel used for the roof centre reinforcement. The adoption of a ‘pagoda’ roof form gives extra torsional stiffness to the structure, whilst allowing it to be fabricated in steel just 0.65 mm thick, to minimise weight.
The bonnet is fabricated in sheet aluminium, and an innovative front wing design has enabled thinner sheet steel to be used in the construction process. In combination, these comprehensive weight saving measures have resulted in a vehicle weight of only 1,239 kg.
Ideal Weight Distribution
The flat-four format of the front-mounted boxer engine combines with the lowest driver hip-point of any Toyota production vehicle - just 400 mm - to give the 86 an ultra-low centre of gravity of only 460 mm.
Both the powertrain and driving position have been set as low and as far as possible towards the centre of the vehicle to optimise balance, giving the 86 an ideal, 53:47 weight distribution.
Toyota engineers established that, during spirited driving, a 53:47 front bias produced the ideal response to even subtle steering, throttle and brake inputs, allowing drivers to readily control dynamic weight distribution for the best possible vehicle behaviour.
Incorporating a front performance rod and front and rear anti-roll bars, the front MacPherson strut and rear double wishbone suspension systems have been fine-tuned to react instantly to driver input, with a direct handling feel, sharp response and superb controllability.
A new MacPherson strut front suspension layout has been adopted, maximising the benefits of the low centre of gravity and low inertial properties inherent in the 86’s powertrain. Allied to stiffer mounting points, the system features a newly designed upper support, shock absorber, coil spring, stabiliser, knuckle, lower arm and cross member.
The L-shaped lower arm has been reverse positioned to allow the engine to be mounted as low and as close to centre of the vehicle as possible. The steering gearbox has been positioned behind the cross member. The cross member itself has been specially designed to fit within the limited space between the oil pan and the exhaust pipe. Further lowering the 86’s centre of gravity, the coil springs and strut mounts have been positioned as low as possible.
The 86’s 23 N/mm front spring rates allow for slight body roll on initial turn-in, creating the perfect relationship between steering feel and vehicle behaviour exhibited by a classic front-engined, rear-drive platform.
The rear, double wishbone suspension system offers the ideal combination of stability, grip and driver feedback. It also features stiffer mounting points, as well as a newly designed sub frame, shock absorber, coil spring, lower arm, stabiliser and trailing link.
The differential opening of the subframe has been made larger, reducing system weight. The cross sections of the differential opening have also been enlarged to maximise rigidity. The rigidity of the body and subframe attachment points has been enhanced, minimising weight increases whilst ensuring optimum grip and stability performance. The roll axis has been tuned to compliment the front suspension whilst still maintaining the high roll rigidity expected of a sports car.
Electric Power Steering
The 86 is fitted with a column-coaxial electric power steering system, offering drivers a quick, direct and accurate steering feel. The wheel can be adjusted for rake through 15 mm and for reach through 20 mm. The particularly low, 16 degree column tilt angle is essential for compatibility with the 86’s ultra-low driver hip point.
The steering system was developed for high rigidity from the steering column to the gear box and has a particularly quick gear ratio - 13:1.
Braking and Stability Control Systems
Ventilated disc brakes to both front* and rear wheels offer a different brake pedal feel to that of any other Toyota. Brake response to pedal input has been fine-tuned to provide precise modulation, assisting drivers in car control finesse by allowing for the smoothest possible dynamic weight transfer under braking.
The 86 is equipped, as standard across the range, with an Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Traction Control (TRC) and an advanced, three mode Vehicle Stability Control (VSC).
The ABS and switchable VSC safety systems have been specifically tuned to combine dynamic stability at the limit of the vehicle’s performance envelope with minimal electronic intrusion on the purity of the driving experience.
The new VSC system features an additional, next generation VSC SPORT mode. When selected via a transmission tunnel-mounted switch, VSC SPORT expands the permissible range of lateral acceleration and movement before the system intervenes, allowing the driver to explore the limits of vehicle dynamics without sacrificing stability.
Both TRC and VSC may also be fully disengaged by pushing and holding the VSC switch for more than three seconds.
* 15” for the Std model and 16” for the High model.
Toyota 86 Standard 6-speed Manual - R298 500;
Toyota 86 High 6-speed Manual - R329 400;
Toyota 86 High 6-speed Auto - R346 500.
There is a comprehensive range of accessories available for the new 86 which will be communicated in a separate release.
All new 86 models come with a four-year/60 000 km Service Plan included in the purchase price (service intervals are every 15 000 km), along with Toyota's comprehensive three-year/100 000 km warranty. The new 86 is supported by the ToyotaCare Roadside Assistance Programme and entitles customers to 24 hour roadside assistance, ensuring ultimate peace-of-mind motoring.
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