Although you might not notice, Toyota has leant on Subaru again for its GR86
As the largest (20%) shareholder in Subaru, Toyota has not exactly appeared to be over-enamoured by the strategic survival partnership that Iain Robertson suggests was struck by the firms but has produced virtually no tangible benefits in almost a decade.
Accepting that Subaru is a troubled minor league Japanese carmaker is not so difficult these days. At its peak, this was a company that ruled the rally stages of the world for almost thirty years. That it can still hold its head up in club events, if not the overall World Rally Championship, remains much to its credit. Yet, its road cars also have a powerful ownership niche, regarded as ‘essential transport’ in much the same way that the original Fiat Panda 4×4 (irrespective of rot percentage) is the doyen of ski centres, hill farms and outlying residences around Europe.
Sadly, Subaru took the GM ‘nickel’; its passport to perdition, just as it was for other players like Isuzu, Suzuki, Fiat and Saab. While the Suzuki deal was slightly less detrimental, the dents remain visible. General Motors will not but ought to shoulder responsibility for the wake of destruction it left, destroying Saab completely and really doing for the rest. When Toyota threw its lifeline to Subaru, there was an audible sigh of relief from observers, as the semi-protective and understanding arm reached across its potential rival’s shoulders.
However, apart from a moderately early fruit crop, in the form of the Toyota GT86 and Subaru BR-Z, that was it. That has been the lot, which is not exactly a promise of fulfilment for either brand. Oh, there was nothing wrong with BR-Z, despite the fact that only its rear wheels were driven and its fairly breathy, non-turbocharged ‘boxer’ (flat-four cylinder configuration, a la original VW Beetle) motor could barely drag the skin off a rice pudding. In chassis dynamics terms, it was the first (and only) true rival to the long-standing and best-selling Mazda MX-5…as long as you do not count the short-lived Honda S2000.
While I shall come to the Toyota in a bit, the only reason I am concentrating on Subaru is because of its inspirational value; the GT86 would never have existed without it. Renowned for its phenomenal dynamic balance, the flat-four engine keeps the centre of gravity as low to the road as it does in any ‘boxer’ engined Porsche. Unlike cars fitted with transverse engines, there is no uncomfortable imbalance created by a need to turn the drive to the rear axle through ninety (or more) degrees. While the Mazda is a master of this layout, the Subaru is the better option for the enthusiast, because that low-line engine works most efficiently with an equally in-line manual/automatic gearbox. It is so conventional, in most respects, that it almost hurts.
In a legally-strictured motoring scene, bags of grunt can equate to unwanted baggage. Yet, a standard 197bhp has been enough for a 135mph top whack, 0-60mph in around 7.5s, 35mpg and 168g/km CO2; all very manageable and even upgradable (post warranty) by a smattering of independent Subaru specialists, all of which are more than willing to drop in a turbo, intercooler and in excess of 350bhp, if you really want to test mettle. However, there is something sweet and non-aggressive about a car that handles like a dream and embodies traditional values so effortlessly.
Personally, I feel that Toyota is tinkering with Subaru in much the same way Ford did Jaguar; it almost does not know what to with its charge. While it has been all silent at Subaru, because its UK importer (IM Group) has not the foggiest idea of what to do with a new BR-Z and would likely screw up the opportunity anyway, my research highlights that a revised BR-Z does exist and is powered (unsurprisingly) by the same flat-four engine and transmission options that Toyota is flagging up for its all-new GR-86.
Let’s get them out of the way first…the capacity has been hiked up to 2.4-litres, although it continues without forced induction. The low CoG flat-four configuration ensures that, whether driving the rear wheels strictly, through a 6-speed manual, or automatic gearbox, the same beautiful chassis balance ensues. Fortunately, the power is increased to around 231bhp and the slightly longer stroke engine also provides a slightly deeper trough of pulling potency. It is not enough to break new records but is enough to improve overall driveability, without breaking the bank.
Not much has altered with the bodywork and any changes are fractional, although there are new head and tail-lamp structures, complete with their commensurate LED signatures. If anything, the more Supra-esque treatment of the bootlid means that a more overt ‘ducktail’ is obvious that allows it to comply with familial matters. It is worth highlighting that extensive use of aluminium (bonnet, bootlid and other body panels) makes this one of the lightest cars in class. The only major change lies with the branding, which is no longer GT86, which gifted the car a delicious connection with the delightful and memorable AE86 model of the mid-1980s, having shifted to GR86 with convenient deference to its Gazoo Racing links.
Thus, intriguingly, Toyota now has its third GR model. However, only one of them can even be referred to as a genuine Toyota, the Yaris GR, which is currently earning its stripes as a rally-inspired, 4×4 hot hatch, without an actual rally programme to own up to. The Supra is a BMW in a Japanese drag outfit and the GR86 is actually a Subaru.
Although no pricing details are available as yet, you can reckon on the new GR86 costing from around £30,000, because Toyota is now familiar with over-pricing its new models. It goes on sale around Europe and the UK in a couple of months’ time and will be relatively unchallenged, because the BR-Z is being sold only in North America. Thanks to a fairly comprehensive updating process, the new GR86 could well become the ‘Best Handling King’ in the sportscar realm as a result of its excellent Subaru underpinnings. However, I worry a little that Toyota, which can readily afford to produce its own sportscar, is being too reliant on other brands.
