Toyota Proudly Announces 2022 GR86 Will Be Slightly Cheaper Than Subaru BRZ

Matt Posky
by Matt Posky
toyota proudly announces 2022 gr86 will be slightly cheaper than subaru brz

Toyota has announced pricing for the 2022 GR86, with the Hachiroku receiving an MSRP of $27,700 before destination. That’s $295 cheaper than the nearly identical Subaru BRZ. Though, when you’re effectively building a sports coupe that has a literal clone of itself on sale across the street, every tiny advantage suddenly becomes relevant.

While a couple of hundred bucks aren’t likely to sway someone holding any amount of brand loyalty, it could become the deciding factor for interested parties who see the Toyobaru Twins as otherwise identical. The problem is that they actually do have distinctive personalities, despite still being overwhelmingly similar at their core, and the price difference shrinks even more once you accounted for each manufacturer’s delivery fees.

The two cars are the most similar in their base formats. For Toyota, that results in an MSRP of $27,700 plus 1,025 delivery fee. On the Subaru, it’s $27,995 plus a smaller $960 destination charge — making the GR86 $230 cheaper before you’re comparing financing options or any added equipment.

This also makes the GR86 a few dollars less expensive than the previous generation Hachiroku, which is equipped with a less powerful 2.0-liter and lacks a lot of the slick digital features of the new model. While not everyone is likely to be a fan of adding screens and connectivity features on a stripped-down sports coupe, they’re bound to appreciate the 2022 GR86’s larger 2.4-liter boxer engine (sourced from Subaru) that delivers nearly 18 percent more horsepower and 11 percent more torque.

But we’re comparing the Toyota 86 to the BRZ, which shares those hardware upgrades. That means both vehicles come with 228 hp and 184 lb-ft of torque, though they’ve been tuned differently to cater to each brand’s tastes. The same is true for their transmission turning, power steering setup, and the amount of dampening each vehicle was given. This has resulted in claims that the GR86 is more easily tossed around a racetrack than the planted BRZ. Though most reviewers seem to feel that there’s really not much difference from behind the steering wheel.

Toyota has said in the past that it prioritized engine responsiveness while Subaru focused more on comfort and stability. But Subaru has remained adamant that the BRZ wasn’t designed to give Toyota a performance advantage for the sake of a softer ride. Engineers have even suggested that it should boast a slightly lower center of gravity and may yield better lap times on a highly technical course, citing some mild differences in hardware.

The Subaru is using aluminum front knuckles instead of the Toyota’s more standard steel to help reduce un-sprung weight. It likewise stiffened up the rear trailing link bushings whereas the 86 uses carryover hardware. The stabilizer bars, which both vehicles have at the front and year, are similarly unique. But Subaru’s are supposedly lighter as the rear unit is mounted to the BRZ’s body while the GR86 has its back bar affixed to the subframe.

This ultimately makes the BRZ a little more expensive to manufacture and was something Subaru hinted at ahead of launch. But manufacturer documents actually have the Toyota weighing a bit less, with the specific differences varying between markets and which spec sheet you’re currently looking at. At the end of the day, they’re both so close to 2,800 lbs that the size of your dinner could and what you’ve left in the trunk will be determining which one is heavier in the real world.

That just leaves the looks, which are entirely subjective. Save for the badging, you’d be hard-pressed to guess which one you’re sitting in. But the Subaru looks a little happier from the outside, while the similarly playful styling of the Toyota boasts a smidgen of menace thanks to a distinctive front clip and some unique headlamps.

Frankly, it’s not really enough for the money to make much of a difference and your driving abilities will undoubtedly be more relevant than whatever mechanical divergences there are between the two cars. It’s also likely that a lot of the people interested in the Toyobaru Twins will immediately end up modifying them to suit their tastes anyway. However, if you’re absolutely positive you’re going to keep them stock, the GR86 might be better suited to someone interested in the occasional bout of hooning. Meanwhile, the BRZ seems designed to behave predictably during track days and help drivers shave off those milliseconds.

Final verdict: Unless you’ve got something specific in mind that costs exactly $230, forget about the money and just go with whatever model speaks to you the loudest and happens to be available. Just don’t spoil it by optioning the $1,500 six-speed automatic.

[Images: Toyota; Subaru]

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4 of 12 comments
  • Brn Brn on Oct 28, 2021

    I'm tired of destination fees. No where else do I have to pay $1000 (I've seen it much higher) for merchandise to be delivered to the store. Just charge more for the car.

    • See 1 previous
    • Jack4x Jack4x on Oct 29, 2021

      @eggsalad The fact that GM charges the same destination fee for Corvette pickup at the factory tells you all you need to know about how much it actually relates to delivery cost.

  • Inside Looking Out Inside Looking Out on Oct 28, 2021

    So my take is that: 1. Subaru badge is more expensive to make than Toyota. 2. GR86 is made for retirees since typical Toyota owner is over 70 years old. 3. Dogs prefer BRZ and by dogs I mean...Well that is the topic on my next post.

  • Nrd515 I bought an '88 S10 Blazer with the 4.3. We had it 4 years and put just about 48K on it with a bunch of trips to Nebraska and S. Dakota to see relatives. It had a couple of minor issues when new, a piece of trim fell off the first day, and it had a seriously big oil leak soon after we got it. The amazinly tiny starter failed at about 40K, it was fixed under some sort of secret warranty and we got a new Silverado as a loaner. Other than that, and a couple of tires that blew when I ran over some junk on the road, it was a rock. I hated the dash instrumentation, and being built like a gorilla, it was about an inch and a half too narrow for my giant shoulders, but it drove fine, and was my second most trouble free vehicle ever, only beaten by my '82 K5 Blazer, which had zero issues for nearly 50K miles. We sold the S10 to a friend, who had it over 20 years and over 400,000 miles on the original short block! It had a couple of transmissions, a couple of valve jobs, a rear end rebuild at 300K, was stolen and vandalized twice, cut open like a tin can when a diabetic truck driver passed out(We were all impressed at the lack of rust inside the rear quarters at almost 10 years old, and it just went on and on. Ziebart did a good job on that Blazer. All three of his sons learned to drive in it, and it was only sent to the boneyard when the area above the windshield had rusted to the point it was like taking a shower when it rained. He now has a Jeep that he's put a ton of money into. He says he misses the S10's reliablity a lot these days, the Jeep is in the shop a lot.
  • Jeff S Most densely populated areas have emission testing and removing catalytic converters and altering pollution devices will cause your vehicle to fail emission testing which could effect renewing license plates. In less populated areas where emission testing is not done there would probably not be any legal consequences and the converter could either be removed or gutted both without having to buy specific parts for bypassing emissions. Tampering with emission systems would make it harder to resell a vehicle but if you plan on keeping the vehicle and literally running it till the wheels fall off there is not much that can be done if there is no emission testing. I did have a cat removed on a car long before mandatory emission testing and it did get better mpgs and it ran better. Also had a cat gutted on my S-10 which was close to 20 years old which increased performance and efficiency but that was in a state that did not require emission testing just that reformulated gas be sold during the Summer months. I would probably not do it again because after market converters are not that expensive on older S-10s compared to many of the newer vehicles. On newer vehicles it can effect other systems that are related to the operating and the running of the vehicle. A little harder to defeat pollution devices on newer vehicles with all the systems run by microprocessors but if someone wants to do it they can. This law could be addressing the modified diesels that are made into coal rollers just as much as the gasoline powered vehicles with cats. You probably will still be able to buy equipment that would modify the performance of a vehicles as long as the emission equipment is not altered.
  • ToolGuy I wonder if Vin Diesel requires DEF.(Does he have issues with Sulfur in concentrations above 15ppm?)
  • ToolGuy Presented for discussion:
  • Kevin Ford can do what it's always done. Offer buyouts to retirement age employees, and transfers to operating facilities to those who aren't retirement age. Plus, the transition to electric isn't going to be a finger snap one time event. It's going to occur over a few model years. What's a more interesting question is: Where will today's youth find jobs in the auto industry given the lower employment levels?