2026 Toyota GR86

Single 2.4L naturally-aspirated FA24 flat-four across all three 2026 grades (GR86, Premium, Yuzu Edition), with identical output on manual and automatic. Toyota's 2027 announcement of higher power confirms 2026 remains at 228 hp.

Peak torque arrives at a high 3,700 rpm from the naturally-aspirated boxer; modest by segment standards and unchanged for 2026 across every grade and both transmissions.

Toyota's published figure for the volume 6-speed manual is 6.1 s; instrumented results vary by outlet (Car and Driver has recorded 5.4 s, Edmunds 6.0 s) because of rollout and surface differences. The manufacturer claim is used as the conservative, comparable figure.

The FA24 is eager and direct with zero turbo lag, and the 2025 throttle-mapping revision carried into 2026 — plus added engine torque control — measurably improved linearity and made throttle blips easier. It still runs coarse and thrashy near the 7,500 rpm redline with a well-documented mid-range torque valley, holding it mid-pack.

The standard Aisin 6-speed manual is a benchmark gearbox — short, precise throws and well-weighted clutch — and the 2026 throttle calibration makes heel-toe rev-matching easier still. The optional 6-speed torque-converter automatic is competent but noticeably duller; the manual is the volume-trim reference for this segment.

Rear-wheel drive only across GR86, Premium and Yuzu Edition — no AWD offered anywhere in the lineup, which is deliberate for the car's rear-drive character but scores at the bottom of this rubric. A Torsen limited-slip differential is standard.

One engine, take it or leave it — the 228 hp 2.4L naturally-aspirated boxer in every 2026 grade, with the only choice being 6-speed manual vs. 6-speed automatic. No turbo, hybrid, PHEV or EV variant exists.

The 2026 GR86 is a mechanical carryover of the ZN8 generation (2.4L naturally-aspirated FA24 flat-four, 228 hp) across all three grades — GR86, Premium and the new Yuzu Edition — with unchanged EPA ratings; the 6-speed manual is the volume configuration. 22 MPG combined sits at the very bottom of the coupe band, which runs up to 60 MPG for economy-minded two-doors.

EPA city rating for the volume 6-speed-manual GR86; the naturally-aspirated boxer needs revs to make power and there is no hybrid assist to help in traffic.

EPA highway rating for the volume 6MT trim, which lands at the floor of the coupe band; the automatic's taller top gear is worth a substantial 4 MPG on the highway cycle.

Range is derived from the 13.2-gallon tank and the EPA combined rating for the volume 6MT — a small tank paired with modest economy makes this one of the shorter-legged cars in the segment on a fill.

EPA's annual-cost estimate at 15,000 mi/yr for the volume 6MT pairs a low 22 MPG combined with the premium-fuel price assumption — the double penalty pushes it past the top of the coupe cost band.

Toyota specifies premium for the FA24 — the 228 hp/184 lb-ft ratings are quoted on premium, with 93 octane called for at maximum performance and 91 acceptable where 93 is unavailable — so the pump-price premium is unavoidable. Nothing exotic is involved (no E85, diesel or charging setup) and premium is available everywhere, which keeps this above the bottom of the band despite being a genuine premium requirement.

NHTSA has published no overall star rating for any GR86 model year, including 2026 — the nameplate has never been selected for NCAP testing at its low US volume. Estimated at 4 stars from the Subaru Global Platform structure and the car's Good IIHS crashworthiness results.

The GR86 earned a Top Safety Pick+ in 2022 under the older criteria with Good ratings across small overlap (both sides), moderate overlap, side, roof and head restraints, but it holds no award for 2025 or 2026: IIHS has not run the updated side test or the updated moderate overlap (rear-passenger) test on this generation, and the current award requires them. Good results where tested, no award — squarely mid-band.

Since MY2024 the stereo-camera Active Safety Suite (EyeSight-derived) is standard on every 2026 GR86 including six-speed manual cars — Pre-Collision Braking with pedestrian detection, Adaptive Cruise Control, Lane Departure Warning/Prevention, Sway Warning, Lead Vehicle Start Alert — plus standard Automatic High Beams, backup camera and the Star Safety System. Blind Spot Detection and Rear Cross-Traffic Alert are Premium-trim equipment and cannot be had on the $30,800 base car, which keeps this out of the top band.

IIHS front crash prevention is a top rating for the current GR86: the car avoided the collision entirely in the 12 mph vehicle-to-vehicle test and cut impact speed by 23 mph in the 25 mph run, and avoided the pedestrian dummy in both the 12 and 25 mph pedestrian tests. Held short of the 80s because nighttime pedestrian performance and the newer higher-speed vehicle-to-vehicle protocol have not been published for this car.

Blind Spot Detection and Rear Cross-Traffic Alert are standard on the Premium trim scored here but are not offered at all on the base GR86 — a real gap given the coupe's slotted rear glass. Coverage is alert-only with no braking or steering intervention, and no surround-view camera is available; Rear Parking Sonar with Reverse Automatic Braking is the only active rear system.

The Active Safety Suite provides Lane Departure Warning with Lane Departure Prevention steering assist and Lane Sway Warning, but there is no true lane-centering function — nothing that will hold the car mid-lane on a highway. Owners describe the system as unobtrusive rather than capable, and it lacks the centering that Toyota Safety Sense 3.0 cars get elsewhere in the lineup.

Adaptive cruise is standard on all 2026 GR86s and notably works with the manual gearbox — it stays engaged through clutch actuation, offers four following distances and three re-acceleration rates, and warns before decelerating. But there is no highway-assist package pairing it with lane centering, and manual cars cannot creep in stop-and-go traffic the way the 8AT can, so it is capable-with-caveats rather than refined.

No hands-free highway driving is offered on the 2026 GR86 at any trim or option level. Toyota's limited hands-off capability (Lexus Teammate) is confined to a handful of Lexus flagships, and a driver-focused sports coupe is the last place it would appear.

Full-LED headlights with standard Automatic High Beams earn a Good IIHS headlight rating on the current GR86, with good low-beam visibility on both sides of the straightaway and high-beam assist covering the low beams' shortfall on gradual curves. The same lighting hardware runs across the range; no steering-responsive adaptive function is offered, which is why this sits at the bottom of the top band.

The low cowl, low beltline and short hood give forward and over-the-nose sightlines that are genuinely excellent for a sports car — a repeated point of praise in reviews. Rearward and over-the-shoulder views are the weak point: the steeply raked rear glass is shallow, the C-pillars are thick, and owners specifically flag Y-junction sight lines, with only a standard backup camera and rear sonar (no surround view) to compensate.

Two full sets of LATCH connectors are fitted in the rear, and the system is otherwise straightforward, but the lower anchors sit too deep in the seat cushions and everything has to be threaded through a two-door aperture after folding a front seat. With roughly 29.9 in of rear legroom, a rear-facing seat cannot be installed without pushing the front passenger seat forward to an unusable position.

The GR86 is a 2+2 coupe — two front sport buckets plus a token rear bench, four belted positions on every 2026 trim (base, Premium, Yuzu Edition).

Low-slung coupe roofline puts front headroom at the bottom of the coupe band; no sunroof is offered on any 2026 trim, so the published figure applies across the range.

Front legroom is adequate rather than generous; the very low hip point lets tall drivers fit, but the number sits in the lower third of the coupe band.

Rear headroom falls below the coupe band entirely — the fastback roof and rear bulkhead leave no usable head clearance for anyone near adult height.

Below the coupe band; the rear seat functions as a padded parcel shelf or a short-hop child-seat perch, not passenger space.

Trunk volume sits well below the 10–20 cu ft coupe band; the redeeming trait — a folded-seat pass-through engineered to swallow a set of track tires — is not captured by the raw figure.

Small glovebox, shallow console cubby and thin door pockets, with no innovative storage or onboard-power features; the fold-down rear seatback doubling as a track-tire hauler is the single clever touch.

Front sport buckets are consistently praised for lateral support and hold up over long drives — Premium adds heated Ultrasuede seats with leather bolsters — but the 2+2 rear earns no credit and adjustment is manual-only with no lumbar.

Body control is excellent, but the stiff tune jitters over broken pavement and reviewers still prefer the mechanically similar BRZ's slightly softer calibration; 2026's revised SACHS damper and EPS tuning sharpen response more than they add compliance.

Deliberately light sound deadening leaves boxer-four intake and exhaust drone plus tire roar prominent at highway speed, more so on Premium's 18-inch summer tires.

Dual-zone automatic climate control, proximity key and push-button start are standard even on the base car — better than the BRZ's manual base setup — but heated seats require Premium and there are no ventilated seats, heated wheel, rear vents or remote pre-conditioning.

The 2026 lineup opens at $30,800 for the base GR86 plus a $1,195 destination charge. It is the least expensive rear-drive sports car in the segment and now undercuts its own Subaru BRZ twin.

Premium is the mainstream volume grade at $33,400 + $1,195 destination. The Brembo/SACHS Performance Package adds $1,500 on Premium ($2,020 on base), and the 860-unit Yuzu Edition tops the range at $36,365 plus destination.

Estimates diverge sharply: Edmunds' 2026 True Cost to Own totals ~$6,710 (maintenance $6,056 + repairs $654) and KBB ~$6,102, while CarEdge sees only ~$314/yr in scheduled maintenance (~$1,570 over 5 yr). The figure used splits the difference, crediting ToyotaCare's first two years but accounting for the performance tires, brakes, and 6-month severe-service intervals enthusiast use invites.

iSeeCars rates the GR86 the best-retaining sports car and the best-retaining Toyota, at 14% depreciation over five years versus 27.3% for the sports-car class and 41.5% for all vehicles. Confidence is held at MEDIUM because the GR86 nameplate only dates to MY2022, so this reflects a supply-constrained enthusiast market rather than a completed five-year cycle — forward-looking residuals are likely lower, though the same methodology puts the mechanically identical BRZ at 76.1%, so class leadership is not in doubt.

Standard Toyota bumper-to-bumper coverage, matched to most mainstream brands but well short of Hyundai/Kia's 5-year basic term.

Toyota's standard 5-year/60,000-mile powertrain term sits at the bottom of the segment band — half of Hyundai/Kia's 10-year/100,000-mile coverage, though on par with Subaru, Ford, and Nissan.

ToyotaCare covers all factory-scheduled maintenance for 2 years/25,000 miles plus 2 years of unlimited-mileage roadside assistance — coverage the mechanically identical Subaru BRZ does not get at all. On top of that, every 2026 GR86 buyer receives a one-year full-benefit NASA membership including a complimentary one-day High Performance Driving Event, a genuinely useful perk for this car's audience and now in its seventh year of the Toyota/NASA partnership. Held just below the top band because the included-maintenance term is only two years.

$34,595 volume-trim price minus its estimated resale value after 5 years (86% retained, or about $29,752) leaves about $4,843 in depreciation. Add the projected $5,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $10,243 in total.

Signals are mixed rather than top-tier: Consumer Reports has rated the 86/GR86 only average (3 of 5) for predicted reliability and U.S. News lists no predicted-reliability score for the 2026 car, while owner-reported reliability runs above average and the naturally aspirated ZN8 platform avoids the turbo/DI complexity that hurts most sport-compact rivals. Scored a notch above the mechanically identical Subaru BRZ on Toyota's stronger brand-level predictions.

Toyota is the #1 brand in Consumer Reports' 2026 predicted-reliability rankings and finishes comfortably better than the industry average in J.D. Power's 2026 VDS, though it has slipped to 8th in that study — top-tier by CR, upper-mid by JDP.

The second-generation GR86 has drawn only about three NHTSA campaigns across 2022–2025 — the early 2022 valve-spring action shared with the BRZ being the only significant one, plus a regional Gulf States accessory load-capacity label fix — and the 2026 model year has no open recalls as of July 2026, with no systemic TSB pattern.

The 228-hp naturally aspirated 2.4L FA24 is a relatively unstressed design with no turbo to age, and both the six-speed manual and Aisin six-speed automatic are proven — but the engine has a documented oil-starvation weakness under sustained high lateral g, with real track-day failures reported. That matters more on a 2026 GR86 than on most cars because Toyota now bundles a NASA membership and a free HPDE with every one it sells.

Same purposeful, plastic-heavy cabin as the BRZ twin — a clear step up from the first-generation 86 but still hard plastics on lower dash, door bottoms and console sides, acceptable for the price rather than class-leading. Premium and the Yuzu Edition add Ultrasuede-trimmed sport seats, which lifts the perception on the trims most buyers order.

Built alongside the BRZ at Subaru's Gunma plant in Japan with tight, consistent panel fit and no initial-quality red flags, but owner forums report scattered interior rattles and squeaks accumulating over time — normal for a light, stiffly sprung coupe rather than an assembly defect.

One of the densest service networks in the US at roughly 1,200 Toyota dealerships, with service satisfaction right at the mass-market benchmark and two years of included maintenance — a real ownership advantage over the BRZ twin's much thinner Subaru network. Held just below the Camry/Prius level because GR-specific service expertise is unevenly distributed across stores.

Among the cheapest sports cars to keep running: Toyota's parts pipeline plus an unusually large tuner aftermarket shared with the Subaru BRZ (86Speed, Speed Industry, HKS, GReddy and dozens more stock the ZN8) keeps both OEM and wear parts abundant and inexpensive, and projected service costs sit well under sports-coupe norms.

The 2026 GR86 carries over the second-generation car's 8.0-inch center touchscreen on Base, Premium and Yuzu Edition — no larger display is available at any price. Small by 2026 standards, though it suits the low, driver-focused dash.

The Subaru-sourced head unit (updated for 2025 to a faster processor) is logically laid out with real volume/tuning knobs and hard shortcut keys, and reviewers call it quick enough day to day — but the graphics are plainly dated and it lacks the depth of Toyota's own Audio Multimedia system used elsewhere in the lineup.

Apple CarPlay and Android Auto are standard on every trim, with wireless operation for both on the volume Premium and Yuzu Edition; the base car connects by cable. Solid mid-band coverage — projection is the GR86's real infotainment story since there is no native nav.

No embedded navigation is offered on any 2026 GR86 trim, and the car does not get Toyota's Drive Connect cloud nav or the 'Hey, Toyota' natural-language assistant — voice is a basic steering-wheel recognition button that most owners bypass for Siri or Google Assistant through phone projection.

Six speakers on the base car, eight on Premium and Yuzu Edition, with no branded premium option at any price. Adequate for a light coupe where road and exhaust noise dominate, but a clear weak point next to rivals that offer Bose, Burmester or Harman tiers.

A 7.0-inch full-color TFT cluster is standard on every trim with configurable views, a GR startup animation, and track-oriented readouts including a G-force meter. Genuinely useful for a driver's car, though resolution and customization depth trail modern 12-inch cockpits.

The GR86 runs the Subaru-derived head unit rather than Toyota Audio Multimedia, so it sits outside Toyota's over-the-air software program — infotainment and firmware updates are dealer-installed. The embedded DCM supports telematics and Service Connect health reports, not feature-adding vehicle updates.

The Toyota app is well-executed and covers remote lock/unlock, vehicle finder, alerts and maintenance reports, but Remote Connect engine start is limited to automatic-transmission Premium cars — manual buyers, the enthusiast majority here, cannot remote start at all — and the service is subscription-gated after its trial. No digital/phone key.

USB-C charge ports plus a front data/media port and 12V outlet serve the front seats adequately, but there is no wireless charging pad on any US trim and nothing for the vestigial rear seats. Functional, not generous.

Smart Key System with push-button start is standard on all three 2026 trims — better coverage than the BRZ twin, whose entry grade still uses a conventional key. App-based remote start is limited to Premium AT, there is no phone-as-key, and the trunklid is manual.

A rear-view camera is standard and Blind Spot Monitor with Rear Cross-Traffic Alert is fitted across the range, with Rear Parking Sonar plus Reverse Automatic Braking on Premium/Yuzu automatics. No surround-view camera, no front sensors and no parking automation at any price — enough for a small coupe, well short of the segment's best.

No head-up display is offered on any 2026 GR86 trim or as an accessory — a real omission in a track-focused car where speed and shift-point data on the windshield would earn its keep, and one that rivals like the Corvette, Nissan Z and 911 all address.

A two-door 2+2 with 29.9 in of rear legroom: the front seats must be tipped and slid forward for every rear-seat access, the lower LATCH anchors sit deep in the seat bight, and a rear-facing seat will not clear an average-height driver's seating position. Owner fitment databases confirm forward-facing seats and boosters can be installed, so it is not impossible — just frustrating every single day.

Unlike earlier ZN8 cars, the 2026 GR86's active safety suite — Pre-Collision Braking with pedestrian detection, Dynamic Radar Cruise Control, Lane Departure Warning with Sway Warning, Lead Vehicle Start Alert and Automatic High Beams — is standard on the manual as well as the automatic, so enthusiast buyers no longer forfeit ADAS. But NHTSA has never crash-tested the car, blind-spot monitor with RCTA and rear parking sonar are tied to Premium/automatic, there is no rear-occupant alert, and the 2+2 cabin caps how much the safety case matters to a family.

The rear bench is a legal formality for anyone past early grade school — 33.5 in headroom and 29.9 in legroom under a fastback roof — with no rear vents, no rear USB and no rear climate. The 6.3 cu-ft trunk holds two soft duffels at most, and that is before the cabin's well-documented road roar wears on four occupants over several hours.

Compact footprint, light steering and clutch effort, an excellent low cowl and forward sightline, a docile naturally aspirated 2.4L, and — on the current cars — radar cruise that works with the manual make the GR86 a genuinely usable daily. What holds it back is the stiffly tuned suspension that jitters on broken pavement, the loud cabin, a low seat that makes ingress/egress a deliberate act, and a car that still asks more driver attention than any commuter appliance.

22 MPG combined with the manual (24 with the automatic) on premium fuel works out to roughly $2,850 a year in gas at 15k miles — worse per mile than nearly any mainstream commuter — and sticky performance tires are a recurring cost. Offsetting that: unusually cheap scheduled maintenance, two years of ToyotaCare included, and class-best resale that quietly returns much of the purchase price.

At 167.9 in long and 69.9 in wide with a 35.4 ft turning circle, a low cowl and slim pillars, the GR86 threads through city traffic and slots into tight spaces about as easily as anything sold with two doors. The raked rear window is the one real weakness, and the standard backup camera plus Premium's rear sonar mostly cover for it — though there is no 360-degree camera at any price.

No factory tow rating in the US, no payload utility beyond four occupants, and a 6.3 cu-ft trunk with a shallow aperture. A 228-hp naturally aspirated boxer in a 2,820-lb sports coupe was never engineered to move loads, and nothing about the 2026 car changes that.

Toyota's top-ranked dependability record and a broad dealer network mean the car itself holds together, but this is a 5.1-in-clearance coupe with Ultrasuede or cloth sport seats, low-profile performance tires and no washable surfaces — nothing about it is specified for abuse. The FA24's documented oil-starvation failures under sustained track load argue against hard-duty confidence.

No bed, no factory roof rails, no trailer wiring, no 120V outlet, no meaningful tie-downs beyond a few trunk hooks. The aluminum roof panel actively discourages load-bearing roof racks, leaving a fold-down rear seatback as the only cargo trick and effectively zero work provisions.

The front sport seats are well bolstered and genuinely good for multi-hour stints, and radar cruise now works with the manual, which removes the old penalty of stick-shift drivers doing every mile unassisted. Against that: coarse-pavement road roar with almost no sound deadening, a firm ride, and a 13.2-gal tank that yields only ~290 mi of range on the manual — short enough to dictate the trip's rhythm.

Rear-wheel drive only, 5.1 in of ground clearance, no factory tow rating and no factory roof rails or published roof-load rating — so bikes, skis and kayaks all require aftermarket hitch or suction solutions. Any gravel road with real texture threatens the front lip, and winter capability depends entirely on buying snow tires.

6.3 cu ft is a small trunk, but Toyota deliberately engineered the fold-down rear seatbacks and cargo well to swallow four wheels and tires for a track day — an unusually useful trick that also handles skis, a golf bag or long boxes. There is still no hatchback aperture, no roof rails, no factory hitch and no underfloor storage beyond the spare well, so bulky soft goods are a real squeeze.

Class-leading chassis: a sub-2,900 lb curb weight (2,833 lb Premium), low-mounted boxer engine and rear-drive balance produce exceptionally neutral cornering and tight body control, with Premium's 18-inch summer tires adding real grip. Named to Car and Driver's 2026 10Best alongside the BRZ, with handling identified across outlets as the car's single standout attribute.

The quick electric rack is among the most communicative EPS setups at any price — precise turn-in, natural weighting and genuine feedback, with reviewers repeatedly singling it out rather than excusing it as 'good for electric'. Light weight is the enabler: less mass over the front axle means more fidelity through the wheel.

Instrumented street stops are strong for the class (103.8 ft from 60 mph, Edmunds) and the firm pedal is well enough calibrated for heel-and-toe rev-matching, but the standard single-piston front calipers on Base and Premium are known to fade under sustained track use. Toyota's answer is the $1,500 Performance package (Brembo front and rear brakes plus Sachs dampers), optional on both volume trims and standard on the limited Yuzu Edition — good brakes as delivered, excellent only once optioned.

The 2.4-liter FA24 boxer (228 hp at 7,000 rpm, 184 lb-ft at 3,700 rpm) has direct throttle response and revs out far more willingly than the 2.0-liter it replaced, and the 6-speed manual is a genuine highlight — precise shifter, light clutch, ideal pedal spacing. Two things hold it back: a midrange torque dip that still shows up on dyno plots despite the 2.4's improvements, and the dated 6-speed automatic, which costs nearly a second to 60 mph (6.9 s vs 6.0 s) and is the clear weak link.

Refinement is the clearest casualty of the GR86's light-weight, low-cost formula. The boxer has a hard-edged note that is entertaining when extended — helped by a speaker-augmented sound enhancer — but drones at highway cruise, and there is audible noise and vibration through the controls at low-speed part throttle. Combined with heavy tire rumble it makes long highway stints genuinely tiring.

Toyota's official 2026 figure is 10.8 m / 35.4 ft curb-to-curb, unchanged across Base, Premium and Yuzu Edition — a tight circle that lands in the better half of the 34–40 ft coupe band and makes the car easy to place in city parking and U-turns.

The cockpit is a textbook sports-car layout — wheel, pedals and shifter in natural alignment, a low hip point, tilt-and-telescoping wheel, front seats reviewers rate among the most comfortable in the class, and a double-bubble roof that buys real head clearance (helmet or not). The deductions are structural rather than fixable: poor rearward sightlines, a low sill that makes ingress and egress a stretch, and drivers at 6-foot-3 and up running out of vertical space.

This is the benchmark affordable driver's car and the item where the GR86 is essentially unbeatable at its $31,995 starting price. With the Porsche 718 out of the market for 2026, Car and Driver put the GR86/BRZ on its 2026 10Best list explicitly for the purity of the experience rather than the numbers — the definition of a 'take the long way home' car.

The $30,800 base car includes an 8-inch touchscreen with Apple CarPlay and Android Auto, 7-inch digital cluster, six-speaker audio, dual-zone automatic climate control, proximity key with push-button start, LED lighting and 17-inch alloys — competitive content for a rear-drive sports coupe. It loses points because manual cars, the configuration most buyers want, are omitted from the EyeSight-based active-safety suite (no pre-collision braking, no adaptive cruise); those are automatic-only, so the enthusiast pick is the least-equipped one on safety tech.

At $30,800 the GR86 is one of the last genuinely affordable rear-drive sports cars: 228-hp naturally aspirated 2.4-liter flat-four, six-speed manual, limited-slip differential, and an optional Performance Package with Brembo brakes and SACHS dampers offered on the base trim rather than reserved for the top one. Nothing else delivers this chassis and driving return per dollar — Supra, Z and Cayman all cost thousands to tens of thousands more.

Effectively two mainstream trims (Base and Premium) plus the limited-production Yuzu Edition, each with a manual or automatic choice and an optional Performance Package. The $30,800–$36,365 spread is narrow and singular — one engine, RWD only, no AWD or power alternatives — which is inherent to the concept but still a thin menu for matching budgets.

The GR86 is the volume leader among affordable Japanese sports cars, comfortably outselling the mechanically identical Subaru BRZ and the Nissan Z, but total volume is niche and the trend is down — 8,090 US units in 2025 versus 11,426 in 2024, a 29% drop, with 2026 running at a similar pace. Healthy acceptance for the segment, weak in absolute terms and softening.

Toyota carries top-tier mainstream brand equity for durability and resale, and the Gazoo Racing sub-brand adds genuine enthusiast credibility the badge alone would not. The payoff shows in the used market, where the GR86 holds value better than almost any sports car — a direct benefit to buyers.

Toyota puts essentially no factory cash on the GR86 — the only broadly advertised offers are the $500 college-graduate and $500 military rebates plus standard-rate APR financing, and low allocation gives dealers little reason to discount. Not the market-adjustment desperation of a hot launch, but buyers should expect to pay close to MSRP, especially on a manual.

The ZN8 second generation launched for MY2022, making 2026 its fifth model year with no mid-cycle refresh — the only change this year is swapping the Hakone Edition for the limited Yuzu Edition, an appearance-and-package special rather than a mechanical or tech update. The car remains current enough, but the cabin tech is dating and no redesign has been announced.

One of the most decorated cars in any segment: the GR86 made Car and Driver's 10Best list for 2026, its fifth consecutive year, and it is a perennial podium finisher or outright winner in affordable-sports-car comparisons. Reviewer criticism is confined to modest power, road noise and cheap interior plastics — never the fundamentals.