Tag Archives: Volkswagen Golf GTI

2022 Toyota GR86 Premium

Sporty looks, handling and a price sure to entice …

Hyundai’s Veloster N last week tops the A-list for sporty, affordable wanna-be racers because it has oodles of muscle and attitude. This week’s Toyota GR86 Premium is a bit easier on the eyes, but easily wedges into this segment at an A-.

Here’s my reasoning.

If you want power, agility and looks, the Veloster is a kick-ass option and as tested only $35,005. In every way the GR86 (more on the name in a sec), is the Veloster’s equal, except on the power front. Veloster had 275 horses while the Toyota has a still generous 228 hp.

But before you think GR86 should maybe drop to B+ with such a big boost bulge, consider this, the Toyota rides better (still bumpy), offers more sensuous lines and costs less. You heard that right.

The difference is the GR86 is a sporty car, not a racer. Think upgraded Celica from years ago.

A little background. The GR86 is a close cousin to Subaru’s BRZ. Subaru and Toyota jointly engineered the BRZ and GR86, which is why it’s Subaru’s only non-AWD vehicle (keeps costs down) and why it packs the only 4-cylinder boxer engine in Toyota’s lineup. Boxers are a Subaru specialty (Porsche too) and provide smooth power that’s very linear.

Both cars have sporty, sophisticated looks that get noticed. I even had a guy with a thundering Tacoma buzz me on the highway in hopes I’d give chase. It helped that the test car was bathed in an orange-tinted bright red that Toyota dubs Track bRed (get it? Track bred), and for which it charges $425 extra.

The good news for GR86 buyers is that after skipping the 2021 model year, it’s back and that flat-4 cranks 228 horses, a 23 horse gain from its previous 2.0-liter boxer engine. Torque is up too, nearly 30 pound-feet to 184. That means more grunt off the line and, get this, it’s connected to a 6-speed manual transmission. Stick fans rejoice!

View Mark’s video: https://www.youtube.com/watch?v=UkcBOVUcQa8

Shifting is smooth and easy and it’s easy to chirp the rear-drive tires, not to mention get a little tail waggle around sharp turns, especially if the pavement is a wee bit damp.

GR86 is simple driving fun with a light (weighs only 2,833 lbs.), but precise steering effort. A limited-slip differential also aids cornering and acceleration out of a turn. This is a car that makes you want to hit the twisties, just for the fun of dancing the Toyota around corners. How much fun is it? Well, Car and Driver named this and the Subaru (by default) to its Top 10 car list this year, and C&D writers are even more obsessed with handling and power than me!

I wish the shifter throws were short and sweet like those in Mazda’s MX-5 (think Miata), but they are longer and the ball-shifter is big for a small driver’s hand. Still, a stick is a hoot to drive. For the record, an automatic is available for $1,500, but really?

Ride is bumpy as this is a short-wheelbase car, just 101.4 inches, but amazingly it was not as abrupt as last week’s Veloster, which really IS aimed more at buyers intending to purchase some track time. I found the GR86 ride tolerable for most city drives.

Braking is impressive and aids the sporty image. Discs are vented and 11.6 inches up front and just a fraction smaller in back.

Now, that name, why GR? It stands for Gazoo Racing, which helped develop the car and is Toyota’s longtime motorsports team and a division of the Japanese automaker.

Outside you’ll see GR and Toyota designers gave the nose a smooth rounded schnoz, avoiding the angular looks of the Veloster and funky Honda Civic Si and the boxier styling of Volkswagen’s venerable Golf GTi. There’s a modest trunk lid spoiler to add some tail flare and the roofline has a decidedly Porsche sweep to it. The result is a pleasant, sporty blend.

Inside, the interior is simple and easy to navigate, with extremely supportive seats, a new bigger info screen, plus two-level heated seats.

Seats themselves are a black suede type material with faux leather trim and gray stitching. There’s also a gray partial racing stripe that projects partway up the bottom cushion then reappears partway up the back cushion. Looks sharp.

Dash and doors are black and feature that suede material atop the doors to add a softer feel than the hard plastic elsewhere. The console is a flat black/gray that avoids reflections often found on consoles using black gloss trim. Satin chrome trims the console’s edge.

Toyota boosts the infotainment screen up to 8 inches and it’s easy to set and find channels, plus there are tuner and volume knobs. However, that volume knob led to an odd discovery. It’s so close to the touchscreen’s edge that apparently my little finger frequently touched the screen as I adjusted the volume, changing the radio to FM. Took me a while to figure it out as I couldn’t immediately tell that my pinky was the culprit as the touch was so slight.

Below the screen are big, easy to use climate control dials and toggles, and there’s a Track button on the console that changes the driver’s instrument panel for a racier look. I could not feel a dramatic change in performance with Track engaged, maybe a touch quicker acceleration.

Complementing the sporty interior is metal-faced pedals, all three, but Toyota does not go with a flat-bottom steering wheel that would give the GR86 a racier look and open up knee space for entering and exiting.

Speaking of which, crawling out of the GR86 is not too difficult, despite being a low-riding vehicle. It was much easier to exit than the Veloster, while both had tall side bolsters on their seats that can restrict exiting. There IS a rear seat in the Toyota, but it’s mostly useless. I’m short, so keep the driver’s seat fairly far forward and my 13-year-old grandson could not squeeze behind my seat to sit upright. Instead he laid sideways while we remained parked in the driveway.

The best use for the rear seat is for cargo as the trunk is a petite 6.3 cubic feet, so maybe the back seat is a bit more useful than I give it credit for. Rear seats do fold down to extend cargo room.

The Premium model’s stereo comes with 8 speakers, but to hear it you must crank it as the road noise is considerable, especially on cement highway pavement. I’d prefer a bit more sound deadening.

Electronic safety devices are minimal here, but are exactly what most of us would demand, blind-spot warning and rear cross-traffic alert. No smart cruise or lane-keeping assist as the point of this car is to be driven, not computer-guided.

Gas mileage was just OK at 23.4 mpg in a week’s driving and about 70% on the highway. The EPA says to expect 20 mpg city and 27 highway. The biggest concern is the GR86’s preference for premium fuel. With performance there’s always a price. Ouch!

What’s a little premium fuel when your car looks this awesome?

The better news is pricing. Starting price for the Premium model is $31,325 and includes delivery, while a base model with 6-speed manual lists at $30,225. Remember an automatic adds $1,500.

With a few minor add-ons the test car settled at $32,975, so about $2 grand less than the Veloster.

The choice between the two could come down to price, styling and ride. Performance geeks will be happier with the Veloster. Folks who appreciate value, more sophisticated looks along with sporty performance should shop the GR86 or BRZ.

Fast Stats: 2022 Toyota GR86 Premium

Hits: Sporty looks, light responsive handling, 6-speed manual tranny and good power and braking. Bigger info screen, 2-level heated seats, big easy climate buttons and toggles, supportive seats, metal-faced pedals. Simple high-value fun.

Gorgeous, sporty, spunky and light on its wheels, that's the GR86. Congrats Toyota, it's also AFFORDABLE!
Even the taillights look great!

Misses: Road noise, bumpy ride, no flat-bottom wheel and prefers premium fuel. Useless rear seat and a touchscreen design that is too easy to bump the FM button when trying to adjust the radio volume knob.

Made in: Japan

Engine: 2.4-liter boxer 4, 228 hp/184 torque

Transmission: 6-speed manual

Weight: 2,833 lbs.

Wheelbase: 101.4 in.

Length: 167.9 in.

Cargo: 6.3 cu.ft.

MPG: 20/27

MPG: 23.4 (tested)

Base Price: $31,325 (includes delivery)

Invoice: $29,811

Major Options: Track bRed paint, $425

Carpeted floor/cargo mats, $249

GR shift knob, $149

GR air filter, $75

Preferred accessory pkg. #2 (all-weather floor liners, all-weather cargo tray, first aid kit, quick charge cable package, keyed glovebox), $364

Auto-dimming mirror w/Homelink, $230

Rear bumper applique, $69

Door edge guards, $89

Test vehicle: $32,975

Sources: Toyota, www.kbb.com

Photos: Mark Savage

2022 Hyundai Veloster N

N versions mean economical fast fun and high fashion too …  

Folks who bemoan the lack of low-cost cars, especially models that are fun to drive and exciting to look at need to be moaning less.

This week’s hot wheels came in the form a Hyundai Veloster N swathed in Performance Blue paint and featuring orange accents. Mature autophiles will immediately think Gulf Oil Le Mans racer paint scheme. Yes!

Veloster is a hot hatch and only comes in Hyundai’s performance-oriented N trim now as it focuses its marketing on younger drivers and those that particularly enjoy athletic driving. If this were a high-end car it would be considered a halo car for the brand. But Hyundai is clever, delivering the modestly priced Veloster N as a compact rocket sled of a car that delivers the racy feel that its looks promise.

First, the Veloster N comes standard with a 6-speed manual transmission so the boy racers and us older folks who enjoy a clutch will be doing the happy dance.

Second, the only engine is the former performance-package boosted 2.0-liter turbo I4 that pounds out an impressive 275 horsepower. That, as far as I can find, is the most power for this market, just beating out Subaru’s impressive WRX by 7 horses.

Third, there’s a limited-slip differential underneath that cuts wheel spin and torque-steer, a common malady of high-horse front-drive wanna-be racers.

Fourth, Hyundai’s Veloster is shod in Pirelli P Zero performance tires for massive grip, IF you’re pushing the N to its limits.

Fifth, for looks and potentially for performance (top speed is 155 mph), Hyundai equips the Veloster N with a 2-stage rear spoiler that looks serious, and is.

Veloster N sports a big black spoiler over the rear hatch! Snazzy lights too!

Sixth, the drive mode selectors (blue paddles on the steering wheel hub) allow five choices, Normal, Sport and Eco on the left, N and N Custom on the right. Those firm up the suspension and quicken throttle responses for more aggressive starts. Likely you’ll only need Sport, but if you are hitting the track, the N and N Custom may be more appropriate.

Seventh, and finally, the Veloster boasts big ol’ discs front and rear for strong on-track braking. The front discs are 13.6-inchers and the rears are 12.4-inch rotors. These discs deliver a firm brake pedal feel that helps buoy a driver’s confidence. And yes, the calipers are orange to match the car’s other trim too. Cool!

Watch Mark’s cool video: Mark Savage reviews the fun 2022 Hyundai Veloster N – YouTube

The upshot is a hatchback that runs up to 60 mph in 4.8 seconds, says Hyundai. And my highway entry-ramp test shows that’s possible, as are triple digits by the bottom of the ramp. Now the test car featured Hyundai’s fine 8-speed automatic, so I didn’t have to do the shifting, yet the push back into the seat was still quite effective when tromping the accelerator.

Twin pipes in back give the Veloster some impressive burble and bluster!

Better yet, from an aural standpoint, the tranny coordinates with the exhausts (two BIG pipes) to deliver a satisfying burble at every downshift as you lift slightly going into corners. Hey, your passenger doesn’t know you’re not doing this yourself, right?

Cornering itself is quick and tight but with only moderately firm steering effort, so the Veloster isn’t tiring at all and encourages a driver to clip off a corner’s apex while getting quick on the gas for maximum exit speed.

The price you pay, as in most sports-oriented cars, is a stiff ride that only gets stiffer in the performance driving modes. Even in Normal the ride is so firm you’ll want to dodge as many potholes as possible, although ironically, railroad tracks didn’t seem to upset the suspension much.

Veloster’s fun is in its quick throttle response and steering, sort of like a very refined go-kart.

Inside the Veloster N looks as special as its exterior with N logos on door sills, shifter and seat backs. Seats are black cloth and faux leather with a blue racing stripe up the middle of each front seat and chrome trim bejeweled with the N logo, just below the headrest. A textured dark gray trim keeps the doors and dash serious looking and prevents interior reflections.

Sharp, but manageable interior here, another well-planned Hyundai cockpit!

The manual front seats are extremely supportive, especially for the hips and lower back, and the driver gets a pump handle on the seat’s outward edge to raise and lower the seat, making an easy adjustment for tall or short drivers.

Hyundai continues with stylish and practical dash layout that is simple and driver friendly. The center info screen is a modest 8 inches, but wisely not a distraction and easy to tune. Buttons for it and climate controls are large and intuitive.

Racy big bolster seats with cutouts in the seat back’s top. Cool!

Veloster’s rear seat is primarily for storage and slipping small folks in for a quick drive to the grocery. Surprisingly there’s a third door here too. It’s on the passenger’s side with the release built into the rear side window trim, so relatively unnoticeable. That small rear door opens forward like a regular door too, helping rear seat riders gain easier access than flipping the passenger seat forward. It also is helpful for loading groceries into the rear seat.

Storage room under the hatch is reasonable and the rear seats split and fold down.

Love the blue seatbelts, and they are easy to reach.

Other pluses inside include an Infinity stereo with 8 speakers, although you’ll need to crank it a bit to hear as the interior is fairly noisy, not helped by the performance tires. There’s also Bluetooth connectivity, an overhead SOS system and satellite radio, although that’s a 90-day trial.

Missing is a wireless charger, although a 12-volt, USB plug and phone charger outlet are in the open bin just below the center stack.

I’d also like to see a D-shaped (flat-bottom) steering wheel to go along with the car’s racy looks, and although it would add cost, heated front seats and a heated steering wheel would be preferred for our climate. There’s also no sunroof here, but if you’re intending this for some track time, such a roof is probably not a priority.

Safety features that are useful, such as blind-spot warning, stability control, forward-collision avoidance assist, lane following assist and keeping are standard, and the lane keeping can be turned off. Bravo! No smart cruise here, but again, this is a driver’s car.

A rear door on the passenger’s side makes it easier to crawl in the back seat.
The door release is hidden in the window trim.

Gas mileage is decent for a performance-oriented car, rated 20 mpg city and 27 highway. I split the difference at 22.9 mpg in aggressive highway and normal city driving.

Now to the pricing, the most pleasant surprise for those bemoaners. The 6-speed manual-equipped Veloster N lists at $33,545, including delivery, while the tested automatic goes for $35,005 with delivery. There were no options.

That’s a modern marvel of economy as the average new vehicle cost exceeds $45,000. Note too that there are several other modest cost performance hatchbacks or sedans available for car lovers and those who enjoy driving.

Twin pipes and a diffuser below, big spoiler up top. Serious racer cred!

Honda’s Civic Si has considerably less power, the Volkswagen Golf GTI is closer and has a nice ride, considering, and the Subaru WRX is just a smidge under Veloster’s power, but starts several thousand dollars lower. Next week, I’ll be driving Toyota’s GR86 sports coupe. So we’ll see how it stacks up.

FAST STATS: 2022 Hyundai Veloster N 

Hits: Hot hatch with spoiler, racy steering feel, bodacious power, super grip, supportive seats, stylish dash with easy buttons and info screen, third door, pump handle to raise seat height, high-value pricing.

Misses: No wireless charger, heated seats or steering wheel, no sunroof, stiff ride, cramped rear seat. Needs a D-shaped steering wheel.

WOW!

Made in: Ulsan, South Korea

Engine: 2.0-liter turbo I4, 275 hp/260 torque

Transmission: 8-speed wet dual clutch automatic

Weight: 3,106 lbs.

Wheelbase: 104.3 in.

Length: 167.9 in.

Cargo: 19.9-44.5 cu.ft.

MPG: 20/ 27

MPG: 22.9 (tested)

Base Price: $35,005 (includes delivery)

Invoice: $33,784

Major Options: None

Test vehicle: $35,005

Sources: Hyundai, www.kbb.com

Photos: Mark Savage