Golf GTI -v- Toyota FT86

[WhiteJames]

Golf GTI –v- Toyota FT86

Had the pleasure of having a short test drive of the FT86 from Sutherland to RNP Boat Shed and return (20km route).

Golf GTI

First up was my Golf GTI with Dynamic Chassis Control (DCC) and genuine Volkswagen Driver Sport Springs (lower by 10mm/about 10% stiffer). The predominate chassis tune of the Golf GTI was understeer. On the download run, the Golf did exhibit some nice rear end corner entry and mid corner lift off adjustability. The DCC equipped Golf GTI sat reasonably flat through turns, but the low speed damping compression (secondary ride control) was still had tad restless once into the Royal National Park (RNP) B-Grade coarse chip bitumen roadways. The Golf GTI conjured up much more crashing & banging from the suspension with a feeling of being underdamped in the upper mid range and early high compression range damping (primary ride control).

The interior offered plenty of squeaks from the plastics, especially near the headline suggesting a bit of chassis flex in the Golf GTI. The low-laying concrete mis-jointed river bridge showed up a lot more noise in the Golf GTI. The uphill Boat Shed Run had the Golf GTI punching out hard and fast with a very fast spooling EA888 turbo boost, so much so, one eye has to constantly be kept on the digital speedometer to ensure all is legit. Applying the gas early on from corner apex out of uphill corners had the Golf providing plenty of grip early on until such time as the XFS diff synthetically adjusts the inside wheel to maintain trajectory out of the turn. This did hamper the drive experience.

Overall, the Golf GTI, apart from the motor felt more crass, heavier, and front heavy ... sort of like pushing a wheel-barrow in some respects uphill. Downhill was more fun, allowing for the natural & inherent Golf chassis to shine through with minimum power inputs. The electronic steering, although direct, lacks a bit of feel as many modern electric system do. DCC was set in NORMAL mode to replicate a standard Golf GTI, although a DCC GTI does offer a step up in handling when pressing on. I’d rate the Golf GTI with DCC and DG Sport springs an 8/10 for the Boat Shed run.

Toyota FT86 Coupe

Second up was the Toyota FT86 GTS Couple Manual Trans. Apart from the obvious in terms of interior quality, it is important to note that the FT86 felt strong, secure and squeak & buzz free in comparison with the Golf GTI (GT has 37,000km –v- FT86 1,000km on odometer). The rigidity of the chassis of the GT86 is impressive. The throttle input is very sensitive, more so than a Renault RS250 with extreme throttle mode engaged. The throttle prods also have the motor maintaining the revs for an extended period of time compared to the Golf GTI ... it just wants to keep revving.

The Manual Trans gearshift felt very tight when stable, but one mobile, it was very positive. I didn’t miss any gear changes and did not stall the FT86 once ... surprisingly. It’s initially irksome to see the long bonnet out front & be seated so far rearwards. Once into the RNP on B-grade roadways, the steering was responsive, crisp and direct. The steering reach & angle was a tad low for my liking, having the seat at its lowest position & the steering wheel at its highest position.

The most surprising thing is that the FT86 Coupe actually offer much better ride comfort than the DCC equipped Golf GTI. The secondary ride (low speed compression) and primary ride control (upper mid and high speed compression damping) is fantastic. Almost like the FT86 has a set of premium aftermarket dampers factory fitted. The relationship between the spring rate and damping rate is almost perfect for this type of roadway. There is very little understeer on corner entry and the front is keen follow your inputs to tighten the line mid corner. During the drive in the FT86, the roadway was damp in places from a short rain or drizzle in some places. The rear end chassis roll feels a little more secure than the front.

There was a bit of traffic on the downhill run, so lift off oversteer was not prevalent as in the Golf GTI. This is also a combination of the lower CoG and better balance front to rear (as in the case of the Golf R), keeping the rear end in check with greater effect than the front heavy fwd Golf GTI. The low laying concrete mis-jointed river bridge has the FT86 providing superior noise & chassis control over the Golf GTI ... very impressive on the FT86 Coupe’s part. Noise and bump control was so good, I doubt even reasonably priced Euro’s would be able to match the FT86. The FT86 really shows up the quality of damping in the standard Sachs dampers in the Golf GTI, which just don’t have that premium aftermarket damping control or feel. Punching out of tight corners shows the FT86 to be very adjustable in the rear end with some yaw rate without an overzealous traction control system cutting in to spoil the fun. The Golf GTI or any rwd Holden or Ford would have had the TC/ESC working to well effect at the same rear-end yaw rate as the FT86.

I felt, given the slight damper surface, the average grip Prius tyres and softer front springs (compared to BRZ) had the FT86 a little too eager to shake its tail when powering out early from corners. The front end turn-in is direct and you don’t have to lean and turn the FT86 anywhere as aggressively as the Golf GTI. Mid corner balance is there, but on fleetingly as the transition between very slight almost non-existent corner entry understeer and apex to corner exit oversteer occurs very quickly, but not abruptly with the torsen-type rear limited slip diff.

The torsen LSD works more seamlessly than a proper mechanical LSD than Holden and Ford have offered over the years. The torsen is more akin to a sideways haldex system with the drive diverted to the outside wheel, and in concert with front springs that feel a touch on the soft side, has the rear end moving around quite a bit. Personally I’d prefer a little more balance mid corner, but I can see how the Toyota FT86 can be fun at legal roadway speeds on dry bitumen.

The quick transition from near neutral to some rear end adjustability would be advantageous around the tight twisties for getting the FT86 pointed into the corner. The flat-four Subbie motor is flexible through the rev range, linear in the way it builds it revolutions & speed, but is slower in the way it builds to a crescendo to near max revs. This is good and bad ... no need to keep one eye on the digital speedo in the FT86 as in the case of the fast spooling instant torque rich Golf GTI. The Golf GTI would get you into more trouble punching out of turns much sooner than the BRZ. The motor in the FT86, although nothing to brag about, is an honest performer and is willing to rev, but is no V-TEC inspired Honda type of unit.

The Michelin Primacy tyres on the FT86 Coupe are definitely a couple of notches down on the Bridgestone RE050A on the Golf GTI. I didn’t tire of changing gears on my short test drive and the clutch is very light like most modern hot hatches these days. The visibility out the rear is not great, but not that much worse than the Golf GTI and the rear view mirrors are of reasonable size. The seat bolsters initially, when stable felt a little too constrictive, but once away, they felt fine and offer a little more support, especially up high in the shoulder area than the Golf GTI Jacky Cloth seats. Driving the Toyota FT86 Coupe is like riding a skateboard with most of the weight below you, as opposed to pushing the noisier wheel barrow like Golf GTI.

The FT86 cannot compete with the Golf GTI for seating positioning and interior ambience, but is well ahead of the Golf for interior quietness and lack of squeaks and buzzes. I liked the Toyota FT86 Coupe so much, I would seriously consider putting an order in for one, but perhaps the Subaru BRZ with slightly stiffer front springs for greater mid corner neutral balance and preferential standard options list for my wants and needs (the based FT86 would be fine if it had climate control as standard).

Very suprised at the overall level of refinement and ride control/comfort of the FT86 ... it surpassed my expectations by some margin. Toyota FT86 Coupe scores 9.25/10. Maybe the Subaru BRZ could hit the 9.9-9.5/10 mark ... time will tell.

Cheers.
WJ

[kaanage]

Good write up on why the Subyota is such a compelling vehicle, especially given its price.

but perhaps the Subaru BRZ with slightly stiffer front springs for greater mid corner neutral balance

Is this based on purely on expectation from the higher front end spring rate on the BRZ or have you actually driven the BRZ as well over a similar course?

[SilvrFoxX]

I would like to read it but it just a blob of words

[WhiteJames]

The comments made regard slightly stiffer from end of the BRZ is based on expectation based experience & obviously a few motoring reviews, which corroborate my thoughts of slightly different handling bias. I have been trying to organise a BRZ test drive, but my local Subaru dealer has quite a backlog of driver & new owners yet to take delivery wanting to test drive. The FT86/BRZ twins are living proof of what I've been expounding re: WJ Suspension Thread ... it not the raw speed that is fun, but the handling & drive experience that makes the day. In this respect, its always better to sort the suspension, tyres & brakes out rather than go for power alone. Still finding it difficult to fathom at how well the Toyota FT86 Coupe rode the RNP bumps, cracks & potholes compared to my DCC GTI and how stiff the chassis was & the level of noise suppression of the FT86 when slamming into bumps, divots and malaligned concrete joints. SF: Don't get me started on how a stock Golf R was like to drive on the Boat Shed run -v- FT86 esp. given the price disparity. The initial post is a blurb of words until such time as the buy online button is clicked on Subaru's BRZ website ... then it becomes a WJ reality. My GTI in 12 mths time will be 3 - 3.5 years old and out of warranty, so online purchase of BRZ could be closer than you would think given the 10 month wait for build & delivery. I did price the Toyota FT86 up for the GTS spec and it was around $39,500 for basic GTS. Add $540 for rear park sensors and $1200 for proper alloy spare same as on the GTS model. The Subaru will have a steel full sized spare included in the price and climate control standard. The GTS with park sensors, alloy spare wheel was about $41,250 drive away. Toyota does not offer the spoiler for sale, which I think looks kind a neat. Subary does offer the rear spoiler for about $600-$700 (see online website). I'm not too keen on leather or SatNav that is std in the Toyota and would rather have the spoiler instead.

Cheers.
WJ

[Candyman]

I would like to read it but it just a blob of words

This ....

[Klink1313]

I would like to read it but it just a blob of words

This ....

+1......nothing to read here.....moving on..

[WhiteJames]

The Subaru will have a steel full sized spare included in the price and climate control standard.

A correction is in order ... the Subaru BRZ does come with an original full sized alloy spare.
Cheers.
WJ

[kaanage]

The comments made regard slightly stiffer from end of the BRZ is based on expectation based experience & obviously a few motoring reviews, which corroborate my thoughts of slightly different handling bias.

I just wonder if the BRZ will still turn in as sharply with the stiffer front. Softening the rear roll stiffness of the FT-86 would be the other thing to try or widening the rear tyres. Trying to tune a car to be totally balanced in all phases of cornering is a big ask, especially given how well the FT-86 is tuned for high speed cornering.

[Diesel_vert]

Good write up on why the Subyota is such a compelling vehicle, especially given its price.

+1

Very much appreciate your insight on the twins WJ, and the time taken to type it all out.

But a few paragraphs wouldn't go astray.

[hooba]

Nice write up WJ, +1 to the feedback that breaking it up into some paragraphs would make it much easier to read.

"The most surprising thing is that the FT86 Coupe actually offer much better ride comfort than the DCC equipped Golf GTI." - this comment reminded me of a journo asking the Lexus LFA engineer as why the car didn't come with switchable dampers, and his reply was they decided not to offer it as "there is only one right answer" when it comes to suspension tune.