As you've clicked onto this review you will have almost certainly known for at least a year that Subaru's BRZ is very closely related to Toyota's GT86. That's because, having been co-developed by both firms, the two cars are like brothers. Or, more accurately, twins, but not quite identical twins.One, the BRZ, has a grinning face, the other more of a growly face. One, the GT86, has a flashy interior, while the other's cabin is predominantly grey and more restrained. Though the base models are identically priced, they come with subtly different spec grades, options and warranties.I drove the six-speed manual GT86 on its launch in May last year on smooth Catalunyan roads, and on an excellent but little-known track near Barcelona. I also drove the six-speed automatic version on the public road on the same trip. My report finished thus: "So, if you yearn for something more visceral than an Audi TT but can't quite stomach the £39k minimum required for a Porsche Cayman, then look no further than the highly capable and entertaining Toyota GT86, or perhaps its Subaru sibling."Then, a couple of months later m'colleague David Finlay road-tested the GT86 automatic on some of the UK's best driving roads and his report, somewhat controversially, ended thus: "It wouldn't take much to sort the GT86. Another few days' work on the suspension and you'd have something that would be both easier and better to drive. Until that happens, Toyota's coupé will continue to be, at least as far as I'm concerned, a bafflingly disappointing car."And here I am now, a year later, having just had a BRZ on test for five days. I drove it the city, in town, on motorways, on fast uncongested A-roads and on an unusually undulating, challenging and impeccably re-surfaced B-road. No track time this time sadly, but here's my opinion.Like the GT86, the BRZ is powered by a Subaru two-litre four-cylinder engine. It's typically Subaru in that it’s a flat-four boxer, but untypically there's no turbo. It sounds quite uninspiring at low revs, but becomes gradually more raucous as revs rise.It's smooth, but lacks punch at low rpm and so needs to be kept on the boil to maintain swift progress, and that takes some doing on the road as peak torque (151lb/ft) is delivered at around 1000rpm below the 7500rpm red line.When given the full berries the BRZ accelerates keenly, but in all honesty it doesn't feel much faster or any more exhilarating than, say, a late-'80s Pug 205 GTi 1.9, and it's lot less torquey.This isn't because of any kind of slip-up on Subaru's part, it's because this is how Subaru and Toyota wanted the engine to be. Personally, and for "normal" public road use, I prefer my urge to be more accessible, and would like to be able to keep contemporary 2.0 TDIs at bay without having to scream the engine.So, coupled with a truly superb short-throw snick-snick manual gearchange - the slickest I've used in ages - the motor would be terrific for track work or hillclimbing (so long as you're happy to compete without winning) but for general road use, even sporty road use, it's a bit lacking.As already touched upon, m'colleague Finlay was far from happy with his GT86's front suspension and its resultant effect on the car's steering. I didn't notice any such issues on the Toyota's launch in Spain, either on road or track, and nor did I this time round with the BRZ.Interestingly, the BRZ's spring rates are 20% stiffer at the front and 8% softer at the rear than the GT86's, a change which might have made an important difference to m'colleague's opinion of the Toyota, but in my opinion the BRZ's steering is at least as responsive, well-weighted and has as much pure feel as any car I've driven weighing more than a Caterham 7.Despite the relatively cushy 215/45 R17 Michelin Primacy eco tyres - the thinking being that less grip equals more fun - the BRZ's ride is firm. Female passengers should be aware that mascara and eye-liner definitely needs to be applied prior to departure. At speed, and on a poor surface, the ride can become jiggly and the car slightly unsettled, at which point both hands on the wheel are a must.Conversely, the BRZ copes with London's speed cushions surprisingly well, although knackered full-width speed ramps should be approached a snail's pace.Notwithstanding those Primacys, on the road the BRZ's lateral grip is more than adequate. The excellent driving position and well-shaped, supportive seats certainly help exploit it, while the SE Lux model's Torsen limited slip differnetial helps transfer as much power as possible to the road. It corners tenaciously with almost no perceptible body roll, and although understeer can be forcibly induced, the car is unwilling to play ball.With the Vehicle Dymanics Control system on, any tail-sliding horse-play is swiftly tempered. With VDC off, oversteer can be induced, but due to the BRZ's balanced weight distribution (53% front/47% rear), its low kerbweight (1239kg) and poise, it's much happier and indeed quicker when it's just a bit loose at both ends, equally and simultaneously. Joy.Braking is provided by 381mm discs front and rear. They're vented at the front, and could be of greater diameter were it not for the bulky, low-tech single-sided calipers tucked inside the 17" alloy rims.Feel is good, as is power, and the BRZ's brakes are fine on the road, but on the GT86 launch at the circuit we were required to give the brakes a rest twice per lap along with a slow, cooling run along the pit lane also mandatory after each and every lap. This indicates that even short-circuit track use will soon bring on fade, so that doesn't bode well for those seeking fun on the 12.93-mile Nordschleife, for example.My test BRZ was fitted with an optional (£1000) Pioneer CD/DVD/GPS infotainment system. I grew impatient with in-car Pioneer equipment in the 1980s due to its unnecessary complexity and seemingly deliberate lack of user-friendliness. The touchscreen system in the BRZ is ostensibly simpler, but despite repeated attempts I was unable to connect my iPhone via either USB cable or Bluetooth, for either music or phone use. I figured out how to listen to the radio, but having already formed an opinion didn't frustrate myself further by attempting to master the navigation function.The manual BRZ's fuel consumption is officially 36.2mpg combined, as is the manual GT86's, so I'm pretty impressed with the trip computer’s 35.0mpg average at the end of my five days, especially as the fabulously effective aircon worked overtime during the heatwave (ongoing at the time of writing).With such frugality, at least for a proper GT car, and with sufficient luggage space for two, I could be tempted to take a BRZ on a continental grand tour. But then I'd reflect on the rev-hungry engine and what my nearest and dearest might make of the firm ride even before we reached Dover, and I'd reconsider.The BRZ drives as a sports car should and delivers much fun and reward on good roads, but it doesn't pamper you as does a TT, CLK, Z4 or even an MX-5 - it's much closer in concept to the late lamented Honda S2000. So, fine as a third or possibly a second car, but for many the BRZ (and GT86) would be just that bit too "involving" as one's sole mode of transport. Engine 1998cc, 4 cylinders Power 197bhp Transmission 6-speed manual Fuel/CO2 36.2mpg / 181g/km Acceleration 0-62mph: 7.6 seconds Top speed 140mph Price £26,495 Details correct at publication date
Our Rating
