TOYOTA GR86 Prices Reviews User Manual
- June 15, 2024
- Toyota
Table of Contents
TOYOTA GR86 Prices Reviews
Dear iRacing User,
The official car of the all-new Toyota GR Cup, Toyota’s all-new single-make
road racing series, the Toyota GR86 serves as an approachable, sporty vehicle
for drivers to hone their craft. Announced in 2022, each Toyota GT86 starts as
a fully production vehicle before heading to North Carolina, where Toyota
Gazoo Racing North America engineers transform it into racing machines capable
of taking on some of America’s premier road courses. The Toyota GR Cup is
designed as an amateur racing series that can welcome up-and-comers, casual
drivers, and retired legends alike, and the GR86 is up to the task. Custom
modifications like a six-speed sequential transmission and aggressive new
bodywork elevate the profile of the road-going car for the needs of the track,
without becoming too much to handle too quickly. Get behind the wheel of the
GR86 and experience one of racing’s most exciting new spec classes before it
makes its real-world debut!
The following guide explains how to get the most out of your new car, from how
to adjust its settings off of the track to what you’ll see inside of the
cockpit while driving. We hope that you’ll find it useful in getting up to
speed.
Thanks again for your purchase, and we’ll see you on the track!
TOYOTA GR86 | TECH SPECS
CHASSIS
- MCPHERSON STRUT FRONT SUSPENSION, DOUBLE WISHBONE REAR
SUSPENSION
LENGTH
- 4264 mm
- 167.9 in
WIDTH
- 1775 mm
- 69.9 in
WHEELBASE
- 2575 mm
- 106.7 in
DRY WEIGHT
- 1297 kg
- 2860 lbs
WET WEIGHT WITH DRIVER
- 1358 kg
- 2996 lbs
POWER UNIT
- NATURALLY ASPIRATED 2.4 LITER 4-CYLINDER BOXER
DISPLACEMENT
- 2.4 Liters
- 146.5 cid
TORQUE
- 188 lb-ft
- 255 Nm
POWER
- 220 bhp
- 164 kW
RPM LIMIT
- 7500
Introduction
The Toyota GR86 is the official car of the all-new Toyota GR Cup, a single-
make road racing series. This guide provides information on how to get the
most out of your new car, from adjusting settings to understanding the cockpit
while driving. The information found in this guide is intended to provide a
deeper understanding of the chassis setup adjustments available in the garage,
so that you may use the garage to tune the chassis setup to your preference.
Before diving into chassis adjustments, though, it is best to become familiar
with the car and track. To that end, we have provided baseline setups for each
track commonly raced by these cars. To access the baseline setups, simply open
the Garage, click iRacing Setups, and select the appropriate setup for your
track of choice. If you are driving a track for which a dedicated baseline
setup is not included, you may select a setup for a similar track to use as
your baseline. After you have selected an appropriate setup, get on track and
focus on making smooth and consistent laps, identifying the proper racing line
and experiencing tire wear and handling trends over a number of laps. Once you
are confident that you are nearing your driving potential with the included
baseline setups, read on to begin tuning the car to your handling preferences.
Getting Started **
**
Before starting the car, it is recommended to map controls for Brake Bias, Traction Control, and ABS adjustments. While not mandatory, this allows you to make quick changes to the driver aid systems to suit your driving style on the track. To start the car, select the upshift button to put it into gear and press the accelerator pedal. The Toyota GR86 uses a sequential transmission and does not require a clutch input for shifting. However, downshifting is protected to prevent engine damage if you are traveling too fast for the selected gear. Upshifting is recommended when the final shift light on the dashboard is illuminated in red, indicating 7100 rpm. Note that all shift lights will flash red at 7200 rpm as an additional warning, but this is beyond the optimal shift point.
Loading an iRacing Setup **
**
When loading into a session, the car automatically loads the iRacing Baseline setup [baseline.sto]. If you prefer one of iRacing’s pre-built setups for specific conditions, you can selectit by going to Garage > iRacing Setups and choosing the desired setup. If you want to customize the setup, make the changes in the garage and click apply. To save your setup for future use, click Save As on the right, provide a name, and save the changes. To access all of your personally saved setups, click “My Setups” on the right side of the garage. If you would like to share a setup with another driver or everyone in a session, you can select “Share” on the right side of the garage to do so. If a driver is trying to share a setup with you, you will find it under “Shared Setups” on the right side of the garage as well.
Dash Configuration
The Toyota GR86 uses a single-page, dash mounted display to show all engine data and race information to the driver in a clear and easy-to-read format.
UPPER GROUP|
---|---
Best| The current session’s fastest lap time
Current Lap Delta| The current lap’s difference in time relative to the
session best lap time is shown at the top of the screen in the center. Shown
as a live delta to the session best lap, this value will be green if the
current lap is faster and red if the current lap is slower.
Current| A live display of the time elapsed on the current lap is shown in the
upper right of the display.
Fuel Used| The amount of fuel that has been used since leaving the pits (or
start of the race).
Predicted| Based on the current lap delta and prior lap times, the display
will show a lap time prediction under the Current lap time display.
CENTER GAUGES|
---|---
Oil Temperature| The engine oil temperature is shown on the left of the
display. The temperature is shown in both a gauge and numerical format, with
the gauge changing colors for dangerous operating temperatures.
Tachometer| The engine RPM is shown in the center of the display on a white
digital tachometer. This display will change from white to red when the RPM is
nearing the optimum shift point and rev limiter.
Gear Indicator| The currently selected gear is shown within the tachometer
display.
Water Temperature| The engine’s cooling water temperature is shown on the
right side of the display. The temperature is shown in both a gauge and
numerical format, with the gauge changing colors for dangerous operating
temperatures.
WATER TEMPERATURE
The engine’s cooling water temperature is shown on the right side of the display. The temperature is shown in both a gauge and numerical format, with the gauge changing colors for dangerous operating temperatures.
LOWER GROUP
Speedometer| The car’s current speed is shown on the bottom of the display in
the center in Miles- or Kilometers- per-hour depending on the units selected
in the Garage.
AC Mode| Inoperable, will display “0”
TC Mode| Currently selected Traction Control System setting. This value
reflects what is selected in the garage and the F8 black box.
ABS Mode| Currently selected Anti-Lock Braking System setting. This value
reflects what is selected in the garage and the F8 black box.
WARNING BANNER
If a major issue is present the dash will display a warning banner across the
top and illuminate one LED on either side of the display. This banner will
display information such as low fuel pressure, low oil pressure, or high oil
or water temperatures.
Advanced Setup Options
This section is aimed toward more advanced users who want to dive deeper into
the different aspects of the vehicle’s setup. Making adjustments to the
following parameters is not required and can lead to significant changes in
the way a vehicle handles. It is recommended that any adjustments are made in
an incremental fashion and only singular variables are adjusted before testing
changes.
Tires
TIRE SETTINGS (ALL FOUR)
STARTING PRESSURE
Air pressure in the tire when the car is loaded into the world. Higher
pressures will reduce rolling drag and heat buildup, but will decrease grip.
Lower pressures will increase rolling drag and heat buildup, but will increase
grip. Higher speeds and loads will require higher pressures, while lower
speeds and loads will see better performance from lower pressures. Cold
pressures should be set to track characteristics for optimum performance.
LAST HOT PRESSURE
Air pressure in the tire after the car has returned to the pits. The
difference between Cold and Hot pressures can be used to identify how the car
is progressing through a run in terms of balance, with heavier-loaded tires
seeing a larger difference between Cold and Hot pressures. Ideally, tires that
are worked in a similar way should build pressure at the same rate to prevent
a change in handling balance over the life of the tire, so Cold pressures
should be adjusted to ensure that similar tires are at similar pressures once
up to operating temperature.
LAST TEMPS OMI
Tire carcass temperatures once the car has returned from the pits. Wheel Loads
and the amount of work a tire is doing on-track is reflected in the tire’s
temperature, and these values can be used to analyze the car’s handling
balance. Center temperatures are useful for directly comparing the work done
by each tire, while the Inner and Outer temperatures are useful for analyzing
the wheel alignment while on track. These values are measured in three zones
across the tread of the tire.
TREAD REMAINING
The amount of tread remaining on the tire once the car has returned from the
pits. Tire wear is very helpful in identifying
any possible issues with alignment, such as one side of the tire wearing
excessively, and can be used in conjunction with tire temperatures to analyze
the car’s handling balance. These values are measured in three zones across
the tread of the tire.
Chassis
FRONT
ARB SIZE
The Front ARB Size will alter the front suspension roll stiffness. Three
options are available, two size options and an option to disconnect the bar
entirely. The Stiff option will result in a higher roll stiffness and induce
understeer while cornering, while the Soft option will reduce the roll
stiffness and reduce understeer. Disconnecting the bar will greatly reduce
roll stiffness, inducing oversteer while cornering, but can lead to
instability due to excessive body roll when cornering.
ARB SET TING
The Front ARB setting can be set to one of three options to fine-tune the
front suspension roll stiffness once a Front ARB size has been selected. For
both the Stiff and Soft ARB Size options, lower ARB Setting values will
stiffen the ARB assembly and induce understeer. Higher values will soften the
ARB assembly and reduce understeer. If ARB Size is set to “Disconnected”, this
adjustment does not influence handling characteristics.
TOE-IN
Toe is the angle of the front wheels, when viewed from above, relative to the
centerline of the chassis. Positive values for this setting are Toe-In,
negative values are Toe-out. Toe-in is when the front of the wheels are closer
to the centerline than the rear of the wheels, and Toe-out is the opposite. On
the front end, adding toe-out will decrease straight-line stability by
increasing the slip angle on the inside tire when turning. This can aid in
turn-in response but can make it easier to over-slip the tire and lose grip
with too much steering angle. Toe-in at the front will reduce turn-in
responsiveness but will reduce temperature buildup in the
front tires.
CROSS WEIGHT
Cross Weight is the percentage of the car’s total weight situated on the
Right-Front and Left-Rear tires. This can be altered with the Spring Perch
Offset settings and influences the asymmetric handling behavior of the
chassis. Values above 50% will induce understeer in left-hand corners and
oversteer in right-hand corners, while values below 50% will induce oversteer
in left-hand corners and understeer in right-hand corners. For Road Course and
Street Circuits, it is best to keep this value as close to 50% as possible
result in more oversteer in mid to high speed corners.
NOSE WEIGHT
Nose Weight is the percentage of the car’s total weight situated above the
front axle. Higher nose weight values (more weight on the front end) will
induce understeer while cornering while lower nose weight values will induce
oversteer while cornering. This value is non-adjustable, but changes with
varying fuel levels.
IN-CAR DIALS
BRAKE PRESSURE BIAS
The Brake Pressure Bias represents the percentage of the total braking force
that is sent to the front braking system. On the Toyota GR86 this is non-
adjustable and is locked at 50%.
BRAKE PADS
Three different brake pad options are available to alter the amount of
deceleration force exerted by the brake system. High Friction pads will
provide the most braking force but are difficult for the driver to modulate to
avoid lockups, while Low Friction pads produce the least braking force with
the easiest level of pedal modulation. Medium Friction is a compromise between
High and Low Friction pads.
ABS SET TING
The Anti-Lock Brake setting controls how much the ABS system will attempt to
intervene and prevent brake lockups. Settings 1-3 control the amount of
intervention, with “3” providing the most assistance and “1” providing the
least. Setting “0” will disable the ABS system entirely.
TC SET TING
The Traction Control system can be fine-tuned to both track conditions and
driver preferences with the TC Setting option. Just like the ABS Setting,
values 1-3 will alter how much the Traction Control system tries to intervene
and prevent wheel-spin on throttle, with “3” providing the most assistance and
“1” providing the least amount of assistance. Setting “0” will disable the
Traction Control system.
FRONT CORNERS
CORNER WEIGHT
This displays the weight on each wheel while sitting in the garage under
static conditions. Useful for determining weight distribution during chassis
adjustments.
-
RIDE HEIGHT
Chassis Ride Height is the distance from the ground to a reference point on the bottom of the chassis just behind the front tires. Since this value is to a reference point, and not necessarily the lowest point on the car, this may not be representative of the vehicle’s ground clearance. -
SPRING RATE
Spring Rate is the stiffness value of the suspension’s spring components. Higher values represent stiffer springs and lower values represent softer springs. At the front end, stiffer spring values can reduce the car’s aerodynamic pitch sensitivity (less likely to change aerodynamic balance under heavy braking), but will reduce mechanical grip and can induce understeer while cornering. Softer springs will increase mechanical grip and can shift mechanical balance to oversteer, but aerodynamic stability can suffer under braking. -
SPRING PERCH OFFSET
Spring perch offset is used to adjust ride height and corner weight by changing the preload on the spring under static conditions. Decreasing the value increases preload on the spring, adding weight to its corner and increasing the ride height at that corner. Increasing the value does the opposite, reducing height and weight on a given corner. These should be adjusted in pairs (left and right together, for example) or with all four spring preload adjustments in the car to prevent crossweight changes while adjusting ride height. -
BUMP STIFFNESS
Bump Stiffness is how stiff the shocks are under compression, or “bump”, such as what the front shocks experience under braking. Higher Bump settings on the front shocks produce a stiffer shock in compression, which can induce understeer under braking and turn-in. Lower Bump settings will soften the shock and reduce understeer in the braking and turn-in phase. -
REBOUND STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as what the front shocks experience under acceleration. Lower values will make the front shocks more resistant to expanding, which can induce understeer on acceleration. Higher values will make the shock less resistant to expansion, which can increase front end mechanical grip and reduce understeer when accelerating. -
CAMBER
Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have under braking. Excessive camber values can produce very high cornering forces but will also significantly reduce tire life, so it is important to find a balance between life and performance.
REAR CORNERS
-
CORNER WEIGHT
This displays the weight on each wheel while sitting in the garage under static conditions. Useful for determining weight distribution during chassis adjustments. -
RIDE HEIGHT
Chassis Ride Height is the distance from the ground to a reference point on the bottom of the chassis just ahead of the rear tires. Since this value is to a reference point, and not necessarily the lowest point on the car, this may not be representative of the vehicle’s ground clearance. -
SPRING RATE
Spring Rate is the stiffness value of the suspension’s spring components. Higher values represent stiffer springs and lower values represent softer springs. At the rear end, stiffer spring values can reduce the car’s aerodynamic pitch sensitivity (less likely to change aerodynamic balance under acceleration), but will reduce mechanical grip at the rear and can induce oversteer while cornering. Softer springs will increase mechanical grip and can shift mechanical balance to understeer, but aerodynamic stability can suffer under heavy acceleration. -
SPRING PERCH OFFSET
Spring perch offset is used to adjust ride height and corner weight by changing the preload on the spring under static conditions. Decreasing the value increases preload on the spring, adding weight to its corner and increasing the ride height at that corner. Increasing the value does the opposite, reducing height and weight on a given corner. These should be adjusted in pairs (left and right together, for example) or with all four spring preload adjustments in the car to prevent cross weight changes while adjusting ride height. -
BUMP STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as what the rear shocks experience under braking. Lower values will make the rear shocks more resistant to expanding, which can induce understeer when braking and turning into a corner. Higher values will make the shock less resistant to expansion, which can decrease rear end mechanical grip and induce some oversteer while braking. -
REBOUND STIFFNESS
Rebound Stiffness controls how resistant the shock is to expansion, or “rebound”, such as what the rear shocks experience under braking. Lower values will make the rear shocks more resistant to expanding, which can induce understeer when braking and turning into a corner. Higher values will make the shock less resistant to expansion, which can decrease rear end mechanical grip and induce some oversteer while braking. -
CAMBER
Camber is the vertical angle of the wheel relative to the center of the chassis. Negative camber is when the top of the wheel is closer to the chassis centerline than the bottom of the wheel, positive camber is when the top of the tire is farther out than the bottom. Due to suspension geometry and corner loads, negative camber is desired on all four wheels. Higher negative camber values will increase the cornering force generated by the tire, but will reduce the amount of longitudinal grip the tire will have under acceleration. Excessive camber values can reduce tire life, so it is important to find a balance between life and performance. -
TOE-IN
Toe is the angle of the wheel, when viewed from above, relative to the centerline of the chassis. Positive values for this setting are Toe-In, negative values are Toe-out. Toe-in is when the front of the wheel is closer to the centerline than the rear of the wheel, and Toe-out is the opposite. On the rear end, adding toe-out will decrease straight-line stability. This can aid in turn-in response but can make the car easier to spin in the middle of a corner. Toe-in at the rear will increase straight-line stability and reduce turn-in responsiveness.
REAR
FUEL LEVEL
Fuel level is the amount of fuel in the fuel tank when the car leaves the
garage. Changing fuel levels will alter the Nose Weight value and alter
handling balance, it is important to be aware of weight changes with varying
fuel levels.
ARB SIZE
The Rear ARB Size will alter the rear suspension roll stiffness and can either
be connected (“Soft” setting) or disconnected. The Soft option will connect
the rear ARB, increasing rear roll stiffness and inducing oversteer while
cornering. Disconnecting the rear ARB will greatly decrease rear roll
stiffness and induce understeer.
ARB SETTING
If the Rear ARB is used (“Soft” setting ONLY), it can be fine tuned with two
options on the ARB Setting. Setting 1 is softer and will produce a lower rear
roll stiffness, inducing understeer when compared to Setting 2, which will
stiffen the rear suspension and result in more oversteer when cornering.
WING SETTING
The Wing Setting changes the rear wing’s angle of attack. This can be set to
5, 10, or 15 degrees, with higher values producing more downforce and more
drag at the wing. These higher values will also shift aero balance rearward,
inducing understeer in mid- to high-speed corners, while lower values will
reduce drag and downforce and shift aero forward.
FAQ
-
Q: Can I use the Toyota GR86 for regular road driving?
A: Yes, the Toyota GR86 is a sporty vehicle suitable for regular road driving as well as racing. -
Q: How do I adjust the Brake Bias, Traction Control, and ABS settings?
A: Before starting the car, map the controls for these settings. Once mapped, you can make adjustments using the corresponding buttons or controls in the car. -
Q: What is the optimal shift point for upshifting?
A: The optimal shift point for upshifting is when the final shift light on the dashboard is illuminated in red, indicating 7100 rpm.
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