What generation is the ZN8 Toyota GR86?

The ZN8 Toyota GR86 is the 2nd generation

What is the bolt pattern and hub bore on the ZN8 GR86?

The ZN8 runs a 5x100 bolt pattern with a 56.1mm hub bore. That bolt pattern is shared with the BRZ, WRX (pre-VA), and a handful of older Subaru and Toyota platforms.

What wheel and tire sizes do GR86 owners typically run?

The factory ships with 18x7.5 +48 wheels wrapped in 215/40R18 Michelin Primacy HP tires (Premium trim) or 17x7 +48 on 215/45R17 (base). Most owners stepping up go 18x8.5 or 18x9 with 235/40R18 or 245/35R18 tires. The car responds well to a wider contact patch, especially at the rear.

Is the GR86 manual or automatic?

Both. The six-speed manual is the one most people want, and Toyota kept it available across trims. The automatic is a six-speed torque converter unit with rev-match downshifts. It's fine for commuting, but the manual is where the car's character lives. Clutch feel is light, throws are short, and the gearing pairs well with the FA24's broader torque curve.

ZN8 Toyota GR86 Car Parts

The ZN8 GR86 is Toyota's second crack at the lightweight, rear-drive formula it started with the ZN6. Same 2+2 layout, same Subaru partnership, but the powertrain swap changes the car. The FA24 2.4L flat-four replaces the old FA20. The chassis carries over the same basic structure but gets retuned. Torsional rigidity is up thanks to additional bracing at the rocker panels and rear quarters. Spring rates, damper tuning, and anti-roll bars are all recalibrated for the added torque. Factory wheels are 18x7.5 with 215/40R18 Michelin Primacy HP tires, which most owners swap out immediately. The stock rubber prioritizes efficiency over grip. Enkei RPF1s or RAYS 57DR in 18x8.5 with 235/40R18 or 245/40R18 Pilot Sport 4S tires are common first moves.

About the ZN8 Toyota GR86

No. Toyota dropped the FA20 and went with the FA24 flat-four, bumping displacement from 2.0L to 2.4L. Peak output is 228 hp at 7,000 rpm and 184 lb-ft at 3,700 rpm. The big improvement is midrange torque. The old FA20 had a nasty dip around 3,500-4,500 rpm that made daily driving annoying. The FA24 fills that gap and pulls harder from lower revs. Same boxer layout, same rear-drive platform, but the power delivery is noticeably better everywhere below redline.

MacPherson struts up front, multi-link independent rear. Spring rates and damper tuning are stiffer than the first-gen 86, and Toyota added more rear subframe bracing. The rear geometry is sensitive to ride height changes. Dropping the car more than about an inch without correcting rear camber tends to eat through inner tire edges quickly. Adjustable rear lower control arms are a common early purchase for anyone lowering the car, even on mild spring setups.

Header-back exhaust is the most popular starting point. The factory exhaust is quiet and restrictive, and an aftermarket setup wakes the car up acoustically without huge power gains. After that, coilovers or lowering springs, a rear sway bar upgrade, and wider wheels with grippier tires. On the intake side, the stock airbox flows well enough that a cold air intake is more about sound than power. If you're chasing real horsepower, forced induction kits exist, but that's a different budget conversation entirely.

Almost everything mechanical is shared. Same FA24 engine, same Aisin six-speed manual, same platform, same suspension geometry. The differences are cosmetic: bumper designs, headlight and taillight shapes, interior trim details, and tuning calibration. Toyota's tune reportedly prioritizes a slightly sharper throttle response, while Subaru's is a touch smoother, but the gap is small. Aftermarket parts (exhaust, intakes, coilovers, wheels) are interchangeable between the two. If you find a deal on a BRZ-specific part, it almost certainly bolts onto the GR86.

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