GR86 Encyclopedia

The FA24 2.4L flat-four is the headline change over the first-gen 2.0L — it kills the old torque dip without forced induction. Both transmissions send drive through a standard Torsen-type limited-slip rear diff.

Engine

FA24, 2.4L naturally aspirated flat-four (boxer), D-4S direct + port injection

Horsepower

228 hp @ 7,000 rpm

Torque

184 lb-ft @ 3,700 rpm

Redline

~7,400 rpm

Transmission (manual)

6-speed manual, close-ratio (3.626 / 2.189 / 1.541 / 1.213 / 1.000 / 0.767)

Transmission (auto)

TL70 6-speed automatic, electronically controlled

Final drive (6MT)

4.10:1

Final drive (6AT)

3.90:1

Limited-slip diff

Torsen-type helical LSD, standard on all trims

0-60 mph

~6.1 s (manual), ~6.6 s (automatic)

• The flat-four needs revs — peak torque is at 3,700 and the car wakes up past 4k. Drive it like it is undersquare; short-shifting wastes it.
• Helical Torsen means no clutch packs to rebuild, but it unloads under zero/low load (lift a rear wheel and it gives up). Relevant for both track curbs and drift entry.

MacPherson struts up front, double wishbones at the rear, on a stiffer ZN8 shell than the first gen. Curb weight sits under 2,850 lb, which is the whole point of the platform.

Layout

Front engine, rear-wheel drive, 2+2 coupe

Front suspension

MacPherson strut

Rear suspension

Double wishbone (multi-link)

Curb weight

~2,776–2,833 lb (1,259–1,285 kg), trim-dependent

Length

167.9 in (4,265 mm)

Width

69.9 in (1,775 mm)

Height

51.6 in (1,310 mm)

Wheelbase

101.4 in (2,575 mm)

Front brakes (base)

11.6 in (294 mm) ventilated disc, 2-piston

Rear brakes (base)

11.4 in (290 mm) disc, 2-piston

Front brakes (Brembo / Perf. Pkg)

12.8 in (325 mm) ventilated, 4-piston

Rear brakes (Brembo / Perf. Pkg)

12.4 in (315 mm) disc, 2-piston

• Performance Package adds Brembo calipers and SACHS dampers — worth it if you track the car; the base brakes fade on a long session.
• Low CG and short wheelbase make it rotate eagerly. The chassis is honest; it telegraphs the limit rather than snapping past it.

Factory geometry is conservative and built around the OE tire. The catch on the ZN8: from the factory only toe is adjustable front and rear — you need camber bolts or plates to dial in real negative camber.

Factory front camber

approx. −0.1° to −0.7° (conservative, near zero)

Factory front caster

~6.4°

Factory front toe

0° total (per side ~0.0°)

Factory rear camber

approx. −1.0° to −1.4°

Factory rear toe

slight toe-in, ~0.1°–0.2° total

Street/track front camber

−2.5° (±0.3°)

Street/track front caster

≥4.2° (factory caster is non-adjustable; preserve it)

Street/track front toe

0.00° total (±0.05°)

Street/track rear camber

−1.8° (±0.2°)

Street/track rear toe

0.20° total toe-in (±0.05°)

• The aggressive spec (−2.5°F / −1.8°R, zero front toe, slight rear toe-in) mirrors the dual-purpose numbers — stable on entry, still livable on the street.
• Front camber past ~−2.5° needs camber bolts or a plate; the strut tops do not give you it stock.
• Keep a touch of rear toe-in for daily stability; go to near-zero only if you want it looser on a dedicated track tire.

OE fitment is a square 215/40R18 setup on 18x7.5 +48 wheels — narrow by modern standards, which is part of why the car slides so cheaply. Fluids are standard Toyota/Subaru flat-four service items.

Factory tire size

215/40R18 (square, all four)

Factory tire (Premium)

Michelin Pilot Sport 4

Wheel size

18 x 7.5 in

Wheel offset / bolt pattern

+48 mm, 5x100

Factory tire pressure

~32–35 psi cold, front and rear (check the door placard for your VIN)

Engine oil grade

0W-20 full synthetic (API SP / ILSAC GF-6A)

Engine oil capacity

~5.0 L (5.3 qt) with filter

Manual trans oil

Toyota MT Gear Oil LV GL-4 75W, ~2.2 L (2.3 qt)

Rear diff oil

Toyota Diff Gear Oil LX GL-5 75W-85, ~1.15 L (1.22 qt)

Coolant capacity

~7.4 L (MT) / 7.7 L (AT)

Fuel

Premium unleaded, 91+ octane recommended

• The 5x100 / +48 narrow square setup is the cheap-tire dividend: a staggered 245-square upgrade transforms grip but kills the playful rear.
• FA24 oil pressure drops in sustained right-handers on track — if you do real lapping, a baffled pan or accumulator is the known fix, not optional.
• I run a slightly heavier diff oil for hard use, but stock 75W-85 is correct for street.

The ZN8 is one of the cheapest cars to learn angle in — light, RWD, helical LSD, narrow OE tire. It is not a competition weapon stock, but the entry mods are well-trodden.

E-brake

Stock is electronic parking brake — useless for initiation; a hydraulic handbrake conversion is the first dedicated mod

LSD behavior

Helical Torsen unloads under zero load; welded or clutch-type diff is common for consistent lockup

Front camber (drift)

−3.0° or more for steering angle and shoulder wear

Rear camber (drift)

−1.0° to −1.5° (less than track; keep the rear contact patch loaded)

Front toe (drift)

slight toe-out, ~0.1°–0.2° total, for sharper turn-in

Rear toe (drift)

0° to slight toe-in for predictability

Front tire pressure

~36–40 psi (protect the sidewall, sharpen response)

Rear tire pressure

~30–34 psi grip tire; higher (40+) on cheap rears to break traction

First mods

Hydraulic handbrake, welded/clutch LSD, angle kit, coilovers, solid diff bushings

• Stock helical diff will two-wheel-light and drop the slide mid-corner — fine for learning, frustrating for linking. Weld it or fit a 2-way before you chase competition.
• The electronic handbrake is the real blocker, not the diff: budget the hydro e-brake conversion first.
• 228 hp on a square 215 means you can initiate on a stock-ish car, but momentum and clutch-kick technique matter more than on a 400 hp car. That is the appeal.