2024 Toyota GR 86 Trueno Edition & 2024 Mercedes-AMG CLA35

Hi, I'm John Davis and this is MotorWeek !

Join us for track time in a limited-edition Toyota GR86... Audra Fordin helps you pull it apart on "Your Drive"... We'll go for higher ed on alternative fuel... then check out the affordable Mercedes-AMG CLA 35.

So come drive with us, next!

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JOHN: The Toyota GR86 may not be the fastest, flashiest or most expensive sport coupe around; but it's for those very reasons that we consider it near-perfect for folks like us that just want to get out there and drive!

For 2024, Toyota is giving us even more to love while also celebrating the origins of the legendary "eighty-six," with this new TRUENO edition.

♪♪ When the "Gazoo Racing" team got ahold of Toyota's 86 nameplate to make the GR86 for 2022, we didn't think it could get any better.

Now just two years deep, it turns out it can thanks to a few performance add-ons, and this 2024 Toyota GR86 TRUENO Edition has them all.

[tires screeching] It's okay if you don't know the original AE86 Sprinter TRUENO this car refers to.

For now, just know that the modern rendition celebrates that classic by carrying the same ethos of low-power, rear-wheel drive fun.

In lieu of a downhill mountain pass, three days at Savannah's Roebling Road Raceway sufficed as our playground.

2024 also sees the introduction of the GR86 Performance Package, available on all models and standard on the TRUENO.

The $1,500 kit mounts Brembo brakes and SACHS dampers onto Premium grades; and throws in larger 18-inch wheels to Base GR86s to accommodate said brakes, upping package price to about two-grand.

Sure, no extra power; but we felt as fast as ever through Roebling's nine corners.

The GR86 was already such a fun car to toss around, and these enhancements make it all the better.

The Brembos in particular are something else.

Being so lightweight, late braking the 86 has always been easy, and these four-piston fronts and two-piston rears let our foot procrastinate even longer.

Diving into corners, turn-ins are crisp with practically zero body roll.

But sometimes you just have to cut a little loose.

Put on the throttle at just the right moment and the skinny 215-wide tires give way to steady slides; but they are Michelin Pilot Sport 4s, so there's plenty of grip when needed.

Now, if you were enthralled by our Roebling Track Test of the GR86 two years ago and already went out and bought one, get this: these performance upgrades can be retrofitted on any 2022-and-up GR86 sporting 18-inch wheels.

It is a bit of déjà vu under the hood, seeing the same 2.4-liter 4-cylinder BOXER putting out 228 horsepower and 184 pound-feet of torque.

That's not a lot when stacked up to some other Japanese sports cars, but plenty for a sub-3,000-pound coupe.

It's sent to the rear wheels through a standard Torsen limited-slip diff and a six-speed manual with satisfying throws; though a six-speed automatic is available should you desire.

Our manual tester hit 60 in 5.9 seconds, almost a half second quicker than the automatic model we tested two years prior.

The quarter-mile ended in 14.4 seconds at 99 miles-per-hour, also a tad swifter.

Once we apexed turn nine and hit the front straight, we saw 131 miles-per-hour before employing those Brembos.

No doubt, this GR86 is far more potent than any stock 86 from before.

If you Google the Toyota AE86, you'll no doubt find the boxy mid-80's hatch wearing a similar white and black "Panda" paint scheme, which this GR86 mirrors quite well; though, red is available too.

Either color is contrasted by various black accents: glossy mirrors, door handles and a rear spoiler, joined by side graphics and a wrapped hood.

You'll see "TRUENO" badging adorning the lower front bumper and the rear deck, and the namesake subdued in each side graphic.

Inside, the cabin sports red-trimmed Ultrasuede seats, complimented by red stitching on the wheel and shift boot; and the knob itself gets a special TRUENO-logoed cap.

Plenty of physical controls for HVAC and the sorts, and the screen space respectfully limited to a 7-inch digital gauge cluster and an 8-inch infotainment touchscreen; and smartphone integration makes it easy to queue up your favorite Eurobeat playlist.

2024 does sees more tech for manual models, now including Toyota's Active Safety Suite with pre-collision braking, adaptive cruise control and more.

Government fuel economy ratings for the GR86 with the manual are 20 city, 27 highway and 22 combined on regular.

Pricing for the 2024 Toyota GR86 starts at $30,395 with delivery.

TRUENO pricing starts at $35,815, not a bad leap for a special edition limited to just 860 units here in the U.S. We still think the Toyota GR86 is the perfect sport coupe for just about anyone, and these performance additions give us all the more reason to say so again.

Whether you're an avid enthusiast or a simple tofu delivery boy or girl with big dreams, the 2024 Toyota GR86 is a solid choice; and this TRUENO Edition may just be the one for you.

♪♪ JOHN: We often talk about the benefits of alternative fuels, especially in fleet applications.

And our most recent trip took us back to school at the University of Texas, where we got a higher education in the practical use of clean energy!

♪♪ Some 52,000 students attend the University of Texas at Austin.

This urban campus includes an iconic stadium, a landmark clock tower, dorms, dining halls and classrooms; and wherever you look, people on the move.

As you can imagine, it takes a monumental effort to keep this city within a city running smoothly.

And one of the hardest workers on the UT support team is a fleet of small but mighty vehicles that prowl the campus, seemingly everywhere at once, assisting in everything from lawncare to lighting, and power supply to parking.

MICHAEL: I'm Michael E. Marotta, I'm a parking enforcement officer for the University of Texas, and I write tickets all day long!

Well, the- the vehicle is a three-wheeled electric cart and I like it for its maneuverability, uh, more than anything else.

It will do a turn in one of these narrow streets without having to do a three-point turn the way a- even a four-wheel cart or, of course, our small trucks will have to do.

JOHN: Low-speed electric vehicles, or LSV's, make up more than half of the university's support fleet.

Some are specialized, like this three-wheeler, where maneuverability is key, while others are versatile enough to haul people, equipment and cargo anywhere on campus, and to places a regular car or truck can't reach.

MARK KALIGIAN: EVs are used by almost every department on campus.

Um, The landscapers use them because they can get right to the- the place where they're working, whether it be the rock gardens or right to the flower beds, et cetera.

The, uh, custodial staff likes it because they can bring their equipment, the cleaning equipment, straight to the front door, don't have to park and load it in, so there's a real advantage to getting close to the buildings, or close to the work site.

First of all, they're easy to park.

We have a parking problem on campus.

They're student-friendly because you can ride them on sidewalks and around.

They're more maneuverable.

Austin itself is as very, uh, nature-friendly, environmentally-friendly city.

We have a group on campus called the Office of Sustainability which sort of monitors campus sustainability items, um, and we have a STARS report, which evaluates campuses for their sustainability efforts, and having LSVs, of course, was right up their alley.

JOHN: With help from the Lone Star Clean Fuels Alliance, the University of Texas has also installed propane fueling on-site, used by some lawn equipment, and a number of the university's ICE vehicles run on E85.

Seventeen EV cars and trucks round out their clean fleet.

But UT has been all-in on low-speed electric vehicles for years.

From an initial order of 200, that number has now grown to nearly 350.

These small EVs fit the bill for UT for a number of reasons.

MARK: One of the advantages of EVs here on this campus is that we produce our own energy.

We've done it for a lot of years very efficiently and very cheaply, and so producing our own electricity keeps us off the Austin grid, and it's been really good for the EVs because we always have power.

It's a little bit of a learning curve with an EV.

But, you know, with schematics and with operators' manuals, they're able to figure it out pretty easy.

We also get a little help from the manufacturers.

So, when we buy from a specific manufacturer, they'll give us the tools to work on the EVs, they'll often send mechanics down to give us uh, you know, training in basic PM services and at least the basics of keeping them up.

And the maintenance costs were somewhere in the 30 to 40 cents-a-mile cheaper than a combustion engine.

Basically, we're doing tires, we're doing, Lube the chassis, we're doing, uh, occasional batteries every three to five years.

Batteries, and that's really all you do to electric vehicles for the first ten to twelve years.

MICHAEL: In the wintertime, when you're running the heater and the, the blower at the same time, you'll run the battery down in a couple of days.

But with the weather being nicer, the way it is in Texas 300 days a year, uh, the battery was charged four days ago, and it's still good.

JOHN: One common trait of successful fleet operations is right-sizing your vehicles to meet your needs.

They say everything is bigger in Texas, but in this case, smaller is definitely better, and smarter!

JOHN: Got a stuck bolt?

Step one: don't panic.

Step two: get some advice from an expert, and we've got just the one.

Audra Fordin on how to get it unstuck on this week's "Your Drive."

♪♪ AUDRA FORDIN: One of the most frustrating feelings in the world is twisting a wrench and nothing happens.

No twisting, no budging, just a stubborn bolt that refuses to move.

This is usually caused by rust, but chemicals and previous overtightening can cause it too.

Regardless, there are a number of ways to get things moving.

The most common solution is to hit the part with a penetrating lubricant.

Now, after you've put on your glasses and your gloves, you're going to spray that part liberally.

Like really hit those areas where the two parts meet.

The more corroded, the more you should spray.

And then, let it sit.

These lubricants need time to do their magic.

Usually like 15 minutes or so, but sometimes it can take an hour or overnight.

And then, well, give it another crank.

With any luck at all, it will start to give.

Now if you can only get it halfway out, stop.

Apply more lubricant, and repeat those steps.

But, let's say that isn't enough.

Our next trick is one you may consider from the very beginning.

When in doubt, let physics work for you.

Yup, grab a bigger wrench, and a bar to give you mechanical leverage.

Now, did you know that screwdrivers do more than just drive in screws?

By sliding the screwdriver through the jaws of a wrench, you can increase the torque that you're able to apply.

Now, this is extremely helpful when you're working with seized threads and in tight places.

But, disclaimer: when doing this, please be careful.

You don't want to suddenly break the bolt loose and then send your hand flying into a fender.

Which means, wear gloves, apply pressure evenly, especially if the car is standing on jack stands.

Okay, so lubricant and a persuader bar still aren't helping?

Well, in the shop, we like to introduce the torch and use heat.

Why?

Because this expands the parts and can get things moving.

But, another disclaimer, only introduce a flame away from flammable components.

Now, if you're fortunate enough to have an air compressor, a pneumatic impact tools can also be your best bet.

An impact wrench gives you rapid bursts of air-powered energy, shocking the bolt until it comes loose.

This can break apart some of the rust, but again, be careful because too much of those rapid bursts and you could strip the bolt head.

In this case, you can try using a bolt extractor.

Now these kits allow you to bore into the stripped bolt and remove it without damaging the threads.

Just follow the guide provided with the kit and you'll be on your way to a loose bolt.

Working with stubborn parts is never fun, but hopefully these tips can help alleviate some of your woes.

If you have any questions or comments, reach out to us right here at MotorWeek .

JOHN: Time to head inside to the Motor News desk for the latest automotive low-down from Stephanie Hart.

♪♪ STEPHANIE HART: Let's head right over to the Big Apple with some highlights from this year's New York International Auto Show.

While many major reveals actually took place the week leading up to the 2024 New York International Auto Show, there was certainly much to see at the Jacob K. Javits center in Manhattan.

Starting with Kia who is still very much in the sedan-making business and has reimagined their compact Forte as the K4.

Following the Optima's path to K-town, the 2025 K4 is big on style, space, and substance; and should be a major player in the compact car segment.

Hyundai showcased updated styling for their best-selling vehicle the Tucson.

The 2025 Tucson looks a little sharper outside, but its new interior is far more significant with improved tech and a more "open air" feel.

The Tucson-based Santa Cruz pickup truck gets its own take on those same updates, along with an even more off-road inspired design for the XRT model.

Hyundai's luxury division Genesis had even more to show with their launch of a new performance sub-brand known as Magma.

This GV60 Magma Concept SUV and a full lineup of Magmas will be melting some pavement near you soon.

Looking further down the road is this Neolun Concept; giving us a glimpse at the brand's new design direction.

After a sky-high debut the week before the show, the 2025 Infiniti QX80 was on the floor and attracting quite a crowd.

It's a big vehicle with even bigger luxury and tech features, but it's new "Artistry In Motion" design theme should help it stand out in the crowded luxury SUV segment.

Nissan unboxed their all-new second-generation 2025 Kicks to reveal its bigger and boxier design, and you can now get all-wheel drive with this one!

And finally, Polestar was on the scene with the North American debut of the Polestar 4 SUV Coupe; plus, announced plans for expanding production in South Carolina this summer.

And that's it for this week's Motor News.

♪♪ GREG CARLOSS: Depending on who you listen to, EVs are either the future of the automobile or something that nobody wants.

Believe what you will, but the facts are EV sales were up 46 percent for calendar year 2023.

We don't play favorites.

We drive all cars here at MotorWeek no matter what they're powered by, and we absolutely love driving this 2023 Kia EV6 GT.

We are suckers for speed.

So, without a doubt, our favorite thing to do in this EV6 GT is... mash the accelerator!

Yeah, a 3.5-second 0-to-60 is essentially a party trick, but we'd argue there are some real-world scenarios where our use of all that instant torque is justifiable.

For instance, passing on the interstate.

The GT is certainly not bashful about its performance credentials, wearing aggressive black trim, monster 21-inch wheels with performance tires and, yeah, those neon brake calipers; but, if you could run as fast as Lamborghinis and Ferraris, you'd probably be flaunting that too.

We've made it through winter with no issues to speak of, having driven 6,000 miles in five months' time.

We'll switch from EV to our PHEV Mitsubishi Outlander on the next MotorWeek Long Term Road Test update.

JOHN: These days, you don't have to spend a ridiculous amount of money to get some real-deal AMG performance from Mercedes-Benz, as they've spread their high-performance love throughout their lineup.

So, let's go for some high-speed bargain hunting in the Mercedes-AMG CLA 35.

♪♪ You may think of big cars and bigger horsepower when you hear AMG, but this updated 2024 Mercedes-AMG CLA 35 4-door Coupe is certainly not a big car, yet there's no doubt it packs a serious performance punch.

The CLA is not the least expensive Mercedes you can currently buy in the U.S., but it is their lowest priced car, and it feels more right-size than small-size behind the wheel.

It's a fun, enjoyable ride that lets you know what you're in for right away with a nice raspy exhaust note at start up.

Standard engine in the base CLA 250 is of course a 2.0-liter 4-cylinder turbo, but it is 'Benz's latest with mild-hybrid assistance and a rating of 221-horsepower.

This CLA 35 is one of two AMG versions which cranks the turbo up to boost output to 302 horsepower and 295 pound-feet of torque; the CLA 45 S, goes even further with a full rebuild to crank it up to 416 horsepower and 369 pound-feet of torque.

The CLA is front-wheel-drive based but is sending power to all four wheels by the time it leaves the AMG shop with performance-tuned AMG 4MATIC.

AMG has done serious suspension tuning as well, and the great feedback that it provides through the AMG Performance steering wheel is a big part of this car's fun-factor.

But our test car came equipped with winter tires, which did hold us back a little bit through the cones at our Mason Dixon test track.

Still, it felt both agile and fun and body roll was minimal.

Not until we pushed hard could we really feel the lack of dry pavement grip from those tires.

On the other hand, a few days after track day, we actually did have some winter weather to drive through and then we were very appreciative of the grip those winter tires provided.

With some assistance from AMG's sweet launch control, which not only allowed us to launch at 3500 RPM with no wheel slip at all, but made sure the turbos were feeding full power, as we felt no turbo lag whatsoever on our quick 4.5-second trip to 60.

AMG's Speedshift eight-speed DCT lived up to its name, delivering quick and hard hits throughout the 13.1-second, 104 mile-per-hour quarter-mile.

When it came time to remove speed in a hurry in our panic runs from 60 miles-per-hour, those winter tires again played a factor, as the brakes felt very strong and there was very little nosedive but stops took a longer than expected 125 feet.

Now this 2nd generation CLA arrived for 2020, and for '24 gets a subtle restyling at both ends.

At the front, the grille has been redesigned, AMGs getting their own unique version with big vertical slats, prominent Mercedes star and subtle AMG badge.

LED headlights are new, now labeled as High-Performance headlights, joined by upgraded rear taillights and a very aggressive looking AMG diffuser with big exhaust outlets.

The back-up camera is smoothly hidden in a flip-out Mercedes badge.

Multiple new wheel designs are available with sizes up to 19-inches.

Inside the CLA's cabin, additional standard content includes a leather steering wheel and 10-inch media display.

Both of which were already part of the AMG transformation, though AMG Line buyers can now add some heat elements to their sport steering wheel.

As we've seen with most Mercedes updates, both the virtual gauge cluster and the central touchscreen reside in a single housing mounted on top of the dash, upgraded with the latest MBUX software.

Pricing for the CLA 35 starts at $56,100, with the more powerful 45 S coming in at $66,550.

Bottom line, the folks in Stuttgart have given us a 2024 Mercedes-AMG CLA 35 that's clearly better without messing it up.

That's certainly good news to us, as these days we seem to be getting less and paying more for just about everything.

So, while you might not think the new CLA 35 sounds like a bargain, there is no better gateway into the amazing world of AMG performance.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time, when we put the new 2025 Ram 1500 pickup to the test and see what's spinning in the EV universe with the updated Polestar 2.

Until then, I'm John Davis.

We'll see you right here on MotorWeek!

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First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

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