The Subaru BRZ is a fantastic driver’s car both in its native mechanical flavor and dressed as the Toyota GR86. Auto enthusiasts love to wax poetic about how the duo needs more power, yet for most mortals “slow car fast” is the fun (and more responsible) way to drive, after all. Instead of giving it more oomph, Subaru threw a slew of braking and cornering upgrades to create the tS trim. Did it need it? Probably not, but it’s still a hell of a good time. Whether it’s better or not is up for debate.

Slow car fast is the unofficial anthem of those who like affordable, lightweight sports cars. Cheap speed isn’t the name of the game so much as it is feeling like you’re going fast, and that’s where the BRZ and its GR86 twin shine. Not dissimilar to the Miata’s everything-feels-fast charm, the Subaru-Toyota duo pride themselves on the sensations of driving rather than the spec sheet’s statistics.

Yet it’s perhaps the feeling of being on the edge– or almost on the edge– of what a perceived “slow car” can do that makes it so fun. Revving it to the redline while barely breaking speed limits, or flying through corners at a pace that would barely make exotics break a sweat. But raising the limit of grip and the subsequent ability to maintain speed without proportionately raising the ability to gather said speed can be reason for pause.

Fear not: The BRZ, even in tS spec, is still a rip-roaring good time. Sure, another few (or even few dozen) horsepower and torque would have gone a long way to help the sports coupe vouch as a real performance machine, yet even with the tS touting upgraded equipment over the base Premium and mid-level Limited trim cars, it only has to carry around an extra thirty pounds or so. For those counting, that brings the curb weight of the tS to a relatively miniscule 2,851 pounds. As far as today’s sub-$100k mass-production enthusiast cars go, that’s a number only undercut by the smaller Mazda ND Miata, which is a paltry 2,450 pounds in the most desirable soft-top Club spec.

All that is to say, the BRZ’s 228 horsepower and 184 lb-ft of torque that comes via 2.4-liter Boxer engine is still plenty, so long as you go in with your expectations set accordingly. So, don’t expect an absolute ripper; instead, expect something with enough go to be fun, but the real story is the cornering, handling, or whatever you want to call it. Long story short, this is about as good as it gets.

Now, this is supposed to be a quick review and there’s no shortage of wordage on the BRZ’s cornering and handling abilities. So I’ll say this: Go drive one. Not even a tS, just a regular BRZ. The way it changes directions, reacts to the direction you want it to go, and the immediacy between what your brain desires and your ass feels is unmatched at this price point, and I say that as an ex-(and in all likelihood future) owner and champion of all things Miata.

There’s definite improvements in the BRZ’s ability to dance here, thanks to the STI-tuned suspension and Brembo brakes. Yet the car was never lacking in the chassis department. Dashing the trademark pink STI badges across the instrument cluster and tossing Ultrasuede upholstery at the interior doesn’t much improve its fun factor; rather, it leaves you wondering if the car is less fun in tS spec. Huge speed isn’t exactly Subaru’s jam, after all, and when speed isn’t a massive highlight, it should be playfulness any time the car isn’t on the track. Which, we expect, will be the majority of time for BRZ and tS owners.

The tS is indeed less playful than the non-tS BRZ, which makes for a less entertaining experience for those who aren’t always pursuing the limits of traction and grip. It’s still an absolute hoot of a good time, just in a different and more mature way than what can be had in non-tS spec.

As a weekend toy, the extra grip should make the tS more of a reason to push hard on a back road, yet that isn’t all that matters. Last summer I road tripped a GR86 and found its across-the-board competence to be truly remarkable given the car’s size and price. The added grip and stiffness that the tS brings to the table worsens the compliance and value factor while not raising the accompanying level of performance to the point at which it would match such. Meanwhile, those STI badges tease you into thinking there’s something here that there simply isn’t. Jumping to $36,245 from the $31,095 base price for the standard BRZ isn’t much, but that $5k is a lot of money that could be spent on tires, autocross or track days, and fuel.

All of this said, the BRZ (and its GR86 brethren) is still a world-class sports car, and we praise both manufacturers for making them a continuing reality in 2024. It’s just that, though the BRZ evolves for the on-paper betterment in tS guise, it comes slightly at the expense of low-speed, around-town laughs. We wouldn’t fault you for buying a BRZ tS– the action alone deserves praise in a world of monotonous people haulers– yet we maintain the lesser versions are more enjoyable across the board.

Yay

• Handling and cornering from the automotive gods themselves
• Low price of entry for a dedicated, world-class sports car experience
• Purposeful and frill-free
• Effortless six-speed manual transmission
• Great seating position and ergonomics
• Livable as an every-day (and/or only) car

Nay

• tS value proposition isn’t what it could be
• You’ll have to explain what the tS is
• STI badges betray those who loved former STI cars

The Takeaway

The BRZ continues to shine as an outstanding driver’s car, and though the tS trim’s incremental improvements in handling and cornering don’t make for a more fun time on the street, it’s still one of the best sports cars available today at any price.