Skip to content
KickTyres
Toyota2012–2023 Critical issues documented

Toyota 86 ZN6: common faults & what to check

The ZN6 is the Toyota 86 built 2012–2021. It was sold here with the 2.0 boxer petrol. Of the 29 faults documented for the 86, 26 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Toyota 86

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

29

Documented faults

Critical

Most serious

$600–$2,000

Typical repair

6

Systems covered

You're looking at the ZN6 · 2.0 boxer petrol

Everything below is narrowed to this variant. Pick a different one to change it.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 2012 Toyota 86 is the ZN6 generation (2012 to 2021).

Start your free check on this Toyota 86

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Toyota 86 ZN6

Free. The paid plate check is separate, and stays optional.

Can't confirm for this car

Toyota 86 · 2012

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Toyota 86 before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Request a compression and leakdown test on all four cylinders – any cylinder below 150 psi or leakdown above 15% warrants investigation.

    See why

    FA20D Cylinder Bore Scoring from Inadequate Lubrication

    When the FA20D's chronic oil consumption is not monitored or the oil interval is extended beyond factory-recommended limits, the cylinder bores develop scoring and scuffing as oil film thickness drops below the minimum needed to protect the aluminium-lined bores. Bore scoring progresses rapidly once started and results in metal-to-metal contact, deep scratches in the bore surface, and rapid engine failure requiring full rebuild or replacement. This is distinct from the ring-seal fault and represents the terminal consequence of unmanaged oil consumption.

    What you would notice

    • Loud metallic knock or rattle from the engine block at idle or under load
    • Extremely high oil consumption (more than 1 litre per 500 km)
    • Low oil pressure warning light illuminating at operating temperature
    • Compression test reveals one or more cylinders significantly below specification
    • Blue-black exhaust smoke under all operating conditions, not just deceleration

    Typically $8,000–$18,000 to put right.

  • Serious issue

    Probe the seller thoroughly about track use history.

    See why

    FA20D Rod Bearing Wear from Corner Oil Starvation

    The FA20D engine in the ZN6 86 does not feature an oil baffle plate or dry sump, leaving the oil pickup exposed to oil surge starvation during sustained high-G cornering on track. Oil shifts away from the pickup under lateral load, momentarily starving the connecting rod bearings of lubrication. Repeated oil starvation events cause accelerated bearing wear and can lead to catastrophic rod bearing failure or complete engine seizure. This is primarily a concern for cars with track history, hillclimb use, or spirited mountain road driving. Toyota's own track day advisories acknowledge the limitation and recommend oil system modifications before track use.

    What you would notice

    • Knocking or rattling from the engine, particularly at low RPM under load
    • Oil pressure warning light illuminating during or after cornering
    • Engine seizure in severe cases
    • Metallic particles visible when draining engine oil
    • Unusual engine noise that worsens under acceleration

    Typically $5,000–$18,000 to put right.

  • Serious issue

    Ask seller about any track or motorsport use in the vehicle's history.

    See why

    FA20D Oil Starvation Under Sustained High-Lateral-G Cornering

    The early FA20D sump design places the oil pickup in a position susceptible to oil surge under sustained lateral acceleration, such as on a circuit or aggressive road driving. Oil migrates away from the pickup under cornering loads, causing momentary or sustained oil pressure loss. Toyota and Subaru acknowledged the issue and made an oil baffle plate upgrade available through dealer service bulletins; aftermarket baffles and accusumps became widely adopted by track users.

    What you would notice

    • Oil pressure warning light illuminating briefly during hard cornering or track sessions
    • Engine noise momentarily increasing under sustained high-G lateral loads
    • History of low-oil-pressure codes in the ECU fault log
    • Subsequent bore or bearing damage discovered on teardown following track use

    Typically $600–$2,000 to put right.

  • Costly issue

    Check oil level on dipstick against the service record mileage since last change.

    See why

    FA20D Piston Ring Excessive Oil Consumption

    The FA20D boxer engine suffers from piston ring sealing failure caused by inadequate ring tension and bore geometry tolerances. Oil is drawn past the rings into the combustion chamber and burned, leading to consumption rates of 1 litre per 1,000–2,000 km in severe cases. Toyota and Subaru both issued TSBs acknowledging the fault and, in some markets, extended the engine warranty to 100,000 km for affected components.

    What you would notice

    • Oil level drops more than 0.5 litres per 1,000 km between service intervals
    • Blue or grey smoke from exhaust on deceleration or engine braking
    • Oil warning light illuminating before the scheduled service interval
    • Fouled spark plugs with oil deposits on the electrode
    • Catalytic converter damage or failure from oil contamination

    Typically $3,500–$7,500 to put right.

  • Costly issue

    With the vehicle raised, rotate the propshaft by hand and feel for roughness and rumble at the intermediate bearing.

    See why

    Propshaft Intermediate Bearing Drone 30–50 km/h

    The ZN6 86 uses a two-piece propeller shaft with a centre support intermediate bearing mounted to a pressed-steel crossmember bracket beneath the cabin floor. The rubber isolation bonding ring that decouples the bearing housing from the crossmember is prone to early hardening and delamination caused by heat, ozone, and age. Once the rubber isolation loses compliance, rotational vibration from the propeller shaft transfers directly into the body structure at frequencies that resonate with the floor pan at approximately 30–50 km/h. Above 70 km/h the resonance frequency falls outside the excitation range and the drone disappears. This speed-band-specific nature frequently leads to misdiagnosis as a tyre or wheel-balance issue. In progressive failure the bearing race itself degrades with increasing roughness, and if neglected will fail catastrophically requiring an emergency tow. The vibration is equally present under power, overrun, and neutral coasting — distinguishing it from drivetrain-load-dependent faults.

    What you would notice

    • Low-frequency drone or floor vibration appearing at 30–50 km/h and disappearing above 70 km/h
    • Vibration present equally under acceleration, engine braking, and neutral coasting
    • Roughness or knocking from below the cabin floor in advanced bearing degradation
    • Vibration unaffected by tyre rotation or wheel balancing

    Typically $700–$1,800 to put right.

  • Costly issue

    Spin each rear wheel slowly by hand and feel for roughness or rumble through the hub.

    See why

    Rear Hub Wheel Bearing Premature Failure

    The ZN6 86 rear wheel bearings are pressed-in double-row angular contact units integrated into the rear knuckle carrier. Under the lateral cornering loads generated by a lightweight rear-wheel-drive sports car — especially with performance or semi-slick tyres — the factory bearings experience accelerated inner race fatigue compared to a conventional passenger car of similar weight. The bearing contact zone is optimised for standard road use and is not rated for sustained track cornering at elevated lateral G. Failure begins as a cyclic drone that increases with vehicle speed and changes character under lateral weight transfer, progressing to roughness and ultimately to hub wobble with tyre-to-guard contact in extreme cases. The integrated ABS tone ring on the outer bearing race means a damaged bearing can also trigger spurious ABS activation before audible symptoms become pronounced.

    What you would notice

    • Cyclic droning noise from the rear axle that increases with vehicle speed
    • Drone pitch changing when weight transfers laterally during lane changes or mild corners
    • Vibration felt through the floor and seat at highway speeds
    • ABS activating spuriously at low speed on dry roads with no brake input

    Typically $550–$1,200 to put right.

See all 26 issues for this oneDocumented for the exact year and engine you picked, including 6 rated critical.
Engine, transmission & cooling3 critical8

01FA20D Cylinder Bore Scoring from Inadequate Lubrication

Request a compression and leakdown test on all four cylinders – any cylinder below 150 psi or leakdown above 15% warrants investigation.petrol2012–2021EngineRead the full fault: symptoms, where to look, what to ask the seller

02FA20D Rod Bearing Wear from Corner Oil Starvation

Probe the seller thoroughly about track use history.petrol2012–2021Engine
OccasionalEngine $5,000–$18,000 to fix

The FA20D engine in the ZN6 86 does not feature an oil baffle plate or dry sump, leaving the oil pickup exposed to oil surge starvation during sustained high-G cornering on track. Oil shifts away from the pickup under lateral load, momentarily starving the connecting rod bearings of lubrication. Repeated oil starvation events cause accelerated bearing wear and can lead to catastrophic rod bearing failure or complete engine seizure. This is primarily a concern for cars with track history, hillclimb use, or spirited mountain road driving. Toyota's own track day advisories acknowledge the limitation and recommend oil system modifications before track use.

Symptoms to notice

  • Knocking or rattling from the engine, particularly at low RPM under load
  • Oil pressure warning light illuminating during or after cornering
  • Engine seizure in severe cases
  • Metallic particles visible when draining engine oil
  • Unusual engine noise that worsens under acceleration

What to check

  1. Probe the seller thoroughly about track use history.
  2. Listen for a knocking or rattling noise at idle and under light acceleration.
  3. Check whether an aftermarket oil baffle, accusump, or extended sump has been fitted — presence strongly suggests track use.
  4. Review service records for any engine work, bearing replacement, or rebuild history.
  5. If a workshop inspection is possible: Drain a small oil sample and inspect for metallic sheen or fine particles.

Where to look: FA20D engine connecting rod bearings, crankshaft journal area

Ask the seller

  • “Has this car ever been driven on a track, hillclimb, or motorsport event?”
  • “Has an oil baffle plate, accusump, or dry sump conversion been fitted?”
  • “Has the engine ever been rebuilt or had rod bearings replaced?”
  • “Is there a full independent service history showing regular oil changes?”

03FA20D Oil Starvation Under Sustained High-Lateral-G Cornering

Ask seller about any track or motorsport use in the vehicle's history.petrol2012–2016Engine
OccasionalEngine $600–$2,000 to fix

The early FA20D sump design places the oil pickup in a position susceptible to oil surge under sustained lateral acceleration, such as on a circuit or aggressive road driving. Oil migrates away from the pickup under cornering loads, causing momentary or sustained oil pressure loss. Toyota and Subaru acknowledged the issue and made an oil baffle plate upgrade available through dealer service bulletins; aftermarket baffles and accusumps became widely adopted by track users.

Symptoms to notice

  • Oil pressure warning light illuminating briefly during hard cornering or track sessions
  • Engine noise momentarily increasing under sustained high-G lateral loads
  • History of low-oil-pressure codes in the ECU fault log
  • Subsequent bore or bearing damage discovered on teardown following track use

What to check

  1. Ask seller about any track or motorsport use in the vehicle's history.
  2. Check for presence of an upgraded oil baffle plate (visible on service records or from a specialist who has had the sump off).
  3. Inspect for oil pressure warning light history in the service log.
  4. If a workshop inspection is possible: On older examples with track history, request a leakdown test.

Where to look: FA20D oil sump and oil pickup tube – horizontal boxer engine layout below the crankshaft centreline

Ask the seller

  • “Has this car been used on a racetrack or driven in any motorsport events?”
  • “Has the oil baffle plate upgrade been fitted, and is there a receipt for that work?”
  • “Has the car ever triggered an oil pressure warning light during spirited driving?”

04FA20D Piston Ring Excessive Oil Consumption

Check oil level on dipstick against the service record mileage since last change.petrol2012–2021EngineRead the full fault: symptoms, where to look, what to ask the seller

05Catalytic Converter Failure from Chronic Oil Burning (FA20D)

Scan the ECU for P0420 or P0421 catalyst efficiency fault codes (pre- and post-cat oxygen sensor comparison).petrol2012–2021Engine
OccasionalEngine $1,500–$4,000 to fix

The FA20D's well-documented piston ring oil consumption causes unburned or partially burned oil to enter the exhaust stream, contaminating and thermally damaging the catalytic converter's precious metal substrate. Over time the catalyst matrix becomes fouled and eventually fractures, causing exhaust restriction and triggering oxygen sensor fault codes. The fault is a direct downstream consequence of the piston ring issue and is disproportionately common on vehicles where oil consumption was left unmanaged.

Symptoms to notice

  • Check engine light with P0420 or P0421 catalyst efficiency below threshold fault code
  • Rattling noise from under the car at idle, particularly when cold, indicating broken catalyst substrate
  • Reduced engine power or hesitation under load as the exhaust becomes restricted by blocked catalyst
  • Strong sulfur or burned-oil odour from exhaust during operation
  • Failed WOF/COF emissions test due to high hydrocarbon output

What to check

  1. Scan the ECU for P0420 or P0421 catalyst efficiency fault codes (pre- and post-cat oxygen sensor comparison).
  2. Note any rattling sound from under the car at idle or on start-up, which indicates fractured catalyst substrate.
  3. Check for strong sulphurous or burned-oil smell from the exhaust.
  4. If a workshop inspection is possible: Inspect the upstream and downstream oxygen sensor data with a live scan tool to confirm catalyst efficiency loss.

Where to look: Catalytic converter located in the exhaust downpipe beneath the engine bay, between the engine and the main muffler

Parts involved: Catalytic converter.

Ask the seller

  • “Has the check engine light ever appeared, and what fault codes were stored?”
  • “Has the catalytic converter ever been replaced, and what was the stated reason?”
  • “Does the car currently hold a current WOF, and did it pass emissions without any repairs?”

06Rear LSD Clutch Pack Wear from Aggressive Use

Drain differential oil and inspect colour and smell — burnt or dark fluid with friction material particles indicates degraded clutch packs.petrol2012–2021Transmission
OccasionalTransmission $850–$2,800 to fix

ZN6 86 GT and GTS models were optionally fitted with a Torsen Type-1 helical LSD; many owners upgrade to or install a clutch-type plate differential (OS Giken, Cusco, Kaaz) for performance driving. Clutch-type plate differentials on this platform are sensitive to heat cycling and lubricant degradation. Repeated aggressive corner exits, wet-road launches, and autocross use without correct LSD oil maintenance cause progressive friction material loss from the clutch pack. Worn packs lose locking capacity asymmetrically — first becoming inconsistent under partial throttle before eventually behaving as an open differential. Even factory Torsen units develop clunking from worn thrust surfaces after sustained motorsport use. The correct service is GL-5 fluid with friction modifier at 20,000–25,000km intervals; owners using standard gear oil without modifier accelerate pack wear significantly.

Symptoms to notice

  • Clunking or banging from rear axle during slow tight-radius parking manoeuvres
  • Loss of drive traction on corner exit under power despite LSD fitment
  • Chattering or juddering through the seat during slow sharp cornering on tight turns
  • Differential oil smelling burnt or discoloured at drain-down

What to check

  1. Drain differential oil and inspect colour and smell — burnt or dark fluid with friction material particles indicates degraded clutch packs.
  2. Perform slow-speed tight-radius turn in a car park and listen for LSD engagement clunk.
  3. Inspect for aftermarket LSD and request full differential service history including fluid specifications used.

Where to look: Rear differential housing — LSD clutch pack and spider gear assembly

Parts involved: Clutch.

Ask the seller

  • “Is the differential a factory Torsen unit or an aftermarket clutch-type plate LSD?”
  • “When was the differential oil last changed, and was friction modifier included?”
  • “Has the differential been rebuilt or the clutch packs replaced?”
  • “Has the car been used in autocross, circuit days, or drift events?”

07Rear Differential Bearing Wear on High-Mileage Examples

Rear limited-slip differential bearings wear causing howling noise under acceleration.Transmission
OccasionalTransmission

Rear limited-slip differential bearings wear causing howling noise under acceleration.

Symptoms to notice

  • Rear limited-slip differential bearings wear causing howling noise under acceleration.
  • Confirm with pre-purchase inspection by a qualified mechanic

What to check

Rear limited-slip differential bearings wear causing howling noise under acceleration.

Where to look: See description

Parts involved: Differential.

08Throttle Body Carbon Fouling Causing Idle Irregularity

Throttle body bore and butterfly accumulate carbon causing irregular idle and hesitation from rest.Engine
CommonEngine

Throttle body bore and butterfly accumulate carbon causing irregular idle and hesitation from rest.

Symptoms to notice

  • Throttle body bore and butterfly accumulate carbon causing irregular idle and hesitation from rest.
  • Confirm with pre-purchase inspection by a qualified mechanic

What to check

Throttle body bore and butterfly accumulate carbon causing irregular idle and hesitation from rest.

Where to look: See description

Body, brakes, suspension & interior7

09Propshaft Intermediate Bearing Drone 30–50 km/h

With the vehicle raised, rotate the propshaft by hand and feel for roughness and rumble at the intermediate bearing.petrol2012–2021Suspension
CommonSuspension $700–$1,800 to fix

The ZN6 86 uses a two-piece propeller shaft with a centre support intermediate bearing mounted to a pressed-steel crossmember bracket beneath the cabin floor. The rubber isolation bonding ring that decouples the bearing housing from the crossmember is prone to early hardening and delamination caused by heat, ozone, and age. Once the rubber isolation loses compliance, rotational vibration from the propeller shaft transfers directly into the body structure at frequencies that resonate with the floor pan at approximately 30–50 km/h. Above 70 km/h the resonance frequency falls outside the excitation range and the drone disappears. This speed-band-specific nature frequently leads to misdiagnosis as a tyre or wheel-balance issue. In progressive failure the bearing race itself degrades with increasing roughness, and if neglected will fail catastrophically requiring an emergency tow. The vibration is equally present under power, overrun, and neutral coasting — distinguishing it from drivetrain-load-dependent faults.

Symptoms to notice

  • Low-frequency drone or floor vibration appearing at 30–50 km/h and disappearing above 70 km/h
  • Vibration present equally under acceleration, engine braking, and neutral coasting
  • Roughness or knocking from below the cabin floor in advanced bearing degradation
  • Vibration unaffected by tyre rotation or wheel balancing

What to check

With the vehicle raised, rotate the propshaft by hand and feel for roughness and rumble at the intermediate bearing. Inspect the rubber isolation ring surrounding the bearing carrier for cracking, splitting, or delamination from the metal housing. On the test drive maintain a steady 40 km/h on smooth tarmac and confirm the vibration is speed-dependent but not throttle-dependent — ruling out tyres and wheel balance.

Where to look: Two-piece propeller shaft — intermediate carrier bearing, rubber isolation bonding ring, crossmember bracket mount

Ask the seller

  • “Has the intermediate propshaft bearing or entire propeller shaft been replaced?”
  • “Is there a floor vibration or drone at 30–50 km/h that disappears at highway speed?”
  • “Has the car been stored outdoors in high-heat conditions that could harden rubber mounts?”

10Rear Hub Wheel Bearing Premature Failure

Spin each rear wheel slowly by hand and feel for roughness or rumble through the hub.petrol2012–2021Suspension
CommonSuspension $550–$1,200 to fix

The ZN6 86 rear wheel bearings are pressed-in double-row angular contact units integrated into the rear knuckle carrier. Under the lateral cornering loads generated by a lightweight rear-wheel-drive sports car — especially with performance or semi-slick tyres — the factory bearings experience accelerated inner race fatigue compared to a conventional passenger car of similar weight. The bearing contact zone is optimised for standard road use and is not rated for sustained track cornering at elevated lateral G. Failure begins as a cyclic drone that increases with vehicle speed and changes character under lateral weight transfer, progressing to roughness and ultimately to hub wobble with tyre-to-guard contact in extreme cases. The integrated ABS tone ring on the outer bearing race means a damaged bearing can also trigger spurious ABS activation before audible symptoms become pronounced.

Symptoms to notice

  • Cyclic droning noise from the rear axle that increases with vehicle speed
  • Drone pitch changing when weight transfers laterally during lane changes or mild corners
  • Vibration felt through the floor and seat at highway speeds
  • ABS activating spuriously at low speed on dry roads with no brake input

What to check

Spin each rear wheel slowly by hand and feel for roughness or rumble through the hub. On a test drive, note whether the drone changes when steering slightly left versus right — this identifies the failing side. If a workshop inspection is possible: With the vehicle on stands, grip each rear wheel at the 3 and 9 o'clock positions and rock firmly to check for bearing play, then repeat at 12 and 6 o'clock.

Where to look: Rear knuckle carrier — double-row angular contact wheel bearing and hub assembly with integrated ABS tone ring

Parts involved: Wheel bearing.

Ask the seller

  • “Have the rear wheel bearings been replaced, and at what mileage?”
  • “Has the car been used on circuit or fitted with semi-slick tyres generating high cornering loads?”
  • “Has the ABS warning light ever illuminated or ABS activated unexpectedly on dry roads?”

11Front Lower Arm Ball Joint Wear

Inspect the boot for splitting.2012–2021Suspension
CommonSuspension $300–$700 to fix

Front lower arm ball joints wear causing clunking and handling imprecision on the lightweight 86.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking from front suspension over bumps
  • Imprecise handling feel when cornering

What to check

Inspect the boot for splitting. If a workshop inspection is possible: With vehicle raised, lever the lower arm and check for ball joint play.

Where to look: Front lower suspension control arms

Parts involved: Ball joint.

Ask the seller

  • “Has the front lower arm ball joint been inspected or repaired?”

12Brake Caliper Guide Pin Seizure

Check for pulling under braking.2012–2021Brakes
CommonBrakes $200–$600 to fix

Front and rear brake caliper guide pins seize from corrosion causing uneven pad wear.

Symptoms to notice

  • Vehicle pulling to one side under braking
  • One disc hotter than the other after moderate use

What to check

  1. Check for pulling under braking.
  2. Feel for uneven wheel heat.
  3. Inspect guide pins.

Where to look: Front and rear brake calipers

Parts involved: Brake disc and pads.

Ask the seller

  • “Has the brake caliper guide pin seizure been inspected or repaired?”

13Rear Multi-Link Bush Collapse

Inspect rear suspension arm bushes for cracking.2012–2021Suspension
CommonSuspension $400–$1,200 to fix

Rear multi-link suspension arm bushes harden and collapse causing rear knocking and handling imprecision.

Symptoms to notice

  • Knocking from rear suspension over rough surfaces
  • Imprecise rear handling feel at highway speed

What to check

  1. Inspect rear suspension arm bushes for cracking.
  2. Push arms — any movement indicates collapsed bushes.

Where to look: Rear multi-link suspension arm bushes

Ask the seller

  • “Has the rear multi-link bush collapse been inspected or repaired?”

14Front Anti-Roll Bar End Link Wear & Knocking

petrol2012–2021Suspension
CommonSuspension $150–$400 to fix

The front anti-roll bar end links on the ZN6 86 use ball-joint connections that wear over time, particularly on vehicles driven on rough NZ or AU roads or used at the track where suspension loading is repeated aggressively. As the ball joint develops play within its housing, a distinct knocking or clunking sound is produced over sharp bumps, speed bumps, or during abrupt cornering load transitions. The fault is common across the ZN6 fleet by the time cars reach 50,000 to 80,000 km and is regularly cited as a reason for WOF failure. Replacement is straightforward and inexpensive but the fault is often deferred by owners, causing it to appear frequently at the point of sale.

Symptoms to notice

  • Knocking or clunking sound from the front suspension over bumps
  • Noise worsens on sharp or uneven road surfaces and speed bumps
  • Knock audible during abrupt load transfer while cornering
  • Noise may be intermittent early in the fault and worsens progressively

What to check

With the front raised and supported, grasp each end link and attempt to move it laterally and vertically — worn units will show detectable play at the ball joint. Drive slowly over a sharp speed bump and listen for a clunk from either front corner. Have a passenger stand outside while you drive slowly over a kerb to isolate the source. Check whether aftermarket end links have already been fitted, indicating the factory units have already failed once.

Where to look: Front suspension, anti-roll bar end links connecting the bar to the lower strut body on each side

Parts involved: Ball joint.

Ask the seller

  • “Has there been any knocking or clunking from the front over bumps?”
  • “Have the front anti-roll bar end links been replaced?”
  • “Has the car had any recent WOF failures related to front suspension?”

15Boot and Trunk Rear Seal Water Ingress

Rear hatch and trunk seal deteriorates allowing water ingress into the boot area, causing rust in the spare tyre well.Body & Rust
OccasionalBody & Rust

Rear hatch and trunk seal deteriorates allowing water ingress into the boot area, causing rust in the spare tyre well.

Symptoms to notice

  • Rear hatch and trunk seal deteriorates allowing water ingress into the boot area, causing rust in the spare tyre well.
  • Confirm with pre-purchase inspection by a qualified mechanic

What to check

Rear hatch and trunk seal deteriorates allowing water ingress into the boot area, causing rust in the spare tyre well.

Where to look: See description

Fluid leaks1

16Rear Differential Pinion Seal Oil Leak

Rear differential pinion shaft seal weeps gear oil causing low level and bearing damage.Fluid Leaks
CommonFluid Leaks

Rear differential pinion shaft seal weeps gear oil causing low level and bearing damage.

Symptoms to notice

  • Rear differential pinion shaft seal weeps gear oil causing low level and bearing damage.
  • Confirm with pre-purchase inspection by a qualified mechanic

What to check

Rear differential pinion shaft seal weeps gear oil causing low level and bearing damage.

Where to look: See description

Parts involved: Differential.

Depends on the exact engine — 10 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling9

01FA20 Oil Surge Spun Rod Bearings on Circuit

Cut open the oil filter element and inspect for copper-coloured bearing material.petrol2012–2021Engine
OccasionalEngine $5,500–$14,000 to fix

Can't confirm for this car

The FA20D flat-four boxer uses a shallow wet sump with a single centrally located oil pickup tube and inadequate factory baffling. Under sustained lateral cornering loads on circuit — particularly hard corner entry combined with trail braking — oil migrates toward the outside of the sump, uncovering the pickup. The resulting momentary oil pressure drop at high RPM collapses the hydrodynamic wedge on big-end rod bearing journals, most critically journals #2 and #3 which sit furthest from the crankshaft gallery entry point. With a 7400rpm redline, journal damage accumulates within seconds of film loss, resulting in spun bearings. This is the same wet-sump oil-surge mechanism that plagued predecessor Subaru EJ engines. Factory sump baffling is designed for road use only and is wholly inadequate for sustained circuit cornering at greater than 0.8g.

Symptoms to notice

  • Sudden catastrophic rod knock from lower engine after sustained high-RPM cornering
  • Oil pressure warning light flickering or illuminating at corner entry
  • Copper-coloured or metallic debris visible inside oil filter media
  • Engine oil exhibiting metallic shimmer shortly after an oil change

What to check

  1. Cut open the oil filter element and inspect for copper-coloured bearing material.
  2. Check sump exterior for aftermarket baffled sump or Accusump accumulator fitment.
  3. Ask for spectrographic oil analysis records.
  4. Listen for low-frequency bottom-end rumble at idle that worsens under load.

Where to look: Engine lower block — crankshaft big-end rod bearing journals #2 and #3, FA20D wet sump oil pickup

Ask the seller

  • “Has this car ever been used on a race circuit, hillclimb, or time-attack event?”
  • “Has a baffled sump, Accusump accumulator, or dry-sump conversion been installed?”
  • “Has the oil ever been spectrographically analysed — any elevated copper or iron readings?”
  • “Has the engine ever been rebuilt, short-blocked, or had big-end bearings replaced?”

02FA20 valve spring failure recall (early build cars)

petrol2012–2013Engine
OccasionalEngine $1,500–$4,000 to fix

Can't confirm for this car

Cars in the first production run (roughly April 2012 to May 2013 build dates) were fitted with valve springs that can fracture, which can stall the engine while driving and, if a spring lets go, cause serious internal engine damage. Toyota/Subaru issued a worldwide recall and the fix (new springs) is done free of charge. The danger with a used one is buying a car where the recall was never completed. Once fixed, this is a non-issue.

Symptoms to notice

  • Rough running or misfire
  • Warning lights then a stall
  • Ticking/metallic noise from engine top end

What to check

  1. Ask the seller for proof the valve-spring recall has been carried out, or take the VIN to a Toyota dealer and have them check the recall status (free).
  2. Check the build date on the plate in the driver's door jamb — cars built April 2012 to May 2013 are the ones to confirm.

Where to look: Boxer engine, cylinder heads (valve springs inside the heads)

Ask the seller

  • “Has the valve-spring recall been completed?”
  • “Do you have the paperwork or can we check the VIN at Toyota?”

03FA20 Piston Ring Land Fatigue Under High-RPM Track Use

Under sustained high-RPM use such as track driving, FA20 piston ring lands fatigue and break, causing catastrophic engine failure.2012–2021Engine
RareEngine

Can't confirm for this car

Under sustained high-RPM use such as track driving, FA20 piston ring lands fatigue and break, causing catastrophic engine failure.

Symptoms to notice

  • Under sustained high-RPM use such as track driving, FA20 piston ring lands fatigue and break, causing catastrophic engin
  • Confirm with pre-purchase inspection by a qualified mechanic

What to check

Under sustained high-RPM use such as track driving, FA20 piston ring lands fatigue and break, causing catastrophic engine failure.

Where to look: See description

04FA20 Intake Valve Carbon Deposits from Port and Direct Injection

Rough idle not caused by ignition or fuel system faults prompts inspection.petrol2012–2021Engine
OccasionalEngine $500–$1,500 to fix

Can't confirm for this car

The FA20 uses both port and direct injection (D-4ST system). On short-trip urban examples, port injection wash may be insufficient to prevent carbon accumulation on intake valve faces from crankcase blow-by vapours. Heavy carbon deposits cause rough idle and hesitation at partial throttle.

Symptoms to notice

  • Rough idle and hesitation at partial throttle as carbon restricts valve opening
  • Slight reduction in high-rpm power output compared to a lower-km example

What to check

Rough idle not caused by ignition or fuel system faults prompts inspection. If a workshop inspection is possible: Remove the intake manifold and inspect intake valve faces for grey-black carbon deposits.

Where to look: Intake valves in both cylinder heads accessible from intake manifold side

Ask the seller

  • “Has the fa20 intake valve carbon deposits been inspected or repaired?”

05FA20 Hydraulic Valve Lifter Tick on Cold Start

Cold-start from overnight cold and listen for ticking from the valve train.petrol2012–2021Engine
CommonEngine $300–$1,500 to fix

Can't confirm for this car

The ZN6 Toyota 86/Subaru BRZ FA20 2.0 flat-four hydraulic valve lifters tick audibly on cold start from oil drainback when the engine sits for more than a few hours. The tick is caused by oil draining from the lifter bodies during shutdown, requiring several seconds of oil pressure to refill them. Persistent ticking beyond 30 seconds at operating temperature indicates worn lifters or an oil pressure issue.

Symptoms to notice

  • Ticking from valve train on cold start that clears within 30 seconds at operating temperature
  • Persistent ticking at operating temperature indicating worn lifters or low oil pressure

What to check

Cold-start from overnight cold and listen for ticking from the valve train. Normal: clears within 15-30 seconds as oil pressure refills the lifters. Ticking that persists at operating temperature or increases indicates worn lifters or low oil pressure.

Where to look: FA20 hydraulic valve lifters in both cylinder heads

Ask the seller

  • “Has the fa20 hydraulic valve lifter tick been inspected or repaired?”

066-Speed Manual 2nd Gear Synchromesh Wear

During the test drive, perform repeated 1st-to-2nd and 3rd-to-2nd downshifts at normal and slightly hurried pace.petrol2012–2023Transmission
CommonTransmission $2,000–$4,500 to fix

Can't confirm for this car

The Aisin TR690 6-speed manual gearbox fitted to the 86 exhibits premature wear of the 2nd gear synchroniser ring, particularly in cars subjected to frequent hard or hurried shifts and those used on track. The synchro ring's friction material wears faster than expected for the gearbox's rated capacity, causing progressively worsening resistance and grinding when engaging 2nd gear. The fault is compounded by the engine's peaky power delivery encouraging drivers to shift quickly through the lower ratios.

Symptoms to notice

  • Grinding or crunching noise when shifting into 2nd gear, especially during hurried upshifts
  • Resistance or notchy engagement when selecting 2nd gear from either 1st or 3rd
  • Fault is more pronounced when the gearbox oil is cold
  • Gearbox requires deliberate slow shift technique to engage 2nd without grinding
  • Condition worsens progressively with mileage if not repaired

What to check

During the test drive, perform repeated 1st-to-2nd and 3rd-to-2nd downshifts at normal and slightly hurried pace. Any grinding, notchiness, or resistance to engaging 2nd gear indicates synchro wear. Cold gearboxes are more revealing – test early in the drive before oil warms. Check for any grinding under heel-and-toe downshifts.

Where to look: Aisin TR690 6-speed manual gearbox – 2nd gear synchroniser ring, gearbox is located beneath the centre console/tunnel

Ask the seller

  • “Have you noticed any grinding or resistance when shifting into 2nd gear, especially when driving quickly?”
  • “Has the gearbox ever been inspected or the transmission oil changed, and do you have records?”
  • “Has the car been used on a racetrack or in any competitive driving events?”

07Manual Transmission 4th/5th Gear Synchro Wear on Track Examples

Test shift into 4th and 5th gear several times under moderate deceleration.2012–2021Transmission
OccasionalTransmission $600–$2,000 to fix

Can't confirm for this car

The 86 manual transmission 4th and 5th gear synchromesh rings wear on track-driven examples from sustained high-rpm engagement. Worn synchros cause baulking and grinding when changing into the affected gear under normal road conditions.

Symptoms to notice

  • Grinding or baulking when shifting into 4th or 5th gear
  • Grinding that worsens when shifting quickly under deceleration

What to check

  1. Test shift into 4th and 5th gear several times under moderate deceleration.
  2. Grinding or baulking when engaging the gear indicates synchro wear.
  3. Ask about track or spirited use history.

Where to look: Manual transmission 4th and 5th gear synchromesh rings

Ask the seller

  • “Has the manual transmission 4th/5th gear synchro been inspected or repaired?”

08Clutch Master Cylinder Internal Seal Failure

During the test drive, hold the clutch pedal depressed for 30 seconds and check if it slowly sinks toward the floor.petrol2012–2021Transmission
OccasionalTransmission $350–$750 to fix

Can't confirm for this car

The clutch master cylinder on manual 86 models develops internal seal deterioration causing hydraulic fluid bypass within the cylinder bore. The result is a clutch pedal that gradually loses pressure, sinks toward the floor under sustained pressure, or requires repeated pumping to restore clutch disengagement. In acute failure the pedal drops to the floor mid-drive, leaving the driver unable to select gears. This is a documented wear pattern across multiple ZN6 production years and is distinct from normal clutch plate wear.

Symptoms to notice

  • Clutch pedal slowly sinks to the floor when held depressed for more than 20–30 seconds
  • Clutch requires pumping two or three times to restore full disengagement
  • Difficulty selecting gears or gears crunching as clutch fails to fully release
  • Clutch fluid reservoir level drops without any visible external leak
  • Spongy or inconsistent clutch pedal feel that varies with temperature

What to check

  1. During the test drive, hold the clutch pedal depressed for 30 seconds and check if it slowly sinks toward the floor.
  2. Inspect the clutch master cylinder reservoir (located on the firewall, driver's side) for fluid level and for any discolouration indicating contamination.
  3. Check around the cylinder body for external fluid weeping.

Where to look: Clutch master cylinder mounted on the engine-side firewall, driver's side, connected to the clutch pedal pushrod

Parts involved: Clutch.

Ask the seller

  • “Has the clutch pedal ever felt spongy, sunk slowly to the floor, or required pumping to engage gears?”
  • “Has the clutch master or slave cylinder ever been replaced, and do you have documentation?”
  • “When was the clutch hydraulic fluid last changed or inspected?”

09Notchy / grinding manual gearshift (5th-6th synchro)

On the test drive, run through all gears both cold and warm.petrol2012–2021Transmission
CommonTransmission $200–$3,000 to fix

Can't confirm for this car

The 6-speed manual is known for a notchy, sometimes crunchy shift, most often felt going into 5th and 6th (and worse when cold). On many cars it is just the gearbox's character and improves with a fresh gearbox oil change, but on hard-driven or high-km cars the synchros can genuinely wear and grind, which is an expensive gearbox job. Test it thoroughly before buying.

Symptoms to notice

  • Crunch or grind shifting into 5th or 6th
  • Notchy, resistant shift when cold
  • Shift smooths out once warm

What to check

On the test drive, run through all gears both cold and warm. A grind that persists when warm (especially into 2nd or 5th) points to synchro wear; a notch that eases with warmth is usually normal. Ask when the gearbox oil was last changed.

Where to look: Manual gearbox / gear lever

Ask the seller

  • “Does it ever crunch going into any gear?”
  • “Has the gearbox oil been changed, and when?”
Fluid leaks1

01FA20 Rear Main Oil Seal Leak

Inspect the bellhousing and clutch area for oil contamination.petrol2012–2021Fluid Leaks
OccasionalFluid Leaks $400–$1,200 to fix

Can't confirm for this car

FA20 rear main oil seal weeps oil onto the bellhousing and clutch, causing clutch slip and contamination on manual transmission examples.

Symptoms to notice

  • Oil contamination on the clutch and bellhousing from the rear main seal
  • Clutch judder or slip caused by oil contamination of the clutch disc

What to check

Inspect the bellhousing and clutch area for oil contamination. Clutch slip or judder on a manual 86 with no other cause warrants rear main seal inspection.

Where to look: FA20 rear main oil seal behind the flywheel

Parts involved: Clutch.

Ask the seller

  • “Has the fa20 rear main oil seal been inspected or repaired?”
Other Toyota 86 engines and years3 documented issues that do not apply to the one you picked.
Engine, transmission & cooling3

01Denso low-pressure fuel pump failure (stalling)

Take the VIN to a Toyota dealer and confirm the Denso fuel-pump recall has been completed (free).petrol2018–2019Engine
OccasionalEngine $600–$1,200 to fix

Does not apply

The 2018-2019 Toyota 86 (which uses the Subaru FA20 boxer engine) has a Denso fuel pump whose plastic impeller can crack, swell and jam, cutting fuel supply. The result is the engine stalling without warning while driving, or a no-start. It was part of the very large global Denso pump recall (the 86/BRZ were covered by Subaru campaign 21V-587) and the replacement pump is fitted free of charge. Buying one where the recall has not been done leaves you with a genuine stall risk.

Symptoms to notice

  • Engine cuts out at speed or idle
  • Cranks but won't start
  • Rough running / warning lights before stalling

What to check

  1. Take the VIN to a Toyota dealer and confirm the Denso fuel-pump recall has been completed (free).
  2. Ask the seller for a service history showing it done.

Where to look: Fuel pump inside the fuel tank (under the car / under rear seat access)

Parts involved: Water pump.

Ask the seller

  • “Has the fuel-pump recall been done?”
  • “Has the car ever stalled unexpectedly?”

02FA24D Valve Stem Seal Oil Leakage (GR86 2022–2023)

Start the engine cold and observe the exhaust tailpipe for the first 30–60 seconds.petrol2022–2023Engine
CommonEngine $1,200–$2,800 to fix

Does not apply

The FA24D 2.4-litre naturally aspirated boxer engine introduced in the 2022 GR86 (ZN8) has accumulated owner reports of valve stem seal degradation causing oil to seep past the intake valve guides into the combustion chamber. The fault presents primarily as blue smoke on cold start, clearing after the engine reaches operating temperature, and is accompanied by elevated oil consumption. Community fault threads on GR86-specific forums document this as a repeat presentation across multiple markets including Australia and New Zealand.

Symptoms to notice

  • Blue or grey smoke from exhaust on cold start that dissipates within one to two minutes of warm-up
  • Gradually increasing oil consumption between service intervals on a low-mileage engine
  • Occasional misfires or rough idle on a cold start due to oil-fouled spark plugs
  • Faint oil smell from the exhaust during first start of the day

What to check

  1. Start the engine cold and observe the exhaust tailpipe for the first 30–60 seconds; blue-tinged smoke that clears as the engine warms indicates valve stem seal leakage.
  2. Check oil consumption by comparing dipstick readings against service intervals.
  3. Inspect the spark plugs for oil fouling on the electrode crown.

Where to look: FA24D cylinder head – valve stem seals on intake valves, accessible from the top of the engine with cam cover removal

Ask the seller

  • “Have you noticed any blue smoke from the exhaust when starting the engine cold in the morning?”
  • “Has Toyota or a dealer investigated any oil consumption or cold-start smoke concern?”
  • “How often have you needed to top up oil between scheduled service intervals?”

03Notchy manual shift carried over (FA24)

Shift through all gears cold and warm.petrol2021 onwardTransmission
CommonTransmission $200–$2,500 to fix

Does not apply

The current GR86 6-speed manual keeps the same firm, notchy shift feel as the earlier car — especially cold and into the higher gears. Usually normal character rather than a fault, but worth checking so you know what a healthy one feels like.

Symptoms to notice

  • Notchy shift when cold
  • Occasional resistance into 5th/6th

What to check

Shift through all gears cold and warm. A persistent crunch (not just notchiness) warrants caution. Confirm gearbox oil service.

Where to look: Manual gearbox / gear lever

Ask the seller

  • “Does it crunch into any gear?”
  • “Any gearbox oil change done?”

Toyota 86 faults in detail

Narrowed to the Toyota 86 · 2012. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

FA20D Cylinder Bore Scoring from Inadequate LubricationCritical · EngineFA20D Piston Ring Excessive Oil ConsumptionMajor · Engine

Other Toyota models

Toyota Prado64 documented faultsToyota RAV463 documented faultsToyota Hilux59 documented faultsToyota LC Prado29 documented faultsToyota Yaris29 documented faultsToyota Sprinter28 documented faults

Toyota 86 buyer questions

Is the Toyota 86 reliable?

Like any used car, it depends on the specific example and its service history. Across the 29 documented faults for the Toyota 86, the recurring problem areas are engine, transmission, and suspension. A Toyota 86 with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Toyota 86?

We've catalogued 29 known faults for the Toyota 86, covering engine, transmission, and suspension. All 29 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Toyota 86?

Most single repairs on the Toyota 86 fall between $600–$2,000 at NZ independent-workshop rates. Some of the 29 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Toyota 86?

Yes. A Toyota 86 inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.