Toyota/Subaru/Scion Lightweight Sports Car: Toyota GT86, Subaru BRZ, Scion FRS!
12-06-11, 07:35 PM
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http://youtu.be/OAPSSpU4-L8
Subaru BRZ 2.0 Review
Driven: Subaru BRZ
The European mags are done testing the 86 and have moved onto the BRZ. The reviews for the BRZ read nearly identically to the 86. As expected.
Subaru BRZ 2.0 Review
What is it?
This is the Subaru BRZ, which is most easily introduced as Subaru’s take on the Toyota 86 – although that statement is factually contentious.
When, in 2008, Toyota chairman Katsuaki Watanabe decided he wanted an affordable 2+2 coupe, he found that his company was already at full capacity building cars it could sell, and its development engineers were flat out working on alternative powertrain projects. As a result, the Toyota 86 and Subaru BRZ rear-drive, front-engined coupes are, in fact, mostly a Subaru production. Oh, and there will likely be another spin-off, badged as a Scion FR-S, for the US market.
BRZ project leader Yoshio Hirakawa refers to the car as "ours" and confirms that Subaru was responsible for its development, testing and production, with Toyota – a 16.5 per cent share holder in Subaru parent Fuji Heavy Industries – taking the lead on project planning and design. To this end, Subaru has also built a new production facility for the car, near its main facility in Oizumi in Japan.
Hirakawa promotes Subaru’s version of the car as more focused at the enthusiast than the better-equipped Toyota. However, despite early reports that the Subaru may have more power, he also confirms that the differences between all three versions of the car are limited to wheel design, badges and interior trim, plus price.
He also confirms the BRZ was benchmarked against the Porsche Cayman R, eagerly pointing out that the Subaru is 100kg lighter than its rival at 1270kg, and has a centre of gravity 2.5cm lower. The more than 100bhp power deficit is not dwelled on so long, however.
What’s it like?
At its heart is the Subaru 2.0-litre flat-four front-mounted engine, codenamed FB20 and established already in the Impreza. However, it sits 12cm lower in the engine bay than in the Impreza, and 24cm further back. The result is a claimed 45:55 per cent weight distribution front to rear.
In the car we drove the result was a joy. Subaru is claiming 200bhp at 7000rpm and a redline than starts at 7500rpm, plus maximum torque of 151lb ft at 4000rpm. It felt quick enough, and, thanks to the Toyota-derived cylinder head and direct injection it speeds up faster than any other normally aspirated Subaru boxer engine. Only from 1800-3000rpm is the absence of boost slightly noticeable.
The Subaru BRZ feels agile and light-footed. Turn in to a fast corner and it understeers only very slightly, but trail the brakes or lift mid-corner and that quickly turns in to controllable oversteer. At high speeds it feels very stable – thanks in no small part to its relatively long 2570mm wheelbase.
The engine can be linked to manual or automatic six-speed gearboxes. The first three gear ratios of the manual are shorter than the steps of the automatic box in order to increase the low torque gap and sharpen the sporty handling. The automatic box, which image-wise probably fits better to the Toyota version, comes with the three modes 'Auto', 'Manual' and 'Temporary Manual', the latter allowing downshifting via paddles behind the steering wheel. Both work well, but the manual is more fun.
The only real note of caution concerns the interior, although bear in mind that we drove an early version. Subaru may describe the interior as pure, but some customers may regard it as spartan. No premium materials were visible in this car. However, that emphasis on basic functionality has its merits – from the driver’s seat you are confronted by a big rev counter, the speedometer sitting off to the left and the temperature and fuel gauges to the right. The design is clean but basic; if readability at speed was the only goal, then they are a success.
Should I buy one?
Yes. The growing conclusion is that the hardest decision will not be whether to part with your money, but choosing between the Subaru and Toyota.
This is the Subaru BRZ, which is most easily introduced as Subaru’s take on the Toyota 86 – although that statement is factually contentious.
When, in 2008, Toyota chairman Katsuaki Watanabe decided he wanted an affordable 2+2 coupe, he found that his company was already at full capacity building cars it could sell, and its development engineers were flat out working on alternative powertrain projects. As a result, the Toyota 86 and Subaru BRZ rear-drive, front-engined coupes are, in fact, mostly a Subaru production. Oh, and there will likely be another spin-off, badged as a Scion FR-S, for the US market.
BRZ project leader Yoshio Hirakawa refers to the car as "ours" and confirms that Subaru was responsible for its development, testing and production, with Toyota – a 16.5 per cent share holder in Subaru parent Fuji Heavy Industries – taking the lead on project planning and design. To this end, Subaru has also built a new production facility for the car, near its main facility in Oizumi in Japan.
Hirakawa promotes Subaru’s version of the car as more focused at the enthusiast than the better-equipped Toyota. However, despite early reports that the Subaru may have more power, he also confirms that the differences between all three versions of the car are limited to wheel design, badges and interior trim, plus price.
He also confirms the BRZ was benchmarked against the Porsche Cayman R, eagerly pointing out that the Subaru is 100kg lighter than its rival at 1270kg, and has a centre of gravity 2.5cm lower. The more than 100bhp power deficit is not dwelled on so long, however.
What’s it like?
At its heart is the Subaru 2.0-litre flat-four front-mounted engine, codenamed FB20 and established already in the Impreza. However, it sits 12cm lower in the engine bay than in the Impreza, and 24cm further back. The result is a claimed 45:55 per cent weight distribution front to rear.
In the car we drove the result was a joy. Subaru is claiming 200bhp at 7000rpm and a redline than starts at 7500rpm, plus maximum torque of 151lb ft at 4000rpm. It felt quick enough, and, thanks to the Toyota-derived cylinder head and direct injection it speeds up faster than any other normally aspirated Subaru boxer engine. Only from 1800-3000rpm is the absence of boost slightly noticeable.
The Subaru BRZ feels agile and light-footed. Turn in to a fast corner and it understeers only very slightly, but trail the brakes or lift mid-corner and that quickly turns in to controllable oversteer. At high speeds it feels very stable – thanks in no small part to its relatively long 2570mm wheelbase.
The engine can be linked to manual or automatic six-speed gearboxes. The first three gear ratios of the manual are shorter than the steps of the automatic box in order to increase the low torque gap and sharpen the sporty handling. The automatic box, which image-wise probably fits better to the Toyota version, comes with the three modes 'Auto', 'Manual' and 'Temporary Manual', the latter allowing downshifting via paddles behind the steering wheel. Both work well, but the manual is more fun.
The only real note of caution concerns the interior, although bear in mind that we drove an early version. Subaru may describe the interior as pure, but some customers may regard it as spartan. No premium materials were visible in this car. However, that emphasis on basic functionality has its merits – from the driver’s seat you are confronted by a big rev counter, the speedometer sitting off to the left and the temperature and fuel gauges to the right. The design is clean but basic; if readability at speed was the only goal, then they are a success.
Should I buy one?
Yes. The growing conclusion is that the hardest decision will not be whether to part with your money, but choosing between the Subaru and Toyota.
Rating: 
Hot on the heels of the new Toyota 86, we've driven its sister car, the Subaru BRZ. Can a rear-wheel drive coupe really be a true Subaru?
Beautiful chassis balance, spot-on electric power steering
Needs to be revved to deliver, not as good looking as 86
What is it?
Subaru’s all-new sports coupe, driven for the first time on a Japanese test track. The BRZ is the sister car to the Toyota 86 that we’ve just tested, with both cars being differentiated by barely more than badging, wheels and the shape of their radiator grilles.
It’s set to go on sale in the UK in June next year, and although prices haven’t been confirmed, it’s anticipated to cost somewhere between £25K and £28K.
Technical highlights?
The Subaru is mechanically (almost) identical to the Toyota – the only difference of note between the two cars is that the BRZ gets marginally stiffer suspension settings. But, although the two brands are officially happy to split the corporate acclaim, it’s worth nothing that the project was almost entirely engineered by Subaru, and both cars will be produced in its factory.
The creation of a new lightweight sportscar, powered by an all-new boxer engine, is an impressive achievement for a company of Subaru’s relatively modest size. And although there are some links between the BRZ/86 and the next Subaru Impreza, including shared bit of floorpan, the relationship is a distant one. Somewhat amazingly, the new ‘FA20’ 2-litre boxer engine in the BRZ is almost entirely unrelated to naturally aspirated boxer engines that will power the next Impreza. The coupe’s motor is more compact, lower and lighter – sitting 240mm further back in the chassis.
Suspension has been derived from the Impreza, but cleverly reworked with the lower arms of the front McPherson struts turned back-to-front to make the minimal front overhang possible. Twin wishbones at the back are pure Impreza, but the BRZ gets a larger differential to cater for the fact it's rear-drive only.
One of the engineering team’s core aims was to give the lowest possible centre of gravity – just 460mm. Toyota likes to point out that this is lower than the C-of-G of a Porsche Boxster, Subaru preferred to tell us that the figure was better than that of 458 Italia. Clever weight saving includes the use of high-strength in the roof and upper structure of the car, to reduce mass further, and even the use of thinner glass for windscreen and side windows.
What’s it like to drive?
Our too-brief drive, on Subaru’s smooth (and sodden) test track was too short to deliver any kind of definitive verdict – not least as Subaru unsportingly sent the cars out with chaperones in the passenger seat to prevent any deactivation of the stability control system.
But with that read into the record, first impressions are good – very good. The BRZ doesn’t feel particularly rapid in a straight line – the naturally aspirated motor needs to be thrashed to deliver its best, with peak power coming at a heady 7000rpm. Taken all the way to the redline the BRZ should be capable of dispatching 0-60mph in just under second seconds (I guessed 6.7 and my chaperone just smiled), but it feels like the gearing has been very carefully chosen for the benchmark – the manual transmission (just) allows 100km/h in second gear. Actually getting a sub-7 0-60 would mean interfacing with the rev limiter a couple of tenths afterwards.
But it’s corners that make the BRZ special – even wet ones – with a beautifully poised chassis that talks to the driver through exceptionally communicative electric power steering. Take too much speed into a corner and there’s well-flagged understeer, but judge your entry speed right and then use the immediately reactive throttle to bring the car to the point where the rear tyres are just running out of grip and it’s clear that this is a car that really wants to play. The ‘sport’ setting for the stability control - which I was allowed to activate - even allows a modest slip angle before the yellow light starts flashing and everything gets reined in.
The automatic option, anticipated to be a minority of sales in the UK, is less impressive with a slight delay in response, even when control is taken through the paddles behind the steering wheel. It’s a conventional torque-converter auto, and even trick electronics can’t give it reactions to match a DSG.
How does it compare?
It’s going to be down to price – and the strong value of the Yen means that Subaru’s UK distributors are unable to confirm what the car will actually cost when it gets here next summer. Reckon on around £25,000 for the basic version and between £28,000 to £30,000 for the higher spec model. But on first impressions, the BRZ feels more than capable of taking the fight to rivals like the Audi TT, BMW 1-Coupe and even – power deficit withstanding – the Porsche Cayman.
Versus the Toyota, though? That’s a tricky one – design is always subjective, but we reckon the 86 looks slightly better. But with Subaru UK anticipating selling around 1000 cars a year – versus 4000 for the Toyota – the BRZ is always going to be a more exclusive option.
Anything else I need to know?
The base model (which we didn't drive) sounds like it might be a bit of a star – it will come with 16 inch wheels in place of the 17s on our test car, which may well work better on British roads. Its lack of toys and gizmos (Subaru is even threatening to give it black door handles in place of body-coloured ones) could suit the minimalist nature of the car.
Hot on the heels of the new Toyota 86, we've driven its sister car, the Subaru BRZ. Can a rear-wheel drive coupe really be a true Subaru?
Beautiful chassis balance, spot-on electric power steering Needs to be revved to deliver, not as good looking as 86What is it?
Subaru’s all-new sports coupe, driven for the first time on a Japanese test track. The BRZ is the sister car to the Toyota 86 that we’ve just tested, with both cars being differentiated by barely more than badging, wheels and the shape of their radiator grilles.
It’s set to go on sale in the UK in June next year, and although prices haven’t been confirmed, it’s anticipated to cost somewhere between £25K and £28K.
Technical highlights?
The Subaru is mechanically (almost) identical to the Toyota – the only difference of note between the two cars is that the BRZ gets marginally stiffer suspension settings. But, although the two brands are officially happy to split the corporate acclaim, it’s worth nothing that the project was almost entirely engineered by Subaru, and both cars will be produced in its factory.
The creation of a new lightweight sportscar, powered by an all-new boxer engine, is an impressive achievement for a company of Subaru’s relatively modest size. And although there are some links between the BRZ/86 and the next Subaru Impreza, including shared bit of floorpan, the relationship is a distant one. Somewhat amazingly, the new ‘FA20’ 2-litre boxer engine in the BRZ is almost entirely unrelated to naturally aspirated boxer engines that will power the next Impreza. The coupe’s motor is more compact, lower and lighter – sitting 240mm further back in the chassis.
Suspension has been derived from the Impreza, but cleverly reworked with the lower arms of the front McPherson struts turned back-to-front to make the minimal front overhang possible. Twin wishbones at the back are pure Impreza, but the BRZ gets a larger differential to cater for the fact it's rear-drive only.
One of the engineering team’s core aims was to give the lowest possible centre of gravity – just 460mm. Toyota likes to point out that this is lower than the C-of-G of a Porsche Boxster, Subaru preferred to tell us that the figure was better than that of 458 Italia. Clever weight saving includes the use of high-strength in the roof and upper structure of the car, to reduce mass further, and even the use of thinner glass for windscreen and side windows.
What’s it like to drive?
Our too-brief drive, on Subaru’s smooth (and sodden) test track was too short to deliver any kind of definitive verdict – not least as Subaru unsportingly sent the cars out with chaperones in the passenger seat to prevent any deactivation of the stability control system.
But with that read into the record, first impressions are good – very good. The BRZ doesn’t feel particularly rapid in a straight line – the naturally aspirated motor needs to be thrashed to deliver its best, with peak power coming at a heady 7000rpm. Taken all the way to the redline the BRZ should be capable of dispatching 0-60mph in just under second seconds (I guessed 6.7 and my chaperone just smiled), but it feels like the gearing has been very carefully chosen for the benchmark – the manual transmission (just) allows 100km/h in second gear. Actually getting a sub-7 0-60 would mean interfacing with the rev limiter a couple of tenths afterwards.
But it’s corners that make the BRZ special – even wet ones – with a beautifully poised chassis that talks to the driver through exceptionally communicative electric power steering. Take too much speed into a corner and there’s well-flagged understeer, but judge your entry speed right and then use the immediately reactive throttle to bring the car to the point where the rear tyres are just running out of grip and it’s clear that this is a car that really wants to play. The ‘sport’ setting for the stability control - which I was allowed to activate - even allows a modest slip angle before the yellow light starts flashing and everything gets reined in.
The automatic option, anticipated to be a minority of sales in the UK, is less impressive with a slight delay in response, even when control is taken through the paddles behind the steering wheel. It’s a conventional torque-converter auto, and even trick electronics can’t give it reactions to match a DSG.
How does it compare?
It’s going to be down to price – and the strong value of the Yen means that Subaru’s UK distributors are unable to confirm what the car will actually cost when it gets here next summer. Reckon on around £25,000 for the basic version and between £28,000 to £30,000 for the higher spec model. But on first impressions, the BRZ feels more than capable of taking the fight to rivals like the Audi TT, BMW 1-Coupe and even – power deficit withstanding – the Porsche Cayman.
Versus the Toyota, though? That’s a tricky one – design is always subjective, but we reckon the 86 looks slightly better. But with Subaru UK anticipating selling around 1000 cars a year – versus 4000 for the Toyota – the BRZ is always going to be a more exclusive option.
Anything else I need to know?
The base model (which we didn't drive) sounds like it might be a bit of a star – it will come with 16 inch wheels in place of the 17s on our test car, which may well work better on British roads. Its lack of toys and gizmos (Subaru is even threatening to give it black door handles in place of body-coloured ones) could suit the minimalist nature of the car.
The European mags are done testing the 86 and have moved onto the BRZ. The reviews for the BRZ read nearly identically to the 86. As expected.
Last edited by Motor; 12-06-11 at 08:10 PM.
12-07-11, 07:08 PM
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Does Subaru BRZ carry stealth Toyota marketing message?
2013 Scion FR-S: First Impressions
First Drive: 2013 Scion FR-S
2013 Scion FR-S - First Drive Review
Design Analysis: Toyota 86, Subaru BRZ, Scion FR-S
Does Subaru have a stealth marketing problem embedded in its BRZ sporty coupe?
The new car is the Subaru sibling of the Toyota 86/Scion FR-S. The companies developed the cars jointly, and except for some badging and front fascia differences, they are essentially clones.
Subaru engineers handled the drivetrain and chassis – mostly stuff the customer doesn't see. Toyota designers, on the other hand, took control of the overall styling.
And while each brand slaps its own logo on the hood and trunk, Toyota's designers gave both incarnations a subliminal reminder of which parent was responsible for its flashy looks.
One of the more striking common features is the rear combination lamp centered between the twin tailpipes. A red, inverted-triangle fog lamp bisects a cross bar of two white reverse lamps.
By itself, the red triangle draws inspiration from the rear safety light on Formula One racers that mark the car's center line and reference plane. It is supposed to look sporty.
But Toyota's design department says the combined light element has another meaning:
"The inverted triangle stands for Toyota's 'T' shape. With the T motif, we aim to express our identity," an official told Automotive News at the Tokyo Motor Show, where both cars debuted.
I'm sure that works for Toyota … but Subaru?
The new car is the Subaru sibling of the Toyota 86/Scion FR-S. The companies developed the cars jointly, and except for some badging and front fascia differences, they are essentially clones.
Subaru engineers handled the drivetrain and chassis – mostly stuff the customer doesn't see. Toyota designers, on the other hand, took control of the overall styling.
And while each brand slaps its own logo on the hood and trunk, Toyota's designers gave both incarnations a subliminal reminder of which parent was responsible for its flashy looks.
One of the more striking common features is the rear combination lamp centered between the twin tailpipes. A red, inverted-triangle fog lamp bisects a cross bar of two white reverse lamps.
By itself, the red triangle draws inspiration from the rear safety light on Formula One racers that mark the car's center line and reference plane. It is supposed to look sporty.
But Toyota's design department says the combined light element has another meaning:
"The inverted triangle stands for Toyota's 'T' shape. With the T motif, we aim to express our identity," an official told Automotive News at the Tokyo Motor Show, where both cars debuted.
I'm sure that works for Toyota … but Subaru?
2013 Scion FR-S: First Impressions
Along with one properly spec’ed-out Scion FR-S, there was a Euro-spec version (the very car used for testing on the Nurburgring), as well as two right-hand drive models – one a manual transmission, the other an automatic.
Scheduled out into several lapping sessions we spent our first two track outings of the day getting accustomed to the course, and to driving a right hand drive machine. One thing that surprised us, and it’s something no enthusiast is going to care about, is just how good the 6-speed automatic is. Using proper steering wheel mounted paddle shifters, just a flick and it’ll gear up or down, with a speed unlike almost any auto-box we’ve ever tested.
Then, we finally had our chance in a left-hand drive model. Until this point the massively hyped Toyota had impressed us, but hadn’t really wowed us. This we soon discovered was a direct result of not being as comfortable in a right-hand drive machine.
Sliding into the actual Scion car, with the steering wheel now on the left side, familiarity quickly gave way to a feeling of driving bliss. No longer were the car’s much-touted handling dynamics in question. The Scion FR-S is pure and balanced, responding to inputs immediately, but smoothly. It is not, however, a raw driving experience, retaining a daily driving characteristic that Toyotas are famous for.
Scheduled out into several lapping sessions we spent our first two track outings of the day getting accustomed to the course, and to driving a right hand drive machine. One thing that surprised us, and it’s something no enthusiast is going to care about, is just how good the 6-speed automatic is. Using proper steering wheel mounted paddle shifters, just a flick and it’ll gear up or down, with a speed unlike almost any auto-box we’ve ever tested.
Then, we finally had our chance in a left-hand drive model. Until this point the massively hyped Toyota had impressed us, but hadn’t really wowed us. This we soon discovered was a direct result of not being as comfortable in a right-hand drive machine.
Sliding into the actual Scion car, with the steering wheel now on the left side, familiarity quickly gave way to a feeling of driving bliss. No longer were the car’s much-touted handling dynamics in question. The Scion FR-S is pure and balanced, responding to inputs immediately, but smoothly. It is not, however, a raw driving experience, retaining a daily driving characteristic that Toyotas are famous for.
Slide behind the wheel of the first-ever rear-wheel-drive Scion and settle into the Recaro-style seats. Severely sculpted, with black fabric, red stitching, and prominent bolsters, they immediately telegraph the performance intentions of this 2+2-seat coupe. Drop your left leg onto the clutch pedal. The travel is short but fluid, with a discernible engagement point just short of the floor. The gearshift has short throws and positive action. The steering wheel is all business, exactly the right thickness and with minimal padding. So far, everything feels just right to the soles of your feet and the palms of your hands, and the car isn't even moving yet.
We're at Sodegaura Forest Raceway, a 1.5-mile road course tucked into a forest in Chiba Prefecture, across Tokyo Bay from Tokyo. This is our first drive of Toyota's version of the all-new, front-engine rear-wheel-drive coupe it co-developed with Subaru. We drove the Subaru BRZ last week, and the Scion FR-S (Front engine, Rear-wheel drive, Sport) is virtually the same car, with some minor tuning and trim differences. Toyota will sell the FR-S as the Toyota 86 in Japan and as the Toyota GT86 in Europe, but only as the Scion FR-S in North America.
More on the Subaru connection shortly. Turn the key (other markets get push-button start) and the 200-hp, 2.0-liter Subaru flat-four engine, code-named 4U-GSE for those who care about such things, sparks immediately to life and settles into a quiet hum. Engage the clutch, select first gear, and we are off with a chirp of the rear tires, heading quickly into the tight right-hander that is Turn One at Sodegaura. Oh, wow, does this car turn in. The steering is super precise, and you have a good sense of the front of the car, even if there's not the sort of steering feel you get in a Lotus Elise or Porsche Cayman. The FR-S feels flat, balanced, neutral, natural.
"Natural" is the operative word with the FR-S, as every action and reaction feels like you expect it to. The car's chief virtue is its simplicity. It's a small, short-wheelbase, relatively light (curb weight is still unknown) car that does without turbocharging, large-displacement engines, all-wheel drive, trick transaxles, or big rubber. In fact, the Michelin Primacy HP tires are only 215/45R17's, in an era when 20-inch tires are commonplace. Yet the FR-S is a better and more rewarding car to drive -- at least on a handling course; we haven't driven it or the BRZ on public roads yet -- than many cars that have turbos, large-displacement engines, transaxles, big rubber, or all-wheel drive. Funny how that works.
The FR-S works very well indeed. A key technical achievement is the low center of gravity afforded by the compact horizontally opposed four-cylinder, which nestles deep down in the engine bay. Like the Subaru BRZ, the FR-S is offered either with a six-speed manual or a six-speed automatic that locks up its torque converter with the goal, says chief engineer Tetsuya Tada, of "exceeding DSG gearboxes" in shift times. Although there is a manual shift gate for the automatic, plus shift paddles, we found it worked best on the track when it's simply left in drive; try to use the paddles and you'll likely have downshifts denied even when there seems to be plenty of space left on the tach. That complaint aside, this appears to be a very nice automatic, but why would you want one in this pure sports car?
Back to the track. The FR-S moves fluidly among Sodegaura's fourteen corners, and it's very forgiving if you misread a line and dive abruptly toward the apex. Oversteer is easily achieved and easily controlled, and if you don't have the nerve or skill to turn off the stability control entirely, the "VSC Sport" button gives you a lot of rear-end-out fun before the stability cuts in. On a wet track, this was a swell, giggle-inducing experience. The engine, which is fitted with Toyota's D4-S combined port injection and direct injection, isn't raspy like most Subaru fours nor a high-RPM screamer like, say, the Honda S2000's four. Yet it heads readily to its 7400-RPM redline and never seems short of breath. The redline itself is pretty forgiving, but the window between 7000 RPM and redline is exceedingly short, and an upshift-alert light blinks furiously if you're not efficient with your upshifting.
Furious track activity is clearly what the FR-S is for, as evidenced by a series of hot laps conducted at Sodegaura by Scion Formula Drift star Ken Gushi, who drove the car for the first time today just like us. "Drove" is perhaps the wrong verb, because Gushi launched, hammered, battered, finessed, coaxed, directed, and manipulated the Scion around the rain-swept road course in a nearly nonstop drift that was an equally violent and controlled maneuver, a dramatic display of this car's potential. Okay, so he did a complete spinout in one corner, prompting him to observe wryly, "It's a little snappy when you're driving it stock." Indeed. "And how will the drift FR-S differ from the production version?" we asked. "Well, of course we will put on huge rubber, and 200 hp isn't nearly enough for competition, so we'll have to turbocharge it," the California Drifter replied.
"Where will you wedge in the turbocharger?"
"That's the problem," came Gushi's grinning reply. "We don't know yet!" Rest assured, the Scion Formula Drift shop, among myriad other tuners, will be figuring this out soon.
Even with a far, far less talented driver behind the wheel, the FR-S dives into corners with enthusiasm and a minimum of understeer. We haven't had the same editor in both the Subaru and the Scion, but comparing notes, it appears that the Scion is less susceptible to understeer than the BRZ. Chief engineer Tada-San says that his goal in tuning the FR-S was agility, whereas Subaru focused more on stability, so this makes sense. "We have softer springs and stiffer dampers in front than Subaru does," Tada-San tells us. "At the rear, I chose the same spring rates as Subaru but different valves in the dampers."
Which brings us to the whole notion of this Subaru/Toyota partnership. How did this happen? Well, it's difficult to get the entire story from either side, but this is what we've managed to piece together:
By the middle of last decade, Fuji Heavy Industries, Subaru's parent company, was no longer associated with General Motors. (You remember that association; it produced the Subaru WRX-based Saab 9-2. So you can see why the association ended.) Through some combination of national pride, Japanese government prodding, and goodwill, Toyota Motor Corporation (TMC) began a relationship with Fuji Heavy Industries (FHI) after Fuji's divorce from GM. At about the same time, Toyoda family patriarch Akio Toyoda, who is now president, asked, "where is the passion in our lineup? I want to build a sports car." TMC established a sports car planning division, which quickly decided on a brief for the new car. Its styling would be inspired by the Toyota 2000GT supercar of the 1960s, its engine would follow in the footsteps of the flat-two-cylinder engine in the diminutive Toyota 800 (a.k.a. Yotahachi), and it would be conceived in the spirit of the famous mid-1980s Toyota Corolla GT-S, known to aficionadoes by its internal Toyota code name, AE86. (In Toyota nomenclature, the A referred to the 4AGEV engine, the E to the Corolla model line, and the 86 was a sequential number. "86," or "Hachi-Roku" in Japanese, has taken on legendary status among Toyota fans; hence the use of the two digits in non-USA models and even on a little fender badge on the FR-S.)
The project progressed for about a year, but Subaru rejected the first proposal. Here's where things get murky, but it's fairly apparent that Subaru was having a hard time stomaching the thought of a rear-wheel-drive car, since their entire brand identity is predicated on all-wheel drive. Subaru walked away from the table and the entire project was in limbo for about half a year. Subaru finally decided to make a prototype car with a very low center of gravity, which eliminated the possibility of all-wheel drive. That prototype both surprised and amazed Toyota, which enthusiastically supported its development. The joint project proceeded in late 2007 and now, four years later, we see the fruits of the two companies' work. Styling is by Toyota, development and manufacturing are by FHI, and each company, obviously, will be in charge of marketing and sales for their respective products.
At this juncture, it seems like Toyota might have gotten the better end of the deal. After all, the FR-S falls neatly into a historic lineup of rear-wheel-drive Toyota sports cars and should give the Scion brand a huge dosage of street cred. Subaru, for its part, has staked its entire brand on the concept of all-wheel drive, so it's not clear how the BRZ fits into the Subaru lineup. That said, these cars just feel right to us and are destined to shake up the world of affordable sports cars in a big way.
We're at Sodegaura Forest Raceway, a 1.5-mile road course tucked into a forest in Chiba Prefecture, across Tokyo Bay from Tokyo. This is our first drive of Toyota's version of the all-new, front-engine rear-wheel-drive coupe it co-developed with Subaru. We drove the Subaru BRZ last week, and the Scion FR-S (Front engine, Rear-wheel drive, Sport) is virtually the same car, with some minor tuning and trim differences. Toyota will sell the FR-S as the Toyota 86 in Japan and as the Toyota GT86 in Europe, but only as the Scion FR-S in North America.
More on the Subaru connection shortly. Turn the key (other markets get push-button start) and the 200-hp, 2.0-liter Subaru flat-four engine, code-named 4U-GSE for those who care about such things, sparks immediately to life and settles into a quiet hum. Engage the clutch, select first gear, and we are off with a chirp of the rear tires, heading quickly into the tight right-hander that is Turn One at Sodegaura. Oh, wow, does this car turn in. The steering is super precise, and you have a good sense of the front of the car, even if there's not the sort of steering feel you get in a Lotus Elise or Porsche Cayman. The FR-S feels flat, balanced, neutral, natural.
"Natural" is the operative word with the FR-S, as every action and reaction feels like you expect it to. The car's chief virtue is its simplicity. It's a small, short-wheelbase, relatively light (curb weight is still unknown) car that does without turbocharging, large-displacement engines, all-wheel drive, trick transaxles, or big rubber. In fact, the Michelin Primacy HP tires are only 215/45R17's, in an era when 20-inch tires are commonplace. Yet the FR-S is a better and more rewarding car to drive -- at least on a handling course; we haven't driven it or the BRZ on public roads yet -- than many cars that have turbos, large-displacement engines, transaxles, big rubber, or all-wheel drive. Funny how that works.
The FR-S works very well indeed. A key technical achievement is the low center of gravity afforded by the compact horizontally opposed four-cylinder, which nestles deep down in the engine bay. Like the Subaru BRZ, the FR-S is offered either with a six-speed manual or a six-speed automatic that locks up its torque converter with the goal, says chief engineer Tetsuya Tada, of "exceeding DSG gearboxes" in shift times. Although there is a manual shift gate for the automatic, plus shift paddles, we found it worked best on the track when it's simply left in drive; try to use the paddles and you'll likely have downshifts denied even when there seems to be plenty of space left on the tach. That complaint aside, this appears to be a very nice automatic, but why would you want one in this pure sports car?
Back to the track. The FR-S moves fluidly among Sodegaura's fourteen corners, and it's very forgiving if you misread a line and dive abruptly toward the apex. Oversteer is easily achieved and easily controlled, and if you don't have the nerve or skill to turn off the stability control entirely, the "VSC Sport" button gives you a lot of rear-end-out fun before the stability cuts in. On a wet track, this was a swell, giggle-inducing experience. The engine, which is fitted with Toyota's D4-S combined port injection and direct injection, isn't raspy like most Subaru fours nor a high-RPM screamer like, say, the Honda S2000's four. Yet it heads readily to its 7400-RPM redline and never seems short of breath. The redline itself is pretty forgiving, but the window between 7000 RPM and redline is exceedingly short, and an upshift-alert light blinks furiously if you're not efficient with your upshifting.
Furious track activity is clearly what the FR-S is for, as evidenced by a series of hot laps conducted at Sodegaura by Scion Formula Drift star Ken Gushi, who drove the car for the first time today just like us. "Drove" is perhaps the wrong verb, because Gushi launched, hammered, battered, finessed, coaxed, directed, and manipulated the Scion around the rain-swept road course in a nearly nonstop drift that was an equally violent and controlled maneuver, a dramatic display of this car's potential. Okay, so he did a complete spinout in one corner, prompting him to observe wryly, "It's a little snappy when you're driving it stock." Indeed. "And how will the drift FR-S differ from the production version?" we asked. "Well, of course we will put on huge rubber, and 200 hp isn't nearly enough for competition, so we'll have to turbocharge it," the California Drifter replied.
"Where will you wedge in the turbocharger?"
"That's the problem," came Gushi's grinning reply. "We don't know yet!" Rest assured, the Scion Formula Drift shop, among myriad other tuners, will be figuring this out soon.
Even with a far, far less talented driver behind the wheel, the FR-S dives into corners with enthusiasm and a minimum of understeer. We haven't had the same editor in both the Subaru and the Scion, but comparing notes, it appears that the Scion is less susceptible to understeer than the BRZ. Chief engineer Tada-San says that his goal in tuning the FR-S was agility, whereas Subaru focused more on stability, so this makes sense. "We have softer springs and stiffer dampers in front than Subaru does," Tada-San tells us. "At the rear, I chose the same spring rates as Subaru but different valves in the dampers."
Which brings us to the whole notion of this Subaru/Toyota partnership. How did this happen? Well, it's difficult to get the entire story from either side, but this is what we've managed to piece together:
By the middle of last decade, Fuji Heavy Industries, Subaru's parent company, was no longer associated with General Motors. (You remember that association; it produced the Subaru WRX-based Saab 9-2. So you can see why the association ended.) Through some combination of national pride, Japanese government prodding, and goodwill, Toyota Motor Corporation (TMC) began a relationship with Fuji Heavy Industries (FHI) after Fuji's divorce from GM. At about the same time, Toyoda family patriarch Akio Toyoda, who is now president, asked, "where is the passion in our lineup? I want to build a sports car." TMC established a sports car planning division, which quickly decided on a brief for the new car. Its styling would be inspired by the Toyota 2000GT supercar of the 1960s, its engine would follow in the footsteps of the flat-two-cylinder engine in the diminutive Toyota 800 (a.k.a. Yotahachi), and it would be conceived in the spirit of the famous mid-1980s Toyota Corolla GT-S, known to aficionadoes by its internal Toyota code name, AE86. (In Toyota nomenclature, the A referred to the 4AGEV engine, the E to the Corolla model line, and the 86 was a sequential number. "86," or "Hachi-Roku" in Japanese, has taken on legendary status among Toyota fans; hence the use of the two digits in non-USA models and even on a little fender badge on the FR-S.)
The project progressed for about a year, but Subaru rejected the first proposal. Here's where things get murky, but it's fairly apparent that Subaru was having a hard time stomaching the thought of a rear-wheel-drive car, since their entire brand identity is predicated on all-wheel drive. Subaru walked away from the table and the entire project was in limbo for about half a year. Subaru finally decided to make a prototype car with a very low center of gravity, which eliminated the possibility of all-wheel drive. That prototype both surprised and amazed Toyota, which enthusiastically supported its development. The joint project proceeded in late 2007 and now, four years later, we see the fruits of the two companies' work. Styling is by Toyota, development and manufacturing are by FHI, and each company, obviously, will be in charge of marketing and sales for their respective products.
At this juncture, it seems like Toyota might have gotten the better end of the deal. After all, the FR-S falls neatly into a historic lineup of rear-wheel-drive Toyota sports cars and should give the Scion brand a huge dosage of street cred. Subaru, for its part, has staked its entire brand on the concept of all-wheel drive, so it's not clear how the BRZ fits into the Subaru lineup. That said, these cars just feel right to us and are destined to shake up the world of affordable sports cars in a big way.
The rear-wheel-drive sports coupe delivers on its promise.
The U.S.-market sister ship to the Subaru BRZ, the Scion FR-S will go on sale this spring. It is an unusual car for parent company Toyota, or at least the Toyota of late. Before the creation of the FR-S, Akio Toyoda (president of Toyota, and grandson of the company’s founder) asked himself, “Where is the passion in our lineup? I want to build a sports car.”
The Scion FR-S is that sports car. (It also will be sold across the globe as the Toyota GT 86, or simply 86.) Much has been made about the collaboration with Subaru. Toyota claims credit for the car’s existence and the idea itself, which is in direct opposition to what Subaru told us. Fight! Fight! Toyota says that chief engineer Tetsuya Tada’s original concept called for a front-engined sports car with rear-wheel drive. Inspired by the rear-drive Corolla of the ’80s that became the darling of drifters, the new sports car would be light, agile, and affordable. After some internal resistance within Toyota and Subaru, a prototype was built in late 2007 using a Subaru flat-four and rear-wheel drive. The prototype changed minds; by early 2008, a sports-car program was born.
Toyota readily admits that the lion’s share of the development was done by Subaru. However, according to Toyota, plans and objectives came from its engineers and were merely executed by Subaru’s team. (There’s that contradiction again.) For example, the all-new platform and chassis are from Subaru. Toyota made contributions along the way, such as adding its eight-injector direct and port fuel injection to Subaru’s 2.0-liter flat-four. Making the car look pretty fell to Toyota. The greenhouse is an homage to the Toyota 2000GT of the 1960s; the nose hints at the Lexus LFA supercar. Squint a little while eyeing the FR-S, and cars like the Supra and the Celica come to mind, too. Assembly of the FR-S and the BRZ is Subaru’s responsibility. A peek under the Scion’s hood reveals the “Subaru” name atop the intake manifold alongside Toyota’s.
Comparing Apples and Softer Apples
When asked how the two cars differ, the Scion folks tell us that the BRZ is about stability while the FR-S is about agility. The word “understeer” has surfaced in initial reports on the Subaru BRZ. The Scion doesn’t understeer. Its cornering balance is neutral—bravely neutral for a car that will be sold to young buyers. Scion claims that the only changes to its chassis are slightly softer springs and stiffer dampers.
Scion has certainly succeeded in making the FR-S agile. From the quick steering to the alert chassis, the FR-S responds to driver input in a way that reminds us of the Honda S2000. Holding the stability control button for three seconds removes the safety net. Although the chassis is neutral, it will slide should you turn the wheel abruptly or stomp on the gas mid-turn. Lift in the middle of a corner, and the rear end will step right out on you. It doesn’t do so in an “I’m going to ruin your life” sort of way; it seems more to say, “Hey, you sure you know what you’re doing?” In low-speed corners, power oversteer is easy to achieve. The tail swings predictably and delicately. The low weight—we estimate it’s around 2800 pounds—means the FR-S regains its composure without any drama. Akio Toyoda says of the FR-S, “[It] responds to good driving skills.” If you don’t have them, you may want to get some training—or leave the stability control on. Young drivers whom Scion courts should know that the FR-S is nothing like the front-drive, nearly error-proof tC. If you don’t know what you’re doing behind the wheel, the FR-S will make you look dumb.
Compared to modern sports cars, the FR-S’s 215/45-17 tires are skinny. There isn’t a huge amount of grip, but what’s there breaks away gradually. We asked Tada about the tires, and he told us, “They are Prius tires.” You might think he’s joking, but he’s not. The Michelin Primacy HP tires are identical to those in the Prius’s optional Plus Performance package, right down to the compound and construction. Although they don’t provide the stickiness that we’ve come to expect from modern sport machinery, the relative slipperiness gives the FR-S a lively, playful feel. So while it might not have incredibly high limits, its lower threshold is accessible and exploitable. If you want more grip, though, it’s easy to find by swapping for more aggressive footwear.
Flat Engine, Low Center of Gravity
Scion makes it a point to brag about the FR-S’s low center of gravity, and a lot of the car’s liveliness is indeed likely due to the location of much of its mass. The flat-four sits low in the engine compartment, and while Subaru stresses how far back the engine is compared to other Subies, it’s still surprisingly far forward. The transmission, either a six-speed automatic or a six-speed manual, is right behind the engine, preventing it from being mounted farther back. A transaxle would allow for the engine to be placed more to the rear and would help better balance weight distribution, but transaxles cost a lot of money. Especially ones made specifically for one car. The transmissions in the FR-S are Aisin gearboxes that are similar to the six-speed units found in the Lexus IS. The manual shifts with a solid, no-nonsense feel. This is a great gearbox, one that should rally the “Save the Manuals” faithful. Although the manual suits the character of the FR-S better, the optional automatic with paddle shifters is a responsive and quick-shifting ally. On the track, the automatic proved clever enough to perform downshifts before entering a corner.
Subaru’s flat-four engine still gives off a bit of the characteristic boxer thrum at lower rpm. Above 6000 rpm and to the 7400-rpm redline, though, the four begins its chainsaw impersonation. It’s a bit uncouth, but it feels and sounds like a machine with purpose. On paper, and in the face of the ever-escalating pony-car horsepower war, the FR-S’s 200 hp may seem inadequate. It’s not. We’re guessing at a 0-to-60 time just a shade over six seconds. Clearly this isn’t a car that should pull up to stoplights with much ambition. This is a car for playing on back roads, for track work; engaged in those pursuits, the engine feels perfectly strong and nicely matched to the chassis.
Every part in the FR-S works harmoniously. Sure, we might switch to a grippier tire, but the lower-grip rubber allows for accessible explorations of the FR-S’s behavior at the limit. That is just the sort of exploration that makes driving fun. Just remember to bring some skill.
The U.S.-market sister ship to the Subaru BRZ, the Scion FR-S will go on sale this spring. It is an unusual car for parent company Toyota, or at least the Toyota of late. Before the creation of the FR-S, Akio Toyoda (president of Toyota, and grandson of the company’s founder) asked himself, “Where is the passion in our lineup? I want to build a sports car.”
The Scion FR-S is that sports car. (It also will be sold across the globe as the Toyota GT 86, or simply 86.) Much has been made about the collaboration with Subaru. Toyota claims credit for the car’s existence and the idea itself, which is in direct opposition to what Subaru told us. Fight! Fight! Toyota says that chief engineer Tetsuya Tada’s original concept called for a front-engined sports car with rear-wheel drive. Inspired by the rear-drive Corolla of the ’80s that became the darling of drifters, the new sports car would be light, agile, and affordable. After some internal resistance within Toyota and Subaru, a prototype was built in late 2007 using a Subaru flat-four and rear-wheel drive. The prototype changed minds; by early 2008, a sports-car program was born.
Toyota readily admits that the lion’s share of the development was done by Subaru. However, according to Toyota, plans and objectives came from its engineers and were merely executed by Subaru’s team. (There’s that contradiction again.) For example, the all-new platform and chassis are from Subaru. Toyota made contributions along the way, such as adding its eight-injector direct and port fuel injection to Subaru’s 2.0-liter flat-four. Making the car look pretty fell to Toyota. The greenhouse is an homage to the Toyota 2000GT of the 1960s; the nose hints at the Lexus LFA supercar. Squint a little while eyeing the FR-S, and cars like the Supra and the Celica come to mind, too. Assembly of the FR-S and the BRZ is Subaru’s responsibility. A peek under the Scion’s hood reveals the “Subaru” name atop the intake manifold alongside Toyota’s.
Comparing Apples and Softer Apples
When asked how the two cars differ, the Scion folks tell us that the BRZ is about stability while the FR-S is about agility. The word “understeer” has surfaced in initial reports on the Subaru BRZ. The Scion doesn’t understeer. Its cornering balance is neutral—bravely neutral for a car that will be sold to young buyers. Scion claims that the only changes to its chassis are slightly softer springs and stiffer dampers.
Scion has certainly succeeded in making the FR-S agile. From the quick steering to the alert chassis, the FR-S responds to driver input in a way that reminds us of the Honda S2000. Holding the stability control button for three seconds removes the safety net. Although the chassis is neutral, it will slide should you turn the wheel abruptly or stomp on the gas mid-turn. Lift in the middle of a corner, and the rear end will step right out on you. It doesn’t do so in an “I’m going to ruin your life” sort of way; it seems more to say, “Hey, you sure you know what you’re doing?” In low-speed corners, power oversteer is easy to achieve. The tail swings predictably and delicately. The low weight—we estimate it’s around 2800 pounds—means the FR-S regains its composure without any drama. Akio Toyoda says of the FR-S, “[It] responds to good driving skills.” If you don’t have them, you may want to get some training—or leave the stability control on. Young drivers whom Scion courts should know that the FR-S is nothing like the front-drive, nearly error-proof tC. If you don’t know what you’re doing behind the wheel, the FR-S will make you look dumb.
Compared to modern sports cars, the FR-S’s 215/45-17 tires are skinny. There isn’t a huge amount of grip, but what’s there breaks away gradually. We asked Tada about the tires, and he told us, “They are Prius tires.” You might think he’s joking, but he’s not. The Michelin Primacy HP tires are identical to those in the Prius’s optional Plus Performance package, right down to the compound and construction. Although they don’t provide the stickiness that we’ve come to expect from modern sport machinery, the relative slipperiness gives the FR-S a lively, playful feel. So while it might not have incredibly high limits, its lower threshold is accessible and exploitable. If you want more grip, though, it’s easy to find by swapping for more aggressive footwear.
Flat Engine, Low Center of Gravity
Scion makes it a point to brag about the FR-S’s low center of gravity, and a lot of the car’s liveliness is indeed likely due to the location of much of its mass. The flat-four sits low in the engine compartment, and while Subaru stresses how far back the engine is compared to other Subies, it’s still surprisingly far forward. The transmission, either a six-speed automatic or a six-speed manual, is right behind the engine, preventing it from being mounted farther back. A transaxle would allow for the engine to be placed more to the rear and would help better balance weight distribution, but transaxles cost a lot of money. Especially ones made specifically for one car. The transmissions in the FR-S are Aisin gearboxes that are similar to the six-speed units found in the Lexus IS. The manual shifts with a solid, no-nonsense feel. This is a great gearbox, one that should rally the “Save the Manuals” faithful. Although the manual suits the character of the FR-S better, the optional automatic with paddle shifters is a responsive and quick-shifting ally. On the track, the automatic proved clever enough to perform downshifts before entering a corner.
Subaru’s flat-four engine still gives off a bit of the characteristic boxer thrum at lower rpm. Above 6000 rpm and to the 7400-rpm redline, though, the four begins its chainsaw impersonation. It’s a bit uncouth, but it feels and sounds like a machine with purpose. On paper, and in the face of the ever-escalating pony-car horsepower war, the FR-S’s 200 hp may seem inadequate. It’s not. We’re guessing at a 0-to-60 time just a shade over six seconds. Clearly this isn’t a car that should pull up to stoplights with much ambition. This is a car for playing on back roads, for track work; engaged in those pursuits, the engine feels perfectly strong and nicely matched to the chassis.
Every part in the FR-S works harmoniously. Sure, we might switch to a grippier tire, but the lower-grip rubber allows for accessible explorations of the FR-S’s behavior at the limit. That is just the sort of exploration that makes driving fun. Just remember to bring some skill.
There is, however, one thing both sides of the debate can agree on – that all three are essentially identical triplets.
Almost. There are a few subtle differences and we’ve put all three side-by-side in the photo gallery below for you to pick apart. In case you’ve been living under a rock, the Toyota 86 will find its home in Japan and Europe, while the BRZ and FR-S are coming here. Perhaps the most notable differences are found up front. The Subie appears more conservative with a simple black bar on the upper fascia and boxy turn signal/foglamp housing. The Toyota and Scion features a gaping grille with a honeycomb pattern, while the foglamp/turn signal housing are more angular and follow the lines of the front fender. Note that the BRZ and 86 are fitted with optional foglights. The headlamp housings for the FR-S and 86 are more pointed than the BRZ’s, which are more squared off.
From the side, the differences are subtle. The 86 and FR-S both sport the trick badges with the “86” flanked by pistons, while the BRZ makes do with a simple horizontal vent with an accent pieces cutting through the middle. Also, the U.S.-bound models will have the requisite DOT-certified colored sidemarkers, while other markets get clear markers.
The back appears to be a badge-swapping affair. The optional tail, LED taillamps, and the lower body work appear identical, though there maybe variations to the exhaust tip depending on the market.
Inside, the Subaru sets itself apart from the Scion and Toyota. The BRZ features silver-finished dashboard trim, while the FR-S and 86 stick with gray or black. Additionally, the BRZ’s tachometer is all black, while the other two have a white accent strip. All three share the small-diameter steering wheel, contrast stitching, and most switch gear. The pictures of the BRZ and 86 show the optional dual climate control with toggle switches, while the FR-S is shown with the cost-cutting HVAC controls. No word if dual-climate control will be offered on the Scion. The Scion also features the funkiest Radio face of the bunch, with an upgraded Pioneer unit.
And there you have it, the minute difference that set the triplets apart. Did we miss anything?
Almost. There are a few subtle differences and we’ve put all three side-by-side in the photo gallery below for you to pick apart. In case you’ve been living under a rock, the Toyota 86 will find its home in Japan and Europe, while the BRZ and FR-S are coming here. Perhaps the most notable differences are found up front. The Subie appears more conservative with a simple black bar on the upper fascia and boxy turn signal/foglamp housing. The Toyota and Scion features a gaping grille with a honeycomb pattern, while the foglamp/turn signal housing are more angular and follow the lines of the front fender. Note that the BRZ and 86 are fitted with optional foglights. The headlamp housings for the FR-S and 86 are more pointed than the BRZ’s, which are more squared off.
From the side, the differences are subtle. The 86 and FR-S both sport the trick badges with the “86” flanked by pistons, while the BRZ makes do with a simple horizontal vent with an accent pieces cutting through the middle. Also, the U.S.-bound models will have the requisite DOT-certified colored sidemarkers, while other markets get clear markers.
The back appears to be a badge-swapping affair. The optional tail, LED taillamps, and the lower body work appear identical, though there maybe variations to the exhaust tip depending on the market.
Inside, the Subaru sets itself apart from the Scion and Toyota. The BRZ features silver-finished dashboard trim, while the FR-S and 86 stick with gray or black. Additionally, the BRZ’s tachometer is all black, while the other two have a white accent strip. All three share the small-diameter steering wheel, contrast stitching, and most switch gear. The pictures of the BRZ and 86 show the optional dual climate control with toggle switches, while the FR-S is shown with the cost-cutting HVAC controls. No word if dual-climate control will be offered on the Scion. The Scion also features the funkiest Radio face of the bunch, with an upgraded Pioneer unit.
And there you have it, the minute difference that set the triplets apart. Did we miss anything?
Last edited by Motor; 12-08-11 at 06:17 PM. Reason: +Scion
12-09-11, 11:17 AM
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Must watch the video to the end!!! 
http://www.youtube.com/watch?v=8IFFSytA38o
http://www.autoguide.com/manufacture...ideo-1809.html
2013 Scion FR-S Review [Video]
The best Toyota in 20 years is actually a Scion
By Colum Wood, Dec. 09, 2011, Photography by Scion, Video by Chris Blanchette
Squeeze on the throttle at corner exit and the car begins to track out, with just a hint of oversteer. Get greedy and the tail will gently start to rotate. Ease off and the car tucks back in line. It does what you tell it to, no more, no less. The Scion FR-S is a return to the roots of what makes a sports car a sports car.
It’s not the raw driving machine many may expect. Its not visceral like a Lotus Elise or as singular in purpose as a Honda S2000, and it won’t beat you up. In fact, it’s quite civilized. It is, however, very much a purist’s car and one that company CEO Akio Toyoda aptly remarked, “rewards proper driving technique.”
A better description of the FR-S, or Toyota 86 as its called in Japan, there isn’t. The antithesis of modern sports cars, Toyota set out to create it as such, purposefully avoiding AWD, turbos, excessive technology and even high grip tires.
Instead, the basic front-engine rear-drive layout, combined with a low center of gravity (due to its flat-4 boxer engine), a limited slip differential and an overall curb weight that comes in around 2,700 lbs are the tools at the disposal of the driver. This can be humbling, but it also makes the FR-S a car where you can’t show up and fake-it at a lapping day. Flaws in your technique will show through immediately and the FR-S challenges you to be a better driver.
Like the Mazda MX-5 Miata, a car the FR-S will be compared to ad nauseum, it’s a momentum car, meaning that with just 200-hp on tap, if you’re going to be fast around a race track, you’ll need to keep your speed up. That’s not as hard as it seems, especially when acceleration feels much more rapid than expected considering the engine output. Even torque feels surprisingly potent, despite just 151 lb-ft of the stuff at a lofty 6600 rpm – suggesting a solid torque curve.
Back to the handling, the FR-S has exceptional steering, although with such a short 101.3-inch wheelbase it responds quickly to inputs, meaning you have to be smooth. After just one corner there is no denying this is a rear-drive car.
A DRIVER’S CAR, FROM THE FIRST DETAIL TO THE LAST
Much in the same way that the car’s layout has been set up for optimum performance, from the driver’s seat, the tools required are also all there. The steering wheel is thick but also incredibly tiny making every input count. At just 365mm, Toyota claims it’s the smallest they’ve ever put in a production car – at least in recent history. The shifter is quite long, although the shifts are incredibly short, with the distance between first and second gear about three inches. It even feels good, weighted perhaps a bit lighter than a MX-5, but with a fluid every-day ease of use much like a Civic Si. Add to this the fact that the pedals are perfectly placed for proper heel-toe downshifts and you’ll find yourself repeating the words “this is a Toyota product?”
That is perhaps a bit generous, as even Toyota will admit that while the concept behind the car is theirs, execution was primarily handled by Subaru – an automaker that one doesn’t have to pull out a history book in order to recall their last awesome performance machine.
Other notable interior features are the seats, which are excellently bolstered, not just on the sides, but at the shoulders as well, and coated in a grippy material to keep you in place.
Located right in front of the shifter are two buttons, one for a sport mode, the other to turn traction and stability control right off. The sport setting is properly unintrusive, letting you even hang the end out a little. Off, by all accounts, is full-off, with no intervention when late in the day rain soaked the course and our test session transformed journalists into amateur drifters.
EVEN THE AUTOMATIC TRANSMISSION IS AMAZING
Sadly, while an enthusiast’s machine and equipped with a 6-speed manual from the factory, offering an automatic transmission is a necessity to make the FR-S a viable business case. As a sign of Toyota’s commitment to the car, when developing an automatic the engineers didn’t just phone it in. Instead they developed a six-speed unit based off the 8-speed automatic in the Lexus IS-F. With a proper steering wheel mounted paddle shifter setup it’s shockingly good. When pressed, the car’s chief engineer Tetsuya Tada wouldn’t give any data on shift times but did say they targeted VW’s DSG dual-clutch system. By all accounts, it’s close, and easily matches the best auto-boxes in the business.
LOWEST CENTER OF GRAVITY OF ANY PRODUTION CAR?
Much has been said about the car’s center of gravity, with reports even attributing Toyota engineers as claiming the car will have the lowest CoG of any production car. That, Tata san admits, is not the case, though for a good reason. In data provided by Toyota, they admitted that both the Porsche GT3 and Ferrari 360, not to mention the Lexus LFA, have a lower weight balance. Those super sports cars had a serious advantage, however, says Tata san with a ground clearance of roughly 110 mm. The FR-S, on the other hand, stands 130 mm off the ground (almost an inch higher), putting it as a serious disadvantage. Could it be lower? Certainly, but Toyota and Scion need it to be a mass production vehicle with all the daily-use needs that that entails.
Those who want a lowered FR-S won’t have to wait long. In fact, they won’t even have to wait for the aftermarket to develop the products, as at launch Scion will offer a selection of parts, including lowering springs and sway bars.
BACK ON TRACK
Initial tests of two right-hand drive models proved pleasing but left us without the wow factor the car’s hype suggested. Those models did, however, give us a chance to get familiar with the track and once behind the wheel of the lone left-hand drive U.S.-spec Scion FR-S turn one hit us like an epiphany. Comfortable enough to actually push the machine, it rewarded; the steering, balance and low center of gravity transforming jaded auto journalist skepticism into the realization that the man in charge at Toyota really does get it.
“Yes,” you’ll scream aloud to yourself inside your racing helmet. “This is it! This is what I’ve been looking for!”
As any proper rear-drive sports car should, the FR-S can be rotated with the throttle. Pinch a corner and induce understeer and a correction is as easy as a dab of gas to point you in the right direction again.
Brake fade was nonexistent during out five lap sessions, though much longer would surely show some wear. The car’s light weight most certainly has something to do with the longevity of the pads.
For all the praise we’ve heaped on it, the FR-S could use more of one thing – grip. The factory tires aren’t high-performance pieces, something Toyota did on purpose, both to keep true to the spirit of the machine, and keep the price tag down. With a set of aftermarket wheels a necessity for many buyers, some UHP tires should be included. Scion will likely offer those at the dealer as well.
Adding to the car’s functionality is a rear hatchback and fold flat second row seats, which Scion claims leaves enough space to fit a spare set of tires when heading to the track.
If the FR-S is missing anything else, it’s some added aggression, with a subtle aero kit and spoiler high on our list of add-ons. Many will likely say the FR-S needs more power and while more wouldn’t hurt, those folks (the same ones who have probably never driven on a track) are missing the point.
THE VERDICT
The Scion FR-S is a special machine. It’s unique because it’s the world’s only direct-injection flat-four rear-drive sports car, but the reasons go well beyond the facts, to the level of driving enjoyment it delivers.
If there’s any way the FR-S isn’t what we expected it’s in its civility. And to be truthful, any such reputation it has as a rough-around-the-edges track warrior is one the automotive media, and not Toyota (Scion), has created. Rather, it’s comfortable, functional and refined in a way that perhaps only a Toyota can be. Add to this what is expected to be surprisingly good fuel economy and a price well below the $30,000 mark and the car’s appeal is vast.
As Akio Toyoda mentioned, the FR-S rewards a good driver, and is perhaps the best tool we can think of to develop and improve your performance driving skills; or just have a lot of fun regardless of your talent or ambition. Add to that the fact that its light weight and small size mean tires and brakes won’t wear too hard and replacement items won’t cost a fortune and the FR-S is destined to become the track weapon of choice for leagues of driving enthusiasts.
Sometimes it’s hard to know when a car will become an icon. Sometimes it’s not.
http://www.youtube.com/watch?v=8IFFSytA38o
http://www.autoguide.com/manufacture...ideo-1809.html
2013 Scion FR-S Review [Video]
The best Toyota in 20 years is actually a Scion
By Colum Wood, Dec. 09, 2011, Photography by Scion, Video by Chris Blanchette
Squeeze on the throttle at corner exit and the car begins to track out, with just a hint of oversteer. Get greedy and the tail will gently start to rotate. Ease off and the car tucks back in line. It does what you tell it to, no more, no less. The Scion FR-S is a return to the roots of what makes a sports car a sports car.
It’s not the raw driving machine many may expect. Its not visceral like a Lotus Elise or as singular in purpose as a Honda S2000, and it won’t beat you up. In fact, it’s quite civilized. It is, however, very much a purist’s car and one that company CEO Akio Toyoda aptly remarked, “rewards proper driving technique.”
A better description of the FR-S, or Toyota 86 as its called in Japan, there isn’t. The antithesis of modern sports cars, Toyota set out to create it as such, purposefully avoiding AWD, turbos, excessive technology and even high grip tires.
Instead, the basic front-engine rear-drive layout, combined with a low center of gravity (due to its flat-4 boxer engine), a limited slip differential and an overall curb weight that comes in around 2,700 lbs are the tools at the disposal of the driver. This can be humbling, but it also makes the FR-S a car where you can’t show up and fake-it at a lapping day. Flaws in your technique will show through immediately and the FR-S challenges you to be a better driver.
Like the Mazda MX-5 Miata, a car the FR-S will be compared to ad nauseum, it’s a momentum car, meaning that with just 200-hp on tap, if you’re going to be fast around a race track, you’ll need to keep your speed up. That’s not as hard as it seems, especially when acceleration feels much more rapid than expected considering the engine output. Even torque feels surprisingly potent, despite just 151 lb-ft of the stuff at a lofty 6600 rpm – suggesting a solid torque curve.
Back to the handling, the FR-S has exceptional steering, although with such a short 101.3-inch wheelbase it responds quickly to inputs, meaning you have to be smooth. After just one corner there is no denying this is a rear-drive car.
A DRIVER’S CAR, FROM THE FIRST DETAIL TO THE LAST
Much in the same way that the car’s layout has been set up for optimum performance, from the driver’s seat, the tools required are also all there. The steering wheel is thick but also incredibly tiny making every input count. At just 365mm, Toyota claims it’s the smallest they’ve ever put in a production car – at least in recent history. The shifter is quite long, although the shifts are incredibly short, with the distance between first and second gear about three inches. It even feels good, weighted perhaps a bit lighter than a MX-5, but with a fluid every-day ease of use much like a Civic Si. Add to this the fact that the pedals are perfectly placed for proper heel-toe downshifts and you’ll find yourself repeating the words “this is a Toyota product?”
That is perhaps a bit generous, as even Toyota will admit that while the concept behind the car is theirs, execution was primarily handled by Subaru – an automaker that one doesn’t have to pull out a history book in order to recall their last awesome performance machine.
Other notable interior features are the seats, which are excellently bolstered, not just on the sides, but at the shoulders as well, and coated in a grippy material to keep you in place.
Located right in front of the shifter are two buttons, one for a sport mode, the other to turn traction and stability control right off. The sport setting is properly unintrusive, letting you even hang the end out a little. Off, by all accounts, is full-off, with no intervention when late in the day rain soaked the course and our test session transformed journalists into amateur drifters.
EVEN THE AUTOMATIC TRANSMISSION IS AMAZING
Sadly, while an enthusiast’s machine and equipped with a 6-speed manual from the factory, offering an automatic transmission is a necessity to make the FR-S a viable business case. As a sign of Toyota’s commitment to the car, when developing an automatic the engineers didn’t just phone it in. Instead they developed a six-speed unit based off the 8-speed automatic in the Lexus IS-F. With a proper steering wheel mounted paddle shifter setup it’s shockingly good. When pressed, the car’s chief engineer Tetsuya Tada wouldn’t give any data on shift times but did say they targeted VW’s DSG dual-clutch system. By all accounts, it’s close, and easily matches the best auto-boxes in the business.
LOWEST CENTER OF GRAVITY OF ANY PRODUTION CAR?
Much has been said about the car’s center of gravity, with reports even attributing Toyota engineers as claiming the car will have the lowest CoG of any production car. That, Tata san admits, is not the case, though for a good reason. In data provided by Toyota, they admitted that both the Porsche GT3 and Ferrari 360, not to mention the Lexus LFA, have a lower weight balance. Those super sports cars had a serious advantage, however, says Tata san with a ground clearance of roughly 110 mm. The FR-S, on the other hand, stands 130 mm off the ground (almost an inch higher), putting it as a serious disadvantage. Could it be lower? Certainly, but Toyota and Scion need it to be a mass production vehicle with all the daily-use needs that that entails.
Those who want a lowered FR-S won’t have to wait long. In fact, they won’t even have to wait for the aftermarket to develop the products, as at launch Scion will offer a selection of parts, including lowering springs and sway bars.
BACK ON TRACK
Initial tests of two right-hand drive models proved pleasing but left us without the wow factor the car’s hype suggested. Those models did, however, give us a chance to get familiar with the track and once behind the wheel of the lone left-hand drive U.S.-spec Scion FR-S turn one hit us like an epiphany. Comfortable enough to actually push the machine, it rewarded; the steering, balance and low center of gravity transforming jaded auto journalist skepticism into the realization that the man in charge at Toyota really does get it.
“Yes,” you’ll scream aloud to yourself inside your racing helmet. “This is it! This is what I’ve been looking for!”
As any proper rear-drive sports car should, the FR-S can be rotated with the throttle. Pinch a corner and induce understeer and a correction is as easy as a dab of gas to point you in the right direction again.
Brake fade was nonexistent during out five lap sessions, though much longer would surely show some wear. The car’s light weight most certainly has something to do with the longevity of the pads.
For all the praise we’ve heaped on it, the FR-S could use more of one thing – grip. The factory tires aren’t high-performance pieces, something Toyota did on purpose, both to keep true to the spirit of the machine, and keep the price tag down. With a set of aftermarket wheels a necessity for many buyers, some UHP tires should be included. Scion will likely offer those at the dealer as well.
Adding to the car’s functionality is a rear hatchback and fold flat second row seats, which Scion claims leaves enough space to fit a spare set of tires when heading to the track.
If the FR-S is missing anything else, it’s some added aggression, with a subtle aero kit and spoiler high on our list of add-ons. Many will likely say the FR-S needs more power and while more wouldn’t hurt, those folks (the same ones who have probably never driven on a track) are missing the point.
THE VERDICT
The Scion FR-S is a special machine. It’s unique because it’s the world’s only direct-injection flat-four rear-drive sports car, but the reasons go well beyond the facts, to the level of driving enjoyment it delivers.
If there’s any way the FR-S isn’t what we expected it’s in its civility. And to be truthful, any such reputation it has as a rough-around-the-edges track warrior is one the automotive media, and not Toyota (Scion), has created. Rather, it’s comfortable, functional and refined in a way that perhaps only a Toyota can be. Add to this what is expected to be surprisingly good fuel economy and a price well below the $30,000 mark and the car’s appeal is vast.
As Akio Toyoda mentioned, the FR-S rewards a good driver, and is perhaps the best tool we can think of to develop and improve your performance driving skills; or just have a lot of fun regardless of your talent or ambition. Add to that the fact that its light weight and small size mean tires and brakes won’t wear too hard and replacement items won’t cost a fortune and the FR-S is destined to become the track weapon of choice for leagues of driving enthusiasts.
Sometimes it’s hard to know when a car will become an icon. Sometimes it’s not.
12-09-11, 11:54 AM
#1806
I love options... but I would love to have Scion because of the low price.
I think Scion is by far easily the best one and it will sell the best, simply because of the price.
Yes, Subaru and GT86 will be loaded but in reality who cares when it is your 2nd car and when you probably will have to pay 7k for those extra options.
12-09-11, 11:58 AM
#1807
I don't have to get over it...did you see the interior of the GT86 or BRZ? It looks much nicer and more upscale. They should have left that as-as. Subaru built a nicer car. Period.
People are guestimating that BRZ base will be ~24K and FRS will be ~22K. To me, nicer interior, auto climate control, LED headlights and fogs are worth $2K. There is no way they will be $7k apart...that would make the FRS ~$17K - same price as a tC.
Look at the fitment on that door that covers the head unit - very upscale!!
So, to me, they did a bad job of cost cutting on the FRS. That's all.
People are guestimating that BRZ base will be ~24K and FRS will be ~22K. To me, nicer interior, auto climate control, LED headlights and fogs are worth $2K. There is no way they will be $7k apart...that would make the FRS ~$17K - same price as a tC.
Look at the fitment on that door that covers the head unit - very upscale!!
So, to me, they did a bad job of cost cutting on the FRS. That's all.
12-09-11, 03:02 PM
#1808
Lexus Champion
Join Date: Apr 2011
Location: CA™
Posts: 3,018
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Five Axis Edition Scion FR-S / FIVE:AD Products in Development
The team from Five Axis/FIVE:AD was recently invited to attend the official reveal of the Scion FR-S in Hollywood, CA on November 30th, 2011. The event was very exciting for us at Five Axis because of our involvement with the Scion FR-S Concept build. But now we are switching gears to develop parts under FIVE:AD for the production FR-S!
We have various things in the works currently, including an aero kit as well as new wheel designs that will be offered as part of the Five Axis Edition Scion FR-S package. More info will be posted once design leads into production for these new parts.
We have various things in the works currently, including an aero kit as well as new wheel designs that will be offered as part of the Five Axis Edition Scion FR-S package. More info will be posted once design leads into production for these new parts.
12-09-11, 03:08 PM
#1809
This car could have been so much better looking inside and out. Hopefully another version is released or a new generation is brought on asap. This thing looks like a POS. Really sad. I can seriously see a Hyundai badge on this car.
edit: The concept on page 30 was perfect when it comes to exterior IMHO. The interior it had at that point was obviously way too loud but what it is now is just junky looking. Hopefully people invest in the TRD.
edit: The concept on page 30 was perfect when it comes to exterior IMHO. The interior it had at that point was obviously way too loud but what it is now is just junky looking. Hopefully people invest in the TRD.
Last edited by ashtray; 12-09-11 at 03:18 PM.
12-09-11, 05:45 PM
#1810
I don't have to get over it...did you see the interior of the GT86 or BRZ? It looks much nicer and more upscale. They should have left that as-as. Subaru built a nicer car. Period.
People are guestimating that BRZ base will be ~24K and FRS will be ~22K. To me, nicer interior, auto climate control, LED headlights and fogs are worth $2K. There is no way they will be $7k apart...that would make the FRS ~$17K - same price as a tC.
Look at the fitment on that door that covers the head unit - very upscale!!
So, to me, they did a bad job of cost cutting on the FRS. That's all.
People are guestimating that BRZ base will be ~24K and FRS will be ~22K. To me, nicer interior, auto climate control, LED headlights and fogs are worth $2K. There is no way they will be $7k apart...that would make the FRS ~$17K - same price as a tC.
Look at the fitment on that door that covers the head unit - very upscale!!
So, to me, they did a bad job of cost cutting on the FRS. That's all.
12-09-11, 06:48 PM
#1812
Lexus Champion
Join Date: Apr 2011
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First Drive: 2013 Scion FR-S
Fresh Rethinking of Sport
It doesn't take long to realize the 2013 Scion FR-S is special -- just an aggressive 4-second wide-open throttle jab, a short three-two downshift, and a clockwise rotation of the FR-S' small 14.4-inch diameter helm.
It's at this point in my drive, as I'm heading into Sodegaura Forest Raceway's sharp, right-hand Turn 1, that the bright orange Traction Control icon begins to flash incessantly, as if sending S.O.S. signals. Gradually, the FR-S' tail swings into my leftmost periphery and its 215/45-17 Michelins chirp as they scramble for grip. I can hear and feel the VSC's frantic efforts to correct a car it thinks is flailing toward destruction. A quick shot of opposite lock on the front alloys keeps the silver coupe sliding gracefully around the predetermined apex.
Out of Turn 1 and on the gas down the first brief straight of the Japanese circuit, I recall the pre-drive pep talk. Thirteen more corners of varying radii and degrees of difficulty await me. A glance at the fuel gauge confirms there's a full tank of fun onboard. And I've got a ticket to ride all day long.
Unless you've been avoiding MotorTrend.com for the past few months, you've likely heard of the all-new sports coupe from Toyota and Subaru whose name varies depending on which country's roads its tires roll on. For North America, it's called the Scion FR-S, which is Toyota talk for Front-engine, Rear-wheel drive, Sport. It's Scion's first model with performance atop its agenda and, as such, is meant to give Toyota's entry-level brand a handful of much needed legitimate athleticism and marketing spark.
There's a lot riding on the FR-S' sculpted steel shoulders. As chief engineer Tetsuya Tada pointed out 40 minutes prior to my spirited pit lane departure, the compact coupe continues a legacy that has included a long line of successful and iconic sports cars -- most notably, the Sports 800 "Yotahachi" (the world's first rear-drive car powered by a front-mounted boxer engine), 2000GT, Celica, Supra, LFA, MR2, and the legendary Corolla AE86, or as aficionados affectionately call it, "Hachi-Roku." The latter icon was specifically used by Toyota as inspiration for the FR-S' high-performance/high-value package, while the 2000GT volunteered its long nose and slim side-glass profile, and the small S800 its lightweight build philosophy.
With that in mind, beginning in early 2008 and after a few heated engineering clashes over certain necessities, Toyota and Subaru crafted a sleek four-passenger, two-door coupe that melds history with the demands of modern driving enthusiasts. Their middle ground boasts a 101.2-inch wheelbase, a driver's seat position that places the driver's hips just 15.7 inches above the ground, a 166.7-inch length with short overhangs, and an estimated weight around 2700 pounds. With the rear seat folded, there's enough room in its trunk for a full set of mounted wheels and tires, a gas can, tools, and a helmet. Take all that out, Tada-san noted, and you'll have space for two golf bags.
As balance and litheness were essential to the FR-S' philosophy, engineers included weight-saving components like an aluminum hood and trunk (a hatchback design was axed for rigidity's sake). They made sure to pack the Subaru-derived 200-horsepower 2.0-liter four-cylinder 4U-GSE boxer (in Toyota code) and Aisin six-speed manual/automatic transaxle as far back and close to the pavement as possible for "pure balance." Toyota/Scion claims the FR-S' 18.1-inch center of gravity is lower than that of the Porsche Cayman (19.0 inches) and Nissan GT-R (19.5 inches) -- two of the best driver's cars around. Its 53-percent front, 47-percent rear weight distribution ensures a slight tendency for predictable plowing in corners, Tada-san pointed out.
So how well does all that exhaustive collaborative engineering translate to a near-production, U.S.-spec 2013 Scion FR-S? Let me put it this way: a whole lot of budget-minded sports cars hitting the streets and autocross courses today should be worried- that means you, Honda CR-Z, Mazda RX-8, Hyundai Genesis Coupe, Mazda MX-5, Honda Civic Si, and even the Nissan 370Z.
Arriving at the wide-open double-apex right hand Turn 2, I notice the small car's enthusiasm for being tossed around. Yet throughout this violent corner-charging, the small car stays as planted as a giant sequoia and as stable as an A380. Turn-in is extraordinarily precise, which, along with superb forward visibility, allows me to execute my every entry and exit strategy corner after corner with pinpoint accuracy.
Understeer push isn't totally absent, but it can easily be mitigated in the FR-S with appropriate throttle input and driver discretion; the same goes for oversteer, as my recent Turn 1 experience showed. Get on the skinny pedal too much too early and you'll be Ken Block-ing every bend. Its small steering wheel plays an important part in the driving equation. It's not as boosted as the BMW M3's thick wheel, yet it's a few ticks below the weighty, confident feel of the Mazda MX-5 Miata and Porsche Cayman.
Surprisingly, many of the responsive 2.0-liter's 151 lb-ft can be tapped throughout the 7400 rpm rev range, which allows my focus to stay on corner blasting, not downshifting in search of pull. Every throttle dab above 3500 rpm returns one of the most aggressive-sounding exhaust notes ever created by a naturally aspirated four-cylinder engine. It's not as burbly as a Subaru WRX STI's 2.5-liter flat mill (nor as drone-happy), but it's also not as tinny as the Honda Civic Si's K24 inline-four.
The smooth six-speed manual transmission's weighty feel invites accurate rev-matched shifts. The paddle-actuated automatic gearbox does it all for you with impressive hastiness, particularly in Sport mode (engineers wouldn't divulge actual shift times), and should easily appease the growing number of driving enthusiasts who toil through gridlock on a daily basis.
Cars equipped with a manual gearbox have a VSC Sport button set below and right of the shifter that reduces -- but doesn't eliminate -- stability control intervention by measuring yaw rate, steering angle, and lateral G. (Turning off all nannies requires a three-second push of the Traction Control Off button.)
Six-speed automatic cars have the same VSC Sport option plus an additional Sport/Snow mode (Sport holds gears at higher revs, quickens the throttle and shift algorithms; Snow starts the car off in second gear to reduce slip). Of course, you'll want to turn everything off if sliding is your thing, but for aggressive stints on a doused raceway like Sodegaura, VSC Sport doesn't disappoint in the least and allows for some silliness along the way.
With the checkered flag waving after my fourth lap on my first stint, I roll off the throttle for a final cool-down lap and investigate my immediate surroundings. The FR-S' cabin is a highly commendable driver's domain that's all about athletic ergonomics. It's plain and simple, with black plastic trim and leather and a few red inserts on nearly all surfaces. Steering wheel placement, pedal spacing, and bucket seat location are ideally attuned to the driving enthusiast.
Per Scion's mono-spec mantra, only one trim will be available when the FR-S arrives at dealers next spring. Buyers just need to choose their color and transmission. Although pricing has yet to be announced, we're guessing that for less than $25,000, drivers will get a Pioneer sound system with USB and AUX inputs, air conditioning, power windows and door locks, and red door/seat trim.
Back in the pits, I gather my thoughts. Scion doesn't just have a special car on its hands -- it's got a potential smash hit that can be enjoyed by many. It is a car that will likely redefine the Scion brand and the entry-level enthusiast car segment as a whole, too. Take note, kids: Having the fastest, most enjoyable car doesn't mean having the most powerful or the priciest. The FR-S is what budget-themed performance is all about. Don't believe me? All it takes is four laps.
It doesn't take long to realize the 2013 Scion FR-S is special -- just an aggressive 4-second wide-open throttle jab, a short three-two downshift, and a clockwise rotation of the FR-S' small 14.4-inch diameter helm.
It's at this point in my drive, as I'm heading into Sodegaura Forest Raceway's sharp, right-hand Turn 1, that the bright orange Traction Control icon begins to flash incessantly, as if sending S.O.S. signals. Gradually, the FR-S' tail swings into my leftmost periphery and its 215/45-17 Michelins chirp as they scramble for grip. I can hear and feel the VSC's frantic efforts to correct a car it thinks is flailing toward destruction. A quick shot of opposite lock on the front alloys keeps the silver coupe sliding gracefully around the predetermined apex.
Out of Turn 1 and on the gas down the first brief straight of the Japanese circuit, I recall the pre-drive pep talk. Thirteen more corners of varying radii and degrees of difficulty await me. A glance at the fuel gauge confirms there's a full tank of fun onboard. And I've got a ticket to ride all day long.
Unless you've been avoiding MotorTrend.com for the past few months, you've likely heard of the all-new sports coupe from Toyota and Subaru whose name varies depending on which country's roads its tires roll on. For North America, it's called the Scion FR-S, which is Toyota talk for Front-engine, Rear-wheel drive, Sport. It's Scion's first model with performance atop its agenda and, as such, is meant to give Toyota's entry-level brand a handful of much needed legitimate athleticism and marketing spark.
There's a lot riding on the FR-S' sculpted steel shoulders. As chief engineer Tetsuya Tada pointed out 40 minutes prior to my spirited pit lane departure, the compact coupe continues a legacy that has included a long line of successful and iconic sports cars -- most notably, the Sports 800 "Yotahachi" (the world's first rear-drive car powered by a front-mounted boxer engine), 2000GT, Celica, Supra, LFA, MR2, and the legendary Corolla AE86, or as aficionados affectionately call it, "Hachi-Roku." The latter icon was specifically used by Toyota as inspiration for the FR-S' high-performance/high-value package, while the 2000GT volunteered its long nose and slim side-glass profile, and the small S800 its lightweight build philosophy.
With that in mind, beginning in early 2008 and after a few heated engineering clashes over certain necessities, Toyota and Subaru crafted a sleek four-passenger, two-door coupe that melds history with the demands of modern driving enthusiasts. Their middle ground boasts a 101.2-inch wheelbase, a driver's seat position that places the driver's hips just 15.7 inches above the ground, a 166.7-inch length with short overhangs, and an estimated weight around 2700 pounds. With the rear seat folded, there's enough room in its trunk for a full set of mounted wheels and tires, a gas can, tools, and a helmet. Take all that out, Tada-san noted, and you'll have space for two golf bags.
As balance and litheness were essential to the FR-S' philosophy, engineers included weight-saving components like an aluminum hood and trunk (a hatchback design was axed for rigidity's sake). They made sure to pack the Subaru-derived 200-horsepower 2.0-liter four-cylinder 4U-GSE boxer (in Toyota code) and Aisin six-speed manual/automatic transaxle as far back and close to the pavement as possible for "pure balance." Toyota/Scion claims the FR-S' 18.1-inch center of gravity is lower than that of the Porsche Cayman (19.0 inches) and Nissan GT-R (19.5 inches) -- two of the best driver's cars around. Its 53-percent front, 47-percent rear weight distribution ensures a slight tendency for predictable plowing in corners, Tada-san pointed out.
So how well does all that exhaustive collaborative engineering translate to a near-production, U.S.-spec 2013 Scion FR-S? Let me put it this way: a whole lot of budget-minded sports cars hitting the streets and autocross courses today should be worried- that means you, Honda CR-Z, Mazda RX-8, Hyundai Genesis Coupe, Mazda MX-5, Honda Civic Si, and even the Nissan 370Z.
Arriving at the wide-open double-apex right hand Turn 2, I notice the small car's enthusiasm for being tossed around. Yet throughout this violent corner-charging, the small car stays as planted as a giant sequoia and as stable as an A380. Turn-in is extraordinarily precise, which, along with superb forward visibility, allows me to execute my every entry and exit strategy corner after corner with pinpoint accuracy.
Understeer push isn't totally absent, but it can easily be mitigated in the FR-S with appropriate throttle input and driver discretion; the same goes for oversteer, as my recent Turn 1 experience showed. Get on the skinny pedal too much too early and you'll be Ken Block-ing every bend. Its small steering wheel plays an important part in the driving equation. It's not as boosted as the BMW M3's thick wheel, yet it's a few ticks below the weighty, confident feel of the Mazda MX-5 Miata and Porsche Cayman.
Surprisingly, many of the responsive 2.0-liter's 151 lb-ft can be tapped throughout the 7400 rpm rev range, which allows my focus to stay on corner blasting, not downshifting in search of pull. Every throttle dab above 3500 rpm returns one of the most aggressive-sounding exhaust notes ever created by a naturally aspirated four-cylinder engine. It's not as burbly as a Subaru WRX STI's 2.5-liter flat mill (nor as drone-happy), but it's also not as tinny as the Honda Civic Si's K24 inline-four.
The smooth six-speed manual transmission's weighty feel invites accurate rev-matched shifts. The paddle-actuated automatic gearbox does it all for you with impressive hastiness, particularly in Sport mode (engineers wouldn't divulge actual shift times), and should easily appease the growing number of driving enthusiasts who toil through gridlock on a daily basis.
Cars equipped with a manual gearbox have a VSC Sport button set below and right of the shifter that reduces -- but doesn't eliminate -- stability control intervention by measuring yaw rate, steering angle, and lateral G. (Turning off all nannies requires a three-second push of the Traction Control Off button.)
Six-speed automatic cars have the same VSC Sport option plus an additional Sport/Snow mode (Sport holds gears at higher revs, quickens the throttle and shift algorithms; Snow starts the car off in second gear to reduce slip). Of course, you'll want to turn everything off if sliding is your thing, but for aggressive stints on a doused raceway like Sodegaura, VSC Sport doesn't disappoint in the least and allows for some silliness along the way.
With the checkered flag waving after my fourth lap on my first stint, I roll off the throttle for a final cool-down lap and investigate my immediate surroundings. The FR-S' cabin is a highly commendable driver's domain that's all about athletic ergonomics. It's plain and simple, with black plastic trim and leather and a few red inserts on nearly all surfaces. Steering wheel placement, pedal spacing, and bucket seat location are ideally attuned to the driving enthusiast.
Per Scion's mono-spec mantra, only one trim will be available when the FR-S arrives at dealers next spring. Buyers just need to choose their color and transmission. Although pricing has yet to be announced, we're guessing that for less than $25,000, drivers will get a Pioneer sound system with USB and AUX inputs, air conditioning, power windows and door locks, and red door/seat trim.
Back in the pits, I gather my thoughts. Scion doesn't just have a special car on its hands -- it's got a potential smash hit that can be enjoyed by many. It is a car that will likely redefine the Scion brand and the entry-level enthusiast car segment as a whole, too. Take note, kids: Having the fastest, most enjoyable car doesn't mean having the most powerful or the priciest. The FR-S is what budget-themed performance is all about. Don't believe me? All it takes is four laps.
Last edited by Motor; 12-09-11 at 07:14 PM. Reason: pics
12-10-11, 03:48 AM
#1813
I don't understand folks complaining about the extremely spartan interior in those pictures. Given its intent it looks fine to me. Really, if you're buying this car you want it for the looks and most importantly the entire RWD chassis, drivetrain, standard LSD and manual transmission.
These are meant to be affordable drivers cars and as such are not competing with an interior from, say, a BMW. The BRZ interior looks nearly identical. I haven't seen the GT86 interior so I cannot comment on that.
It looks great to me. I'm already happy with my current car but I'd have bought one of these last year in a heartbeat. It's everything I wanted before it was available to buy. Either the Toyota/Scion or Subaru are on my next-DD-car list.
These are meant to be affordable drivers cars and as such are not competing with an interior from, say, a BMW. The BRZ interior looks nearly identical. I haven't seen the GT86 interior so I cannot comment on that.
It looks great to me. I'm already happy with my current car but I'd have bought one of these last year in a heartbeat. It's everything I wanted before it was available to buy. Either the Toyota/Scion or Subaru are on my next-DD-car list.
12-10-11, 07:54 AM
#1814
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12-10-11, 10:58 AM
#1815
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@ the driver, over a prototype.