Scion coupe brims with smarts, fun
The secret is out: You don't have to be a fanatical driving enthusiast to love Scion's new-for-2013 FR-S sport coupe.
Yes, the sleek, sexy-looking two door re-creates affordable rear-wheel drive fun in a small car the way the old Nissan 240Z and Mazda RX-3 did in the 1970s.
But the FR-S — for Front-engine, Rear-wheel drive Sport — grabs attention from onlookers no matter who is behind the wheel and even if the car is being driven leisurely. This new model puts some verve into a commute or a trip to the relatives' house, too.
The FR-S looks pricier, at least on the outside, than its starting retail price of $24,955 with manual transmission and $26,055 with automatic. All models come with a 200-horsepower, naturally aspirated four cylinder.
Perhaps best of all, the smartly handling and well-balanced FR-S is rated above average in predicted reliability by Consumer Reports.
Competitors include the 2013 Hyundai Veloster, which has a starting manufacturer's suggested retail price, including destination charge, of $18,225 with manual and $19,475 with dual-clutch transmission that can be operated like an automatic. The base Veloster's four-cylinder engine produces 138 horsepower, but the upscale 2013 Veloster Turbo, with a starting retail price of $22,725 with manual, has 201 horses. All Velosters are front-wheel drive, rather than the rear-wheel drive that many driving enthusiasts prefer.
Meantime, the twin to the FR-S, the rear-wheel drive 2013 Subaru BRZ, has a starting MSRP, including destination charge, of $26,265 with manual and the same 200-horsepower four cylinder that's in the Scion.
Toyota and Japanese automaker Subaru worked together to develop the FR-S and BRZ, with Toyota officials doing the styling, while Subaru engineers took care of the chassis and powertrain.
They added Toyota's direct and port fuel-injection system to the 2-liter, boxer four cylinder, where the cylinders are horizontally opposed. Boxer engines are a hallmark of Subarus, and the new injection improves the power.
The result is a strong four cylinder that has great sounds coming from its chrome-tipped exhaust. There's decent “oomph” as the car is a lightweight 2,700-plus pounds. But peak torque of 151 foot-pounds doesn't come on until 6,400 rpm, so the car doesn't reach 60 miles an hour until some 6.5 seconds after launch, according to estimates.
Still, the six-speed manual was a precise, satisfying shifter, and the nimble handling and weight balance of the FR-S go a long way to making the driving experience fun.
The engine sits low, which Scion officials say gives the FR-S a dynamically low center of gravity like that of exotic, high-priced sports cars.
This helps explain why the FR-S tester was eminently tossable in curves and corners. There was only a bit of predictable understeer at the limits. There was nary any body tippiness in these maneuvers, and the FR-S always conveyed a strong, palpable connection to the pavement.
The electric power steering was tuned just right and didn't have any artificial feel to it.
The flip side of these laudable driving characteristics is the plentiful road noise that came through all the time from the 17-inch summer performance tires. It was necessary on the test drive to regularly adjust the radio volume as the FR-S traveled from smooth asphalt to a rough stone-and-concrete-mix road surface and back again, for example.
Still, even with the low-profile tires and firm body control, the ride in the test FR-S wasn't punishing. Indeed, the test car provided a decent ride on uneven city street surfaces. The suspension — MacPherson strut up front and double wishbone in the rear — worked to reduce the harshness in the ride that might be expected.