Review and photos by Peter Bleakney
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2013 Scion FR-S
I can’t think of too many cars whose sole raison d’etre is to have the livin’ snot driven out of them. But there you have it. This side of a racecar, the front-engine rear-drive Scion FR-S is one of the rare few. Okay, corporate-cousin Subaru BRZ too, but to a slightly lesser degree.
And what brings me to this conclusion? Simply, Toyota and Subaru’s raucous little love-child makes the most sense, nay, provides untold gobs of motoring yahoo when it’s grabbed by the scruff of its neck and thrashed mercilessly. The rest of the time, driving the FR-S can be a bit of a chore.
So let’s get these can’t-be-ignored and, some could argue, missing-the-point practical considerations out of the way.
First, the ride is tiresomely harsh on anything less than smooth pavement. (The Subaru BRZ has slightly more forgiving underpinnings.) Second, the constant racket within the cabin, both from the road and specifically the engine, is not particularly pleasant. To me, an integral part of the sports car experience is aural, and the gruff noises emitted by this 200-hp, 151 lb-ft Subaru 2.0L flat-four with the trick Toyota-developed direct and port fuel injection is not music to my ears.
 2013 Scion FR-S. Click image to enlarge |
Subaru aficionados will surely disagree.
And yet, without this engine the FR-S could not exist. Why? Because it’s super flat – more so than the 2.0L flat-four found in the Subaru Impreza and XV Crosstrek. It was developed specifically for the FR-S/BRZ duo and it allows these cars to have a very, very low centre of gravity.
Officially rated at 9.6 L/100 km city and 6.6 highway, I observed 9.1 L/100 km.
Subaru engineers (this car was largely developed by Subaru) say they benchmarked the Porsche Cayman. No arguments from me. The first time I drove a BRZ at TestFest, the mid-engined Porsche immediately came to mind. The BRZ/FR-S wraps itself around you in a dynamic cohesiveness that serves up sublime balance and a reassuring sense of knowing exactly what the car is doing and what it is about to do.
 2013 Scion FR-S. Click image to enlarge |
It has terrific steering, fantastic seats, and a great little snickety shifter. Bringing it all together are the perfectly placed controls. If you’re into heel-and-toe downshifting, this car is your friend.
At 1,251 kg (with manual transmission) the Scion FR-S is a relative lightweight. Light on the wallet, too, with a base price of $25,990. This includes 17-inch alloys shod with 215/45×17 Michelin Primacy HP tires (same as the Prius), tilt and telescopic leather-wrapped steering wheel, Bluetooth and USB.
Some whine about the FR-S’s modest power and grip, but therein lies the genius of this sports car. With only 200 hp and 151 lb-ft, you can explore the limits of the rear-drive chassis (read: drive the snot out of it) and not get the “Go to Jail Immediately” card. Okay, power oversteering on the way to the grocery store can land you a “stunt driving” charge in Ontario.
Journalists got the opportunity to drive the Subaru BRZ and Scion FR-S back-to-back on the TestFest handling track and there are marked differences. The BRZ has slightly more compliant tuning, which translates to a more neutral disposition on the track. The FR-S is harsher and more tail-happy – tuned for the drifting set.
And so, with cold damp roads and snow tires, this blue FR-S goads me at every turn. Carry a bit of speed into a second gear bend, roll on the throttle and the Scion’s derriere gracefully steps out like Fred Astaire… or Channing Tatum, depending on your generation.
Dial in some opposite lock and you’re good to go. And this is with all the electronic nannies on.
Naw, we can’t really call them nannies. These somewhat negligent caregivers have only one eye on you at the best of times. Press the VSC Sport button (handily positioned beside the shifter) and Mary Poppins and Nanny McPhee are headed for the door. Wheeeee.
There is a button on the near side of the shifter that, when held for three seconds, turns everything off. Poppins and McPhee are now face down at the local pub, and they don’t care what happens to you.
  2013 Scion FR-S. Click image to enlarge |
The FR-S’s cabin may look a bit plain but it is pure function – front and centre is a big tachometer with digital speedo. The tidy 365-mm steering wheel sits at a 16-degree angle, which the automaker calls ideal. Me too. The frameless rearview mirror aims to improve outward visibility. Everything seems well screwed together as well. Surfaces feel good and all the secondary controls operate with quality precision. The back seats are usable in a pinch, and with said seatback folded there is a surprising amount of cargo room. Tellingly, the manufacturer cites room for a set of racing tires.
  2013 Scion FR-S. Click image to enlarge |
So why would you buy an FR-S or BRZ over the 167-hp Mazda MX-5 that starts at $29,250? Convertible top aside, the Subaru/Scion duo and Mazda certainly play in the same sandbox – lightweight rear-drive sports cars, quick steering, rifle-bolt shifters and a four-banger under the hood.
Indeed, these cars are fairly similar up to a point, but at about 7/10ths they take markedly divergent paths. Push an MX-5 hard and the tail end goes sloppy – it falls all over itself. Conversely, the BRZ and FR-S were engineered to dance on the edge of adhesion… and beyond.
So if you’re interested in honing your driving skills, the Scion FR-S is an especially helpful and forgiving tool. The one day it really snowed, I sent Mary and Annie to the pub and relished in some slip-slidin’ low-speed fun.
By the end of my test week, the Scion FR-S had me hooked. On the flip side, just about every passenger complained vociferously about the harsh ride and racket within.
‘Nuff said. This is a driver’s car, and we should all be sending Subaru and Toyota thank you cards.
Pricing: 2013 Scion FR-S
Base price: $25,990
Options: None
A/C tax: $100
Freight and PDI: $1,495
Price as tested: $27,585
Crash test results
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
