 2013 Scion FR-S. Click image to enlarge |
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Test Drive: 2013 Subaru BR-Z
Manufacturer’s web site |
Review and photos by Jonathan Yarkony
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2013 Scion FR-S
What is there to say about the Scion FR-S that hasn’t already been said?
Pretty much every auto journo and their mothers, sisters, nephews, and in-laws seem to have reviewed this car, and it’s pretty much unanimous—this car is the second coming, nirvana, the cure for cancer, Chuck Norris and ‘the most interesting man in the world’ all rolled into a tight, two-door coupe. And when I say tight, I don’t just mean well-bolstered seats that will hug and squeeze anyone more substantial than a waif like Mike Schlee, I mean that it is a hot little design that keeps getting sexier every time I see it. And in Lava Red, oh my, I get a little hot and bothered just thinking about that colour.
The colour might also play a part in the amount of attention this car gets, as does the fact that they are only now turning up on public roads in numbers after years of anticipation-building—from strangers in the grocery-store parking lot doing full walkarounds and striking up friendly conversations, to teenagers on the highway giving the thumbs up, and even the occasional highway paparazzi stalkers flipping out cell phones and shooting away… I don’t think I’ve received this much attention in a car since driving the GT-R when it was launched. While this colour is fantastic for getting attention, one of my friends reminded me that its heat score is far too high to get anywhere too far past legal limits.
 2013 Scion FR-S. Click image to enlarge |
However, one thing that really stuck out in my mind when we had its platform-body-engine-almost-everything twin, the Subaru BRZ, was Mike’s accusation that it was “slow”.
I’m sorry, but a 200-hp, 1,255-kg coupe, slow? What have we come to?
Well, as much as I hate to admit, and while I think the manual-transmission BRZ was not slow, per se, there is no denying that the automatic FR-S I drove was, um, “acceleratively challenged.” Not that there’s anything wrong with that.
On the flip side, this is a momentum car. On the track, or out in traffic, the key to wringing the most out of this engine is to a) keep the rpms somewhere around 6,000–7,000; b) plan ahead; and c) brake as little as possible. Of course, this is much more fun on a track, where braking as little as possible means diving into corner as hot as its 215/45R17 Michelin Primacy (its infamous ‘Prius’ tires) can take, and then some. But even out on the highway, it is best to keep tabs on traffic well ahead and coming up behind to avoid heavy braking behind slow cars, because picking up speed, especially when already at highway speeds, is not something the FR-S does quickly when left to its own devices.
 2013 Scion FR-S. Click image to enlarge |
However, there are two devices mounted on the back of the steering wheel that can help with that little problem. Paddle shifters, which have been proven to enhance accelerative dysfunction by 30 percent. Okay, I just made that number up, but a couple quick tugs (maybe a few) on the left paddle (do the paddles remind anyone else of Klingon weapons?), and the automatic transmission blurts out a scrappy exhaust note, blipping the throttle with each downshift until you get into the sweet spot of this engine at about 6,500 rpm where it is making almost peak hp and torque (as per InsideLine.com Dyno Test). Further inspection reveals that of the 151 lb-ft of torque, peaking at 6,400–6,600 rpm, most are available from as low as 2,500 rpm.
Highway cruising is at a fairly low 2,000 rpm at 100 km/h or 2,500 rpm at 120 km/h with the six speed automatic in top gear, and not entirely free of engine drone.
   2013 Scion FR-S. Click image to enlarge |
But where’s the fun in that? At high rpms, this car is the second coming of high rpm–high horsepower thrillers like the Honda S2000 and FG2 Civic Si with the K20Z3 2.0L. Like those engines, what it lacks for in torque, it makes up for with a high-rpm shove that invites you to make an art of keeping the engine within licking distance of redline. Although it may seem counterintuitive, it is much more pleasant to listen to the boxer wail the higher you push the rpms, normally a trait I’m not a fan of in a lot of high-strung, small-displacement engines (I hate the Impreza’s, CVT–2.0L boxer-four combo, for example).
It is an intense driving experience, both in keeping the engine at high revs when you want the power, and how it handles like a true sports car, unforgiving suspension and all. Despite the fact that it is not a lot of power, further hampered by the automatic transmission, the gear changes are fast, and tuned for fun—throttle-blipping downshifts are common under hard braking, even without pulling the trigger on the paddle shifters. Short of VW’s DSG, I can’t think of another ‘automatic’ transmission in reasonably priced cars that I enjoyed more.
Back to that handling, now. The Scion FR-S goes with compact Macpherson gas struts in the front, and double wishbones in the rear, both of which are tuned to pummel kidneys in the quest for ultimate handling. In that quest they have succeeded, so it makes the bruised kidneys and ribs worth the ride. Every hint of a curve, turn, the rare hairpin highway exit, or even lane change becomes a study in chassis balance and steering precision.
Did I mention the ride is hard? Yeah, well, it may be punishing but it is well worth it, as is the difficulty in stooping down below roof height and squeezing into the driver’s seat. Believe it or not, we have some friends that found the back seat sufficient, but they are rather short people, and I did not enjoy crawling back there to take pictures. You won’t soon confuse this for a spacious, comfortable car.
The last dynamic point I’ll speak of are the brakes. I’m not sure if it was the low mileage of our press car, but these brakes had a distinctly late point of engagement, the first half of the pedal travel yielding no more forceful deceleration than regen braking on a hybrid, at which point you’ve gotten closer to the car in front of you that you want and have to stand on the brake, all the while doubting whether the ‘Prius’ tires have the grip to pull the FR-S down from speed. They do. Phew.
   2013 Scion FR-S. Click image to enlarge |
Now, some of you might care what features the car has at what price point. However, having driven the car, and knowing that it costs only $25,990, or $27,170 with the automatic, as equipped, I find it hard to believe that anyone will buy this car based on its stereo or seat heaters, if it even has either of those. Just kidding, it has a stereo, and a pretty cool one at that, and according to Mike’s First Drive of the FR-S, seat heaters are not an option. But being a Scion, there are a range of customization accessories right out of the dealerships, and being the darling of tuners and racers, there will be galaxies of aftermarket parts that will be sure to cater to any tastes. I’d put money on the 2012 SEMA show being a Toyobaru-fest.
Natural Resources Canada rates the automatic 8.8 L/100 km in city driving and 5.8 L/100 km on the highway, and I thought it was respectable that I kept it at 9.2 in a week of driving it like a teenage runaway.
I’m sure owners will settle in and find that it can deliver better fuel consumption on a regular basis, though requiring premium fuel, but one week wasn’t nearly enough to get it out of my system. It is a car that invites questionable driving because of the sheer pleasure with which it rewards driving hard. Thankfully, it does take some work to get it up to speed and keep it there, and the traction limits of the tires are so low that you are at entirely reasonable speeds when they begin to chirp their warnings. Translation: Fun at any speed.
This being a review of the automatic FR-S, and my preference and that of most enthusiasts to whom this car will appeal leaning toward the manual transmission, (also equipped with six gears in the FR-S), I scratched my head a little wondering who would buy this car with the automatic. To go back to where I started, this car could sell on looks alone—a stylish, affordable sports car. There will be no shortage of takers for a car that offers this Scion’s sharp looks and attractive price, and they’ll also be getting one of the best authentic sports cars on the market.
Pricing: 2013 Scion FR-S
Base price: $25,990
Options: $1,180 (six-speed automatic transmission)
A/C Tax: $100
Destination: $1,495
Price as tested: $28,765
Specifications
Buyer’s Guide: 2013 Scion FR-S
Competitors
2013 Hyundai Genesis Coupe
Buyer’s Guide: 2012 Mazda MX-5
Buyer’s Guide: 2012 Mini Cooper S
