Toyota/Subaru/Scion Lightweight Sports Car: Toyota GT86, Subaru BRZ, Scion FRS!
12-19-11, 11:26 AM
#1921
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I like what I have seen and read so far regarding this car. The only thing is Scion Brand. At work in our mech eng group, 3 out of 6 engineers around 30 yrs old like it. We are very much interested to get one if it is toyota. But none of us is interested in buying scion instead we may be looking for BRZ instead. I would rather drive Subaru or Toyota not Scion.
It is the exact same car, except one costs less than the other. If brand perception is so important swap the badges and save a few thousand.
12-19-11, 03:57 PM
#1923
12-19-11, 05:04 PM
#1925
Ok let me clarify, the MRS (ZZW30) felt a slight bit sluggish after some mileage, possibly due to the cable operated remote linkage.
The AE86's T50 is direct but sloppy by today's standards, even after rebuilds, and throw is rather long, coming from an older E70/E40 Corollas.
Tacoma SR5 transmission feels durable but not too sporty at the lever or ratios obviously... Supra A80's Getrag feels very German and different than a Toyota..throw was a bit heavy and clunky but very direct and never skipped a beat.
IS/Altezza feels similar I suppose, but it always felt a but clumsy going into 3rd when warm, but overall it was great.
This FRS unit feels quicker to shift, throw is very short and positive, and just feels like it wants to run through each gear on a raceway... (I haven't done that yet, but I will let you know if I ever get a chance. So far everyone who DID drive says its glass smooth and precise, easy to operate.)
Perhaps what I wanted to say is it feels like the best attributes for all Toyota RWD transmissions converged to make this one feel better than ever. LOL!
The AE86's T50 is direct but sloppy by today's standards, even after rebuilds, and throw is rather long, coming from an older E70/E40 Corollas.
Tacoma SR5 transmission feels durable but not too sporty at the lever or ratios obviously... Supra A80's Getrag feels very German and different than a Toyota..throw was a bit heavy and clunky but very direct and never skipped a beat.
IS/Altezza feels similar I suppose, but it always felt a but clumsy going into 3rd when warm, but overall it was great.
This FRS unit feels quicker to shift, throw is very short and positive, and just feels like it wants to run through each gear on a raceway... (I haven't done that yet, but I will let you know if I ever get a chance. So far everyone who DID drive says its glass smooth and precise, easy to operate.)
Perhaps what I wanted to say is it feels like the best attributes for all Toyota RWD transmissions converged to make this one feel better than ever. LOL!
edit: i had heavy chrome **** on my ZZW30, it helped guide it through the gears smoother.
12-19-11, 06:17 PM
#1927
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Here's a little video of the Scion FR-S test drive in Japan from DSPORT Magazine
http://www.youtube.com/watch?v=m574Pa6BUoY
http://www.youtube.com/watch?v=m574Pa6BUoY
12-19-11, 07:21 PM
#1929
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12-21-11, 09:35 AM
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12-21-11, 09:50 AM
#1931
I have no doubt Aisin could build a unit that's as good as the one in the S2000. After all, the S2000 was based on their AZ6 unit that's also found in the IS200, MX-5, RX8, etc. Will it shift like an S2000? I doubt it, but it's very close and that's damn good in my book.
12-21-11, 08:30 PM
#1933
The actual lens/lamp assembly are the same dimensions as confirmed from my source. The front bumper on the BRZ covers the headlight assembly a bit more, making the eyes look a bit shorter across, and the orange marker light inside seems to be reflected or positioned differently. The front facing turn signals are mounted inside the BRZ headlamp assembly, while the FRS/86 has them outside in the corner of the bumper, above the fog lamps.
The front bumper area also has conservative look on the BRZ, while the FRS/86 has a bit more aggressive and aerodynamically conscious shape with pronounced vertical crease line. The grill of the Subaru is reminiscent of the Impreza with simple low count of thick horizontal bars. The Toyota FRS/86 has the all-new T-logo pattern, which is also used in the meter cluster and center console panel inside the interior.
The rear is almost identical aside from the optional deck wing on the Subaru.
Of course the dimensional difference you see in various lines are from convergence difference in the lenses used to take the two photos.
--Photos from GazooResponse website.
Also at least on released catalog specs at Tokyo show, the BRZ is 10mm taller, probably from the difference in gas charged valving/spring-rates of the suspension.
More obvious is the side garnish atop the trailing front fender, where Toyota/Scion chose to badge with "86 Boxer" emblem (optionally with other garnish choices) the, Subaru BRZ has a simple faux grill...which can be rather cool as well. (I assume these are interchangeable... fun, no?)
Also the cutoff points for the hood line and front fenders, as well as the dimensions and shape of the headlight assembly shell are identical, so that the two cars can share a single aftermarket bumper or even swap between Subaru/Scion/Toyota according to preference. (more fun facts!)
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12-28-11, 02:39 PM
#1934
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http://www.insideline.com/subaru/brz...uto-salon.html
Subaru Bringing Two BRZ Concepts to 2012 Tokyo Auto Salon
Subaru Bringing Two BRZ Concepts to 2012 Tokyo Auto Salon
Just the Facts:
-Two concept versions of the 2013 Subaru BRZ sport coupe, one from STI and one from the tuner Prova, will be displayed at the upcoming Tokyo Auto Salon.
-The Subaru BRZ STI Concept is similar to the BRZ Concept STI that was unveiled in November at the 2011 Los Angeles Auto Show.
-For the Tokyo salon, the BRZ STI Concept will sport many of the same pieces, including Bilstein shocks, Brembo brakes, 18-inch STI wheels, a sport muffler, lowering springs, deck spoiler, chin spoiler and carbon-fiber hood and roof.
-Two concept versions of the 2013 Subaru BRZ sport coupe, one from STI and one from the tuner Prova, will be displayed at the upcoming Tokyo Auto Salon.
-The Subaru BRZ STI Concept is similar to the BRZ Concept STI that was unveiled in November at the 2011 Los Angeles Auto Show.
-For the Tokyo salon, the BRZ STI Concept will sport many of the same pieces, including Bilstein shocks, Brembo brakes, 18-inch STI wheels, a sport muffler, lowering springs, deck spoiler, chin spoiler and carbon-fiber hood and roof.
12-29-11, 08:42 AM
#1935
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http://speedhunters.com/archive/2011...-s-by-hpi.aspx
SCION FR-S BY HPI
http://dsportmag.com/browse/cover-st...pec-scion-fr-s
GREDDY-SPEC SCION FR-S
SCION FR-S BY HPI
This is the FR-S radio control car that's being done as collaboration between HPI Racing and Scion, to be released in 2012.
http://dsportmag.com/browse/cover-st...pec-scion-fr-s
GREDDY-SPEC SCION FR-S
2013 SCION FR-S TUNING PREVIEW
ON November 23rd, SCION dropped off one of its two prototype FR-S vehicles to GReddy Performance Products for a tuning blitz. The goal would be to build a lightly-tuned version of the 2013 Scion FR-S for the US media unveiling taking place just a week later. With limited time, GReddy sought to address the most popular vehicle upgrades. Keeping it simple, wheels, tires, suspension, brakes and exhaust would be the goal for the less-than-a-week transformation. With no off-the-shelf parts available, the scramble was in full swing to complete the prototype development.
WHEELING AND DEALING
You would think that fitting the wheels and tires on the Scion FR-S would be among the easiest of upgrades. Unfortunately, Subaru designed the FR-S with the less popular 5x100mm bolt pattern, instead of the more popular 5x114.3mm bolt pattern. Rather than limit wheel choices to 5x100mm selections, GReddy opted to prototype a hub conversion to open the options to the more popular 5x114.3mm pattern. With this conversion in place, GReddy selected a staggered setup featuring 19x8.5-inch (+45mm) Volk Racing G12s in the front and 19x9.5-inch (+35mm) G12s in the rear. The wheels were fitted with 225/35ZR19 (front) and 245/35ZR19 (rear) Hankook Ventus V12 EVO tires.
S-DROPPED AND C-BALANCED
While the Scion FR-S already features an extremely low center-of-gravity, a properly setup coilover suspension system can drop the FR-S to levels below six-figure supercars while still providing the same ground clearance as these supercars. GReddy’s Type-S coilover system was chosen to lower the FR-S while allowing for proper corner balancing and damper tuning. Adjustable spring perches allow the four corners to be individually adjusted until the proper cross balance, F/R and L/R balances are set. In addition, the Type-S damper features 32-settings that provide balanced compression and rebound damper rates. A larger 46mm piston is centered in the monotube design. GReddy states that its Type-S coilover spring rates are optimized to provide additional travel and longer stroke for improved ride and road surface compliance.
BRAKING NEWS
While the factory FR-S brakes may be adequate for street and mild track use, a properly engineered big-brake kit offers substantially more thermal capacity. The large 330mm two-piece rotors of the GReddy brake system allow for extended periods of abuse. When asked to stop 2,900 pounds of car and driver on an FR-S application, these rotors should barely break a sweat. GReddy 6-piston front and 4-piston rear calipers ensure that the pads make an even contact with the rotor while providing the proper pedal effort and travel. Earl’s Teflon-lined, stainless-steel brake lines are included with the system to eliminate pedal squish.
GREDDY SPECTRUM ELITE SE
Considering that GReddy currently offers five different exhaust lineups, the first order of business was to select the proper series for a future FR-S tuner. Ultimately, GReddy chose the Spectrum Elite series based on its combination of sound, performance and looks. The Spectrum Elite series combines increased diameter tubing with free-flowing muffler(s). Sound control is below the 95dBA standard while the tips are sized to avoid unwanted attention. The system prototyped for the FR-S utilizes a single muffler with dual inlets and outlets. Piping diameter is 70mm.
THE END RESULT
Some simple touches definitely allowed this Scion FR-S to stand out from the crowd. While GReddy had just a week with the FR-S, we can only imagine what the future will bring. Air intake systems, strut tower braces and chassis reinforcements are likely to be among the first additional tuning offerings for the FR-S. Later, we expect to see the aftermarket offering off-road headers, straight pipes, camshafts and maybe even stroker kits. Will there be aftermarket turbo systems? Yes. However, they’ll have to be properly engineered to work with the high-compression engine and D-4S direct-plus-port fuel injection system. Needless to say, the FR-S is going to be a tuner choice for a number of years to come.
ON November 23rd, SCION dropped off one of its two prototype FR-S vehicles to GReddy Performance Products for a tuning blitz. The goal would be to build a lightly-tuned version of the 2013 Scion FR-S for the US media unveiling taking place just a week later. With limited time, GReddy sought to address the most popular vehicle upgrades. Keeping it simple, wheels, tires, suspension, brakes and exhaust would be the goal for the less-than-a-week transformation. With no off-the-shelf parts available, the scramble was in full swing to complete the prototype development.
WHEELING AND DEALING
You would think that fitting the wheels and tires on the Scion FR-S would be among the easiest of upgrades. Unfortunately, Subaru designed the FR-S with the less popular 5x100mm bolt pattern, instead of the more popular 5x114.3mm bolt pattern. Rather than limit wheel choices to 5x100mm selections, GReddy opted to prototype a hub conversion to open the options to the more popular 5x114.3mm pattern. With this conversion in place, GReddy selected a staggered setup featuring 19x8.5-inch (+45mm) Volk Racing G12s in the front and 19x9.5-inch (+35mm) G12s in the rear. The wheels were fitted with 225/35ZR19 (front) and 245/35ZR19 (rear) Hankook Ventus V12 EVO tires.
S-DROPPED AND C-BALANCED
While the Scion FR-S already features an extremely low center-of-gravity, a properly setup coilover suspension system can drop the FR-S to levels below six-figure supercars while still providing the same ground clearance as these supercars. GReddy’s Type-S coilover system was chosen to lower the FR-S while allowing for proper corner balancing and damper tuning. Adjustable spring perches allow the four corners to be individually adjusted until the proper cross balance, F/R and L/R balances are set. In addition, the Type-S damper features 32-settings that provide balanced compression and rebound damper rates. A larger 46mm piston is centered in the monotube design. GReddy states that its Type-S coilover spring rates are optimized to provide additional travel and longer stroke for improved ride and road surface compliance.
BRAKING NEWS
While the factory FR-S brakes may be adequate for street and mild track use, a properly engineered big-brake kit offers substantially more thermal capacity. The large 330mm two-piece rotors of the GReddy brake system allow for extended periods of abuse. When asked to stop 2,900 pounds of car and driver on an FR-S application, these rotors should barely break a sweat. GReddy 6-piston front and 4-piston rear calipers ensure that the pads make an even contact with the rotor while providing the proper pedal effort and travel. Earl’s Teflon-lined, stainless-steel brake lines are included with the system to eliminate pedal squish.
GREDDY SPECTRUM ELITE SE
Considering that GReddy currently offers five different exhaust lineups, the first order of business was to select the proper series for a future FR-S tuner. Ultimately, GReddy chose the Spectrum Elite series based on its combination of sound, performance and looks. The Spectrum Elite series combines increased diameter tubing with free-flowing muffler(s). Sound control is below the 95dBA standard while the tips are sized to avoid unwanted attention. The system prototyped for the FR-S utilizes a single muffler with dual inlets and outlets. Piping diameter is 70mm.
THE END RESULT
Some simple touches definitely allowed this Scion FR-S to stand out from the crowd. While GReddy had just a week with the FR-S, we can only imagine what the future will bring. Air intake systems, strut tower braces and chassis reinforcements are likely to be among the first additional tuning offerings for the FR-S. Later, we expect to see the aftermarket offering off-road headers, straight pipes, camshafts and maybe even stroker kits. Will there be aftermarket turbo systems? Yes. However, they’ll have to be properly engineered to work with the high-compression engine and D-4S direct-plus-port fuel injection system. Needless to say, the FR-S is going to be a tuner choice for a number of years to come.
Last edited by Motor; 12-29-11 at 12:01 PM. Reason: +1