SCION debuts 2011 tC (pg.4)
Lead Lap
Joined: Dec 2005
Posts: 4,418
Likes: 10
From: NC
MotorAuthority
Exotic coupes are a dime a dozen -- actually, more like a million dimes each and up -- but inexpensive sporty hatch-coupes are a fading lot. From the ranks of the old Mitsubishi Eclipse, Toyota MR2, Acura Integra and even the Ford Probe and Mazda MX-6, we're down to a precious few 2-doors you can buy for less than $20,000, and still have a good time at the wheel.
The 2011 Scion tC wants to be in any place we talk about sports coupes and hatchbacks, so much so that Scion flew us out to San Diego this week to take our first spin behind the tC's wheel. After a day of looping around the hills east of town and circling the airport like a 757 trying to thread the needle into the city's notoriously tricky airport, we came away more impressed than ever with the tC, or really, with any Scion, on a fun-to-drive basis. We'd still want to spend a fairly lavish amount on the aftermarket pieces, but the bare-stock car is now something you'd be happy to pit against the likes of the Kia Forte Koup, the lame-duck Ford Focus 2-door, the Honda Civic Coupe and even the spark-free Honda CR-Z.
If you're female, you might think the tC's a mite less appealing, though. Follow the he-she stereotypes through the Scion's new shape, and tell us: is this a shape girls will like, too? Its collection of straight edges have crisped up the 2011 tC's design out of mock-Celica doldrums and into a new happy place of visual distinction. From the side, the big notch in the rear quarter glass is supposed to look like a helmet. We're seeing a mix of GT-R, Camaro and Cylon in the profile. Some fitting sci-fi references are at work, for sure, and they turn concrete when the tC wears its "cement" paint color, a battleship grey that mimics a Steelcase desk (or an ur-Audi TT). The angles slashed into the front and rear ends amplify what we think is something like...design character? We can only hope they're putting this much thought into that on-again, on-again rear-drive FT-86 coupe.
Carried through the cabin, that magically rediscovered T-square puts some starch in the Scion tC's instruments and controls and some glaring lapses in finishes. The fat steering wheel has a flat bottom, and begs your attention as soon as you slide into the wide, sculptured front seat. It's not enough to distract us away from the trifecta of differently grained plastics that hook up in an unnatural way right over the glovebox, but the cockpit wears red-lit gauges well, and the cut-tube gauges and Reese's-sized climate controls inject some function-over-form simplicity that we are loving, after having spent all afternoon deciphering the identical chromed radio buttons on a 2011 Toyota Avalon.
On to performance. The 2011 tC, fully pimped out, does an uncomfortable price overlap with a 2011 Ford Mustang V-6 that will smack it down with sub-6-second acceleration runs all day long. Tucked under the $20,000 limit, the tC outdoes any front-drive coupe from Japan at the price, with juiced-up power and grip that's just aching for some kind of forced-induction abduction.
There's but 1 drivetrain you'll get in any tC, a 2.5-liter 4-cylinder with variable valve timing and a variable intake manifold. It's related to the bigger 4 in the base Camry, and reels off 180 horsepower with a smooth, churning resonance with a slight burble in its tuned exhaust that surfaces around 3200 rpm. It's by no means a zingy powerplant, but it gets the job done from a 600-rpm idle up to its 6400-rpm redline. With the larger engine (up 0.1 liters), the four puts out 18 more hp and 11 pound-feet over the '10 edition, and Scion says that's enough to boost the tC to 60 mph in about 7.6 seconds with the manual gearbox, or 8.3 seconds with the automatic.
Scion pairs up the 4 with a 6-speed manual transmission with a nicely weighted shift lever and a crazy-light clutch uptake, or a sequential-shift automatic with its manual mode hanging off the left slot from Drive. Guys will choose the stick, but there's relatively little shame delivered with the automatic. It'll remember your driving style, so downshifts will come at a decent clip if you hammer on the throttle or slide the shift lever left, and down. Scion's skipping any kind of paddles for now, which we hate, but at this price point it's not much of a surprise. Either version nets you 23/31 mpg, up a couple miles per gallon on both counts over last year.
On the roads in and out of San Diego, the tC's ride quality came up at the top of its charming list. And in this case that's not fatal for a sport coupe. Even with 18-inch stock wheels (and 19-inchers an option), the tC rides calmly over the kind of perennial construction you see all over downtown San Diego and the mild pavement waves that ripples over I-8 eastbound. Toyota had tC hatches with TRD racing pieces installed, and the thick stabilizer bars turn the car into more of a sledgehammer on these kinds of streets, but an unmodified tC and its independent suspension is a fairly nerve-soothing choice among sporty cars. Electric power steering actually feels good here, too, as do the bigger all-disc brakes.
Exactly as long overall as before, this year's tC has gotten wider on paper. The span across the interior's not much bigger, but the front seats have. The big bolstered buckets have good grippy cloth all over, and they're wide--so wide, even football builds will feel fine after a few hours behind the tilting, telescoping wheel. We have no kudos here for the standard sunroof, since it robbed me of the 3/4-inch of headroom I needed to avoid contact with the fuzzy roof liner.
In back, we'd give all those missing props. Not only will adult-sized adults get in there easily enough, they'll find a backrest that reclines a few degrees, almost guaranteeing most passengers will find a comfortable seating position. The front seats also have a memory function so when they're flipped forward, they'll reposit themselves as they were before you opened up the doors to the party crowd.
Since Scion puts the USB jack in front of the shift lever, I found more use for the shallow bin ahead of it. The console's a bit too skinny, and in a skin-flint touch, it's all hard plastic, like most of the dash. The glovebox is pretty shallow as well--but the cargo area under the hatch can hold a few roll-aboards and has a pair of deep bins for rattly things like tire gauges.
At a base price of just a hair under $19,000, the 2011 Scion tC hits almost all the notes you'd want to hear in this gadget-addled category. Standard gear includes power windows, locks and mirrors; cruise control; steering-wheel audio controls; XM satellite radio; tilt/telescope steering; and that sunroof, which lights up the cabin but comes with a flimsy pull-forward shade that slips out of its track more often than you'll have the patience to correct. The glass roof also has a pop-up mesh wind deflector that doesn't really change the volume of noise generated by the raised panel, just the frequency.
For safety's sake, the tC comes with 8 airbags, the 2 unusual ones being front-passenger knee airbags. Stability control and anti-lock brakes are standard, too, and the tC has a switch to turn off the stability control.
Scion's put a ton of effort into audio, as you can see from the list above. The base head unit has 300 watts of power and eight speakers molded into the door panels and dash, and while it's more loud than crisp and clear, it's what the people want (the people being someone around 26 years old, Scion says). The midrange option is an Alpine unit with a small screen for an available plug-and-play navigation system I thought was too small for easy use and clarity. Spend all you can on Scion's accessory sound and you'll get a touchscreen navigation/audio system with some wonky gen-II iPod controls programmed in--though it does include Bluetooth streaming and phone controls as well as HD Radio. There's no SYNC to be found--and if you don't splurge on the top-dollar head unit, a separate Bluetooth accessory will cost you.
Will that be the thing that drives people from Scion over to Kia or Hyundai, where they hand out Bluetooth like Tic-Tacs? We doubt it, and we're far more ready to "like" the tC's driving feel compared to the clunky manual and slightly squishy feel of the Forte Koup. It's not a tremendous value any more, but the tC finally has some character to call its own.
Last edited by GS69; Aug 6, 2010 at 08:12 AM.
I wonder how much headroom is gained by using that distinctive rear hatch?
Perhaps the rumored convertible version will smooth out the roofline to something more standard.
But then again, does Scion really want to make their cars look common?
Perhaps the rumored convertible version will smooth out the roofline to something more standard.
But then again, does Scion really want to make their cars look common?
Driver
Joined: Dec 2009
Posts: 93
Likes: 1
From: ON
AutoGuide's 2011 Scion tC First Drive
http://www.autoguide.com/manufacture...rive-1405.html
http://www.autoguide.com/manufacture...rive-1405.html
Toyota’s youth-oriented Scion brand is growing up, ever so slightly, refining its popular flagship tC model for 2011. Currently the tC boasts the youngest buyer in the industry with an average age of just 26 years old, and while Scion wants to maintain that core group of younger buyers, they’re also looking to bring in some slightly older customers (including second-time buyers) with a long list of small but important improvements.
It’s not the dramatic new sports car many had hoped for, with Scion instead opting for an evolutionary approach to the compact coupe. We’ll admit that a more powerful rear-drive sports car would be fun, but there’s little space in the market for such a model – especially at this price point. And with the tC already a major player in the compact coupe segment, Scion would be foolish to risk their share of this segment on a more expensive model in a smaller niche.
DESIGN EVOLUTION WITH MORE OF A TRUE COUPE PROFILE
At first look, the 2011 tC seems a tad too evolutionary, something we’ve come accustomed to from the overly conservative Toyota brand. Closer inspection, however, reveals the new model’s design appears longer with more of a true coupe profile. In comparison, the first-gen tC now looks almost as round as a VW Beetle.
Surprisingly, the new tC is actually identical in length to the old model, and it shares the same overall height. What has been changed is the width and the track at roughly 2-inches wider. That, combined with the flat-fronted nose and an overall look inspired by a racing helmet, helps deliver a masculine style that can compete with the boy-racer styled Kia Forte Koup, while also delivering a slightly more sophisticated European look.
NEW ENGINE AND TRANSMISSIONS WITH ADDED POWER AND ECONOMY
Under the hood, the evolution continues with a slightly larger engine and a respectable bump in power that allows the tC to jump past its competitors while still steering clear of the more hard-core (and more expensive) options like a Civic Si. A new 2.5-liter 4-cylinder replaces the 2.4 with an added 19-hp and 11 ft-lbs of torque to total 180-hp and 173 ft-lbs. More importantly, however, are two new transmission choices with a standard 6-speed manual and optional 6-speed automatic – an important step forward compared to last year’s out-dated 4-speed. The result is a 0-60 mph time of 7.6 seconds (manual) and 8.3 seconds (automatic), a drop of 0.6 and 0.8 seconds respectively.
Whether driving hard or just driving, the upgrades make a big difference. There’s a solid amount of power that continues on past the 60-mph mark. The stick-shift has reasonably short throws and is more direct than the previous 5-speed unit – a notable improvement over past Toyota boxes and one that really helps compliment the sporty look and feel of the car.
As for the automatic, it drops gears without hesitation when asked. The remainder of the time, it reaches for the highest gear possible to improve fuel economy, which is now rated at 23/31-mpg (city/highway) – a solid jump of several mpgs over the past model.
While the six-speed auto does come with a manual-shifting feature, it will only hold gears within a small window of throttle input and revs. It will automatically up-shift (which we expect), but Toyota even designed it to drop gears if you really lay into the throttle.
IMPROVED HANDLING AND RIDE QUALITY
Along with the power-bump, the sporty driving experience has been enhanced thanks to the wider track, an upgraded suspension and larger 18-inch wheels with wider 225 tires. As a front driver, understeer is still unavoidable, although we’re impressed with how much better it holds a line, not to mention the reduced amount of body roll. Another bonus is that the highway ride quality is also improved with a Corolla-esque amount of comfort.
One pleasant surprise is the electric power steering
system. Used as a way to help improve fuel economy, we expected it to be vague and slow to respond and yet it has decent on-center feel and acts on inputs naturally and quickly.
In the performance (and safety) category, Scion also upgraded the brakes on the 2011 tC. Primarily this was in response to customer feedback from the original model. The rear rotors increase from 10.59-inches to 10.98-inches, while the fronts jump more significantly from 10.83-in. to 11.65-in.
We had a chance to test out cars with the upgraded TRD brake kit as well. The front binders do have a more significant initial bite, but under hard stops the lack of any upgrades for the rear mean the tail dances around – hardly a confidence-inspiring setup. Piloting the a TRD-equipped car first, we expected the standard rotors to be a letdown, but that wasn’t the case, with the stock setup delivering a progressive feel that sheds speed admirably.
A final performance note is the mostly irrelevant traction control system. For safety purposes, we’re all in favor of Toyota’s VSC (Vehicle Stability Control) setup, but while Scion claims you can turn it off in two stages (first shutting down traction control and then stability control), both systems default to the on position once above 31-mph. Now while 99 percent of Scion buyers will never take their vehicle to the track, essentially negating our criticism of this feature, the youth-oriented brand is also ensuring that number will stay at 99 percent – ignoring an important growth possibility with the more hard-core segment of buyers who often become brand ambassadors to their friends.
NEW INTERIOR ARGUABLY THE BIGGEST IMPROVEMENT
Of all the 2011 tC’s upgrades, the design might get the most looks and the engine stats might garner the most ink, but it’s the interior that draws the most praise from us. If you weren’t sure before hand, sliding behind the wheel of the 2011 tC will convince you just how all-new this new model is and where Scion is taking it.
First, the seats are surprisingly well-bolstered, immediately cuing the driver to the added performance of the new model. The incredibly thick-rimmed steering wheel continues to drive this message home, as does the flat bottom design, while the perforated leather on the wheel adds a luxurious touch. The automatic shifter is pretty standard fare, although the manual stick shift is more like the steering wheel in terms of a quality German look and feel. The setup reminds us of the Volkswagen GTI and speaks to the slightly higher demographic Scion is after with the second-gen tC.
Standard equipment in the new model is impressive with power locks and remote keyless entry, power windows with driver one-touch auto-down, A/C, a leather-wrapped tilt and telescopic steering wheel with audio controls and, of course, the tC’s trademark panoramic moonroof.
And while there are plenty of options for audiophiles, the standard setup is impressive with 8-speakers and 300 watts. Even the speaker layout and design is impressive with six-speakers in the front of the cabin, with three on each side running up the doors to the A pillar and getting progressively smaller as they go – like something you might find on a SEMA show car.
The list of standard safety equipment is also extensive, although it’s not likely to be of much concern to the car’s young male demographic. Features include eight airbags, the aforementioned traction control and vehicle stability control, a tire pressure monitoring system as well as a brake override system.
In true Scion fashion there are plenty of accessories to be had, with 45 TRD parts available at launch, including an exhaust system that gives the tC a nice sporty tone. Unfortunately no supercharger or turbocharger is available… yet.
Despite these fun parts, we’re shocked at the absence of some options – especially for a youth-oriented brand that prides itself on customization. For starters, Bluetooth is only available as a dealer-installed option and leather isn’t available at all. There’s also no option for a push-button ignition, nor is there a keyless access system. And with premium features like these available on vehicles like the Mazda3, Ford Fiesta and even the Nissan Versa, we’re a bit disappointed.
Pricing for the 2011 model reflects the overall improvements made to the car, with a new base price of $18,275 for the 6-speed manual and an extra $1,000 for the automatic. This puts it just ahead of the Kia Forte Koup and slightly less expensive than a 5-door Mazda3 equipped with the larger 2.5-liter engine.
THE VERDICT
An improvement in every area and class leader in almost all respects, the 2011 tC falls somewhat a victim to great expectations – generated, in part, by Scion. With a larger focus on racing, not to mention the hype generated by taking so long to bring this second-generation model to market, no one can be blamed for wanting something more revolutionary – especially from a car company that brands itself as such.
And as much as we love the optional TRD equipment, we’d love to see a halo model with all the performance goodies, unique styling and possibly even more power. It would be a true Civic Si competitor that would help brand the overall performance image of the tC.
Still, it looks great, has an impressive new interior and boasts added power with improved acceleration, handling and fuel economy. In all ways the 2011 Scion tC is a fitting sequel to a car that put Scion on the map.
It’s not the dramatic new sports car many had hoped for, with Scion instead opting for an evolutionary approach to the compact coupe. We’ll admit that a more powerful rear-drive sports car would be fun, but there’s little space in the market for such a model – especially at this price point. And with the tC already a major player in the compact coupe segment, Scion would be foolish to risk their share of this segment on a more expensive model in a smaller niche.
DESIGN EVOLUTION WITH MORE OF A TRUE COUPE PROFILE
At first look, the 2011 tC seems a tad too evolutionary, something we’ve come accustomed to from the overly conservative Toyota brand. Closer inspection, however, reveals the new model’s design appears longer with more of a true coupe profile. In comparison, the first-gen tC now looks almost as round as a VW Beetle.
Surprisingly, the new tC is actually identical in length to the old model, and it shares the same overall height. What has been changed is the width and the track at roughly 2-inches wider. That, combined with the flat-fronted nose and an overall look inspired by a racing helmet, helps deliver a masculine style that can compete with the boy-racer styled Kia Forte Koup, while also delivering a slightly more sophisticated European look.
NEW ENGINE AND TRANSMISSIONS WITH ADDED POWER AND ECONOMY
Under the hood, the evolution continues with a slightly larger engine and a respectable bump in power that allows the tC to jump past its competitors while still steering clear of the more hard-core (and more expensive) options like a Civic Si. A new 2.5-liter 4-cylinder replaces the 2.4 with an added 19-hp and 11 ft-lbs of torque to total 180-hp and 173 ft-lbs. More importantly, however, are two new transmission choices with a standard 6-speed manual and optional 6-speed automatic – an important step forward compared to last year’s out-dated 4-speed. The result is a 0-60 mph time of 7.6 seconds (manual) and 8.3 seconds (automatic), a drop of 0.6 and 0.8 seconds respectively.
Whether driving hard or just driving, the upgrades make a big difference. There’s a solid amount of power that continues on past the 60-mph mark. The stick-shift has reasonably short throws and is more direct than the previous 5-speed unit – a notable improvement over past Toyota boxes and one that really helps compliment the sporty look and feel of the car.
As for the automatic, it drops gears without hesitation when asked. The remainder of the time, it reaches for the highest gear possible to improve fuel economy, which is now rated at 23/31-mpg (city/highway) – a solid jump of several mpgs over the past model.
While the six-speed auto does come with a manual-shifting feature, it will only hold gears within a small window of throttle input and revs. It will automatically up-shift (which we expect), but Toyota even designed it to drop gears if you really lay into the throttle.
IMPROVED HANDLING AND RIDE QUALITY
Along with the power-bump, the sporty driving experience has been enhanced thanks to the wider track, an upgraded suspension and larger 18-inch wheels with wider 225 tires. As a front driver, understeer is still unavoidable, although we’re impressed with how much better it holds a line, not to mention the reduced amount of body roll. Another bonus is that the highway ride quality is also improved with a Corolla-esque amount of comfort.
One pleasant surprise is the electric power steering
system. Used as a way to help improve fuel economy, we expected it to be vague and slow to respond and yet it has decent on-center feel and acts on inputs naturally and quickly.
In the performance (and safety) category, Scion also upgraded the brakes on the 2011 tC. Primarily this was in response to customer feedback from the original model. The rear rotors increase from 10.59-inches to 10.98-inches, while the fronts jump more significantly from 10.83-in. to 11.65-in.
We had a chance to test out cars with the upgraded TRD brake kit as well. The front binders do have a more significant initial bite, but under hard stops the lack of any upgrades for the rear mean the tail dances around – hardly a confidence-inspiring setup. Piloting the a TRD-equipped car first, we expected the standard rotors to be a letdown, but that wasn’t the case, with the stock setup delivering a progressive feel that sheds speed admirably.
A final performance note is the mostly irrelevant traction control system. For safety purposes, we’re all in favor of Toyota’s VSC (Vehicle Stability Control) setup, but while Scion claims you can turn it off in two stages (first shutting down traction control and then stability control), both systems default to the on position once above 31-mph. Now while 99 percent of Scion buyers will never take their vehicle to the track, essentially negating our criticism of this feature, the youth-oriented brand is also ensuring that number will stay at 99 percent – ignoring an important growth possibility with the more hard-core segment of buyers who often become brand ambassadors to their friends.
NEW INTERIOR ARGUABLY THE BIGGEST IMPROVEMENT
Of all the 2011 tC’s upgrades, the design might get the most looks and the engine stats might garner the most ink, but it’s the interior that draws the most praise from us. If you weren’t sure before hand, sliding behind the wheel of the 2011 tC will convince you just how all-new this new model is and where Scion is taking it.
First, the seats are surprisingly well-bolstered, immediately cuing the driver to the added performance of the new model. The incredibly thick-rimmed steering wheel continues to drive this message home, as does the flat bottom design, while the perforated leather on the wheel adds a luxurious touch. The automatic shifter is pretty standard fare, although the manual stick shift is more like the steering wheel in terms of a quality German look and feel. The setup reminds us of the Volkswagen GTI and speaks to the slightly higher demographic Scion is after with the second-gen tC.
Standard equipment in the new model is impressive with power locks and remote keyless entry, power windows with driver one-touch auto-down, A/C, a leather-wrapped tilt and telescopic steering wheel with audio controls and, of course, the tC’s trademark panoramic moonroof.
And while there are plenty of options for audiophiles, the standard setup is impressive with 8-speakers and 300 watts. Even the speaker layout and design is impressive with six-speakers in the front of the cabin, with three on each side running up the doors to the A pillar and getting progressively smaller as they go – like something you might find on a SEMA show car.
The list of standard safety equipment is also extensive, although it’s not likely to be of much concern to the car’s young male demographic. Features include eight airbags, the aforementioned traction control and vehicle stability control, a tire pressure monitoring system as well as a brake override system.
In true Scion fashion there are plenty of accessories to be had, with 45 TRD parts available at launch, including an exhaust system that gives the tC a nice sporty tone. Unfortunately no supercharger or turbocharger is available… yet.
Despite these fun parts, we’re shocked at the absence of some options – especially for a youth-oriented brand that prides itself on customization. For starters, Bluetooth is only available as a dealer-installed option and leather isn’t available at all. There’s also no option for a push-button ignition, nor is there a keyless access system. And with premium features like these available on vehicles like the Mazda3, Ford Fiesta and even the Nissan Versa, we’re a bit disappointed.
Pricing for the 2011 model reflects the overall improvements made to the car, with a new base price of $18,275 for the 6-speed manual and an extra $1,000 for the automatic. This puts it just ahead of the Kia Forte Koup and slightly less expensive than a 5-door Mazda3 equipped with the larger 2.5-liter engine.
THE VERDICT
An improvement in every area and class leader in almost all respects, the 2011 tC falls somewhat a victim to great expectations – generated, in part, by Scion. With a larger focus on racing, not to mention the hype generated by taking so long to bring this second-generation model to market, no one can be blamed for wanting something more revolutionary – especially from a car company that brands itself as such.
And as much as we love the optional TRD equipment, we’d love to see a halo model with all the performance goodies, unique styling and possibly even more power. It would be a true Civic Si competitor that would help brand the overall performance image of the tC.
Still, it looks great, has an impressive new interior and boasts added power with improved acceleration, handling and fuel economy. In all ways the 2011 Scion tC is a fitting sequel to a car that put Scion on the map.
Lexus Test Driver
Joined: Mar 2008
Posts: 9,982
Likes: 241
From: California
Rear end looks horrible. Big, overweight hiney, truckish taillights, and huge C-pillar. Interior also looks cheap and underdeveloped. Toyota had all these years to come up with this? Sometimes I wonder who's running the company. This is truly a sad situation and missed opportunity.
Lexus Fanatic
Joined: Nov 2008
Posts: 14,100
Likes: 1
From: tech capital
I need to see it in person before I conclude on styling.. I'm thinking it might look better in person, with it's new more aggressive stance (2 inches more track and body width, same length and height).
The improved Tc should grow sales in US significantly for this model (my guess/forecast, not necessarily a long-term projection because this class of car rarely sustains high sales pace)
The improved Tc should grow sales in US significantly for this model (my guess/forecast, not necessarily a long-term projection because this class of car rarely sustains high sales pace)
Driver School Candidate
Joined: Aug 2010
Posts: 27
Likes: 0
From: CT
Based on my initial observations, I'd go as far as to say the car is sinisterly-ugly. The interior looks like absolutely nothing to write home about, if it mimics the last car's Corolla-origins. I know Toyota can do better at this pricepoint.
Lead Lap
Joined: Dec 2005
Posts: 4,418
Likes: 10
From: NC
InsideLine
Sure, go ahead, throw the 2011 Scion tC into the next corner, but don't expect it to make a play for your emotions with spot-on steering feel. No, man, this isn't a Mini or a Mazda. Just like the original tC, the 2011 Scion tC is all about nailing the minutiae. Styling matters. Passenger space matters. Features matter. And Scion's trying to get it all under one roof for less than $20,000.
This is a tall order in 2010 money, but when the redesigned tC coupe-hatchback arrives at dealers this October, you'll be able to get it for $18,995 with a manual transmission or $19,995 with an automatic.
Of course that's $1,375 more than you had to pay for an automatic-equipped 2010 tC. But the 2011 Scion tC has more horsepower, 2 extra forward gears and a revamped suspension. This is progress, even though the car doesn't feel radically different from before.
More of the Same Is OK?
You might think Scion would try something radical with the tC redesign, though, because Toyota's smallest division is struggling.
Back in 2006, Scion sold 173,017 vehicles. That dropped to 113,848 in 2008. In the awful year of 2009, only 57,775 cars found homes, and this year, Scion is on pace to sell even fewer. The tC has seen the steepest drops of any Scion model, as sales fell from 40,980 in 2008 to 17,816 last year to 7,756 units in the 1st half of 2010.
Is it the economy, stupid? Probably, that's part of it. The median Scion tC buyer is only 26 years old, and we know plenty of people under 30 who aren't pulling down enough income to manage a car payment right now.
But you can't leave the cars out of it, either. Scion is supposed to show us the passionate side of Toyota. And though we've seen some risk-taking in the exterior design of these cars, this certainly hasn't happened in the performance department. The Scion tC is safe and predictable enough for your grandma to drive, and that shouldn't be.
Strong Motor, Smooth Automatic
Still, you and your granny will like the 2.5-liter four-cylinder in the 2011 Scion tC. Borrowed from the Camry, this engine looks good on paper. The 2.5-liter is rated at 180 horsepower at 6,000 rpm and 173 pound-feet of torque at 4,100 — significant gains over the old 2.4-liter engine (161 hp, 162 lb-ft).
The goodness goes beyond that, though, as the engine delivers ample torque right off the line and retains its vigor and smoothness all the way up to its 6,300-rpm redline. There's even a bit of an exhaust note that gives the tC a hint of sportiness without entering the realm of the annoying. Of course, there's a louder TRD accessory exhaust. You can get an upgraded intake as well, but there won't be a supercharger at launch.
Of the 2 new transmissions, we prefer the 6-speed automatic. It's quick with shifts in "D" (though considerably less so in Manual mode) and impressively smooth. The 6-speed manual offers slightly shorter gearing, but the clutch take-up is a little vague and the pedals aren't set up especially well for heel-and-toe downshifts.
Fuel economy is the same (23 mpg city/31 mpg highway/26 mpg combined) with either transmission, but the manual-shift tC is quicker, with a predicted 0-60-mph time of 7.6 seconds versus 8.3 seconds for the automatic version. This is right in line with the automatic Kia Forte Koup SX we tested (8.4 seconds), but slower than the Mazda 3 s (8.1 seconds). Notably, Scion does not count the Kia among the tC's key rivals, instead zeroing in on the Mazda, the Volkswagen Jetta and Golf and the Mini Cooper.
Same Basic Chassis
The 2011 Scion tC is the same size as last year's model. It's still 174 inches long, it still rides on a 106.3-inch wheelbase, it's still 55.7 inches tall and it only weighs 100 pounds more (due to added standard equipment). Its track has been widened by an inch in front and 2 inches in back, mostly to make room for its newly standard 18-inch wheels and 225/45R18 91W Toyo Proxes all-season tires.
Suspension design is the same, too, as the tC shares its front struts and rear double wishbones with the European-market Avensis and Auris. We're told that compression damping has been increased, and that slightly higher-rate springs and thicker stabilizer bars have been fitted — all in the name of improved handling. Steering switches from hydraulic-assist to electric-assist in the name of fuel economy. The brake discs are larger in diameter, front and rear.
Getting down a back road in the 2011 tC is no problem, as the car doesn't fall all over itself with body roll or understeer. But that fun-to-drive thing is absent, as the car also doesn't really communicate with you.
Ride quality is about what you'd expect with 18s, which is to say tolerable but not optimal. Road noise is moderate. Scion tCs fitted with the 19-inch TRD accessory wheels ride a bit more harshly.
Good Seats, Lots of Features
We never cared for the thin seats in the original Scion tC, but the front seats in the 2011 model are immediately comfortable. They're an inch wider than before, the better to accommodate our American-size frame, and better shaped as well. The thick-rimmed, flat-bottom steering wheel might be a bit much if you have dainty hands, but the telescope adjustment certainly does help.
Scion carved out another inch of legroom in the backseat, and with an easy-entry feature on both front chairs, getting in back is no problem if you're of the 5-foot-10 persuasion.
Materials quality is nothing special, but Scions have never been standouts in this department. The standard features list has gotten a bit longer, though, as every Scion tC now comes with knee airbags for the driver and passenger. The panoramic sunroof remains standard, and for reasons we don't quite understand, Scion is offering three different audio head units. All have iPod integration, but the midrange Alpine unit gives you plug-and-play options for an aftermarket navigation system or back-up camera, while the high-line unit gives you a conventional built-in nav system.
Does This Formula Still Work?
Scion officials tell us, "The tC is our only dedicated model. It's the clearest representation of our DNA."
Therein lies the problem, because the 2011 Scion tC is a car without a singular mission. This coupe-hatchback has to do too much. It has to give equal priority to style, feature content and out-and-out affordability. There's just not enough money left in the budget to do anything very exciting with the car's chassis.
This reminds us why we're the writers and not the product planners. Had Scion asked us to redesign the tC, it would look like a 1987 Honda CRX and ride on 16-inch wheels. We'd have blown the budget tuning the chassis before we even got around to details like a panoramic sunroof, a deluxe sound system or knee airbags. But we digress.
It's in fashion to say that tech-savvy people in their 20s aren't interested in driving and that cars should cater to that lack of interest. But the not-very-sporty Scion tC hasn't sold well in years, so perhaps more of the same is not the answer. What's needed instead is a car with stronger character, a car that's all about the drive.
And we have it on good authority that such discussion is already happening at Scion. "The marketplace still demands fun, high-performance vehicles," says Jack Hollis, vice president of the Scion division. "Scion has positioned itself perfectly in that world with tuners and accessorization, and it would be great to top that off with a rear-wheel-drive application. It would probably have to be a car that was a little over $20,000, because I would want to make it such that it would be a car that was substantial for Scion."
Lexus Test Driver
Joined: Dec 2006
Posts: 1,499
Likes: 3
From: CA, Bay Area
This tc really hurt my eyes to look at it. The profile view is the worst (see above), flat roof line, long and narrow windows, short butt overhang, super-sized c-pilar, all add up to this fugly tc... oh well.
