Alexandra Straub
Tokyo • In the foothills of Mount Fuji, at the legendary Fuji Speedway, journalists received a sneak preview and seat time in the Scion FR-S, scheduled to be in Canadian showrooms next spring.
First seen as a concept at this year’s New York Auto Show, the FR-S — which stands for Front-engine Rear-wheel drive Sport — will be the fifth model to join the Scion stable in Canada.
The prim and polished two-door coupe oozes sportiness from its pores. The FR-S’s profile styling is inspired by Toyota’s 2000GT (hence the low stance of the hood and roofline), while the vehicle draws its heritage from the AE86 Corolla, more commonly known in Japanese as Hachi-Roku, meaning 8-6. The FR-S is called the FT-86 in Japan.The AE86’s most recognizable characteristic on the FR-S is the upward protruding front fenders that showcase the 86 piston emblem. Combined with an aerodynamic silhouette and a set of 17-inch alloy wheels, this Scion is not business as usual.
As I grasped the sport steering wheel and my body was enveloped by the extremely low to the ground driver’s seat, the checkered flag waved and the I was off. Thanks to its ultra-low centre of gravity — it boasts the lowest hip point of any Scion production vehicle — and a dynamically tuned front MacPherson strut and rear double-wishbone suspension, the FR-S’s road-hugging abilities inspired confidence on a slick and slippery track.
In true sports car fashion, turning off the Vehicle Stability Control (VSC) is an option, although we were encouraged by the brand’s representatives to leave it on due to the somewhat adverse track conditions. Had it been sunny and dry, the lack of the computer nanny would have no doubt added another dimension to the FR-S.
Power comes from a zesty naturally aspirated 2.0-litre engine, the product of a symbiotic relationship between Toyota and Subaru. Mounted front mid-ship, it is touted as being the world’s first horizontally opposed D-4S engine
created from the combined DNA of Subaru’s newly developed engine technology and Toyota’s D-4S direct-injection technology.
This is no unholy union. The system allows for both direct and port injection, resulting in a preliminary specification of 200 horsepower and 151 pound-feet of torque. Harnessing that power comes in two transmission choices: a close-ratio six-speed manual or a six-speed automatic, the latter complete with steering wheel-mounted paddle shifters.
On the track, power is delivered smoothly and promptly through both transmissions. While personal preferences steer me toward the manual, I found the six-speed automatic to be almost as impressive. The weight of the steering balances comfort — ideal for everyday driving — with firmness, in case you find yourself at the Fuji Speedway, or any track at that.
As for the cabin, the FR-S sticks to the functional, a clear indication the designers don’t want the driver to be distracted by a plethora of buttons that typifies many a modern sports car’s centre stack. Rather, it’s to the point and straightforward. That said, it lacks a little flair for my taste. Then again, the FR-S’s attractive exterior makes up for it more than adequately.
The attention to detail in the steering wheel and seats has not been overlooked. With a steering wheel diameter of 365 millimetres, it is the smallest in a Toyota vehicle. And, according to the engineers, the wheel was “optimized with exhaustive feedback from test drivers to enhance steering performance and grip.”
Up front, the FR-S seatbacks and cushion surfaces are designed to provide maximum support during acceleration, and the seat shape is contoured so one’s elbow doesn’t interfere with the driving operation.
On the track, the 2013 Scion FR-S demonstrated it has the inspiration from the past and the DNA of the present to make it a fun-to-drive and emotionally engaging rear-wheel-drive sports coupe.
Canadian pricing has yet to be announced.
