86 [Official] Toyota GT 86

[Guibo]

Most reviews give this car 5 stars. It is really the sportscar of the decade (toghether with 911 GT3 and 458 Italia?)

The decade is still too young and if history is anything to go by, the GT3 and 458 will be interesting footnotes in a long line of continuously developed cars that are the pinnacle of their genre, but that may not be enough for them to be remembered as "sportscar of the decade." The Scuderia version and likely replacement will be even better. The GT 86 as we know it might not be remembered that way, either; I'd say the decade may be defined by a growing environmental awareness and the current car is lacking in some respects (no hybrid drive, no stop-start; both of which will be or are already featured on the Porsche and Ferrari). Only 6 speeds, old-tech slushbox for the automatic, and no CF construction, while BMW is poised with mass-market cars with CFRP in just a couple of years.
The significance of the GT 86 and Subaru variant may be that they are one of the first among the mass market producers to adopt the line long held by the likes of Lotus/Caterham: focusing on the experience of driving and enhancing involvement. It says, "its ok not to pursue benchmark numbers or to pursue objective superiority over others for the sake of superiority." Actually give something back that's rewarding and can be felt at more realistic road speeds, more accessibly to more people. This is something that each generation of the Miata seems to be moving away from. The philosophy was already at work in the Lexus LFA, but that was a freak anamoly reserved for the filthy rich. Toyota knows from the ongoing pace of cars and marketing machines, and from desires from within their own board of directors, that this may not be a popular strategy, so their sales targets seem very reserved.
But if any strategy deserves to succeed, IMO, this is it. Certain voices within the motoring press (eg, James May and numerous Car and Evo Mag writers) as well as engineering (Gordon Murray) have been calling for an end to "the rot" (as they put it) of pursuing ultimately meaningless performance stats at the expense of involving driving, and it's nice to see Toyota/Lexus/Subaru have stepped up.

 

[martinbo]

Guibo gets it. As always.

 

[Monster]

An interesting read about the conflicts of ideas the two groups of engineers had during the development of the car.

The chief engineer for the Toyota 86, Tetsuya Tada, acknowledges the unusual marriage of philosophies had its rocky patches, particularly at the start, where the rival engineers argued for six months about the basic concept. Subaru initially wanted a turbocharged car with all-wheel-drive; Toyota eventually won the battle but not before a six-month standoff.

To prove his argument, Tada built a rear-drive, lower-powered prototype using Subaru parts. The Subaru engineers drove it and agreed to the concept.

‘‘Both Toyota and Subaru have their own philosophy and pride in car making,’’ Tada says. ‘‘There was a lot of frustration, arguments and discussions.’’

But he says the collaboration was a success. ‘‘Without the effort and the co-operation of Subaru, this project would not have been achieved,’’ Tada says.

The manager for global marketing at Subaru, Atoshi Atake, agrees that to go it alone on such a project would have been too difficult.

‘‘The size of this market is low volume,’’ he says. ‘‘Without Toyota’s help it would have been hard to make a convincing case for this car. And it helps to have the costs divided.’’

Despite the proclamations of admiration, there is no doubt some of Tada’s observations of the project aren’t going to sit well with Subaru management.

He says turbocharging the engine was discounted because the more linear power delivery and higher-revving nature of a naturally aspirated engine better suited the car.

And he says the team dismissed having all-wheel-drive underpinnings because they added weight and took away driver involvement.

‘‘Many new sports cars have high-performance tyres, turbo technology and four-wheel-drive,’’ Tada says. ‘‘The car is controlled using high-tech. As a result the car is heavier, the prices are higher, so it’s not affordable to everybody.’’

He claims too much technology takes the enjoyment out of driving, making it ‘‘boring’’ for the driver.

‘‘Cars are fun only when it is the driver that is in control,’’ he says.

Tada may have won the battle over AWD but Subaru maintains the heart of the car is still Subaru.

‘‘The product planning and the design was done by Toyota but the rest is a Subaru,’’ Nick Senior says. ‘‘And I think the rest is the DNA piece that gives it its driving characteristics. It’s a fun car to drive. It’s a driver’s car.’’

Senior admits the lack of AWD is a ‘‘philosophical issue’’ the company is still wrestling with. But he says the cautious approach is more about making sure the numbers add up and that the small brand can compete with Toyota’s marketing muscle.

‘‘They’re 25 per cent of the market and we’re 3.5per cent,’’ Senior says. ‘‘They’ve got a fair bit of muscle. It’s not really a David and Goliath battle, it’s Goliath versus the son of David.’’

But Senior, who drove a prototype of the vehicle while Subaru engineers were carrying out development work in Australia for the joint venture, is clearly warming to the idea.

‘‘I drove the car and I think the more time you spend with the car it sort of clouds the decision making – in a good way,’’ he says. Senior isn’t concerned by the lack of a turbocharger, a move that has been criticised by Subaru’s loyal following.

‘‘We don’t have turbo engines on a lot of our cars,’’ he says. ‘‘It was never designed from day one to have a turbo. One of the principal things is light weight and cost. We have had performance cars in the past without turbos.’’

Tada says the boxer engine ties the new car in with Toyota’s first sports car, the Sports 800, which launched in 1965 with rear-wheel-drive and a boxer engine.

The car also pays homage to the 1967 Toyota 2000GT, the only Toyota sexy enough to star in a James Bond movie (although the car was never driven by 007 – he was only a passenger).

But it takes its name and essence from the AE86 Corolla Sprinter that launched in 1983 (Subaru’s name is all-new; ‘‘B’’ denotes the boxer engine layout, ‘‘R’’ signifies rear-wheel-drive , while ‘‘Z’’, we’re told, is at the top of the alphabet – like the car is at the top of its class) and became a popular weapon of drifters both abroad and in Australia.

The Sprinter was built as a grassroots racer: easy to tune, easy to modify and cheap to run. And it’s this car the company sees as the 86’s spiritual father.

Which is just as well, because nothing in the current Toyota line-up looks even remotely related. The 86 goes against everything that has made the conservative company the juggernaut it is today.

It is low-volume, has niche rather than universal appeal and is radical and racy rather than conservative. The seating position is low to the ground, despite the fact Toyota puts a premium on making cars that are easy to get in and out of – particularly for older buyers.

There are other glaring differences, too. Toyota engineers typically talk about how many golf bags you can fit in the boot of the car. For the 86, they say the load area was designed to take a set of racing tyres and a toolbox.

So why and how did it get the green light? The answer lies with Akio Toyoda, a racing enthusiast who, at the launch of the car in Tokyo last month, arrived in a race suit and called the car his ‘‘baby’’.

‘‘All the automobile lovers are waiting for this kind of car,’’ he told the crowd at the launch. He also thanked them for their ‘‘patience’’, given the long wait for a Toyota sports car since the demise of the Supra, Celica and MR2.

‘‘To me, for the last 10 years I have been part of the development of the vehicle so I really feel like my new baby is coming out,’’ he said.

Toyoda – and Toyota as a whole – realises the company has reached a stage where its core values of quality, dependability and reliability (internally referred to as QDR) aren’t enough any more. Mazda offers those qualities and an X-factor: desirability. It has become what the marketers love to call an ‘‘aspirational’’ brand, while Toyota is seen as dependable but a little dull.

Previous attempts to introduce a hero car had been turned down by bean counters who said they could use the money for more profitable projects.

That changed with the ascendancy of Toyoda. ‘‘We were only able to get this project through because of Mr Akio Toyoda,’’ Tada says.

That doesn’t mean the coupe can afford to lose money for the company.

‘‘We don’t have to make so much profit out of this model but making losses are not permitted so I have to break even for this project,’’ he says.

But in other respects, Tada’s group had a freer rein than other projects.

The development team worked using the slogan of ‘‘built by passion not by committee’’ and deliberately cast aside the development parameters usually used by Toyota.

‘‘We listened a lot to car enthusiasts in our company,’’ Tada says. ‘‘We visited circuit racing events to listen to our customers. Rather than producing a car with universal appeal, we stuck to our pursuit of a real sports car.’’

Tada didn’t, however, listen to enthusiasts who called for a high-powered, Nissan GT-R beater, choosing to endow the 86 with a modest 147kW power output.

Subaru’s Atake says: ‘‘Sports cars tend to be assessed based on numerical performance, however what is really important is the sensation we feel when we drive. Somehow the market has forgotten about these small, fun, four-cylinder cars. I think we have the market cornered for this type of car. The sweet spot for the BRZ is very big.’’

That means Subaru, at least, expects buyers’ ages to range from people in their 30s right up to those in their 60s and predominantly male.

Who, then, would buy Subaru’s version of the car ahead of a Toyota clone? ‘‘Subaru enthusiasts love Subaru,’’ Atake says.

He says while the cars initially look almost identical, they will eventually evolve along different lines.

‘‘Maybe the market will say we need an STI version of this car,’’ Atake says. ‘‘If they do, we can do it.’’

Tada agrees the 86 is made to be tuned and customised. ‘‘It’s a car that can evolve together with the customers,’’ he says. ‘‘It’s not bound by conventional stereotypes.’’



All huff, no puff:

A turbo version of the 86 or BRZ might come one day but it probably won’t be Subaru or Toyota offering it. A chat with several engineers at the BRZ launch suggests adding a low-boost turbo to the 2.0-litre engine will take a bit of creative thinking, not to mention add a bit of cost.

Despite having the same capacity as Subaru’s other entry-level engine, the dimensions of the sports coupe’s version show it up as much more compact.

Even so, it fills the BRZ’s under-bonnet space almost to capacity, leaving little room for additions.

One of the engineers, though, points to the battery mounted low and tight against the firewall and suggests if that is moved then, yes, there could be space for a turbo.

Why not put the battery in the boot? ‘‘Oh no, that would be too expensive to do,’’ he says.

Face-off | Toyota 86 | Subaru BRZ

 

[Levi68]

Right, I said to much, but other than the MX-5 there is no other similar car in the market. There were but there are no more: S2000, RX-8.
Nothing can equal a 911 or a Ferrari. Two other legendary car are the M3 E30 here and the AE86. The GT86 is the rebirth of the AE86 and the 1M the reincarnation of the M3 E30. I think the GT86 plays its roal better. Specs wise the GT86 is closer to the M3 E30.
BMW Z2 is lacking. We got a prototype of the FT-86 in Tokyo 2009, in Tokyo 2011, we have production version. Rumours of Z2 are heard from the beginning of age, and even in 2012 we won't have even any concept. The next concept is the 3er GT.

 

[Zafiro]

Oh no! my father told me I should buy this car! I wish the engine was more powerful then maybe.

 

[hoffmeister_fan]

Very interesting regarding its inception and development.

The decade is still too young and if history is anything to go by, the GT3 and 458 will be interesting footnotes in a long line of continuously developed cars that are the pinnacle of their genre, but that may not be enough for them to be remembered as "sportscar of the decade." The Scuderia version and likely replacement will be even better. The GT 86 as we know it might not be remembered that way, either; I'd say the decade may be defined by a growing environmental awareness and the current car is lacking in some respects (no hybrid drive, no stop-start; both of which will be or are already featured on the Porsche and Ferrari). Only 6 speeds, old-tech slushbox for the automatic, and no CF construction, while BMW is poised with mass-market cars with CFRP in just a couple of years.
The significance of the GT 86 and Subaru variant may be that they are one of the first among the mass market producers to adopt the line long held by the likes of Lotus/Caterham: focusing on the experience of driving and enhancing involvement. It says, "its ok not to pursue benchmark numbers or to pursue objective superiority over others for the sake of superiority." Actually give something back that's rewarding and can be felt at more realistic road speeds, more accessibly to more people. This is something that each generation of the Miata seems to be moving away from. The philosophy was already at work in the Lexus LFA, but that was a freak anamoly reserved for the filthy rich. Toyota knows from the ongoing pace of cars and marketing machines, and from desires from within their own board of directors, that this may not be a popular strategy, so their sales targets seem very reserved.
But if any strategy deserves to succeed, IMO, this is it. Certain voices within the motoring press (eg, James May and numerous Car and Evo Mag writers) as well as engineering (Gordon Murray) have been calling for an end to "the rot" (as they put it) of pursuing ultimately meaningless performance stats at the expense of involving driving, and it's nice to see Toyota/Lexus/Subaru have stepped up.

Brilliantly said, Guibo.

I remember recently watching Jeremy Clarkson talking about the BMW 1M being his Car of the Year (or something like that). What Clarkson said that had me in wholehearted concurrence is that many cars nowadays in the quest of shaving off that tenth of second sometimes give up alot more in driver enjoyment and involvement.

Oh no! my father told me I should buy this car! I wish the engine was more powerful then maybe.

Your father sounds like a very wise man only looking out for you and you having fun. That, or he wants to borrow you future ride to go hooning. Either way, you dad sounds pretty awesome.

 

[Soup]

Details here
2013 Scion FR-S First Drive - FR-S Release, Scion FR-S Price, FR-S Specs - RoadandTrack.com

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[330CIZHP]

Yes, Toyota and Subaru can... save driving

Toyota and Subaru can save driving

Lulled into stupor by your in-car DVD player and automatic butt massagers, you may not have noticed, but cars have gotten really, really boring in the last two decades. Sure, they're faster than ever — a 2011 Toyota Camry makes 21 more horsepower than a 1991 Porsche 911 — they're safer than ever and they're more luxurious than ever. But all the above have removed the whole purpose of cars: The driving itself. But change could now be on the horizon. Could a new product from the most beige of automakers forever restore the driver to his rightful place?

And I really do mean cars have gotten boring. Even equipped with a weekly rotation of the newest, most exciting cars on the planet and regular jaunts around the world to drive them on race tracks, I left as Jalopnik's road test editor last year, departing for the more involved climes of motorcycles. There simply wasn't a car on the market that was any longer capable of holding my interest; not when I could swap my driving shoes for a leather suit and actually be allowed to control a fast vehicle using only skill and physical inputs.

Don't believe me? Go bounce off the top speed governor of a CTS-V on the road. Rather than some feat of ridiculous human prowess, you just mash the pedal and point away from trees. Go drive an SLS AMG around Laguna Seca or, rather, sit along for the ride while the automatic transmission and undefeatable stability control do it for you. Hell, you can set lap records in a Porsche 911 GT3 RS all day long without really trying.

But that all changed a week ago when I walked into the reveal of the Scion FR-S here in Hollywood. The car in front of me wasn't about bullshit numbers that translate into very little experience. It wasn't about features and it wasn't about image. It's not designed to perfectly accentuate Mr. Bluetooth Earpiece's striped shirt or make Sally Homemaker feel rugged. Unlike literally every other car on the market in 2011, it's made to do one thing and one thing only. It's made to be driven.

There's been some bitching in Jalop circles that the Scion FR-S/Toyota GT 86 and its Subaru BRZ cousin don't make headline-grabbing power figures. To them, I say, who cares? I've driven the most powerful cars on the planet and been bored to tears doing so. The problem is, that with ridiculous power, comes ridiculous liability.

No automaker is free to allow mere mortals to exploit a 556 HP luxury car without intervention. And I'm not talking about just the electronic kind. Chassis on those cars are tuned for safety, not driver involvement. Stability at high speeds, not agility in tight corners. The hugely wide and extremely low-profile tires needed to put that power to the road grip like hell, but utterly refuse to slide in a controllable manner. Where's the fun when you only have two choices on the menu: grip or spin?

In fact, the whole concept that speed somehow correlates with what we want to do as drivers is completely erroneous. I'm not in this to read some number off a dashboard, I drive cars and ride bikes to develop new skills, then practice them. I drive to participate in a landscape and, occasionally, to scare myself.

The best driver's car I've ever owned was a BMW that weighed 2,813 Lbs and made 167 HP. The Scionotabaru weighs 2,689 Lbs and makes 197 HP. That's plenty for me. That I'll be able to drive it without playing into the ideas that our midwestern and southern readers probably have about me and my skinny jeans and that I'll be able to carry luggage and occasionally some buddies in the back seats just makes it that much better.

To put those numbers in perspective, a current BMW M3 weighs 3,704 Lbs. Over 1,000 more than the Subionta. Where's the fun in that?

That the GT 86/86/FR-S/BRZ was able to get down to such a svelte weight without the use of exotic materials is indicative of its appeal. It doesn't need a carbon fiber roof or magnesium wheels or drillium pedals in order to perform. Which means you'll be able to make it perform for just $24,000. That's less than a VW Golf TDI. You can afford this car. You can afford to crash this car and you can afford to repair it. That means you can afford to really, really drive it. Hard. You can afford to modify it. You'll probably be able to do the maintenance yourself, in your driveway.

When I walked into that FR-S unveil I saw a car that was small, a car that was practical, a car that was unassuming, a car that was RWD, has a manual transmission, a light weight and perfect weight distribution. I saw a car that I wanted, badly. For the first time in a long time.

I'm planning on buying a BRZ. How about you?

 

[Soup]

 

[hoffmeister_fan]

BTW, i find it funny that the bore x stroke is 86 x 86!

 

[330CIZHP]

TRD GT-86

 

[Cashmere]

looks great!

 

[mini_cooper4]

I love the TRD Price list anyone ?

 

[Levi68]

According to my emails from engineers at Nurburgring, a several months ago.

Unofficially, the stock test mule FT86 narrowly beat the lap time of the Subaru WRX Sti during testing on the Nurburgring a several months ago... I am not sure what tires were equipped for this testing, but I would imagine, with some sort of sports street tires. This was 3 weeks or so after I met with Mr.Tada, the chief engineer back in May. He did mention that it doesn't take much to post a fairly fast lap in this car as the vehicle is very communicative and predictable. And, on a course like Nordeschlife (Old North at the Nurburgring) the drivers can stay fairly confident, and push really hard, not having to entrust electronic devices and advanced traction systems.
The car is simple as a basic race car in that way, and know everything that is happening in the minutes and seconds while doing a fast lap here.

Of course, I did not get the actual time, but if the time set by a Stock WRX STi is a measure, then in the hands of a very skilled driver, the FT86 siblings can set a pretty fast lap just out of its virtues of balance, weight and design, gaining precious seconds the traditional way, with light weight, and braking/cornering prowess that is inherent to such cars.

Since the official lap record of the WRX STi (last-gen nevertheless) is 8:24, it can be inferred that the 86 can do faster than 8:24, which would make it faster than a lot of cars with much higher horsepower including the 335i (whose record stands at 8:26). However we still have to wait for official times and spacs. Do you rememberthe Impreza WRX STI that ran in 7:55 min? It was far from stock and apparently had about 400 PS.

 

[Levi68]

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[hoffmeister_fan]

That looks great. Still prefer the BRZ's chin that'll stand the test of time versus Toyota's bulldozer chin.

 

[Levi68]

I am betting a N-Ring lap under 8:30 min for a stock GT86 (stock 17" inch Prius tires).

 

[Soup]

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[Guibo]

Inside Line coverage published Dec 13

2013 Scion FR-S: 10 Things You Don't Know

By now you know plenty about the 2013 Scion FR-S. You know it uses a 2.0-liter normally aspirated flat-4 cranking out 200 horsepower. You know it's got a six-speed manual transmission and you know it weighs about 2,800 pounds.

What you don't know is that we spent a day last week driving the car on a track in Japan and talking shop with its chief engineer, Tetsuya Tada. Below are the 10 most important facts we learned about this most engaging sports car.

1. It Feels Incredible
We drove the FR-S more than 50 miles on the 1.5-mile, 14-turn Sodegaura Forest Raceway outside Tokyo. The track was wet for about half those miles. As a result, we got a good feel for driving up to and beyond this car's limits. And the control that's available in that scenario is this car's most important property.

Its chassis will allow you to approach the limits as slowly or as quickly as you choose, informing you the entire time about when it's going to let go. Recovering from a slide is similarly easy and drama-free. And don't let anyone tell you there's not enough power available to do so. Power oversteer is readily available in 2nd-gear corners.

The FR-S's steering — although quite light — offers a granular precision not available since Mitsubishi's Evo IX disappeared. There's more information coming through this single Toyota steering wheel than is available in the rest of the Toyota lineup combined.

There are no problems to drive around either. The brakes were adequate on a small circuit like this, there's enough power from the flat-4 and the chassis is among the most effective ever labeled as a sports car. The whole package comes together to fill a gaping hole in the American market.

It's a cheap sports car that doesn't feel cheap. And that's something we've needed for a long time.

2. It Has a Torsen Limited-Slip Differential
Tada-san prefers the quicker reactions of a clutch-type limited-slip differential but settled on a Torsen gear-type differential because of its progressive engagement. There's also a brake differential built into the stability control system's operation which Tada-san says reacts faster than the Torsen anyway. But when stability control is fully disabled (by pressing and holding the traction control button for 3 seconds) the brake differential is gone as well.

And that's when the magic happens anyway, right?

3. There's Solid Evidence a Turbo Is Coming
Tada-san tells us the FR-S's Aisin-built six-speed manual has headroom to handle more torque, but he won't reveal how much. Still, his conspicuous laugh tells us there's enough to accommodate turbocharging.

The primary benchmark for the FR-S was the Porsche Cayman.
Also, for a car with a flat engine the FR-S's hood line is awfully high. Forward visibility isn't as good as we imagined it would be in a car with this layout. But this might be a worthwhile compromise.

A quick look under the hood reveals several inches between the top of the intake manifold and the underside of the hood — probably enough to package an intercooler*. It looks to us like there's enough real estate for a WRX-style intercooler mount with the intake manifold feeding from the rear instead of from the front as it does in normally aspirated trim.

4. It Has an Ultra-Low Center of Gravity
Toyota's internal testing shows the FR-S to have a considerably lower center of gravity than Porsche's Cayman, Nissan's GT-R, Mitsubishi's Lancer Evolution and Subaru's STI. In fact, the FR-S's center of gravity is only about 0.6 inch higher than the Lexus LFA — impressive considering the FR-S is a mass-produced car bound by Toyota's design standards regulating ride height, tire/fender clearance and other factors. The LFA is not.

Little-known fact? The Porsche 911 GT3's center of gravity is between the LFA and FR-S.

5. It Uses Prius Tires
Yes, we didn't believe it either, but the FR-S uses the same 215/45-R17 Michelin Primacy rubber that's optional on the Prius. In our first drive of the Toyota 86 we reported that the tires were the same size as those from the Prius option package, but we didn't think it possible that the much-hyped Toyota sports car would use the exact rubber as found on the efficiency-focused Prius.

Well, it does.

Tada-san insists that the FR-S's rubber doesn't share just a name with the tires on the FR-S. Rather, it's actually the exact same tire utilizing the same construction and compound as the optional Prius rubber. The reason, he says, is that the car's light weight and low center of gravity don't demand a high-grip tire.

Modest grip, stunning balance. It's a formula that works better than expected. The FR-S's fun quotient exceeds the sum of its parts.


6. It Has a Low Drag Coefficient and Minimal Weight
With a 0.27 Cd the FR-S is not only slick, it's bound to be fairly efficient. We had our doubts until we drove it, but the cars we drove — prototypes, all of them — couldn't have weighed more than 2,800 pounds. Factor those figures in with a modern normally aspirated engine sporting a unique fuel system and there's bound to be a good EPA mileage rating in the FR-S's future.

Also, that engine will be rated at 200 hp in the U.S., Tada says. U.S. models will get a unique, less restrictive exhaust to bump them from 200 PS (197 SAE hp) to a full 200 SAE hp. It also adds a better exhaust note, says Tada.

7. A Convertible Isn't Likely
Tada-san didn't say it specifically, but it's clearly how he feels. He admits that a convertible version is possible, though. But because the car was designed as a hardtop from the beginning and it relies on its roof for both structure and handling ability, the idea of a convertible FR-S is a bad one.

"It would require plenty of additional engineering, more bracing and more weight," says Tada-san. Scion isn't asking for it, but here's our advice: Don't bother.

8. A Stripped-Down Model Is Likely
A bare-bones stripper model — one with steel wheels and no amenities — will be sold in Japan. For now, the U.S. FR-S won't be offered in this trim. But it's easy to imagine this happening down the road should the platform become as popular as it deserves to be.

We can't imagine a better spec-series racecar than the FR-S. It's relatively cheap, its power is supplied by an engine that's not overstressed or turbocharged and it's got a roof endowing it with real structure. Miata, eat your heart out.

9. It Had Serious Benchmarks
The primary benchmark for the FR-S was the Porsche Cayman. Other cars — including Honda's S2000 and the Peugeot RCZ — were used earlier in the process. But according to Tada-san it's the Cayman's combination of centralized mass, low center of gravity and linear control feel that he found most compelling and most wanted to emulate. And we see nothing wrong with a car that feels like a Cayman and costs half as much.

10. Its Suspension Setup Is Different From the Subaru BRZ
The FR-S has lower spring rates than Subaru's BRZ, but its dampers are stiffer. The change primarily represents the tuning strategies of each company and personal preferences of the development engineers. This and the styling differences are the only substantial changes between the cars.

Scion will, at a minimum, offer aftermarket lowering springs and stabilizer bars for the FR-S as well as several alloy wheel options.

2013 Scion FR-S: 10 Things You Don't Know

*Have heard elsewhere that Toyota may be looking to fill the space with a supercharger for the hotter models.

Do you rememberthe Impreza WRX STI that ran in 7:55 min? It was far from stock and apparently had about 400 PS.

Source?

 

[hoffmeister_fan]

Fr-s......turbo?????

Scion FR-S turbo spotted testing at Laguna Seca

http://www.motortrend.com/future/spied_vehicles/coupes/1201_turbocharged_scion_fr_s_prototype_spotted_during_testing/