Toyota to Amp up the FR-S? Sounds Like a Super Deal!

According to several sources, Toyota is considering adding some power to their new best car, the FR-S. The facts are as follows: Toyota is looking into adding more power to the Toyota/Subaru flat four engine. They've postulated such ideas as supercharging, turbocharging, increasing engine displacement, or even (save us all) a hybrid system.

So shall we dive in?

A Relatively Simple Setup - The Supercharger

Let us contemplate the idea of supercharging the FR-S. I've long preferred supercharging to turbocharging as the power delivery is smoother, more immediate, and more responsive. It does use more fuel than a naturally aspirated engine (in general), but it's an easy way to add 50 or more horsepower. The only downside to the supercharger would be an increased base-price, probably an extra $5k or so. This would cover the supercharger, beefed-up suspension, spunkier transmission, and grippier tires needed for the power. This could be a viable option - or maybe a performance package offered by the dealer.

A Complicated Maze of  Tubes - The Turbocharger

The turbocharger would present similar advantages to the supercharger, but would be slightly better on fuel. However, turbochargers are notorious for lack of immediacy - and that really is the FR-S' party piece in the first place. Who would want a small, tossable car that isn't tossable? Then it would just be a small car with too much power and not enough grip. The reason the low grip of the FR-S works well is because the car is immediate and controllable. This, however, is not a viable option for standard upgrades. Installing a turbocharger involves lifting the engine, installing new vacuum ports, and routing piping all over the engine bay. I'd estimate the cost of this, including the extra suspension, tires, and transmission upgrades to be on the order of $7k from the dealer.

Increasing engine displacement seems like the most realistic option. This solution would involve nothing more than taking the 4-cylinder already in the car and adding a little extra volume in the cylinders. This possibility has a number of pluses. It would maintain the immediacy of the FR-S, which is its whole point, and it would add around 30-40 horsepower to a car that weighs about the same as a tennis racket. The only possible downside is that larger displacement means more rotating mass, which means more inertia. These things all mean a less responsive engine that revs slower and can't match the sky-high shrieking of the current engine.

When Blue Flames Shoot Out From a Hybrid, You Know Hybrids are Cool

First off, I am the biggest supporter of internal combustion - what Top Gear would call a Petrol Head. However, I am also a big fan of hybrid technology - but not in the way you might be thinking. If I only think about the Toyota Prius or Honda Insight, I find myself feeling rather sick, frankly. They use a hybrid system to assist an internal-combustion engine around town. The only problem with this is that European cars like the VW Polo Bluemotion are already beating Prius MPG numbers by 20 MPG or more - and these diesel cars don't release heavy metals or battery acids into the atmosphere like the Prius. If anything, they're much cleaner than most of our American cars. BUT, and it's a big, juicy but, Hybrids like the Porsche 918, McLaren P1, or LaFerrari fill me with faith that humanity hasn't lost its sense of reason. The Porsche 918 actually releases less CO2 into the atmosphere than a Prius - and it will likely last 3 times longer. So if the Scion FR-S uses a Porsche-inspired system (although probably with a $150k price tag) - bring it on!

So we've got ourselves a verdict! Ease of installation, immediacy, smooth power delivery, and relatively low cost mean that Supercharging is what the FR-S should be getting!

The 2013 Scion FR-S: A Late First Look

According to most car nuts, the best way to build a car involves five steps: little car, little engine, stiff chassis, manual transmission, rear-drive. It seems Scion looked at this list before designing their new sports-car, the FR-S. In fact, it looks as though they used these ideas as a checklist while building it as well.

Let's do some checking-off. Is the FR-S little? No - it's tiny. It weighs less than 3000 lbs in any spec and is less than 14 feet long. Alright, so the first point is on the money.

Little Engine? Well, at two liters, it hardly tips the scales as a beefy powerhouse. But the engine is fizzy and perky and makes 200 HP all the way up to 7000 rpm's. So, there's no doubt that the car goes.

Stiff Chassis? Well, all I can say is that with skinny Prius tires on it, it holds slides more predictably than a 1970's projector. No shimmies, no jumping, just butter.

And joy of joys, the FR-S comes standard with a 6-speed manual transmission. A quick 6-speed automatic is also available, but I'd gladly sacrifice a few tenths for the extra feel and control of a manual.

Rear - Drive? Yes. And thank all of the deities. I've been getting so tired of these new, feisty-looking cars bragging about their sporty credentials, only to find out that they are front-wheel drive. Finally, a car designed by an enthusiast.

So the Scion FR-S is what many would consider the ideal driver's car. I tend to agree, but I do think an extra 20 horsepower couldn't hurt. Slides are easy to initiate at any sane speed and are equally easy to end. But I do think that a little more power would make the slide easier to control. I'm sure aftermarket companies are already churning out turbochargers and other engine mods.

But I'm just nitpicking - because the Scion FR-S is a return to the way a car should be: agile, light, and fun. We lost that fun for a while, but thanks to Toyota and Subaru, it's back!

The Fun Factor: Modern or Antique?

Recently, auto manufacturers have been touting their new cars as "more fun to drive" than their previous models, despite the increases in fuel economy and safety. But is this really the case?

Well, two days ago, this writer drove a 2009 Corolla LE and 1992 Corolla LE back to back. And not so surprisingly, Toyota was wrong. While the 2009's steering was numb and vague, the 1992's turn-in was firm, crisp and completely predictable.

What's worse, the ride in the 2009 Corolla was soft and useless for any sort of fun driving. On the contrary, the 1992 Corolla was forgiving and poised on the road, absorbing bumps while not upsetting the handling of the car.

This brings me to handling. It seems, in recent years, that nearly every auto manufacturer is tuning their cars for understeer, ostensibly because understeer is much easier to correct than oversteer. This was abundantly evident in the 2009 Corolla: when pushed around a corner, the front was quick to slide. Even with prodigious application of the handbrake, this driver found it difficult to modulate a smooth drift.

As one would expect at this point, the 1992 Corolla was a joy to take through the bends. When pushed in a corner, a mild let-off of throttle would induce a perfectly manageable drift that was easily controllable with throttle and handbrake inputs.

So, back to the question: Are new cars more fun to drive than their older counterparts? Simply...no - not in this case.

BMW: Can They Still Make Small Sports Cars?

The BMW Z4 is an accomplished midlife crisis on wheels. This is not to say that the Z4 is not an excellent car. On the contrary...its steering is direct, the clutch engagement is smooth and easy to modulate, and the brakes are fade-free despite some serious stomping from this lead-footed writer. But, and this is a BIG but: the suspension is so hard, I often found myself wishing for a plank of wood to sit on in hopes it would alleviate the pain in my rear end.

So what happens, do you suppose, when you add over 100 horsepower to a light car that is probably scary enough to make Jeremy Clarkson wet himself? You'd think it would be unmanageable. The suspension is so hard already, even imagining going over speed humps at 60mph made my back hurt.

But frankly, it's brilliant! The normal Z4 has only enough power to reach its limits when you plant the throttle. So of course, that's how this writer drove it. The BMW Z4 M (in the tested spec), on the other hand, has 330 horsepower. This much power, in a car that weighs about the same as a squirrel, incites some serious respect. This respect led me to be far more careful in the M than in the normal Z4. And because I was concentrating so hard on not crashing, I paid no attention, whatsoever, to the vertebrae-destroying suspension. So, in this case at least, the scary levels of power made the car a joy.


I realize that most drivers of the Z4 M will likely ignore the respect which this reviewer felt towards that massive power. And I'm sure many of said drivers are much more accomplished than I. And despite the sore bottom, the massive power, smooth transmission, and, shall we say, sporty ride the BMW Z4 M is a true enthusiast's drop-top that deserves a test-drive.

So, did BMW create a true small sports car? In a word - yes.

A Mediocre Car Ruined By a Lazy Engine

So, I finally got to ride in the new generation, 2011 Ford Mustang. There has been a lot of hype about Ford's new-found solidity and build quality, especially in their new Mustang. Now this being their flagship model, I was quite excited when I first sat my tuchus into the deeply bolstered seat. It was not terribly comfortable at first, but once I got all of the settings adjusted just right, the seat was surprisingly comfortable and supportive.



The interior looked splendid; however, it also looked old-fashioned. The materials used for the dash were soft to the touch and the seats were made of a comfortable, seemingly durable fabric.

But unfortunately, that's where the good points sort of end. The seats felt cheap. And it wasn't only the actual seat, but the mechanism under the seat as well. Even in my example with less than 1000 miles on the odometer, the mechanical aspects of the seat were sticky, non-greased, and all-around difficult to move. On top of that, after feeling the dash's relatively soft-touch materials, I enthusiastically knocked my knuckle against the dash. Oh dear...hollow - not solid in the slightest. On top of this, the door handles felt cheap and breakable.


And I haven't even gotten to the worst part yet. The all new, "high-tech" 3.7L V6 in the sampled Mustang, which produces 305 HP, is supposed to be one of the smoothest, most responsive engines ever fitted to a Ford Mustang. So, needless to say, I was very excited to try it out. Well, all I can say is LAZY. They might as well have fitted the old 4.6L V8 under the hood. It felt exactly the same: lazy, tired, slow. Now I don't mean to say the car felt slow. There is plenty of "get up and go." But the engine lacks the responsiveness that makes a good car into a driver's car. Any venturing past 4000 RPM is punished with the seeming sound of breaking engine parts and the unrefined exhaust note of a muscle car. Even a modern Honda Accord V6 has a more responsive engine than the Mustang.

Tip to Ford: If the Mustang is intended as a sports car, give it a sports car engine.

Top 10 Beginner Driving Errors

Speeding

> Yes, going fast is fun. But doing so under   uncontrolled circumstances puts unforeseen stresses on the driver and the car. In fact, most tires are put under severe stress any time the car goes above 100mph or so. The stress in the tires can often result in unseen damage to the tread or sidewall that, in extreme cases, can result in a tire explosion. There is a time and a place and a type of tire to use if you want to go fast. The street on your way to work in your Toyota Corolla is not one of them. 

Not carrying speed through turns

> Also known as "grandma syndrome," this phenomenon is not as big of an issue for beginner drivers in terms of safety. It is merely inconvenient to be stuck behind somebody who turns at 5 mph. However, better this way than travelling sideways inadvertently.

Jerky wheel and throttle inputs

> This problem is most evident in the rain or snow, as grip is far lower in these conditions. Jerking the wheel and stabbing the throttle violently is an error usually seen in nervous teenagers who are just trying to get down the motions of driving. However, it is also seen in impulsive drivers. Just to forewarn anyone who might be curious about why jerky driving is a hazard, consider this: stunt drivers provoke slides and catastrophic roles by being jerky on the controls. The key fix for this is to just be very gentle and steady.

Cutting left turns(not going around double yellow lines)

> Once again, this is not as big of an issue as speeding or texting while driving, but it does deserve mention. Cutting the double yellow is a careless error that can be easily avoided by turning slightly wider. Cutting the turn, however, can cause a blind sideswipe that will leave the yellow-line-cutter paying for two cars worth of damage. 

Texting while driving

> This is probably the biggest problem with teenage drivers today. Texting while driving creates a state of inattentiveness on the road that inevitably leads to careless, avoidable accidents. This writer personally knows people on both sides of the inevitable accident. Luckily it has never happened to me. But let me say on my friends' behalf, being hit from behind is not fun...nor is paying medical bills for the person you just hit.

Sitting too far from the wheel

> This is more of a personal choice than a serious issue. However, racing drivers will all agree that the position of most control in the car is to have one's arms slightly bent (20 degrees from straight +/-) when at the 9 and 3 driving position. So, try moving your seat up a few notches...you may be surprised.

Applying power at the apex of a turn(only results in sliding)

> Once again, this problem is most noticeable in the rain and snow. However, in any condition, applying power at the apex of the turn (the highest-g-force part of the turn) is asking the car to slide. This is what professional racing drivers and stunt drivers do to get the car to slide. Don't be excessive with the throttle during turns. It really ends badly.

      Taking turns too fast in rain

> This goes back to applying too much power at the apex of a turn. Especially when it's raining, a tire's grip is substantially reduced, and so are the warning signs that the tire is about to lose all grip whatsoever. Going too fast into a turn will cause understeer, or still travelling straight despite turning. Planting the throttle during the corner will cause oversteer, or the back of the car spinning around. In the rain, just be smooth and gentle.

Turning without looking

> Don't be stupid. Look both directions before you turn. It isn't that hard.

                                                                                      Carrying crap in the car

> Every teenager has a million things they need all the time, or at least they think they do. Carrying extra weight in the car is dangerous in two ways. First, excess weight dramatically reduces fuel economy. Second, and most important to safety, carrying a ton of weight in the trunk and back seat (most storage in a car) will upset the handling dynamics of the car. In fact, stunt drivers will often add weight in the trunk to induce huge, magnificent slides. This should not occur on the road.

Modifications: Generally Worse

The seemingly inevitable end to a teenage boy's car is a crash. OK, maybe not all the time, but it's a fair assessment that teenage males get into some pretty gnarly accidents.

And while a fair number of cars do end up bifurcated by a White Birch, a larger portion of them, I reckon, are ruined far before their demise.

Yes, I'm talking about modifications. High schools are riddled with stupidly lifted off-road trucks, ridiculously lowered econo-cars, and 60's junk with 24 inch chromers. And more often than not, one can hear these cars coming before they actually arrive.

I'm not saying that every modification to a car is bad. In fact, I am a wholehearted supporter of altering stock cars to take to the track - performance modifications. Things like less restrictive exhausts, headers, and intakes, as well as lightening the car, upgrading brakes, and fitting stiff, lowered suspension are all fine by me. My biggest support goes to performance tires, a modification that everybody should do to his/her car...it's just safer.

When a car starts to become worse at being a car, though, is when problems occur. For example, lowering a car an inch, even two inches from stock height can be beneficial to the handling. But slamming the car serves no purpose whatsoever. A car's suspension needs a small amount of travel to absorb impacts from the road. While  less important in a race, the need to avoid unsettling the car is even greater. Riding in a slammed car tells the story. If you've never ridden in a seriously lowered car, you probably have never felt serious back pain.

Next is huge wheels. Maybe a 20 inch wheel can improve performance and ride quality over a 16 inch wheel. But, to be frank, there is a reason Ferrari, Lamborghini, Porsche, and all the other great car companies fit 20 inch wheels max. Most of them spec no larger than a 19 inch wheel. This is for a very simple reason; when rotating mass is transferred farther away from the center of rotation, it's inertia increases. This slows acceleration and severely degrades braking performance.

Alright...on to exhausts. This is a sore subject as I nearly ruined my first car with a ridiculously loud exhaust. Yes, a less restrictive exhaust system can free up a few horsepower; and yes the car will be louder than stock. But the reasons escape me why somebody would use a cutoff exhaust pipe instead of a muffler. Racing is one thing, but if a car is on the street...Noise is bad, a sonorous engine is good.