Sciaru BRZFRS (BreezeFrees)

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Keef
Guess what the first thing I'll be throwing out is? :lol:
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Agreed.
The idea of that tube makes no sense. Everywhere else they eliminated miniscule amounts of weight and then they throw in tubes and hoses running the length of the engine bay, and going who knows where from there, to amplify noise?
I'm gonna assume it was Toyota's idea.
 
Eric.
Pull the ABS fuse on a new car and you're gonna end up with a really 🤬 brake balance. Most new cars have electronic brake distribution.
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Don't know about other makes, but on newer Subies it is possible to mess with ABS system so that EBD stays on, but the ABS pump quits.
 
If it will be available anywhere in the world without ABS, it's a fair bet they will make the brake balance inherently stable out-of-the-box before ABS and EBD are applied.

The simplest answer will likely be an ABS kill switch, right beside the ESC and TCS kill switches.
 
NissanSkylineN1
Wait, so they're gonna put a Subaru name on the motor cover of the Scion?
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Yes, but it has Toyota on it too. The same cover is on the Subaru and Toyota.
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eSZee
Agreed.
The idea of that tube makes no sense. Everywhere else they eliminated miniscule amounts of weight and then they throw in tubes and hoses running the length of the engine bay, and going who knows where from there, to amplify noise?
I'm gonna assume it was Toyota's idea.
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I'd much rather listen to the sound of a short-ram intake throbbing under the hood than some stupid plastic tube amplifier.

R1600Turbo
At all or very well? Because we've seen the car drift already...
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Well. When you're going hard on the track you lock things up occasionally, that's just how it works. But ABS will reduce braking capacity in that situation, despite it being the unloaded tire that is locked.

Then again, pulling the hand brake ill disengage the ABS so I guess that won't be an issue for drifting. You could simply pull the hand brake once you start driving to disengage it for the track, but that will leave the ABS light on the dash. It will come back on when you restart the car.
 
Can you take that tube out and hook up a leafblower?
 
Tidbits from Inside Line:

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.

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... 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.

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.

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.
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Torsen slip shouldn't matter unless you're doing some Initial D gutters.

What does #10 mean in layman terms?
 
Interesting. I read earlier this week that while the BRZ has softer rear suspension than the FRS, it had stiffer front suspension(or vice versa, not sure at the moment).
Basically, the BRZ will be a bit cushier. I doubt the FRS will be bone jarring.
I'm assuming it's sort of like the wrx and sti are. The wrx is stiff, the sti is stiffer.

Thanks for the link KEEFs.
 
Omnis
What does #10 mean in layman terms?
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I may be assuming too much, but I think it means the FR-S is going to be able to slide around a bit more easy, while the BRZ will have a slightly better ride.

Someone please correct me if I'm wrong.
 
YSSMAN
I may be assuming too much, but I think it means the FR-S is going to be able to slide around a bit more easy, while the BRZ will have a slightly better ride.

Someone please correct me if I'm wrong.
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Basically, the Subaru will have a stiffer, sportier ride because of the stiffer springs. Driving the two back-to-back, you might notice the Subaru is slightly edgier and more responsive. The Scion probably won't be as edgy because of the softer springs, and might ride slightly smoother on choppy pavement, but the slight loss in response is compensated for slightly by stiffening the dampers, which will help to keep immediate inputs on par with the Subaru. The Scion should still dive, squat, and roll a bit more than the Subaru once the initial stiffness of the dampers settles.

The difference will certainly get mentioned by all the reviewers, but in the real world it won't make that big a difference. Factory-spec cars are all pretty conservative when it comes to spring rates and damper tunes.

I could care less what the FR-S is sprung with because if I owned one I would be planning on a set of coilovers.
 
And considering Gushi's videos with the FR-S, there's no doubting the cars ability to handle extremely well regardless of its suspension setup compared to the BRZ.
 
I'm liking the idea of the Scion's suspension matching stiffer dampers to softer springs. Should make it better to drive over broken roads in the real world as opposed to the racetrack.

And Torsen for the win. Simple. Simple to maintain. Durable. As long as you have both wheels on the ground, it should suffice for most people.
 
That's what I thought. Sounds like the Subie is going to be bouncier.
 
Cant wait to see what the aftermarket companies do these beast. Anyone knows if Hot Version is still being produced?
 
Omnis
That's what I thought. Sounds like the Subie is going to be bouncier.
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The Subaru probably has the more proper spring/damper combination. Softening springs and stiffening dampers is common practice to make a car more livable on rough roads without losing too much repsonse - obviously a nod toward the American market. On smooth surfaces the Subaru sounds like it has the more ideal setup, but the majority of these cars won't ever see the track, or at least a smooth track.

MHPALA
Anyone knows if Hot Version is still being produced?
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We do know actually, and the answer is no. Best Motoring and Hot Version were shut down in recent months. I haven't heard any news about it being resurrected or about any replacement.
 
A Cd of 0.27 sounds good to me. Someone tried to call me on aerodynamics when I wrote an article saying most electric cars are either boring or ugly (and people claim we aren't balanced on that site...), saying that the Nissan Leaf looks like it does to get its 0.27 Cd figure. Which is fine, until I mentioned that the new 3-Series and current E-Class Merc are both 0.26. And now this Scion is 0.27 too (and, you presume, has a fairly small frontal area if it's not that much bigger than an MX5).

Certainly the Sciaru is more aerodynamic than it looks. I wouldn't have thought the sharp creases and kicked tail were conducive to low drag. Maybe they've given it a flat floor or something.
 
Kamuifanboy
kicked tail?
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Didn't know what to call it. Basically the screen doesn't cut off abruptly at the back of the car (like you might find on a Prius, for example), there's a bit of extra bodywork behind it at a much shallower angle, even slightly kicked upwards (and if you tick the option box, a spoiler sits there).

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Basically in terms of drag it's not optimal, as you tend to get a lot of turbulence there as air rushes over the roof and down the rear screen, which is why in many "eco cars" you get a sharp cut-off.

Anyway, my point is that it's clearly not harming the 86 too much as it has an incredibly low coefficient of drag, but doesn't have to look like an eco-mobile to achieve it. On face value, you wouldn't expect it to be too aerodynamic, so they've obviously worked hard to make it so. If you look a the rear screen in the image above, I bet any money that it's at a close-to-optimal image for aero - probably similar to that of the Honda CR-Z.
 
homeforsummer
Didn't know what to call it. Basically the screen doesn't cut off abruptly at the back of the car (like you might find on a Prius, for example), there's a bit of extra bodywork behind it at a much shallower angle, even slightly kicked upwards (and if you tick the option box, a spoiler sits there).

hrFmr.jpg


Basically in terms of drag it's not optimal, as you tend to get a lot of turbulence there as air rushes over the roof and down the rear screen, which is why in many "eco cars" you get a sharp cut-off.

Anyway, my point is that it's clearly not harming the 86 too much as it has an incredibly low coefficient of drag, but doesn't have to look like an eco-mobile to achieve it. On face value, you wouldn't expect it to be too aerodynamic, so they've obviously worked hard to make it so. If you look a the rear screen in the image above, I bet any money that it's at a close-to-optimal image for aero - probably similar to that of the Honda CR-Z.
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Ah okay, didn't really understand what you meant. I thought you meant the small amount of downforce, i assume, that is being produced over the wheel arches.
 
homeforsummer
hrFmr.jpg


Basically in terms of drag it's not optimal, as you tend to get a lot of turbulence there as air rushes over the roof and down the rear screen, which is why in many "eco cars" you get a sharp cut-off.
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You'll notice that the FR-S does have a sharp edge all the way around the rear, from the peak of the trunk lid down the sides of the bumper. You'll also notice some incorporation of the Area Rule with the front fender bulges ending before the greenhouse rises, and the rear bulges beginning as the greenhouse falls away. The roof also has a fenced channel running down the middle to keep air from falling off the sides of the roof and becoming turbulent. I assume a flattish underbody has a lot to do with it also.

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homeforsummer
A Cd of 0.27 sounds good to me. Someone tried to call me on aerodynamics when I wrote an article saying most electric cars are either boring or ugly (and people claim we aren't balanced on that site...), saying that the Nissan Leaf looks like it does to get its 0.27 Cd figure. Which is fine, until I mentioned that the new 3-Series and current E-Class Merc are both 0.26. And now this Scion is 0.27 too (and, you presume, has a fairly small frontal area if it's not that much bigger than an MX5).

Certainly the Sciaru is more aerodynamic than it looks. I wouldn't have thought the sharp creases and kicked tail were conducive to low drag. Maybe they've given it a flat floor or something.
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The first gen G35 had a drag of .26-.29(depending on trim), and the thing doesn't look that sleek. The LS460 is lower and so is the older LS430.
I think it's best not to feed the eco trolls though. Like most fanboys, they leech on to one or two things and use that as ammo in any argument/conversation.

I don't love the look, don't hate it. The front is a bit too much for my tastes and the STI wing is just wrong which means the kiddies will eat it up.
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eSZee
I think it's best not to feed the eco trolls though. Like most fanboys, they leech on to one or two things and use that as ammo in any argument/conversation.
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I'm a fence-sitter with the Eco thing. Need to be, my job relies on me being impartial. You're right though, plenty of non Eco cars are low drag, though to be fair on the Prius et al that shape is most efficient for that relatively small size of car if you want space for rear passengers and decent luggage.

Just good to see cars like the Toyobaru can be unashamedly sporty without having ruinous aero.
 
The tear drop shape is most efficient, right? Fat front/middle into a sloping rear. Or am I confusing myself? Though that shape wouldn't be very practical and I'm assuming that's why it hasn't been used more to the extent of the EV1. The Prius starts to slim down towards the back but it cuts off pretty sharply. I've seen some people put elongated structures onto their cars to reduce drag but again, not practical.
 

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