2013 Scion FR-S
Scion grabbed everyone’s attention last year when they announced that not only would they be building a 200-horsepower sport coupe, but they were developing it with Subaru. And oh yeah, it would be rear-wheel-drive, as well. Well, now, after a lot of hype, it’s finally here: the 2013 Scion FR-S!
The 2013 Scion FR-S is the first rear-wheel-drive car for the brand and we think a major step forward. But, the car also harkens back to the days when simple, light, no-frills sports cars were the rule. Weight is only 2,800 pounds, so not only does the FR-S have a light and nimble feel that’s easy to love, but it doesn’t require a whole lot of power to scoot down the road. And that’s a good thing as there’s only a couple of hundred ponies in this corral.
It is an all-new 2-liter flat-4 engine that, in addition to the 200-horsepower, spins out 151 pound feet of torque. While the pancake four is mostly Subi, injection comes from Toyota’s D-4S system that features both direct and port injection, and was last seen in the Lexus IS F. Transmissions choices are a 6-speed manual or automatic. But, the manual is a newly developed RA62 which features short throws and works like the proverbial warm knife through butter.
On the track, Nevada’s challenging Spring Mountain Motorsports Ranch, not only did the FR-S feel agile, but turn-ins are super-quick and the car is very responsive. But, this FR-S is no pussycat. It can be a handful at times, but in a good way. Import hot-rodders will quickly notice a difference as a heavy throttle in corners can bring the tail around in an easily controlled slide, rather than increasing under steer so typical in Scion front-drivers. While simple struts make up the front suspension, more intricate double wishbone support the rear, with stabilizer bars at both ends. Add to that a standard Torsen limited-slip rear diff, and you have got one capable setup. Tires are Michelin Primacy HP’s, and despite a smallish 215/45 footprint they give adequate grip for cornering and help the 11-inch vented disc brakes bring the FR-S to a halt in a hurry.
When it comes to styling, the FR-S bears a little intentional resemblance to the legendary Toyota 2000GT. It also shares the exact same basic low-to-the-ground shape with the Subaru BRZ. FR-S proportions are just about perfect, with the long hood, short deck you expect in a sports coupe. Wheelbase is 101.2-inches and overall length is 166.7-inches. That’s a half an inch shorter than a Nissan 370Z. Wheels are standard 17-inch alloys. The front end sports an aggressive face, with a wide, lower intake and sharp, angular headlights. Despite the sloping roof and rear glass, the FR-S is a true coupe, not a hatchback and the rear quarters are highlighted by clear lens LED tail lights and an aggressive lower black diffuser with dual chrome exhaust tips. Unique badging features an 86, paying homage to the racing heritage of the AE86 rear drive Corolla, and two opposed pistons designating the engine configuration.
Inside, is a well laid out interior with soft touch materials and color stitching throughout. The radio has the typical Scion aftermarket look to it and was not the most intuitive, but climate controls are 3-knob simple. Front seats have serious bolstering and sit sports car low, with your posterior little more than a foot off the road. Rear seats can handle a small adult in a pinch, plus the one-piece folding rear seat back expands trunk space, and was specifically designed for owners to be able to haul an extra set of four wheels and tires.
The FR-S is intentionally a “driver’s” car, but not one that requires a master’s degree. It enjoys being driven hard, and we certainly enjoy doing so. There’s a terrific balance to the car, and in un-Toyota-like fashion you can even turn off all the traction aids for maximum entertainment.
Government Fuel Economy Ratings for the 6-speed manual are 22-City and 30-Highway. The automatic actually does better at 25-City and 34-Highway. And it also gets a very good Energy Impact Score of 11.8-barrels of oil consumed per year with annual CO2 emissions of 5.2-tons. When it comes time to buy, just choose your color and pick a transmission, then decided which dealer installed accessories you want to add on to the base price of $24,930. This Toyota/Subaru joint venture has met our expectations in every way, and in some areas, the 2013 Scion FR-S has even exceeded them. And, most remarkable of all, has brought back the fun and affordability of an everyman’s…and woman’s…sports car.
Specifications
- Engine: 2-liter
- Horsepower: 200
- Torque: 151 lb-ft.
- EPA: 25 mpg city/ 34 mpg highway
- Energy Impact: 11.8 barrels oil/yr
- CO2 Emissions: 5.2 tons/yr
2025 Land Rover Range Rover Evoque
Baby Rover Continues To Evolve
When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.
Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.
Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.
And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.
Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.
And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.
[It maneuvered] with a substantial presence that not too many small utilities have.
It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.
But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.
The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.
Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.
Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.
Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.
Specifications
As Tested
- Engine: 2.0-liter turbo-four
- Transmission: 9-speed automatic
- Horsepower: 249
- Torque: 269 lb-ft
- 0-60 mph: 7.7 seconds
- 1/4 Mile: 16 seconds at 85 mph
- Braking, 60-0 (avg): 115 feet
- EPA: 20 City | 27 Highway | 22 Combined