With art installations, underground DJs, and a couple of professional drifting teams, Scion has reached out to the youth of the nation like no other car company. Their paybacks for those efforts are 800,000 in total sales and more rabid car clubs than the Internet can swallow.

But while that dedicated fan base originally gravitated towards the boxy and un-hip/hip xB model, the more performance oriented Scion tC gradually grew to become the top seller in the Scion camp. Scion claims that nearly 310,000 copies of the Scion tC are now roaming the roads of America, almost 40% of all Scion sales.

For the 2011 model year, Scion has released a reboot of the tC coupe with a new 180hp 2.5-liter engine, two new transmission options, bigger wheels, more watts, and better fuel economy. For the first time in the car’s history, both a six-speed transmission and 18-inch wheels are standard. The new tC has also been shaped inside and out by Toyota’s Calty design center for better driver involvement and, finally, a bit of exterior aggression.

More Power, More Gears

With a predominantly male customer base and a median age of just 26 years old, the Scion tC is on the list of many young, first time buyers and those looking for an affordable compact coupe. But affordable doesn’t automatically translate into a buyer that has given up on all hope for performance. Young drivers want more of everything, especially power, and Scion has listened.

The new tC still hasn’t made the leap towards rear-wheel drive but the new 2.5-liter 2AR-FE engine, shared with the Camry and RAV4, produces a decent 180hp and 173 lb/ft of torque. Compared to its two-door price range competitors, the Kia Forte Koup SX and Honda Civic EX, the tC comes out on top with 7hp more than the Kia and 40hp more than the Civic.

Compared to the 2010 tC’s 161hp and 162 lb/ft of torque 2.4-liter inline-four, the new engine has added dual VVT-i, a variable intake manifold, roller rocker arms, variable output oil pump, multi-point oil jets, and new piston rings to reduce friction and increase efficiency.

The engine is paired up with two transmission options, both new for 2011. The manual transmission has grown to six gears, allowing the tC to do 0-60mph in 7.6-seconds (0.6-seconds faster than before) and attain a fuel economy of 23/31 mpg. The automatic is also a six-speed and it features an ECO drive indicator and ”manumatic” sport shift mode. It allows the tC to do 0-60mph in 8.3-seconds (0.8-seconds faster) and get a fuel economy rating of 23/31 mpg.

We tried our hardest to appreciate the ease of the tC’s automatic but could not get over the programming in the new transmission. Designed for fuel economy above all else, the automatic would enter ECO mode often, reacting slowly to throttle movements and refusing to drop gears. Sometimes, when passing on the freeway, it would even shift up prematurely, as if it were telling us that we had tasted enough. By moving the lever to the left in the shifter gate, we could enter Sequential Sport Shift mode, which was by far crisper and more enjoyable to drive.

The stark difference between the two modes had us pining for a more aggressive standard transmission map but, as it stands, our recommendation for those more interested in performance than convenience is the six-speed manual.

One of biggest drivetrain changes for 2011 is the upgrade from a five-speed to a six-speed manual transmission. And, simply put, the new six-speed is good. With a meaty, easy to grab shift knob on top, the lever provided firm movement and precise engagement through the gate. There was no fishing for 1^st versus 3^rd and no squishy disconnect when shoving the shifter into place.

The gear ratios in the transmission are also surprisingly close, helping the tC accentuate its low-end and accelerate around town that much easier. The 2.5-liter engine doesn’t have a huge amount of top-end but we think that the closely geared six-speed could help a finer breathing supercharged or turbocharged tC immensely.

Tighter And Looser

The original Scion tC was one of the most popular choices for young, first time buyers on account of its price, aftermarket support, and capable handling. We’ve driven everything from supercharged street cars to Pro/Celebrity racecars and have always found the tC’s behavior to be quite good for a front-wheel drive chassis with some amount of torque.

The 2011 Scion tC retains the front MacPherson and rear double-wishbone suspension design but has updated the tuning on the dampers, spring rates, and swaybars. Using a version of the European Toyota Avensis chassis, the new tC has grown its front track by 1.3-inches and its rear track by 2.1-inches.

Combined with larger and wider 18×7.5-inch alloy wheels and 225/45R18 tires, the new suspension gives the tC a tight and firm suspension feel. Although not quite racecar stiff, the suspension is taut enough that body roll is not a constant evil reminder and even the addition of TRD swaybars cannot be easily felt on the street.

Backing up the suspension is a set of larger brake rotors and a new speed-variable electric power steering system. Although the electric system reduces complexity and increases efficiency with the elimination of parasitic drag, its tuning is not consistent across all speeds. At high speed, the tC’s steering feels adequate, though not as precise as we’d prefer. In the city, at low speed, the tC’s steering becomes overly boosted and loose, with a level of precision that we would fine-tune before taking to the autocross course.

At the time of the tC’s launch, TRD will have available 19-inch wheels, a big brake kit, springs, brake pads, quick shifter, tower bar, swaybars, cold air intake, and exhaust. A supercharger kit has not been confirmed yet.

The Helmet Design

Inspired by the Fuse concept car, the 2011 Scion tC was described by representatives as utilizing a helmet visor for inspiration. Whatever their muse, the new tC has debuted with sharper angles and a more masculine design. The soft edges of the last tC are gone and prospective male buyers of the new tC should be happy about that.

The pointed bodylines, blacked out front a-pillars, and bulging fender flares, more prominent in the rear thanks to a cut with the c-pillar, add up to a meaner tC for 2011.

Scion has also taken efforts in their redesign to increase functionality. The new a-pillars are slimmer for improved visibility and the side mirrors now fold for tight spaces. The panoramic moonroof, one of the tC’s key features, has been augmented with a new mesh wind deflector as well.



More Watts

The Scion brand has always been about community, lifestyle, and experience. With their buyers expected to spend large amounts of time in their cars, it came as little surprise that so much effort was placed on the tC’s interior.

From the leather-wrapped, flat-bottomed new steering wheel to the driver-centric center dash, the 2011 Scion tC bears little resemblance to the old car. Well, almost. The interior trim’s plastic and graining is reminiscent of the past tC in terms of quality, although the functionality has improved.

The new steering wheel is impressively thick and the leather surface gives a much better feel than the last tC’s plastic feedback. Mounted on to a new telescoping steering column, the wheel sits in front of a new, easy-to-read instrument panel. Like many modern Toyotas, the new tC strangely lacks temperature gauges, going instead with a simple warning light.

The door panels and rear passenger side panels have been re-designed as well to fit the new eight speaker audio system, which is derived from the Lexus LX570 SUV. Pushing 300-watts in standard trim, the Pioneer sound system pumps 160-watts through the head unit and 140-watts through an additional two-channel amplifier. The ubiquitous iPod input jack is on board, as is a new USB port.

An available 340-watt Alpine HD radio-capable system adds a 4.3-inch touch screen and can be upgraded with satellite navigation. For those getting lost more often, a Scion navigation system is also available with a 7-inch touch screen display. The audio systems all produced plenty of power and thus retained their sharp quality at higher volumes and outputs. There is no auxiliary subwoofer available so, for those interested in window-shattering DJ-esque bass, an aftermarket 10- or 12-inch subwoofer might just end up on the old wish list.

When the second-generation xB debuted, fans accused designers of going bigger, heavier, and losing the spirit of the car. But even with a bigger engine, bigger wheels, and a new body, the new tC retains much of the same feel and image. That’s due largely to the fact that it’s simply not a radical departure from the old version. And that’s not necessarily a bad thing.

The 2011 Scion tC has been improved in many areas, making it faster, meaner, and more efficient, but at its heart, it’s still the same front-drive coupe that Scion has sold countless thousands of. It’s faster, but not demonically so. It looks different, but isn’t unrecognizable as a tC.

The old saying goes, “if it ain’t broke, don’t fix it.” And Scion has wisely kept close to the tC’s winning formula of affordability ($18,275/$19,275 for manual/auto), appeal, and customization.

Just consider the extra gear, 19hp, exterior redesign, stereo, and wheels as bonuses for the new model year. A Scion tC v1.5, if you will.

Contact
Scion
www.scion.com

With millions of copies sold over a history spanning fifty years, the Ford Falcon is one of the most popular cars in Australia. If you ever get the chance to visit, that fact will come as little surprise.

Photo by Duane Uyeda

The full size Falcon comes in more variants than you can imagine – XT, G6, G6E, G6E Turbo, XR6, XR6 Turbo, XR8, wagon, ute, FPV – with just as many options. The line-up covers almost all ages and creeds, using fuel-efficient six-cylinder engines and torque-laden V8s to lead large scale Falcon ownership.

While many inline-six Falcon XTs are used as taxis and daily transportation, higher models come packed with true factory hot rod performance. It seems, just like their American counterparts, Australians have a taste for rear-wheel drive power.

Judging by the number of used car dealers we saw selling slightly pre-owned 400hp machines, the Falcon has an enthusiast following similar to the Mustang here in the US. But while the Mustang is designed as an in-your-face coupe that can do donuts and powerslides with ease, the Falcon is a little subtler about it. Our first taste of the rear-wheel drive sedan would come behind the wheel of a FPV F6 E.

The Ford Falcon’s sportiest variants are the XR6 Turbo and XR8 models. A 362hp (270kW) turbocharged inline-six engine powers the XR6 Turbo while the XR8 ups the ante with a Boss 290 5.4-liter naturally aspirated V8 that pushes out 389hp (290kW) and 384 lb/ft (520Nm) of torque.

And when 389hp isn’t enough, there’s the FPV line-up. FPV stands for Ford Performance Vehicles, a separate sub-brand that produces a series of factory hot rods. FPV vehicles are the most powerful variants that can be purchased through the participating Ford dealer network and sport bigger brakes, more powerful engines, and aggressive looks.

The FPV F6 E is a gentleman’s sports Falcon, combining the 416hp (310kW) turbocharged 4-liter inline-six engine from the FPV F6 with the “executive” luxury of the FPV GT E model. In fact, what impressed us most about the F6 E were its interior appointments.

Photo by Duane Uyeda

More Ford GT than Focus, the F6 E sports dark grained wood accents, stitched leather seats (power adjustable for the driver), a thick leather steering wheel, and panels more tightly gapped than any Mustang we’ve ever seen.

Our test car also came equipped with the optional satellite navigation system, which includes a center-mounted LCD screen (also used for the reverse camera). We had gripes with the navigation system’s category-based POI menu, which made searching for specific names difficult, but the F6 E itself felt quiet and solid inside.

For us power-swilling Americans, being free of road noise helped us pick up on the addictive sounds of the four-liter inline-six engine. With a factory Garrett GT3540R turbocharger attached to the engine, the F6 E pushes out 416hp at 5,500rpm and 417lb/ft (565Nm) of torque from 1,950 to 5,200rpm. We expect 0-60mph times to be right in the low 5-second range. Another plus side of the turbo six was its fuel efficiency, which hovered around the 20mpg mark when driving normally.

The F6 E comes solely with a ZF six-speed automatic transmission, which is smooth during normal cruising but slow to kick down gears during full throttle maneuvers. There is a “Sequential Sports Shift” mode to the automatic but, like most manu-matic options, it doesn’t give you the crisply quick shifting of a dual-clutch or sequential unit. Those that absolutely must have a six-speed manual with this engine will have to stick with the standard F6 model.

Like many turbocharged engines, the four-liter produces a pause of boost lag when going full throttle, although the boost threshold is kept to a low enough rpm that finding torque is never really an issue once the turbo spools. In fact, the F6 E is ludicrous fun in the wet, breaking loose the rear tires with pretty much every full throttle stab.

The Dynamic Stability Control system’s traction control steps in quickly but is easily turned off with a button press. The Falcon is easily controlled in these conditions too, thanks to a mountain of torque and a well-tuned limited-slip differential. And, if things get too out of control, the F6 E comes equipped with massive Brembo six-piston front and four-piston rear brakes.

The latest Falcon chassis, called the FG, uses an independent double wishbone front suspension and the F6 E comes with a “Performance Control Blade” independent rear suspension.

We took the FPV F6 E out to Mt. Panorama Circuit in Bathurst, where the Falcon name has raced repeatedly over the years. Impossible to find in the US, Mt. Panorama is a state-maintained public two-way road when not closed for major racing events. There is a strictly enforced 37mph speed limit in place around the track, joggers and track-side houses abound, but 37mph down the steeply banked Esses section is still plenty quick.

Combined with 19×8-inch alloy wheels, the F6 E’s Dunlop tires provided plenty of grip. Turn-in and steering response were solid and we were surprised by how much grip could be found, especially considering the suspension’s softness. On the street, the F6 E’s rear suspension had a tough time soaking up quick dips or holes without compressing too sharply but the track displayed none of this. The F6 E’s suspension proved compliant over undulating surfaces and controlled – well matched with the tires.

With its long list of options, quality interior, solid fuel economy, and mountain of power, the FPV F6 E is one of the best sports sedans we’ve ever driven. Its smooth and powerful turbocharged inline-six alone is worth the price of admission. We ourselves would opt for the six-speed manual in the F6 model but for those looking for a grown-up, tire-shredding cruiser, it’s waiting for you. In Australia.

If there were ever a single auto manufacturer that perfectly summed up the performance tuning mentality, it would be Lotus. Many of the aspects that Lotus considers crucial design points are modifications that we are constantly reaching for. Dumping interior trim and air conditioning systems for weight, swapping in a different steering rack for quicker response or searching for just a little bit more power – these are just some of the elements of Lotus.

Living with a car for a few days speaks volumes about the character of a machine. I wanted to experience the Exige’s behavior, design, reliability and quirks. No matter how well designed, every car has quirks, our project car fleet included. Plus, getting a good grasp on the capabilities of the Exige S 240 would give me a crystal ball glimpse into the inner workings of its design, and allow us to use it as a benchmark for future projects.

Following a few short arrangements with Lotus USA for a one-week loan, I was soon surprised to see a flatbed tow truck arrive at our office with a silver Exige S 240 on its back. Normally, press fleet cars that are loaned to us for testing are driven to our office for drop-off, or are picked up by us.

It was readily apparent that Lotus was a different kind of car company. The Exige even showed up wearing precision cut Starshield paint protection film. All the better considering the light-changing Moonstone Silver paint was a sizeable $5,100 option.

With the car now safely in my hands, I took a moment to inspect the Exige in the parking lot. First off, the car just looks downright great. The sculpted body shell screams “I’m not an econobox” while the ride height, ducting and rear wing balance performance and aesthetics. I feel a little ashamed to admit it, but it’s kinda cool to ride around in a car like this and have bystanders assume that you’re the Sultan of Brunei.

The spaceship body is so far removed from a “normal” car shape, most every one will assume that you’re driving a supercar and are some variant of rap music producer trying out for MTV Cribs. If only they knew. Nothing wrong with a Lotus Exige S 240 borrowed on a McDonalds lifestyle, right?

Mere minutes after the Exige is dropped-off, soon begins what I refer to as “The Lotus Syndrome”, or LTS. It’s a bizarre rash of human mental instability which makes overweight grown men have to get in and out of a car two sizes too small for them, makes people stare uncontrollably and, when questioned about his particular fascination with this brand’s notoriety, causes my roommate to devolve into a vocabulary consisting only of, “dude, it’s a Lotus”. It’s a scene that will repeat itself too many times over the course of the week.

Slipping into the Exige S 240 for the first time is a unique experience. It’s the first time that I’ve got into a factory car that is so focused and compromised, it’s almost like I modified it myself. There is little in the way of interior (just lots of bare aluminum), the monstrous and structural side beams make entering the car a contortionist act and the rearview mirror is useless, constantly filled with a full view of the intercooler. Cool.

The Exige S 240 is currently Lotus’ most powerful and quickest street-legal production car. It uses an intercooled Roots-type supercharger system to push 240bhp (thus the name) out of the Celica-derived and Lotus-tuned 2ZZ-GE engine. The Exige S 240 is fast, Lotus reads 0-60mph in 4.0 seconds, but it’s not quite what I would consider a tire-shredder.

Don’t get me wrong, the Exige S 240 can dispose of quite possibly every single car that I’m likely to come across on the highway, but it’s no drag car. There are plenty of big turbo Supras and STIs that can blow this car out of the water, but the Exige S 240 is built to go fast around turns. And the more turns and the more technical they are, the better the car will shine. Still, that intoxicating whine from the supercharger has me thinking Roots-type blower for my next project. Drop a few gears and it’s just a blast of whree, whree, whree filling my ears. Great stuff.

I hate to bring up an overused cliché, but driving the Exige is about as close to driving a go-kart as you can get with a production car. The seating position is low and thinly cushioned, the steering is quick and responsive (it’ll drive into the next lane if you’re not paying attention and your hands drift – don’t ask me how I know), there is a good amount of kickback through the wheel over rough surfaces and the weight transfers during hard driving in a similar manner.

Also, just like a kart, if you’re the wrong size for the car, you’ll have trouble getting into it, you’ll smash your knees against the steering wheel and your sides will hurt if you can’t fit into the seat correctly.

Here at The Octane Report, we have a thing for power. Tire shredding, burnout inducing, push you back in your seat power. The kind of power that turns a car from simple transport to over-the-top track star. And it’s not just us and our gas vapor-addled brains. There’s a reason why so many people want bolt-on turbochargers, superchargers and engine swap kits.

And yet, there’s something to be said about the formula of low horsepower and low weight. Cars like the Lotus Elise/Exige, Honda S2000 (actually, any Honda for that matter – Ed.) and Mazda Miata are perfect examples of cars that are a complete blast to drive and yet don’t break the lowly 250hp mark.

The Scion xD isn’t quite in the same realm as the aforementioned lightweight roadsters but it does come packing a low curb weight of 2,600lbs. Unfortunately, with only 128hp and 125lb/ft of torque from its 1.8-liter engine, it needs either less weight or more horsepower to be useful at a dragstrip.

It’s also the complete opposite of a Ferrari F430 in the looks department on account of its combination of tiny stature and conservative, upright design.

But Scion didn’t design the $15k xD as a high-performance sports car. It was created to be a customizable, fuel-efficient daily commuter. And this it does quite well. The xD seats five, has rear fold-down seats and is capable of holding as many tires or boxes as a small SUV. It just happens that it’s only 154.7-inches long and 60-inches tall.

With 27mpg city and 33mpg highway ratings, the Scion xD also excels at sipping 87-octane fuel while driving around. This is the positive trade-off you get with the low power output. With little horsepower and a soft suspension, a standard xD is about as rental car as you can get. But if you’re looking to really have some fun with your xD and spice up your drive, Scion offers a line-up of TRD designed aftermarket parts.

TRD stands for Toyota Racing Development, the department within Toyota’s corporate web that has all the real fun. From Tundra superchargers to tC limited-slip differentials, the TRD team creates a host of aftermarket parts that can be purchased at the dealership, with the capability to be lumped in with your factory warranty or loan.

For our tester xD, TRD added a suspension kit, 18-inch wheel and tire package, exhaust and rear spoiler. The rear spoiler is a nice subtle piece that accents the rear hatch a bit, although it offers little functional benefit. The exhaust system as well has a nice deep tone to it, although we had no conceptions at all that it gave the xD any extra horsepower. If this was our xD, we would save the cash instead of buying these two pieces.

The biggest difference when driving the TRD accessorized Scion xD came from the rolling stock and suspension system. The larger 18-inch TRD wheels and sticky Toyo tires are heavier than stock, hurting acceleration a bit. But the wider rubber and grippier compound help a lot during cornering. We think that a set of light 15-inch wheels with these tires would be the best setup for the xD but TRD also had looks in mind as a consideration.

Past Nissans that bore the GT-R name were more homologation special than pure sports car. Based on the Japanese market Skyline model, they shared the same chassis with various lower GTS and GT models. The most famous of the GT-Rs happened to be hopped up with the stout iron-block RB26DETT engine and complicated all-wheel drive systems.

They made prodigious power (upwards of 1000whp in the aftermarket) and dominated Super GT and Group-A class road racing. Still, they had a heavy feel and lacked immediate driver feedback.

When it came time for Nissan to resurrect the nameplate with the new GT-R (chassis code CBA-R35), they started with a blank page. Chief Engineer Mizuno had his concepts – all seasons, all drivers, driving pleasure – and he knew what he had to create. The result is this 480hp twin-turbocharged all-wheel drive beast, one of the fastest cars that you can buy for under $100,000.

The recipe begins with the all-new chassis, a “Premium Midship” platform that utilizes carbon fiber understrays, tubular subframes and a rear-mounted transmission. That unit is a six-speed GR6-type dual-clutch sequential unit, installed in the back for space and weight balance concerns. Driveshafts send the power from the engine to the rear transmission and back again to the front wheels’ transfer housing.

There are computer controlled assists for the transmission, allowing for neck-straining launches and, in R mode, ultra-fast shift times. Snapping back on each magnesium paddle shifter causes the GT-R to switch gears as quick as you can select them, with a firm drivetrain jolt that lets you know you’re driving a car that doesn’t hold its punches.

The engine is all-new as well, loosely based on the 350Z’s VQ35 but altered significantly. The VR38DETT 3.8-liter V6 has been fit with two IHI turbochargers, each of which is given its own air-to-air intercooler. 480hp and 430lb/ft of torque is available to the driver and it feels like more. The all-wheel drive system doesn’t give up an ounce of power to tire slip unless you ask for it, making the GT-R feel like a rocket.

Roll on to the throttle and all you get is acceleration. Feel free to nail it, on dry or wet pavement, and the world is just going to blur. The turbos’ exhaust housings are cast into the exhaust manifold, making larger turbo upgrades a trickier and more expensive process that requires a complete turbo and manifold swap.