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 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
