Season 31 Episode 45 | 26m 51s | Video has closed captioning.
In this episode, Scion delivers its highly anticipated rear-wheel drive sports coupe, the FR-S. Then, Jaguar unleashes its most powerful car ever, the XKR-S. Also, why it's best to try before you buy, and a look at EV alternatives on two wheels.
Aired: 07/12/12
Expired: 08/12/13
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>> Hi, I'm John Davis, and this is MotorWeek!
Join us as we test Scion's hot, new rear-drive sports coupe, the FR-S.
Speaking of test drives, Pat Goss shows us the right way to do it.
Brian Robinson has a two wheelin' test of bikes with batteries.
And stick around as we track test the fastest production Jaguar yet, the XKR-S.
So come drive with us, next!
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>> John: Scion grabbed everyone's attention last year when they announced that not only would they be building a 200-horsepower sport coupe, but they would be developing it with Subaru.
And oh yeah, it would be rear-wheel drive, as well.
Well, now after all the 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 the heavy throttle in corners can bring the tail around in an easily controlled slide rather than increasing understeer 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 carry 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 decide 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.
With all the new electric cars running around, it seems like our MotorWeek staff is spending almost as much time draining batteries as they do emptying gas tanks.
But our biker-in-residence, Brian Robinson, recently found some EV rides that are much more to his liking.
>> Brian Robinson: While the gas-powered motorcycle is not going away any time soon, that doesn't mean there isn't room for a few alternatives, especially one that's a little more environmentally friendly.
And that's what Zero is all about.
Santa Cruz, California based Zero Motorcycles has been around since 2006.
And since then they've come a long way from their early designs that had more in common with mountain bikes than actual motorcycles.
Their top-of-the-line Zero S and DS models are true motorcycles and just about ready for prime time.
There are a few differences from a traditional motorcycle, like no clutch or shifter, but gauges look familiar, and there's a conventional-looking fuel gauge that keeps you updated on remaining battery power.
With the optional 9-kilowatt hour Z-Force battery pack, range is a theoretical 114 miles, but 70 to 80 is more realistic.
A smaller 6-kilowatt battery is also available, which cuts the range down to 76 miles and costs $2,500 less.
For the most part, switchgear is the same as a typical motorcycle, but there's an Eco/Sport button so you can choose whether you want full power or full range.
Brakes are single disc front and rear, with a twin piston caliper up front and single piston in the rear.
When it comes to replenish the battery, there's an onboard charger, so you can plug in just about anywhere.
It'll take up to 9-hours if the battery's completely drained, but for the impatient, you can cut that time in half by adding an additional charger.
The S and DS share most of their styling, and for this year, both get updated with new head light and turn signal assemblies, as well as revised body work for better cooling of all components which are all mounted in and around an all-aluminum black frame.
Power gets to the rear wheel by quiet and maintenance free belt drive.
The seat is almost flat motocross style, but is plenty comfortable enough to max out the range.
The dual-sport DS gets spoke wheels and off road-friendly tires, as well as longer travel for both the front forks and rear shock.
When it comes to riding, both bikes weigh in under 350 pounds, so they're very nimble.
Top speed is 88 miles-per-hour for the S, and 80 miles-per-hour for the DS.
If you're a bigger guy like me, you'll probably prefer the DS, as it sits a little higher and the suspension is a little more plush.
But both bikes are more fun then you'd expect.
Just like an electric car, acceleration is immediate, and the bike has no problems getting up to speed in a hurry.
Prices for the S and DS are identical, starting at $11,495 for the ZF6, with its 6 kilowatt hour battery pack, and $13,995 for the ZF9 with 9 kilowatt battery.
Unfortunately, with those prices and the limited range, at this time, the Zero also has limited appeal.
You either have to really want to go all-electric, or be a tech-savvy early adopter.
Either way, lower maintenance costs and never having to buy gas are certainly advantages in Zero's favor.
If this is indeed the future of the motorcycle, I guess I'd be okay with it, but if I could get more power and more range, I'd be downright ecstatic.
If nothing else, the ZERO S and DS are a wake-up call to the established motorcycle industry.
EV bikes are here to stay!
>> John: Try before you buy!
And down at Goss' Garage, Pat shows us why and how!
>> Pat Goss: Sooner or later, we always have to buy a replacement car.
Now, whether it's a new car or a used car, whether it's a truck or a van, or a passenger car -- no matter what it is, one of the most important things that you have to do is a road test.
And before you do that road test, you want to do a walk around the vehicle.
You're looking for obvious things, like paint overspray under the hood and various things that are...well, they may not be positioned right and stuff like that.
Once you get all of that done, if the car passes, it's time for a road test.
Once you've done your walk around, and if you find no problems, get in the car and start checking things for comfort, things like the seat belt...can you easily reach it?
Can you buckle it easily?
and does it fit properly?
Then, look at things like the rear view mirror...can you adjust it?
Is the visibility good?
How about the pedals?
Can you get the seat in a position where you can easily reach the pedals?
The big thing in here is to make sure that all of the ergonomics, all of the things that you use on a daily basis, the visibility and so, that it all matches you.
Then, if it does, it's time for a road test.
On your road test, you want to drive under as many conditions as you possibly can that mimic what you do in your normal driving situations.
In other words, you want to drive at highway if that's what you primarily do.
But you also want to mix; you always want to drive the vehicle at low speeds as well as high speeds, you want some smooth roads, you want some rough roads.
You want to make sure that under just about any condition that you can find that the car feels good to you.
Now, one of the things you don't want to do is you don't want to go on one of those pre-programmed courses that the salesperson wants to take you on, make up your own.
And if need be, why, figure out a course before you even go to the dealership.
Now, another thing that you want is that you want to go to maybe a parking garage, where you can park nose in and back out.
See how it feels to maneuver in tight places.
Also, go onto a side street and parallel park the vehicle, because some cars are much easier to parallel park than others.
Along through all of this, you want to make sure of how the car feels, how it accelerates in traffic, how your visibility is.
How all of the ergonomics of the vehicle are, how they work out; Can you reach everything?
Can you see everything?
Are the seats comfortable?
Do the various controls work smoothly and so on?
And remember one thing, there are lots of cars - new cars, used cars, it doesn't make any difference - there are lots of them out there, so if this is not the car for you, well, don't settle, look for the one that is correct.
And if you have a question or comment, drop me a line right here at MotorWeek.
After 13 months and 19,911 enjoyable miles, it's time to wrap up our long term road test on this 2011 Volkswagen Jetta TDI.
While we were already fans of modern clean diesels before this Jetta TDI arrived, after living with it 24/7, we are bigger fans than ever.
For less than $25,000 to start, with an automatic, you not only get a modern and very efficient compact - we averaged a hybrid-like 37.4 miles per gallon of diesel - but a great road car as well.
While critics, ourselves included, were initially leery about this more Americanized Jetta, we've now concluded that any build-to-the-dollar tradeoffs have not seriously decreased this car's sporty driving attitude.
Our car's 2-liter turbo diesel, 6-speed automatic front drive powertrain always had plenty of guts in reserve.
Yes, we will label its exterior and interior styling as conservative, but from sight line to seat height to stereo controls, it all works well.
If you have followed our reports you know we find the Nav screen too small and fussy, and there was the occasional rough shift from the automatic, but that's it for troubles.
The Volkswagen Jetta TDI is a frugal, reliable, comfortable, and fun to drive small family sedan.
Good for both dodging urban traffic, and slicing up back roads.
When you find a hybrid that fits that description, let us know.
A quick review of the log book in our Hyundai Accent SE shows all is going well with this stylish five door subcompact.
After 3,000 miles, the 1.6-liter I4 is loosening up.
But after six weeks, our fuel economy is just OK at 30.3 miles per gallon of regular.
Commuting is obviously this Accent's number one duty.
While it is the Accent's slick shape that attracts many buyers, we're more impressed with its solidity, feeling like a bigger car.
Yet it also is extremely agile.
Not everyone likes the Electrolyte green finish, but then there is no accounting for taste.
We'll check in on a pair of very different utility vehicles, our Mazda CX-5 and this Jeep Grand Cherokee, on our next MotorWeek Long-Term Road Test Update.
Time now for the latest MotorNews.
So let's see what Yolanda Vazquez has for us this week.
>> Yolanda Vazquez: Global auto sales from the first quarter of 2012 have been tallied and it looks like Toyota now has two of the three best-selling car lines in the world.
According to figures compiled by Bloomberg, the Toyota Corolla compact beats out all other car series with more than 300,000 units of various models sold globally in the first three months of 2012.
Now, that's not really a surprise since the Corolla has held this title for decades.
What is a surprise is that Toyota's Prius hybrid lineup is now the third best selling nameplate world wide.
Since 1997, Toyota has sold over four million Prius'.
Other factors such as rebates and tax breaks are helping to spur sales.
And it doesn't hurt that the Prius has gone plural - meaning the family now includes a total of four cars.
There's the 3rd generation Prius hatchback, the compact Prius C, the Prius V wagon, and the new plug-in Prius PHEV.
In the first quarter, sales of Prius vehicles worldwide rose to more than 247,000 vehicles, solidifying the car line as a mainstream hit for consumers looking for excellent fuel economy at a reasonable price.
Second place world wide goes to the Ford Focus compact series with 277,000 units sold.
There have always been big differences between top-selling vehicles sold throughout the world and best sellers here in the good 'ole U.S. of A.
When it comes to U.S. sales, pickup trucks take two of the top three sales spots, with the Ford F-Series being number one through May.
In third place is the Chevy Silverado pickup.
Mid-size sedans, the Toyota Camry, Nissan Altima and Honda Civic round out the top 5 spots.
Incidentally, global leader Toyota Corolla comes in 7th, and the Prius 13th.
While U.S. buyers continue to prefer larger vehicles, they still want good fuel economy.
For example, Ford is now selling over 60% of its F-150s with a V6 engine rather than a V8.
So when it comes to new car popularity contests, it's clear the U.S. remains something of a world apart.
And that's the latest for this week's MotorNews.
>> John: According to Jaguar, the XKR-S is the fastest production car they've ever produced.
Well, we couldn't let a claim like that go by without seeing for ourselves.
So we headed to the place we know best to figure out such things...Georgia's Roebling Road Raceway, to find out if this cat is indeed their quickest yet!
Well, before we find out if this 2012 Jaguar XKR-S is indeed the fastest production Jaguar yet, let's get to know it a little better.
Based on the sleek Jaguar XKR Coupe, the XKR-S takes on a more sinister look thanks to a healthy dose of performance enhancing treatments like carbon-fiber front splitter, blacked-out mesh grille, and both engine, and tall-slit-like brake cooling ducts that really visually widen the car.
In profile, things take a turn to the dark side as well, with black window surrounds, fender vents, and beefy 20-inch wheels.
Red brake calipers help avoid a total blackout.
Out back, there's a huge rear wing, and below, a carbon-fiber rear diffuser wraps around two sets of dual exhaust tips from a Performance Active Exhaust System that really lets this cat purr.
So, as great as Ian Callum's original design was, we like it even more after this trip through "nasty" school.
Okay, enough of that.
Off to the track, or tracks, we go.
First stop is our hometown 75-80 Dragway for quarter mile testing, where unfortunately, cold winter temperatures -- or maybe it was just the 550-horsepower -- made launching a bit tricky.
Eventually, we nailed a good one and scorched to 60 in just 4.3 seconds.
Streaking through the quarter mile, this thing sounds absolutely awesome and unlike any Jag we've ever driven.
It still feels like a Jaguar though, as the engine itself is smooth and quiet for the entire 12.6-seconds that it takes to reach the end of the strip at 118 miles-per-hour.
Both acceleration times are a second quicker than the last XKR we tested in 2007.
Those quicker runs come courtesy of the 5-liter V8 engine under the hood wearing a Roots-type supercharger.
It's the same all-aluminum AJ-V8 you'll find in the XKR, but it puts out 40-additional horsepower and 41 more pound-feet of torque thanks to revised fuel mapping, making the new totals 550-horsepower and 502 pound-feet.
After a comfortable and speedy nine hour drive down I-95, we arrived at our next venue, Roebling Road Raceway, near Savannah, Georgia, where warmer temperatures weren't the only thing that put smiles on our faces.
Handling Roebling's high speed turns?
Oh yeah, this Jag's got an app for that.
The XKR's aluminum chassis was already capable, but the XKR-S' lowered suspension and new dampers take it to a whole new level.
Jaguar's Adaptive Dynamics and DSC software get a sportier re-flash and there's a new Active Differential Control.
All of it helps to really put the power down out of corners.
Steering feel, especially in Dynamic Mode, is about as good as it gets.
You do feel the size of this car at times, mainly in tighter turns, where the front tires take some abuse, but otherwise it's one agile cat.
Paddle shifters for the 6-speed automatic work well, but not well enough to forget that it's a slush-box you're manipulating and not a sequential manual.
One thing that hasn't been altered is the XK's split personality.
You can flog this beast around the track all day long, and then impress your significant other with a comfortable ride and posh interior that evening.
And speaking of interior, the XKR-S' does take a sportier turn, but not at the price of sacrificing luxury.
There's still leather everywhere, but now it's accompanied by unique color stitching and aluminum trim.
While technically not a limited edition vehicle, Jag expects to sell fewer than 100 XKR-S's at a rarified price of $132,875, and there's a convertible version arriving soon as well.
So, the 2012 Jaguar XKR-S is indeed the fastest production Jaguar ever, and incredibly enough, it accomplished this without losing any "Jag-ness" along the way.
And I hope you'll join us again for more MotorWeek... when we'll test a new American luxury sedan that hopes to take on the world, the Cadillace XTS.
Then we'll go on-track with the latest 3-Series BMW.
Roger Mecca lays down some tire tracks in the snow.
Pat Goss brings us up to date on airbags.
We'll have the latest MotorNews, and an update on our long-term fleet.
Until next time, I'm John Davis.
We'll see you right here on MotorWeek.
>> Announcer: To learn more about MotorWeek, television's original automotive magazine, visit pbs.org.
MotorWeek has been brought to you by Tire Rack.
And by... >> RockAuto has auto parts from hundreds of manufacturers.
No matter what customers drive, they can purchase online from a comprehensive selection of brands, prices and specifications.
RockAuto.com, all the parts your car will ever need.
And by... 3M, maker of the scratch removal system.
Small scratches can be irritating, and an even bigger ding on your vehicle value.
3M scratch removal system helps remove unsightly scratches.
More information is available at 3MAuto.com.
