CARS.COM — The has grabbed more of the headlines lately, being newer and having the flashier name. But the is no slouch, either — our editors have driven it on the and on the before, and it’s one of our favorite performance bargains.Related:These front-wheel-drive compact cars match up very closely on price ($24,995 for the Civic Si on summer tires, $25,985 for the Elantra Sport with Premium Package) and on the spec sheet. Both have turbocharged four-cylinder powertrains — the Civic’s turbo 1.5-liter makes 205 horsepower and 192 pounds-feet of torque, the Elantra’s turbo 1.6-liter makes 201 hp and 195 pounds-feet of torque. Each also offers a six-speed manual.With so much in common, the big question becomes, how are they different?
How to increase carry weight skyrim console. And being the only person on staff to have driven both sedans to this point, I get to answer those questions. Here are five ways.
Row, Row, Row Your Own or Don’tThe Elantra Sport does offer a seven-speed dual-clutch automatic as a $1,100 option, but the Civic Si is only offered with the aforementioned six-speed manual. So, if you’re not a fan of shifting your own gears, there’s only one option here.I thoroughly enjoyed the manual transmissions in both compact sedans. The Elantra Sport has one of the easiest manuals to drive right out of the gate that I’ve run into, with a light pedal but clear catch point and easy-to-find gates. It’s by far the best manual from Hyundai that I’ve ever experienced. SuspensionThere are significant upgrades to the Elantra Sport’s suspension.
It gets an independent rear suspension, which replaces the semi-independent torsion beam in regular models. These changes give the Elantra Sport a stiffer ride, but not a harsh one — I found it comfortable in a variety of scenarios and street conditions, and when pushed, it was up to the task of keeping the car balanced and fairly neutral.The Civic Si goes above and beyond, though, with an adaptive two-mode suspension that uses a valve to either soften the shocks or make them extra-firm in Sport mode. While in regular mode, it’s softer than the Elantra Sport; but flip the switch and it gets taut, as well. This level of customization gives the Civic Si and edge here for me. And speaking of Sport mode. Where’s the Sport Mode?This mode is included on automatic-equipped versions of the Elantra Sport but not on the manual, and I would have welcomed it to get some more aggressive throttle mapping.
These two engines make very close to the same power, but the Civic Si is approximately 100 pounds lighter and felt like it had more acceleration, especially coming out of turns. The Elantra Sport was harder to keep in the power: Once you get up in the rev range, it has some kick but falls flat in mid-rpm, straight-line acceleration compared to the Civic Si. Just Talk to MeSteering feedback was also strangely lacking in the Elantra Sport. Driving the Elantra Sport reminded me of that one friend who’s in your group text but never really responds to anything. Trying to make plans is hard without hearing back from people; it’s the same thing with steering — there needs to be some sense through the steering wheel of what the rest of the car is doing. I need more from you, Steve!
I mean, Elantra Sport.The Civic Si comes with a variable steering ratio that offers more feel and, thus, made me more confident driving it harder. It’s a shame because the Elantra Sport’s suspension really is good in these situations. New-School Is Not Always BetterWe’ve railed against the Civic before for this, but when you put it head-to-head with another competitor that does it well, it just makes you upset again — that center console is a mess. I get what Honda was going for: minimalistic, put all the controls in the screen and make one spot for the driver to access. Our other editors have the absence of volume and tuning knobs, but what really irked me is the buried dual-zone climate controls.
There’s no way to raise or lower the fan or change its positioning other than to go into the screen. The Elantra’s old-fashioned solution is much preferred, and it lets you get the air flowing about 30 seconds earlier than it does in the Civic Si, which during the hot summer months is a big difference in sweatiness.
ConclusionThe Civic Si is the sharper performer of the two sedans, though the Elantra Sport is no slouch in that department. The Hyundai just lacks some of the sharpness of the Honda — it needs better steering and a more aggressive throttle setup to really compete in the performance categories.However, it may be the easier of the two to live with because the Honda’s control systems make me want to punch things sometimes. Would I still take the Civic Si? Yes, but that’s because I put a premium on drivability.
For those who want a sporty, fun-to-drive sedan that’s easy to live with, there’s a place for the 2017 Elantra Sport in your garage.Editor’s note: This story was updated July 7, 2017, to reflect that the Elantra Sport offers an available seven-speed dual-clutch automatic transmission.
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By Petrina Gentile, Globe and MailSubaru is sexy and sporty for under 30 grandSubaru often gets overlooked by car shoppers. But that should change with the latest addition to its family – its first rear-drive sports car.The brand-new is a dynamic, visually stunning car that will appeal to both the young and old. And the affordable price tag makes it even more appealing. For less than 30 grand, you get a front-engine, rear-wheel-drive sports car that will satisfy any car enthusiast on a budget.
The BRZ is a sports car like no other. Okay, one other: the Scion FR-S.Subaru and Toyota joined forces to develop a RWD sports car. The BRZ and FRS share mechanical features and look strikingly similar stylistically. Both are built at the same factory in Gunma, Japan.
The FR-S, however, is slightly cheaper, at $26,300; the BRZ starts at $27,295. However, dollar for dollar, more value comes from the BRZ. By Tim Miller, Toronto StarThe Subaru BRZ is a car for the serious driver.It also provides a great deal of motoring enjoyment in a sleek, firm-riding and well-thought out package for under $30,000.In an about-face from what is considered normal these days, the Subaru BRZ is a front-engined, rear-wheel drive sporting coupe with attitude. This is not a car to use when getting groceries or going to the home improvement centre to pick up plumbing supplies. This car thrives on performance – the more the better.
It is a car designed and built in the tradition of the MG, the Triumph and the Porsche of 50 years ago: lightweight, agile, powerful and good-looking.This car is meant to be driven and it will not disappoint. Once the flat-four Boxer engine gets wound up above 3500 rpm the power is steady and strong to the 7200 rpm redline. The shifter for the six-speed manual gearbox in the test vehicle falls readily at hand and provides very positive gear changes, a welcome change from sloppy cable-operated shifting mechanisms in front-drive cars. There was no negative feedback from shifting the BRZ.
It could be thrown through the gears with the tight, concise feeling of a Hurst shifter-equipped muscle car from the 1960s.Subaru has been a mainstay in the market with performance packages, such as its WRX STI sedan, and the BRZ continues this tradition. And as with the WRX, the BRZ will find its niche in competition.The BRZ (which stands for Boxer, Rear-wheel drive, Zenith) is a car built in partnership with Toyota. The overall design and body development is from Toyota, while Subaru provides the engine and drivetrain. The BRZ is powered by a 2.0-litre, four-cylinder horizontally-opposed Boxer engine with 200 horsepower and 151 pound-feet of torque. The engine has a unique sound all its own – this sound is more prevalent in the BRZ than other Subarus due to the size of the car and at certain revs produces a Porsche-like resonance.The manual BRZ will get you from zero to 100 km in a little under eight seconds, the optional six-speed automatic with paddle shifters is about a half second slower.The BRZ is fuelled by direct and port injection with electronic throttle control.
The engine has a fairly flat torque curve and only wakes up after 3500 rpm. You are not pegged back in your seat as with some turbocharger-equipped vehicles but things do happen quickly. The double overhead camshaft engine requires premium fuel, with mileage coming in at about 9.6 litres per 100 km for city driving and 6.6 litres per 100 km for highway use.The engine sits low in the front of the BRZ and with its MacPherson strut front suspension and double wishbone rear suspension, coupled with 215/45 Michelin Primacy tires mounted on 17-inch aluminum rims, a 53/47 front-rear weight ratio and a low centre of gravity, the car displays near-neutral handling. It hugs the road and goes where pointed, showing very little understeer, or push.
The steering is electrically-controlled but provides the driver with a great sense of command and feedback. With the traction control shut off, it is certainly possible to get the rear end of the 1255-kg BRZ to come around, but this action is very predictable and steering and power corrections can be made well within any danger.Stopping is provided by four-wheel disc brakes, 294 by 24 mm in the front and 290 by 18 mm in the rear. Along with its anti-lock system the BRZ also has electronic brake-force distribution and brake assist.As a trade-off to the BRZ’s excellent handling, the ride is firm and harsh. The car belies its nature on all but the smoothest of road surfaces.
Getting into the BRZ is what one expects for such a low car, but once inside the cockpit is both inviting and intimate with all controls at hand and that gearshift knob just beckoning to be used. There is minimal use of chrome, the thick leather steering wheel falls readily into hand and the large Pioneer in-dash touchscreen navigation and sound system is easy to read and operate from the centre of the dashboard. The cloth seats are deep and offer a great deal of support and the whole interior has a no-frills, lets-get-down-to-business aspect.The BRZ is touted as a four-seater, although rear passengers will have trouble getting in and out of the car and, once inside, find little leg room. The driving position is perfect for a driver six feet or under, but those taller will find operating the BRZ a challenge. With the front seat all the way back, one would be hard-pressed to put their hand between the back of the front seat and the cushion of the rear seat. The hand brake lever is mounted on the driveshaft tunnel (remember those?) to the right of the driver and could be hard to operate if the driver is wearing a large or thick coat.And while the fit and finish of the interior is stylish and well-appointed with quality materials, there is no provision for a centre armrest and your right elbow falls into the deep cup holder when not running the BRZ up and down through the gears.The BRZ comes in four colours: black, white, silver and blue. But with dark Anthracite alloy rims, black is the perfect shade for the sleek and well-proportioned two-door.The BRZ is available with a sport-tech package – for about $2,000 more than the base car, which starts at $27,295 – that includes all the base BRZ features along with keyless access and push-button start, heated leather front seats and fog lights.
The optional six-speed automatic transmission with paddle shifters is available on both models for $1,200.The Subaru BRZ is not for everyone, but for those who want power and performance in a package with its own unique handling, this coupe has few peers. By Greame Fletcher, National PostThe BRZ is the result of a collaborative venture between Subaru and Toyota.
The latter’s version is sold as the Scion FR-S. These sister rides mark radical shifts for both companies: The FR-S is the first Toyota to feature Subaru’s flat-four boxer engine; for Subaru, it is the company’s first car since the late 1990s to be sold without the advantage of all-wheel drive.Does this put a damper on the BRZ and its ability? The answer is not really, as the handling and vehicle response are finely honed and the ride quality is good given the sports-oriented suspension. It does a very good job of dialing out body roll and instilling a surprisingly neutral feel to the drive. When pushed hard into a corner, it does begin to understeer, but it is easy to toss the back end out and induce oversteer. The enjoyable part is that when the back does begin to break away, it does so in an entirely predictable manner.
Throw in the light, but direct, steering and a Torsen limited-slip rear differential, and the BRZ’s driving dynamics are delightful.The bonus is the feedback the BRZ affords the driver – it is as though the car rotates around the driver’s posterior, which is a very good thing. The BRZ can be likened to a roofed Mazda MX-5 – that’s how much fun it is.The unspoken bonus is the feedback the BRZ affords the driver – it is as though the car rotates around the driver’s posterior, which is a very good thing.
The BRZ can be likened to a roofed Mazda MX-5 – that’s how much fun it is.When it is time to play, Subaru gives the driver a number of options. First, the stability control system has a sport mode, which allows the back end to twitch before stepping in. The traction control can also be turned off, which allows some wheelspin and a little more lateral movement before the control system starts to wag a disapproving finger. The fun setting, however, is when the traction control is off. Now the back end is free to drift whenever the driver decides to kick it out.A 2.0-litre, flat-four boxer engine that spins out 200 horsepower and 151 pound-feet of torque powers the BRZ. In a car that weighs just 1,280-kilograms, this is more than enough to be entertaining – a noise attenuator brings some of the engine’s noise into the cabin, which serves to amplify the BRZ’s sporty tone. The test car arrived with the optional six-speed manumatic, which features three modes (Snow, Normal and Sport) and paddle shifters.
The Normal mode sees the box nudge up the gears early to promote fuel economy. Selecting Sport mode holds the each gear longer and makes the most of the engine’s power. Kudos for leaving the paddle shifters active regardless of the shift lever’s position – it, too, has a manual gate. This allows the driver to take advantage of engine braking heading into a corner. The box also rev-matches on downshifts, which eases the transition and adds to the BRZ’s sporty appeal.Testing pegged the BRZ’s run from rest to 100 kilometres an hour at 8.5 seconds, which is respectable – the manual transmission shaves about a second off this time.
The turbocharged version of the BRZ promises to be something else.The first thing I noticed after I slipped behind the wheel was the near-vertical nature of everything, including the steering wheel. This does not hurt the driving position, which is nicely supported by the front bucket seats. The control layout is logical for the most part and the materials are of acceptable quality. One nit to pick about the interior is how the Bluetooth microphone hangs from the headliner – it looks like an afterthought and a throwback to the infancy of hands-free technology.The bigger issue has to do with the audio system. The volume knob is about the size of the tip of one’s pinky finger, which makes it very difficult to use under normal circumstances and impossible if the user is wearing gloves. Finally, accessing most of the vehicle set-up functions, including Bluetooth, required the car to be parked and the handbrake applied.This proved to be a royal pain.Any notion the BRZ is a 2+2 was very quickly quashed when I attempted to sit in back seat.
With the driver’s seat set for my stubby legs, there was barely enough room between the front and rear seats to wedge my size eight running shoe into the gap called legroom. Move the front seat rearward a couple of notches and that pittance disappeared. There is a silver lining here – given the trunk measures a scant 6.9 cubic feet, folding the rear seat back down opens up some realistic (and needed) interior storage space.Driving the BRZ taught me a few lessons. First, the lack of Subaru’s excellent all-wheel-drive system is disappointing, but not devastating. Yes, it will make a winter drive more interesting, but, with the right tires, it should be entirely manageable.
Second, if you are shopping for a two-seat hardtop that is an utter delight to drive, the BRZ is very well suited. By Dave Pankew, Autoblog CanadaSubaru is well known for one element of automotive technology that has huge collateral benefits – all wheel drive. Their trait as a car manufacturer has always centered around putting the power down to all four wheels for safety or for extreme performance. And they have done a stellar job at perfecting their symmetrical all wheel drive system, adapting it to all of their vehicles and offering it to the buying public at a reasonable price.So when we first got news what seemed so long ago that they were going to develop a 2-door sports car without AWD, we thought there must have been a typo somewhere.
And furthermore they were developing the car alongside Toyota which made for even stranger news. Then they dropped the bomb, the boxer engine in the car would be made by them but would lack a turbo We thought about rubbing the rosearies and bathing in holy water as the apocalypse was surely upon us.Well, the apocalypse never came but the BRZ did and we got some early seat time with it way back in Japan After tearing up the Motegi circuit in the BRZ, we toured the sinuous roads of Southern France in the little coupe but now, here we were standing in front of a pearl white BRZ, keyless key in hand wondering what on earth to do with it in vast flat landscape of Southern Ontario. Not what we did in the South of France, that’s for sure.Subaru is well known for one element of automotive technology that has huge collateral benefits – all wheel drive. Their trait as a car manufacturer has always centered around putting the power down to all four wheels for safety or for extreme performance. And they have done a stellar job at perfecting their symmetrical all wheel drive system, adapting it to all of their vehicles and offering it to the buying public at a reasonable price.So when we first got news what seemed so long ago that they were going to develop a 2-door sports car without AWD, we thought there must have been a typo somewhere. And furthermore they were developing the car alongside Toyota which made for even stranger news. Then they dropped the bomb, the boxer engine in the car would be made by them but would lack a turbo We thought about rubbing the rosearies and bathing in holy water as the apocalypse was surely upon us.Well, the apocalypse never came but the BRZ did and we got some early seat time with it way back in Japan After tearing up the Motegi circuit in the BRZ, we toured the sinuous roads of Southern France in the little coupe but now, here we were standing in front of a pearl white BRZ, keyless key in hand wondering what on earth to do with it in vast flat landscape of Southern Ontario.
Not what we did in the South of France, that’s for sure.It was our first chance to spend some time with the vehicle in it’s element on the daily grind. We’d be commuting in it, stuffing it with groceries and friends, navigating potholes and trying to dodge pedestrians downtown. And when time allowed, we’d go give the little flat-4 a thrashing outside the city limits. Subaru bucked convention by taking on Toyota as a partner and putting this car together.
First it’s a coupe and there hasn’t been one of those in their lineup since the Impreza RS. It is a performance car like the WRX and STi but has no turbo, what is up with that? And finally, the car only drives power towards the rear wheels. We weren’t complaining, we were applauding that the Execs decided to shake it up and we were excited to see where the BRZ would go.Exterior wise, you get pretty much what the Scion FR-S buyer gets but with a handful of tweaks. The front fascia on the BRZ is decidedly more attractive and give the vehicle a more upscale appearance. The optional rear wing gives the BRZ more of a visual appeal and better aerodynamics although it shares the same sleek 0.27 drag co-efficient as the FR-S. The sculpted front bumper, rear wing and even the side vent insert evoke more of a Subaru, albeit very subtle.As a sub-$30K it most certainly appears more expensive.
The BRZ commands quite a bit of attention everywhere it went. The reactions ranged from novice questions about whether it was a hatchback, to the bizarre like was it a new Jaguar? Well the throaty exhaust note, chiseled physique and aura around the car was speaking volumes, it also strangely communicated to other sportscar drivers that we wanted to race. We are quite fond of our licences thanks and well, with 200 hp the BRZ isn’t that kind of car.The 2.0 flat-4 boxer is a purpose built engine. A collaboration with Toyota, it’s almost all Subaru-built with the D-4S direct injection and the air filter as Toyota’s only contribution. This naturally aspirated FA20 engine likes to rev and truth is, you kind of have to give it a whopping to squeeze power out of it. Peak power comes on at 7,000 RPM but the joy seems to end quickly when as it quickly creeps up on the 7,400 RPM redline.
The maximum torque of 155 lb-ft is delivered at a lofty 6,600 – so for you math whizzes out there they are only separated by 400 RPMs, meaning you can’t let the car slip out of that range. While we were able to find the right gear and stay on the throttle, we fear the novice driver might find it under-powered if they are used to shifting at a lower RPM.We really craved more RPMs and curiously engine seems to want to keep going too. But at the same time winding a motor out that high can be costly for warranties but it sure does make some sweet exhaust notes doing it. Just like the FR-S, the BR-Z has a low-tech air intake bypass to provide engine noises into the cabin in a natural way, take that BMW M5!Since the BRZ is a genuine effort to conjure up the spirit of sportscars past, you’ll want to opt for the 6-speed manual.
The automatic will set you back $1,200 and although it has decent shifting though the paddles complete with blips on downshifts, if you are going to really get the full BRZ experience you want to row through the gears, be able to launch the car and clutch-kick it when you want to have some rowdy moments.When it comes to the twisties, the BRZ is ready to take hold or slide its way around depending on the driver. While the BRZ has a slightly softer spring than the FR-S, it will tend to plow ever so slightly more. However, the vehicle has the same suspension design, the same Torsen LSD in the back and the same ability to override the traction control system or switch VSD to ‘sport’ mode.
Then the underlying character comes out making this slightly more gentlemanly coupe equally as aggressive as it’s stripped-down sibling.We found some twisty roads and quickly went to work. When the Michelin Primacy 215/50R17 tires are fresh, they bite in fairly well up front and provide good traction in the rear. It is however, easy to find the limits of these tires and we were informed that that is why they were selected. Wrapped around the same narrow, low-off set wheels as the FR-S, we would have liked to see a departure from it’s stablemate here, how hard could that have been?
For us we’d work a new site of wheels with some more capable UHP tires under the BRZ because there is lots more excitement left in there.With the BRZ if you want to have fun by wagging the tail, flip off the traction control and prepare to have your car control skills tested. The BRZ is a weall balanced car with excellent weight distribution, stiff chassis and a tuned suspension but it isn’t as unforgiving as say a Subaru STi. You are making a commitment turning off the traction control (VSC sport) during some spirited driving or go the track in the BRZ, it can bring loads of joy but it commands your full attention at the wheel and moments can get real lively.As we mentioned, the BRZ is a more civilized version of the FR-S.
The softer spring rates only hint at what comfort improvements we found inside. Our Tech Package car ($2,000) has the Alcantara seats, which are less boy-racer and slightly more accommodating with a plush microfiber and leather trim.
They too hug the but the driver to the ground. The bold red stitching can be found on both the seats and the 365mm leather wrapped steering wheel. The insert in the dash is a brushed-aluminum look versus the woven fibre of the FR-S. The BRZ also features a keyless start that occupies some valuable real estate and wonder why it couldn’t be closer to the steering column leaving that areas for a storage box.
Potential buyers have asked us about the back seats and we can only muster, “yes, they are there and they fold down perfectly.”The Tech Package tester gave it the Pionner 7-inch touch screen. This unit features Bluetooth audio and voice, DVD and DIVX playback as satellite radio and iPod control. We doubt we would use the SD card slot on the front panel because the USB is the obvious the storage method of choice. Overall, the unit sound good and was easy to operate although we did find the Bluetooth audio constantly disconnecting even though the iPhone4 source was sitting nearby unobstructed. But considering the features also attached to the Tech Package (as well as dual zone climate and vanity mirrors) the price makes it a solid buy.At $27,295 it is affordable to all as well. Since the BRZ doesn’t have a load of options, buyers should opt for the Tech Package. This already inexpensive coupe will be inexpensive to own too since the fuel economy numbers are impressive.
The manual car boasts 9.6 L/100km (29 MPG) city, a scant 6.6 L (43 MPG) highway with only 8.2 L/100km (34 MPG) combined. The automatic performs marginally better at 8.3 L/100km (34 MPG) / 5.8 L/100km (49 MPG) and 7.2 L/100km (39 MPG) combined!
Lets no forget though, the BRZ needs premium fuel with 12.5:1 compression and we recorded 34 L/100km in the FR-S on the track, so it can be a thirsty motor.Overall we appreciate this back to basics design. With the in-cabin sound engine noise by-pass, the plastic inner fender wells for less weight and a chassis and the cargo capacity to hual track rubber and a jack is something we totally back. Would we choose a FR-S or a BRZ? Tough call, its basically down to brand identity and who gets the turbo first!Read Article:in Tagged,. By Brian Harper, National PostAllow me to dispense with any pretense of journalistic objectivity in matters related to Subaru’s highly anticipated sports coupe, the BRZ. Now!Far too seldom comes a car with nearly all of the precepts I hold sacrosanct for a sporting machine – drop-dead looks enhanced by a classic long hood and short deck profile, light weight, rear-wheel drive, superior handling and grip, a zippy engine and – the big one – affordability ($27,295 to start). Yes, there are a few niggles, but none of them detract from the driving experience.
The BRZ (and, no doubt, its Scion FR-S near-twin) is a thoroughly modern performance vehicle that still manages to rekindle memories of cars from my youth.The only disappointment is that my test vehicle had the optional six-speed manumatic transmission and not the manual. Call me old school, but paddle shifters do not offer the same seat-of-the-pants driver/vehicle interaction as rowing a shifter through the gates. Plus, if you keep your foot in it and allow the engine to redline, the manual-equipped BRZ accelerates faster to 100 kilometres an hour – 7.7 seconds versus 8.4 seconds for the manumatic, according to Subaru (or about a second quicker if you read the U.S.
Mollifying the disappointment ever so slightly is that the upshifts are instantaneous, while downshifts come with blipping control to mimic the sports car experience.Now, more about the one issue with which motor heads have been clogging the blogosphere: the BRZ’s supposed lack of power and aforementioned weak acceleration times. Sure, if you want blistering straight-line speed, the BRZ, with its 200-horsepower 2.0-litre boxer four-cylinder, isn’t going to cut it. And, until Subaru and Toyota actually fess up, any thought that a turbocharged version of the engine is forthcoming is pure speculation. Putting things in perspective, though, the BRZ is in the same class power-wise as the Hyundai Veloster Turbo, Honda Civic Si and the Volkswagen GTI, similarly priced sporting cars. (A major crimp in this argument, however, is the Hyundai Genesis 2.0T and its 274-hp turbocharged 2.0L engine.) But Subaru made its intentions clear from the outset that it was pursuing a “purist’s” approach to sports cars with the BRZ, eschewing the focus on ultimate power, luxury and performance – and the resultant weight penalty.Certainly, with a large proportion of high-strength steel used throughout its body, plus aluminum for the hood, the BRZ’s 1,255-kilogram weight (for the manual; another 21 kg for the automatic) is decidedly trim for a modern car. More important – and the key to its agility – is that the BRZ has a super-low centre of gravity – just 459 millimetres, due in part to the boxer engine’s inherently low design height and its placement. Now throw in a front suspension, with the struts mounted low for a low hood line, a front strut brace, a double-wishbone rear suspension and electric power steering with a quick 13:1 steering ratio and you have a VIP card for Party Central when it comes to twisting tarmac.
The Sube absolutely devours decreasing-radius turns with a tenacity that would impress a Porsche owner, and that’s shod with relatively narrow P215/45R17 Michelin Primacy HP summer rubber. A Torsen limited-slip differential helps the inside wheel maintain traction during fast cornering.
Plus, there’s the vehicle stability control and traction control systems (which can be turned off) and a Sport mode that allows a driver to dial up the fun factor.Said handling tenacity doesn’t come with a punishing ride, either; the BRZ provides intimate contact with the road without compressing your spine like an accordion. Also, one rose-tinted aspect of the sports coupe’s low ride height is that, much like others of its ilk (think Mini Cooper), it exaggerates the sensation of speed – you feel like a scofflaw even while keeping it legal.Subaru describes the cabin as a “simple, elegant approach to interior design;” I’d classify it as Spartan at best. The sport seats are the best feature, being both very comfortable and heavily bolstered for track-day shenanigans. Drivers will also welcome the three-spoke, leather-wrapped steering wheel. The instrument panel features a large, centre-mounted tachometer with a hard-to-read analogue speedometer to its left. Fortunately, the tach integrates a digital speedo that is clearly visible. A 6.1-inch touchscreen for the audio/navigation system is located in the centre portion of the dash and looks as though it was added as an afterthought.
It also defies easy use.The rear seatback folds flat to expand the space offered in the trunk. With the seats up, the trunk offers a minuscule 6.9 cubic feet of room, but with the seatback folded down, there is supposedly enough room for two standard golf bags (I don’t play golf, but I do go to the supermarket – as long as you don’t buy toilet paper in bulk, the BRZ will pass for a grocery getter.) As for the rear seats, Subaru says they will accommodate front-facing child seats, wisely not claiming an adult will actually fit back there.The true beauty of the BRZ is that it’s a sports car for modern times. It’s not burdened with impractical horsepower it doesn’t need; what’s available is fully usable while still being fuel efficient – I averaged a fuel economy of 7.3 litres per 100 kilometres during my time with the car. Meanwhile, the Sube’s handling makes even the most ordinary driver feel like a hero. The Genesis 2.0T – which is probably the BRZ’s (and FR-S’s) closest competitor – is a more complete sports coupe in terms of amenities, but, while a decent road car, it is not in the same league as the Subaru on the track.The greatest satisfaction I’ve had with a car all year is in Porsche’s redesigned Boxster S.
The Subaru BRZ comes a close second and, with a sticker price less than half of that of the roadster, goes to show that one doesn’t need big bucks to own a track star.Read Article:in Tagged,. The new 2012 Subaru BRZ is one of the slickest sports cars on the market right now. Lightweight, smooth-looking and affordable, it’s no surprise that the BRZ is so popular among consumers.The BRZ starts at just over $27,000, which is the lowest price among its competitors. One of their closest competitors, the Mazda MX-5, is priced at almost $29,000. In addition to the low price, it also as an impressive fuel economy at 5.9 L/100 km on the highway.While most sports cars have grown heavier and more expensive over the last few years, Subaru decided to keep the BRZ light and affordable.
It has a lower centre of gravity than the Ferrari 458 and the Porsche Cayman which makes it extremely safe to drive.With great steering and superb balance, the BRZ is a fun vehicle to drive. With an affordable price and smooth design, it’s an excellent purchase for males 40 and under.Patrick Britton – Guest BloggerPosted in Tagged,. 2013 Subaru BRZvia Car & DriverSome things just don’t make sense. Why is the food at Outback Steakhouse mostly Cajun-style? Why can’t Jennifer Aniston find true love? And why would Subaru and Toyota, two companies whose fortunes are built on mainstream sedan sales, collaborate on a rear-drive sports car?The latter question is a bit easier to answer from the Subaru BRZ perspective.
For one, Subaru has a currently breathing reputation for building sporty cars: They may sell in limited volumes, but the WRX and STI are nevertheless Subarus. And Subaru says that the engine in its BRZ, a 2.0-liter flat-four making its first public appearance in this car, will form the basis of its next turbo motor. For its part, Toyota says that its version of the car-to be sold as the Toyota 86 in Japan, as the GT 86 in at least the U.K., and as the Scion FR-S here-makes sense as a first thrust in its plan to again build sporty, fun-to-drive vehicles. Still, this isn’t a car that most people saw coming from either manufacturer.Cheese Fries, Please!Then again, regardless of the boomerangs mounted on the walls and the “Chaze Frois, Plaze!” coasters, Outback Steakhouse’s Alice Springs chicken is delicious-and devastatingly unhealthy, but that’s beside the point. The BRZ is likewise delectable; our only gripe about the way it drives is a chassis that leads to understeer at the limit.
That, however, is much less likely to give you a heart attack than a jumbo honey-mustard-marinated chicken bosom hidden under a pile of bacon and smothered in melted cheese. Indeed, right up until the nose starts to chatter off line, Subaru’s new coupe is gifted with exceptional balance and clairvoyant reflexes.The understeer isn’t a deal-breaker; with perfectly timed and moderated inputs (or with huge, pimp-slap jerks on the wheel and heavy stomps on the go pedal), it is possible to avoid it all together and turn it into delicious oversteer.
When the rear end goes, even in the wet, the BRZ slides slowly and progressively. It’s so easy to catch that you might find yourself fishing in your pocket for spare change with one hand while the other meters yaw around an off-ramp.
(Subaru says that Toyota’s suspension tune will vary slightly, a tad softer in the front and stiffer out back.) The brake pedal feels a little less wired than the rest of the car, but the binders wind the speedo back toward 0 in a hurry.Conducting the chassis is steering that is more immediate than anything this side of the Lotus factory. Its heft is perfect for resisting unintentional inputs at the limit.
Feedback falls short of perfection, but only slightly; blame the electric steering if you must. The electric motor assisting the BRZ’s rack is mounted high up on the firewall, contributing to a slightly higher center of gravity but simultaneously shifting the front/rear weight balance a touch rearward.Weight WatchersIn developing the BRZ, Subaru took an almost maniacal approach to weight and its management, keeping it low and evenly distributed between the car’s axles. The company claims that 54 percent of this car’s mass rides on the front wheels and 46 over the rear, and says that its center of gravity is right around 18 inches high. That latter figure rivals or beats the measurements for the Porsche Cayman and Mazda RX-8, among others.Helping keep the mass snug against Mother Earth is the FA flat-four. Compared to the FB four found in other Subies, the FA’s intake is 2.6 inches lower and the oil pan clings closer to the crankcase, allowing it to be mounted with its crankshaft centerline 2.4 inches lower.
Amazingly, the engine is mounted 9.4 inches farther back in the chassis than an Impreza’s four. A Subaru spokesman says the two engines share “maybe a few screws,” but are otherwise completely separate pieces. We’re told the weight difference between the two is negligibly in favor of the A. Placing the engine so far rearward of course helps balance the car, but it also precludes Subaru from fitting an all-wheel-drive system. The company says that it has no room for a turbocharger either, but after peering under the hood, we disagree.
Besides, Subaru desperately needs something to tie this car to the rest of its lineup, and a turbocharged STI model would be the perfect solution. Although the BRZ doesn’t need more power, it certainly could handle more. We’re guessing that a turbo will be part of whatever mid-cycle updates this car sees in two or three years.Despite a displacement difference of just 3 cc, the naturally aspirated FA and FB fours have dramatically different outputs. The B’s 148 hp and 145 lb-ft of torque (as installed in the Impreza) lag 52 and 6 behind the A’s 200 and 151-Subaru’s stated output-while the A’s 7400-rpm redline is 800 higher. Thank Toyota’s fuel-injection setup, which squirts both via intake ports and directly into the cylinder?the system is Big T’s lone contribution to the engine-and allows a crushing compression ratio of 12.5:1. “Crushing” is not a descriptor we’d employ for the acceleration, although we estimate a 0-to-60-mph time of around six seconds flat with the six-speed manual; add a couple of tenths with the six-speed auto.
Top speed is said to be 143 mph. A resonator pipes sound into the cabin, and above 5000 rpm, there’s enough noise inside the car that you’ll need to scream to talk. Not that you’ll be having much conversation. That said, we wouldn’t call the quality of the sound unmistakable; it could be taken for a number of undesirable things. Having heard what aftermarket exhaust companies do for other Subaru flat-fours, though, we’re confident that they can coax a better voice out of this 7400-rpm screamer.In spite of its higher output, the FA should still manage 30 mpg on the highway, according to Subaru.
Underbody paneling helps keep a clean aerodynamic profile, although the company still hasn’t decided if the treatment will be standard on all U.S. Cars or only on higher trim levels.Even the Weenies are Treated WellAs mentioned, two six-speeds are available, a manual and an automatic. Following our drive of the BRZ in Japan, the manual had us seeking a temple at which we might make an offering of thanks. The clutch pedal is a touch light-and a touch light on feel-but snaps to attention right off the floor and engages smoothly, and the stubby shifter snicks between gates with ease. Heretics who buy their sports cars with automatics will at least get a good unit. There are two modes in the Subaru: Drive and Sport. Wheel-mounted paddles are standard; in D, the transmission allows them to make gearchange suggestions but still upshifts at redline and downshifts when the driver floors the accelerator.
In Sport mode, however, paddle commands are gospel-the way God’s lazy, automatic-driving half-brother intendedWhile most of the engineering and chassis work is Subaru’s doing, the styling fell to Toyota. It apparently drew a basic coupe shape and-well, it must have seen it created something less than sultry but stuck with it anyway. It’s good enough. The view from abaft is actually fairly exciting, with the slope of the greenhouse hesitating just slightly to form a decklid before tumbling into the rear fascia. Only the front fascia, badges, and maybe wheels separate the BRZ from its Toyota-and Scion-sibling. The suggestion of flares on the front fenders merely alludes to the muscular (some might say exaggerated) styling of the various concept cars, but the U-shaped view from the driver’s seat over the scooped-out hood is at least unique.
Visibility in all directions is much better than most sports cars.Interior space, on the other hand, is just about par. It’s fine up front, and average/shortish adults might even be happy in the back for shorter trips.
Subie touts this as the shortest rear-drive 2+2 on the market. It also says that the car can accommodate a forward-facing child seat in the back.
A 1255kg Honda Is Going Going Through A School Zone 2
A rear-facing seat, on the other hand, would probably only fit if the parent riding shotgun rides shotgun in a car following behind. The trunk will hold just seven cubic feet of stuff, although both halves of the rear seatback fold for larger loads. According to Subaru, the space was designed from the beginning to hold a set of racing tires and a toolbox in this configuration, although that claim coincided with a PowerPoint slide entitled “Unexpected Utility”; we suspect that’s probably the real story behind the tire-hauling ability. Or maybe that’s why the tires are just 215 millimeters wide, as fitting a set in the car requires a two-tire stack.The Subaru BRZ goes on sale in spring of 2012 as an early ’13 model, at a base price we’re now told will be around $25,000. Asked to make sense of the BRZ, a Subaru representative says, “It makes sense if you sell enough of them.” In the U.S., Subaru thinks that 5000 to 7000 per year would be enough. Ultimately, though, a car this good doesn’t need to make sense: Its brilliance is all the explanation we need.Read Article: in Tagged,.
. A 1255 kg Honda is going through a school zone at 5.0 x 101 km/h and then the driver quickly steps on the brakes to make the car come to a complete stop by skidding 3.0 x 101 m. What is the work done on the car by the frictional forces? (Hint: the answer is negative because the force and the displacement are in the opposite directions.). Some individuals who just can't help themselves I think I don't know how he got the money together - possibly a loan - anyway long story short - There's this bloke which is friends cousin who bought out the Kawasaki then he bought the Honda motorcycle shop out then the Suzuki shop.
Burns oil and I was wonder will it ever stop smoking. I know I have to rebuild the engin so don't even say it.
And how long will it take before it losses power. I have find some reviews that chevy cruze having some transmission and ac vents problems & about honda city I didn't find such defects I'm rally confuse.
. A Porsche challenges a Honda to a 400 m race. Because the Porsche's acceleration of 3.4 m/s2 is larger than the Honda's 3.0 m/s2, the Honda gets a 100 m head start - it is only 300 m from the finish line. Assume, somewhat unrealistically, that both cars can maintain these accelerations the entire distance. A) Who wins the race? They finish at the same time D.
It is impossible to determine Please explain the process of solving this problem in detail. My bike will not accelerate in 4th or 5th gear.
It runs great in 1st 2nd and 3rd it tops out at about 35-40 in 3rd but once I shift to 4th it just stays at around 35mph. When I give it more throttle in 4th gear it just makes a put put sound and looses speed.
Can someone please tell me how to fix this. It will shift in gear and stay at a fast idle but give it some gas it jumps in and out of gear.let off gas and it will stay in gear.is there an adjustment for this. While riding my 1984 Honda Big Red 200es, once the engine gets hot it will lose it's spark, and once it cools again, will run. I've checked and changed the spark plug connectors and the wires near the motor but it still has the problem.
If someone out there has had this problem and can help that would be great.