Saturday, July 21, 2012

Scion FR-S with Iss Forged Blonix 19" Wheels and Hankook Tires

Brand New Scion FR-S rocking a set of 19" Staggered ISS Forged Blonix M/8 wheels and wraped with Hankook Evo tires.

2013 Scion FR-S

The rear-wheel-drive sports coupe delivers on its promise.

The U.S.-market sister ship to the Subaru BRZ, the Scion FR-S, will go on sale this spring. It is an unusual car for parent company Toyota, or at least the Toyota of late. Before the creation of the FR-S, Akio Toyoda (president of Toyota and grandson of the company’s founder) asked himself, “Where is the passion in our lineup? I want to build a sports car.”
The Scion FR-S is that sports car. (It also will be sold across the globe as the Toyota GT 86 or simply 86.) Much has been made about the collaboration with Subaru. Toyota claims credit for the car’s existence and the idea itself, which is in direct opposition to what Subaru told us. Fight! Fight! Toyota says chief engineer Tetsuya Tada’s original concept called for a front-engined sports car with rear-wheel drive. Inspired by the rear-drive Corolla of the ’80s that became the darling of drifters, the new sports car would be light, agile, and affordable. After some internal resistance within Toyota and Subaru, a prototype was built in late 2007 using a Subaru flat-four and rear-wheel drive. The prototype changed minds; by early 2008, a sports-car program was born.
Toyota readily admits the lion’s share of the development was done by Subaru. However, according to Toyota, plans and objectives came from its engineers and were merely executed by Subaru’s team. (There’s that contradiction again.) For example, the all-new platform and chassis are from Subaru. Toyota made contributions along the way, such as adding its eight-injector direct and port fuel injection to Subaru’s 2.0-liter flat-four. Making the car attractive fell to Toyota. The greenhouse is a homage to the Toyota 2000GT of the 1960s; the nose hints at the Lexus LFA supercar. Squint a little while eyeing the FR-S, and cars like the Supra and Celica come to mind, too. Assembly of the FR-S and BRZ is Subaru’s responsibility. A peek under the Scion’s hood reveals the “Subaru” name atop the intake manifold alongside Toyota’s.
Comparing Apples and Softer Apples
When asked how the two cars differ, the Scion folks tell us the BRZ is about stability and the FR-S is about agility. The word “understeer” has surfaced in initial reports on the Subaru BRZ. The Scion doesn’t understeer. Its cornering balance is neutral—bravely neutral for a car that will be sold to young buyers. Scion claims the only changes to its chassis are slightly softer springs and stiffer dampers.
Scion has certainly succeeded in making the FR-S agile. From the quick steering to the alert chassis, the FR-S responds to driver input in a way that reminds us of the Honda S2000. Holding the stability control button for three seconds removes the safety net. Although the chassis is neutral, it will slide should you turn the wheel abruptly or stomp on the gas mid-turn. Lift in the middle of a corner, and the rear end will step right out on you. It doesn’t do so in an “I’m going to ruin your life” sort of way; it seems more to say, “Hey, you sure you know what you’re doing?” In low-speed corners, power oversteer is easy to achieve. The tail swings predictably and delicately. The low weight—we estimate about 2800 pounds—means the FR-S regains its composure without any drama. Akio Toyoda says of the FR-S, “[It] responds to good driving skills.” If you don’t have them, you might want to get some training—or leave the stability control on. Young drivers whom Scion courts should know the FR-S is nothing like the front-drive, nearly error-proof tC. If you don’t know what you’re doing behind the wheel, the FR-S will make you look dumb.
Compared with modern sports cars, the FR-S’s 215/45-17 tires are skinny. There isn’t a huge amount of grip, but what’s there breaks away gradually. We asked Tada about the tires, and he told us, “They are Prius tires.” You might think he’s joking, but he’s not. The Michelin Primacy HP tires are identical to those in the Prius’s optional Plus Performance package, right down to the compound and construction. Although they don’t provide the stickiness we’ve come to expect from modern sport machinery, the relative slipperiness gives the FR-S a lively, playful feel. So, although it might not have incredibly high limits, its lower threshold is accessible and exploitable. If you want more grip, though, it’s easy to attain by swapping for more aggressive footwear.
Flat Engine, Low Center of Gravity
Scion makes it a point to brag about the FR-S’s low center of gravity, and a lot of the car’s liveliness is indeed likely due to the location of much of its mass. The flat-four sits low in the engine compartment, and even though Subaru stresses how far back the engine is compared with those in other Subies, it’s still surprisingly far forward. The transmission, a six-speed automatic or a six-speed manual, is right behind the engine, preventing it from being mounted farther back. A transaxle would allow for the engine to be placed more to the rear and would better balance weight distribution, but transaxles cost a lot of money, especially ones made specifically for one car. The transmissions in the FR-S are Aisin gearboxes that are similar to the six-speed units found in the Lexus IS. The manual shifts with a solid, no-nonsense feel. This is a great gearbox, one that should rally the “Save the Manuals” faithful. Although the manual suits the character of the FR-S better, the optional automatic with paddle shifters is a responsive and quick-shifting ally. On the track, the automatic proved clever enough to perform downshifts before entering a corner.
Subaru’s flat-four engine still gives off a bit of the characteristic boxer thrum at lower rpm. Above 6000 rpm and to the 7400-rpm redline, though, the four begins its chain-saw impersonation. It’s a bit uncouth, but it feels and sounds like a machine with purpose. On paper, and in the face of the ever-escalating pony-car horsepower war, the FR-S’s 200 hp might seem inadequate. It’s not. We’re guessing at a 0-to-60 time just a shade over six seconds. Clearly, this isn’t a car that should pull up to stoplights with much ambition. This is a car for playing on back roads, for track work; engaged in those pursuits, the engine feels perfectly strong and nicely matched to the chassis.
Every part in the FR-S works harmoniously. Sure, we might switch to a grippier tire, but the lower-grip rubber allows for accessible explorations of the FR-S’s behavior at the limit. That is the sort of exploration that makes driving fun. Just remember to bring some skill.
Original article:

2013 Scion FR-S

Fresh Rethinking of Sport
2013 Scion FR S Front Three Quarter 2.JPG
2013 Scion FR S Front Three Quarter 2.JPG 2013 Scion FR S Rear Three Quarters 2013 Scion FR S Front End.JPG

2013 Scion FR-S Buyer's Guide

2013 Scion FR-S
MSRP: $24,200 - $25,300
MPG Range: 30 - 34 mpg
Body Style: Coupe

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Thursday, June 14, 2012

2009 Inifiniti G37 on Vossen CV4 Wheels and General Tires

Here we have a 2009 Infiniti G37S on the brand new Vossen CV4 style in Machine Graphite wheel size 20x10.5 all around these wheels are wraped with 4 265/30/20 General Exclaim tires.

From the October, 2008 issue of Motor Trend
By Ron Kiino
Photos Brian Vance

You knew it was only a matter of time until the G37 coupe's 3.7L V-6 trickled its way down to the G sedan. After all, since it made its debut for 2007, the four-door G, i.e. the G35, has had to battle the likes of Acura, Audi, BMW, Cadillac, and Lexus with a 3.5L 306-hp V-6 -- a powerful engine, for sure, but not one that blows away the competition. Luckily for G sedan enthusiasts, the time for the 3.7 is now.
As its name suggests, 2009 G37 sedan gets the coupe's larger six, tuned to 328 hp at 7000 rpm and 269 lb-ft of torque at 5200, an ever-so-slight drop from the coupe's 330 hp and 270 lb-ft. Arguably as notable as the bigger engine is the sedan's new seven-speed automatic, which made its debut in the 2009 FX crossover and also finds its way into the 2009 G coupe.
Not surprising, the acceleration times for the brawnier G37 S are markedly improved over the less-powerful, five-speed G35 S. Zero to 60 now takes only 5.0 sec, with the quarter-mile obliterated in just 13.5 at 105.3 mph. Compared with numbers from our long-term G35 S -- 5.3 and 13.9 at 99.9, respectively -- it's evident the additional 22 hp and two cogs make an appreciable difference. Further, the new powertrain pays dividends at the pump as well, thanks to EPA numbers (18 city/26 hwy) that are up one mpg for city and two for highway.
Utilizing the same Bridgestone tires and suspension setup as its G35 S predecessor, which put up 0.91 g lateral acceleration and 25.9 sec at 0.69 g in the figure-eight test, the G37 S delivers comparable, albeit negligibly inferior, handling performance, recording 0.90 g and 26.4 sec at 0.68 g -- likely a byproduct of the G37 S's extra 98 pounds of curb weight over the G35 S.
Whereas in the G35 S, the "S" represented a sport-tuned suspension, 18-in. wheels, and paddle shifters, for the G37 S, it now signifies a quicker 14.7:1 steering ratio (versus the G35 S's 16.4:1) and an Akebono brake system that boasts bigger discs (14.0-in. front/13.8-in. rear versus 13.0-in. front/rear) and four-piston front/two-piston rear fixed calipers. There are also new 18-in. alloys to accommodate the beefier binders. In 60-to-0 braking, the G37 S nearly matches the performance of the lighter G35 S -- 110 ft versus 109 -- but on a long, twisty road or a racetrack, where fade resistance is the remedy for myriad hard stops, it would likely outperform its forebear.
On public roads, the overall dynamics and feel of the G37 S are quite similar to that of the G35 S -- well-balanced, easy to induce oversteer, taut ride -- except, of course, that the G37 S feels a step quicker. Turn-in, thanks to the quicker ratio, feels sharper, and the aforementioned Akebonos deliver more progressive modulation, although during the figure-eight exercise, road-test editor Scott Mortara noticed more noise than he was expecting.
As this writing went to the digital presses, we had yet to receive official pricing, but Infiniti PR folk did indicate that the '09 G37 would receive a modest hike in light of the '08 G35. So figure a base price of around $34,000, with a well-equipped Sport version like our tester, which also had the Premium and Navigation Packages, topping out at roughly $41,000. In the realm of near-luxury sport sedans, that price tag represents strong value -- a similarly outfitted Audi A4 3.2 Quattro or BMW 335i can easily fetch $50,000. Considering the state of our economy, those savings can mean having your cake and eating it, too.

Base price $34,000 (est)
Price as tested $41,000 (est)
Drivetrain Front engine, RWD, 5-pass, 4-door sedan
Engine 3.7L/328-hp/269-lb-ft DOHC 24-valve V-6
Transmission 7-speed automatic
Curb weight 3702 lb
Wheelbase 112.2 in
Length x width x height 187.0 x 69.8 x 57.2 in
0-60 mph 5.0 sec
Quarter mile 13.5 sec @ 105.3 mph
Braking, 60-0 mph 110 ft
Lateral acceleration 0.90 g
EPA city/hwy fuel econ 18/26 mpg
CO2 emissions 0.93 lb/mile
On sale in U.S. November 2008

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