Subaru BRZ official production pics
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very swee
Re: Subaru BRZ official production pics
EVO magazine 5 stars:
What is it?
Subaru’s all-new sports coupe, driven for the first time on a Japanese test track. The BRZ is the sister car to the Toyota GT 86 that we’ve just tested, with both cars being differentiated by barely more than badging, wheels and the shape of their radiator grilles.
It’s set to go on sale in the UK in June next year, and although prices haven’t been confirmed, it’s anticipated to cost somewhere between £25K and £28K.
Technical highlights?
The Subaru is mechanically (almost) identical to the Toyota – the only difference of note between the two cars is that the BRZ gets marginally stiffer suspension settings. But, although the two brands are officially happy to split the corporate acclaim, it’s worth nothing that the project was almost entirely engineered by Subaru, and both cars will be produced in its factory.
The creation of a new lightweight sportscar, powered by an all-new boxer engine, is an impressive achievement for a company of Subaru’s relatively modest size. And although there are some links between the BRZ/ GT 86 and the next Subaru Impreza, including shared bit of floorpan, the relationship is a distant one. Somewhat amazingly, the new ‘FA20’ 2-litre boxer engine in the BRZ is almost entirely unrelated to naturally aspirated boxer engines that will power the next Impreza. The coupe’s motor is more compact, lower and lighter – sitting 240mm further back in the chassis.
Suspension has been derived from the Impreza, but cleverly reworked with the lower arms of the front McPherson struts turned back-to-front to make the minimal front overhang possible. Twin wishbones at the back are pure Impreza, but the BRZ gets a larger differential to cater for the fact it's rear-drive only.
One of the engineering team’s core aims was to give the lowest possible centre of gravity – just 460mm. Toyota likes to point out that this is lower than the C-of-G of a Porsche Boxster, Subaru preferred to tell us that the figure was better than that of 458 Italia. Clever weight saving includes the use of high-strength in the roof and upper structure of the car, to reduce mass further, and even the use of thinner glass for windscreen and side windows.
What’s it like to drive?
Our too-brief drive, on Subaru’s smooth (and sodden) test track was too short to deliver any kind of definitive verdict – not least as Subaru unsportingly sent the cars out with chaperones in the passenger seat to prevent any deactivation of the stability control system.
But with that read into the record, first impressions are good – very good. The BRZ doesn’t feel particularly rapid in a straight line – the naturally aspirated motor needs to be thrashed to deliver its best, with peak power coming at a heady 7000rpm. Taken all the way to the redline the BRZ should be capable of dispatching 0-60mph in just under second seconds (I guessed 6.7 and my chaperone just smiled), but it feels like the gearing has been very carefully chosen for the benchmark – the manual transmission (just) allows 100km/h in second gear. Actually getting a sub-7 0-60 would mean interfacing with the rev limiter a couple of tenths afterwards.
But it’s corners that make the BRZ special – even wet ones – with a beautifully poised chassis that talks to the driver through exceptionally communicative electric power steering. Take too much speed into a corner and there’s well-flagged understeer, but judge your entry speed right and then use the immediately reactive throttle to bring the car to the point where the rear tyres are just running out of grip and it’s clear that this is a car that really wants to play. The ‘sport’ setting for the stability control - which I was allowed to activate - even allows a modest slip angle before the yellow light starts flashing and everything gets reined in.
The automatic option, anticipated to be a minority of sales in the UK, is less impressive with a slight delay in response, even when control is taken through the paddles behind the steering wheel. It’s a conventional torque-converter auto, and even trick electronics can’t give it reactions to match a DSG.
How does it compare?
It’s going to be down to price – and the strong value of the Yen means that Subaru’s UK distributors are unable to confirm what the car will actually cost when it gets here next summer. Reckon on around £25,000 for the basic version and between £28,000 to £30,000 for the higher spec model. But on first impressions, the BRZ feels more than capable of taking the fight to rivals like the Audi TT, BMW 1-Coupe and even – power deficit withstanding – the Porsche Cayman.
Versus the Toyota, though? That’s a tricky one – design is always subjective, but we reckon the GT 86 looks slightly better. But with Subaru UK anticipating selling around 1000 cars a year – versus 4000 for the Toyota – the BRZ is always going to be a more exclusive option.
Anything else I need to know?
The base model (which we didn't drive) sounds like it might be a bit of a star – it will come with 16 inch wheels in place of the 17s on our test car, which may well work better on British roads. Its lack of toys and gizmos (Subaru is even threatening to give it black door handles in place of body-coloured ones) could suit the minimalist nature of the car.
EVO magazine 5 stars:
What is it?
Subaru’s all-new sports coupe, driven for the first time on a Japanese test track. The BRZ is the sister car to the Toyota GT 86 that we’ve just tested, with both cars being differentiated by barely more than badging, wheels and the shape of their radiator grilles.
It’s set to go on sale in the UK in June next year, and although prices haven’t been confirmed, it’s anticipated to cost somewhere between £25K and £28K.
Technical highlights?
The Subaru is mechanically (almost) identical to the Toyota – the only difference of note between the two cars is that the BRZ gets marginally stiffer suspension settings. But, although the two brands are officially happy to split the corporate acclaim, it’s worth nothing that the project was almost entirely engineered by Subaru, and both cars will be produced in its factory.
The creation of a new lightweight sportscar, powered by an all-new boxer engine, is an impressive achievement for a company of Subaru’s relatively modest size. And although there are some links between the BRZ/ GT 86 and the next Subaru Impreza, including shared bit of floorpan, the relationship is a distant one. Somewhat amazingly, the new ‘FA20’ 2-litre boxer engine in the BRZ is almost entirely unrelated to naturally aspirated boxer engines that will power the next Impreza. The coupe’s motor is more compact, lower and lighter – sitting 240mm further back in the chassis.
Suspension has been derived from the Impreza, but cleverly reworked with the lower arms of the front McPherson struts turned back-to-front to make the minimal front overhang possible. Twin wishbones at the back are pure Impreza, but the BRZ gets a larger differential to cater for the fact it's rear-drive only.
One of the engineering team’s core aims was to give the lowest possible centre of gravity – just 460mm. Toyota likes to point out that this is lower than the C-of-G of a Porsche Boxster, Subaru preferred to tell us that the figure was better than that of 458 Italia. Clever weight saving includes the use of high-strength in the roof and upper structure of the car, to reduce mass further, and even the use of thinner glass for windscreen and side windows.
What’s it like to drive?
Our too-brief drive, on Subaru’s smooth (and sodden) test track was too short to deliver any kind of definitive verdict – not least as Subaru unsportingly sent the cars out with chaperones in the passenger seat to prevent any deactivation of the stability control system.
But with that read into the record, first impressions are good – very good. The BRZ doesn’t feel particularly rapid in a straight line – the naturally aspirated motor needs to be thrashed to deliver its best, with peak power coming at a heady 7000rpm. Taken all the way to the redline the BRZ should be capable of dispatching 0-60mph in just under second seconds (I guessed 6.7 and my chaperone just smiled), but it feels like the gearing has been very carefully chosen for the benchmark – the manual transmission (just) allows 100km/h in second gear. Actually getting a sub-7 0-60 would mean interfacing with the rev limiter a couple of tenths afterwards.
But it’s corners that make the BRZ special – even wet ones – with a beautifully poised chassis that talks to the driver through exceptionally communicative electric power steering. Take too much speed into a corner and there’s well-flagged understeer, but judge your entry speed right and then use the immediately reactive throttle to bring the car to the point where the rear tyres are just running out of grip and it’s clear that this is a car that really wants to play. The ‘sport’ setting for the stability control - which I was allowed to activate - even allows a modest slip angle before the yellow light starts flashing and everything gets reined in.
The automatic option, anticipated to be a minority of sales in the UK, is less impressive with a slight delay in response, even when control is taken through the paddles behind the steering wheel. It’s a conventional torque-converter auto, and even trick electronics can’t give it reactions to match a DSG.
How does it compare?
It’s going to be down to price – and the strong value of the Yen means that Subaru’s UK distributors are unable to confirm what the car will actually cost when it gets here next summer. Reckon on around £25,000 for the basic version and between £28,000 to £30,000 for the higher spec model. But on first impressions, the BRZ feels more than capable of taking the fight to rivals like the Audi TT, BMW 1-Coupe and even – power deficit withstanding – the Porsche Cayman.
Versus the Toyota, though? That’s a tricky one – design is always subjective, but we reckon the GT 86 looks slightly better. But with Subaru UK anticipating selling around 1000 cars a year – versus 4000 for the Toyota – the BRZ is always going to be a more exclusive option.
Anything else I need to know?
The base model (which we didn't drive) sounds like it might be a bit of a star – it will come with 16 inch wheels in place of the 17s on our test car, which may well work better on British roads. Its lack of toys and gizmos (Subaru is even threatening to give it black door handles in place of body-coloured ones) could suit the minimalist nature of the car.
Re: Subaru BRZ official production pics
Top Gear:
First of all, let’s solve the mystery of the name. BRZ stands for Boxer, Rear-wheel drive, Zenith. That’s pretty clear isn’t it? Well, the first two parts are, and as for Zenith, that’s just Subaru’s way of saying this is the best it can do. Personally I think Subaru Zenith has more of a ring to it than Subaru BRZ which, let’s face it, isn’t exactly a dynamic name.
This is a a shame for a rather dynamic car. That’s right, we’ve finally, finally driven the BRZ. We had to go all the way to Subaru’s test track, two hours north of Tokyo to do so, but it was worth it.
So where to start? As suspected, both Subaru and Toyota have had specific tasks within this joint project. Toyota has been responsible for the design (which certainly isn’t the most dynamic aspect of the car), and has lent its direct injection technology to the engine. Subaru has done pretty much everything else. Talking to the engineers you get the sense this is very much Subaru’s car – the first development prototype was a cut n’ shut Legacy, the next an Impreza. This is good news, as we know Subaru can build great cars. The BRZ clearly has potential.
It’s a brand new car from scratch – a rare thing these days. The engine is mounted so low, Subaru believes it has a lower centre of gravity than a Ferrari 458. And a low engine is not only good for handling, but also means the driver can be sat low, yet still see over the bonnet. It’s snug inside, the design largely functional, the colour scheme mostly grey. It’s no Audi TT, but the impression is good because you’ve dropped so low into a wrap-around seat and your hands are clasping a small, feelsome wheel.
The driver’s seat is definitely the place to be. Subaru boasts that this is the world’s smallest four seat rear-wheel drive coupe, so you can guess what that means for those travelling in the back. And the boot seems to be a complete afterthought.
But enough of that, it’s the driving that counts. The 2.0-litre flat four is naturally aspirated, revs to 7,400rpm and develops 200bhp and 151lb ft of torque. These, you don’t need me to point out, aren’t massively impressive figures these days. And the BRZ isn’t a massively fast car. Final homologation happens next month, the expectation being a 0-62mph time of around 6.8secs with the CO2 target being 160g/km. I’d guess at a top speed of around 145mph, and 42mpg on the combined cycle.
It’s light though (1,220kg), and Subaru has worked the torque hard, so although the peak is between 6,400-6,600rpm, you have almost all of that before 3,000rpm. Put your foot down at low revs and it picks up healthily, aided by super-quick throttle response. But it tails off a bit through the mid-range, meaning you have to head for the high numbers to get your kicks. And that’s where the BRZ is at its best. It zips through the final 2,000rpm, feels keen and energetic and then, well, and then there’s the noise. We have high hopes…
Of course, it sounds different. This Boxer doesn’t chunter and warble like an old Impreza, it’s a smoother note than that, still slightly off-beat and noisy enough without being intrusive. It’s not Honda Type-R addictive, but it’s a plus, a whack more interesting to listen to than any four cylinder turbo you care to mention (VW Scirocco? Renaultsport Megane? Mini Cooper S?). It makes this a fun engine to use, but it’s not the best thing about the car.
Because the best thing is the handling. The BRZ steers like it has no weight to deal with. It doesn’t appear to roll, pitch or dive. It’s neither nose nor tail heavy, just a sense of the front and rear working in perfect harmony. You steer, it goes and when the grip runs out (it was pouring with rain in Japan), the BRZ is almost totally neutral. And you get so much warning of when that’s about to happen. I was nervous when I found out it had electric power steering, but this has to be about the best system I’ve tried – the springy weighting is lovely and real sensations are fed back into your hands.
How best to describe it as an overall package? Keen. Eager. It’s not puppy-ish in its enthusiasm, it’s a bit more measured than that, but it’s a lot of fun. Easily better to drive than a VW Scirocco; more agile and rewarding than any Audi TT. It may not have the lungs on a Nissan 370Z, but it’s way more dextrous and I can’t think of any hot hatch except possibly the Renaultsport Clio that provides as much satisfaction.
You can still tell that it’s a Subaru at heart – not just in the engine, but the steering and manual gearbox – but it’s like they’ve let Lotus loose on the chassis. Well, almost. The light frame does get a bit thrown by big bumps, but it never feels unnerving, instead it inspires confidence.
The manual gearbox is really good – mechanical and precise – and the six-speed auto is better than expected. It’s not a double clutch, but it’s just fast enough and intelligent enough to justify its presence in a sports car.
Any other criticisms? Well, being honest, the BRZ seems slightly out of step with other rivals. Subaru has ditched the turbo just as others have adopted it, it’s available with an unfashionable auto rather than a double clutch, the biggest wheels are likely to be 17s, there’s no adaptive damping or any other chassis trickery. But does this matter? It will to some buyers, just as the styling is too plain to tempt others. But if you enjoy driving, if you relish the thought of a compact rear-drive coupe, this is the car for you. Roughly 1,000 per year will come to the UK, starting in June, with prices from around £26,000-28,000
Top Gear:
First of all, let’s solve the mystery of the name. BRZ stands for Boxer, Rear-wheel drive, Zenith. That’s pretty clear isn’t it? Well, the first two parts are, and as for Zenith, that’s just Subaru’s way of saying this is the best it can do. Personally I think Subaru Zenith has more of a ring to it than Subaru BRZ which, let’s face it, isn’t exactly a dynamic name.
This is a a shame for a rather dynamic car. That’s right, we’ve finally, finally driven the BRZ. We had to go all the way to Subaru’s test track, two hours north of Tokyo to do so, but it was worth it.
So where to start? As suspected, both Subaru and Toyota have had specific tasks within this joint project. Toyota has been responsible for the design (which certainly isn’t the most dynamic aspect of the car), and has lent its direct injection technology to the engine. Subaru has done pretty much everything else. Talking to the engineers you get the sense this is very much Subaru’s car – the first development prototype was a cut n’ shut Legacy, the next an Impreza. This is good news, as we know Subaru can build great cars. The BRZ clearly has potential.
It’s a brand new car from scratch – a rare thing these days. The engine is mounted so low, Subaru believes it has a lower centre of gravity than a Ferrari 458. And a low engine is not only good for handling, but also means the driver can be sat low, yet still see over the bonnet. It’s snug inside, the design largely functional, the colour scheme mostly grey. It’s no Audi TT, but the impression is good because you’ve dropped so low into a wrap-around seat and your hands are clasping a small, feelsome wheel.
The driver’s seat is definitely the place to be. Subaru boasts that this is the world’s smallest four seat rear-wheel drive coupe, so you can guess what that means for those travelling in the back. And the boot seems to be a complete afterthought.
But enough of that, it’s the driving that counts. The 2.0-litre flat four is naturally aspirated, revs to 7,400rpm and develops 200bhp and 151lb ft of torque. These, you don’t need me to point out, aren’t massively impressive figures these days. And the BRZ isn’t a massively fast car. Final homologation happens next month, the expectation being a 0-62mph time of around 6.8secs with the CO2 target being 160g/km. I’d guess at a top speed of around 145mph, and 42mpg on the combined cycle.
It’s light though (1,220kg), and Subaru has worked the torque hard, so although the peak is between 6,400-6,600rpm, you have almost all of that before 3,000rpm. Put your foot down at low revs and it picks up healthily, aided by super-quick throttle response. But it tails off a bit through the mid-range, meaning you have to head for the high numbers to get your kicks. And that’s where the BRZ is at its best. It zips through the final 2,000rpm, feels keen and energetic and then, well, and then there’s the noise. We have high hopes…
Of course, it sounds different. This Boxer doesn’t chunter and warble like an old Impreza, it’s a smoother note than that, still slightly off-beat and noisy enough without being intrusive. It’s not Honda Type-R addictive, but it’s a plus, a whack more interesting to listen to than any four cylinder turbo you care to mention (VW Scirocco? Renaultsport Megane? Mini Cooper S?). It makes this a fun engine to use, but it’s not the best thing about the car.
Because the best thing is the handling. The BRZ steers like it has no weight to deal with. It doesn’t appear to roll, pitch or dive. It’s neither nose nor tail heavy, just a sense of the front and rear working in perfect harmony. You steer, it goes and when the grip runs out (it was pouring with rain in Japan), the BRZ is almost totally neutral. And you get so much warning of when that’s about to happen. I was nervous when I found out it had electric power steering, but this has to be about the best system I’ve tried – the springy weighting is lovely and real sensations are fed back into your hands.
How best to describe it as an overall package? Keen. Eager. It’s not puppy-ish in its enthusiasm, it’s a bit more measured than that, but it’s a lot of fun. Easily better to drive than a VW Scirocco; more agile and rewarding than any Audi TT. It may not have the lungs on a Nissan 370Z, but it’s way more dextrous and I can’t think of any hot hatch except possibly the Renaultsport Clio that provides as much satisfaction.
You can still tell that it’s a Subaru at heart – not just in the engine, but the steering and manual gearbox – but it’s like they’ve let Lotus loose on the chassis. Well, almost. The light frame does get a bit thrown by big bumps, but it never feels unnerving, instead it inspires confidence.
The manual gearbox is really good – mechanical and precise – and the six-speed auto is better than expected. It’s not a double clutch, but it’s just fast enough and intelligent enough to justify its presence in a sports car.
Any other criticisms? Well, being honest, the BRZ seems slightly out of step with other rivals. Subaru has ditched the turbo just as others have adopted it, it’s available with an unfashionable auto rather than a double clutch, the biggest wheels are likely to be 17s, there’s no adaptive damping or any other chassis trickery. But does this matter? It will to some buyers, just as the styling is too plain to tempt others. But if you enjoy driving, if you relish the thought of a compact rear-drive coupe, this is the car for you. Roughly 1,000 per year will come to the UK, starting in June, with prices from around £26,000-28,000
