Displaying items by tag: sports car

Wednesday, 30 December 2020 07:15

Audi A3 Sportback hatchback review

"The striking Audi A3 Sportback now has the technology it needs to compete with rivals"

Since its arrival in 1997, the Audi A3 has set the template for affordable upmarket cars, selling to more than 600,000 customers in the UK alone. It goes up against a host of strong rivals, most notably the BMW 1 Series and Mercedes A-Class, while the Volkswagen Golf is a slightly more affordable alternative.

For its fourth outing, the notoriously conservative A3 has a bolder, more exciting exterior design that changes quite markedly depending on which trim level you choose. The entry-level Technik is relatively sedate, while the S line trim adds a sporty body kit and sharp LED exterior and interior lighting. There isn’t a three-door model anymore, so the five-door Sportback is offered initially and will be joined by a four-door saloon. It's also likely we'll see a coupe-like version of the A3 to rival the Mercedes CLA, and possibly even a crossover model in due course. There's a powerful S3 model in the works and an even faster Audi RS3 is due in 2021.

Best luxury small cars
The interior is similarly radical, with analogue dials replaced by a standard Virtual Cockpit instrument display and every A3 coming with a 10.1-inch infotainment screen. Rather than sitting atop the dash, this is now integrated into the centre console, and the driver has a more cocoon like seating position than before. Quality is excellent, even in versions using upholstery manufactured from recycled plastic bottles, and technology feels two generations ahead of the outgoing model.

A small increase in width and length means passengers should find there's a little more room to stretch out, but boot space is exactly the same at 380 litres, matching most competitors.

Engines are familiar but updated, and buyers can choose between regular petrol and diesel combustion engines with mild-hybrid technology for slightly lower running costs, or a plug-in hybrid ‘40 TFSI e’ model. We expect the 1.5-litre petrol with 148bhp in the A3 35 TFSI to be a strong seller, offering 0-62mph in under nine seconds and fuel economy of over 45mpg. We even managed to better this figure over several hundred miles of driving. High-mileage drivers should also consider the A3 35 TDI, which has lower tailpipe emissions than older versions and manages up to 61.4mpg, while also feeling punchier than the petrol.

Handling is assured and secure, even in the front-wheel-drive versions we've tried so far. Quattro four-wheel drive will also be available, but our prediction is that it will be unnecessary for most drivers until much more powerful versions arrive.

Audi A3 Sportback hatchback - MPG, running costs & CO2

Efficient petrol and diesel engines, mild hybrid tech and a plug-in hybrid offer plenty of choice

Audi is broadening the choices offered to A3 owners, so while petrol and diesel engines are available, these options are bolstered by mild-hybrid technology and the arrival of a fully fledged plug-in hybrid A3 40 TFSI e. The latter uses a petrol engine, electric motor and battery to provide an electric range of around 41 miles, slashing fuel use and CO2 emissions.

Audi A3 MPG & CO2
Sticking with petrol first, the 148bhp 1.5-litre '35 TFSI' petrol engine has the option of mild-hybrid technology, incrementally increasing fuel-efficiency and cutting CO2 emissions. This will arrive shortly after launch, but until then the standard engine is hardly a gas guzzler, managing up to 48.7mpg with a manual gearbox. With emissions from 132g/km, it's also affordable for company-car drivers thanks to a reasonable BiK band.

During hundreds of miles of mixed driving, we found the 1.5-litre petrol even more economical than advertised, managing exactly 50mpg. This is impressive for a petrol family car, and helps make the A3 a great all-rounder.

The smaller 1.0-litre petrol engine is badged as ‘30 TFSI’ and is capable of up to 51.4mpg when the car has 16-inch alloy wheels fitted. Its emissions figure of 124g/km places it in a relatively high BiK band.

Topping the economy charts is the 40 TFSI e plug-in hybrid, which is officially capable of around 41 miles of pure-electric running and economy of up to 282.5mpg. Emissions of 25-30g/km give the A3 PHEV a low BiK banding, meaning it’s the model that will appeal most to company-car drivers. The 13kWh battery can be charged in around four hours using a home wallbox.

Choose the 35 TDI diesel, perhaps if you have a high annual mileage, and you can expect up to 61.4mpg. BiK payments will be higher, with CO2 emissions from 120g/km, depending on which trim level and alloy wheels are selected. A 30 TDI with 114bhp is also available with even better efficiency figures, returning up to 64.2mpg with emissions starting from 115g/km.

Insurance groups
Choose a 1.0-litre Audi A3 30 TFSI Technik and insurance groups start from 17, while a more powerful A3 35 TFSI Edition 1 is in group 26 out of 50. That's the same rating as the diesel A 35 TDI in S Line trim.

Warranty
Audi provides a three-year/60,000-mile warranty, which is fairly average for the class and can be extended for an extra cost. Increasing it to four years and 75,000 miles costs £300, while a five-year/90,000-mile warranty is just over £600 extra, despite a five-year/100,000-mile warranty coming as standard with a Hyundai i30 or Toyota Corolla.

Servicing
Audi typically offers customers two servicing plans: one for low-mileage drivers who are likely to take more short trips, and another for motorists who have a higher mileage and tend to take longer motorway trips. The first sees maintenance take place annually, while the latter uses sensors to measure wear and suggest a service - although these will never be more than two years apart.

Audi A3 Sportback hatchback - Engines, drive & performance

Regular versions of the A3 are smooth and controlled but not especially engaging

The Audi A3 has always been a smooth, assured car to drive, without necessarily offering the enjoyment of rivals like the BMW 1 Series. Based on an upgrade of the existing MQB platform, there's little about the latest A3 that tears up the rulebook here, and the A3 has similarly mature and slick manners as before.

Even the front-wheel-drive versions have plenty of grip, with an unflappable feel aided by multi-link rear suspension - a more expensive design than the torsion beam setup found in some cheaper cars, fitted in versions with 148bhp or more. Optional Progressive Steering needs smaller inputs at lower speeds and can be altered in different driving modes. It's a bit light and lacking in feel but switching into 'Dynamic' mode adds some weight. Buyers can also choose adaptive suspension, which works better than before, providing decent ride comfort. The standard suspension setup is also improved, so while adaptive suspension is a tempting feature, it isn't essential.

Audi A3 petrol engines
The entry-level petrol is a 1.0-litre three-cylinder turbo badged 30 TFSI with 109bhp. Despite its low output, it's eager to rev and gets the A3 from 0-62mph in 10.6 seconds. A surprising top speed of 127mph also means it shouldn't feel strained at the national speed limit. Just a six-speed manual gearbox is available, so the 30 TFSI is off the table if you want an automatic.

With 148bhp, the 1.5-litre engine in the A3 35 TFSI can get from 0-62mph in 8.4 seconds with a seven-speed S tronic automatic gearbox. That should be plenty fast enough for most families, and its 139mph top speed will make motorway cruising at 70mph nicely relaxed too.

It doesn't feel quite as nippy as you may expect but there's enough performance available to make it an acceptable all-rounder and our pick of the range. The six-speed manual gearbox has a light throw but can feel a bit jerky at low speeds. Luckily a high proportion of buyers are expected to opt for the automatic.

Hybrid engines
The 40 TFSI e plug-in hybrid combines a 1.4-litre petrol engine, a 13kWh battery and an electric motor to produce 201bhp. Power is sent to the front wheels via a six-speed automatic gearbox. Performance is brisk, with the plug-in A3 managing 0-62mph in 7.6 seconds and a top speed of 141mph.

Diesel engines
At launch there was just one 2.0-litre four-cylinder diesel engine badged 35 TDI, which is quieter than in the previous A3. It comes with front-wheel drive and the same automatic gearbox as the petrol at first, with four-wheel drive quattro also on the way for added traction. Power is identical at 148bhp, but extra torque makes the diesel feel punchier than the 35 TFSI in traffic and for overtaking.

This has now been joined by a 30 TDI version, which uses a 114bhp version of the same engine. Designed primarily with economy in mind, it still gets from 0-62mph in a reasonable 10.1 seconds. Like the entry-level petrol, it's also available with just one six-speed manual gearbox.

Audi A3 Sportback hatchback - Interior & comfort

The fourth-generation Audi A3 is more like a computer on wheels than before

Along with its premium badge, the A3's main selling point has always been its upmarket interior. In fact, along with the BMW 1 Series, the A3 was one of the first cars to offer an executive class ownership experience in a smaller package; a trick countless hatchbacks and crossovers now try to pull off.

For its fourth outing, Audi has focused on technology, with a big step-up in processing power for its infotainment system to keep occupants connected, provide real-time navigation updates and media, while also improving safety.

Audi A3 dashboard
There's a different feel to the driver's seat in the latest A3 because an angled dashboard, wide centre console and even the air vents on either side of the instruments, all lend it a focused, cockpit-like atmosphere. Soft-touch materials have been replaced with swathes of aluminium-style trim.

It goes without saying that it's far more modern than its dated predecessor, but retains that car's narrow, wing-like dashboard structure and minimal approach. The infotainment screen no longer sprouts from the dashboard, instead sitting adjacent to your hand on the steering wheel, while Audi's Virtual Cockpit digital instruments are also standard. Unlike the latest Volkswagen Golf with its touch-sensitive slider, many will be glad its climate controls are still physical buttons.

An automatic gearbox with a small toggle-like gear selector means designers have been able to get more creative with their design, making space for a wireless charging smartphone pad below the centre console. There's also a small iPod-style controller for the stereo system but its functions are limited to changing the volume and skipping media tracks.

Equipment
No less than five trim levels will be offered, called Technik, Sport, S line, Edition 1 and Vorsprung, with Technik and S line likely to be most popular. Technik is similar to the SE trim Audi has used previously, with 16-inch alloy wheels and cloth seats, but standard features like a 10.1-inch touchscreen with sat nav, a 10.25-inch Virtual Cockpit and LED headlights mean it's still well equipped.

Sport brings an aesthetic upgrade with larger wheels and a part-leather interior, along with a choice of driving modes, dual-zone climate control and folding door mirrors. S line alters the A3's looks again with 18-inch wheels, LED rear lights with sweeping indicators, privacy glass, sports seats and ambient interior lighting. It's a desirable makeover, that seems to strike a chord with UK buyers.

Edition 1 and Vorsprung both aim to give the A3 an even more premium feel, adding technology such as Matrix LED headlights, a Bang & Olufsen stereo, Virtual Cockpit Plus and even larger wheels.

Options
Audi has long been prolific when it comes to options, even making it possible to personalise and upgrade its smallest A1 city car to feature almost every feature under the sun. That continues here, but some options like the Comfort and Sound Pack for Technik cars look sensible, adding parking sensors, heated front seats, a rear-view camera and Bang & Olufsen sound system for £1,200. It's also a good idea to include a space-saver spare wheel for £120, although charging £25 for a tool kit and jack is stingy.

Audi A3 Sportback hatchback - Practicality & boot space

A slight size increase brings small gains inside, while the boot is on par with rivals

Shifting trends mean Audi no longer sells a three-door A3, so the five-door Sportback is now the standard car, with a four-door saloon version set to follow later.

Audi A3 interior space & storage
The latest model is slightly longer and wider overall, and the benefit of this is slightly more headroom and legroom front and rear. There's plenty of room with four passengers but the middle seat isn't as comfortable, so is best reserved for short trips only.

Boot space
While passenger space is boosted slightly, boot space remains unchanged at 380 litres behind the rear seats, expanding to 1,200 litres when they're folded down. Technik trim level comes with 60:40 split and fold rear seats, but these are upgraded to a 40:20:40 design for Sport. This gives the benefit of a load-through for long items such as skis or snowboards, as well as a centre armrest with cup holders.

In the plug-in hybrid 40 TFSI e model, overall boot space is reduced to 280 litres due to the car’s battery; the boot floor is raised to accommodate it.

The A3 remains competitive in the class, with identical luggage space to the BMW 1 Series and Volkswagen Golf, while the 370-litre boot in the Mercedes A-Class is slightly smaller. The A3 also boasts a usefully wide boot opening and there’s no luggage lip to haul bags over.

Towing
A removable towbar with a 13-pin socket, that can swivel up behind the bumper when not in use, is available as an official accessory for around £800. The A3 Sportback can make a surprisingly good tow car, with even the 30 TFSI petrol rated to tow a 1,500kg braked trailer, climbing to 1,800kg for the diesel engines.

Source: carbuyer.co.uk

Published in Audi

Even if it ain't broke, there are a few things you can still fix.

Since its debut in 2012, the Subaru BRZ has focused on delivering great handling. We've heaped piles of praise upon it—and rightly so. Small, light, agile, great suspension, great balance, low price, the ability to carry four tires with the rear seats folded flat—those are the ingredients that make up a great sports car. Remember, we put it one place ahead of a McLaren (and way ahead of a Lamborghini) at the 2012 Best Driver's Car.

That out of the way, the Subaru BRZ has long had two flaws. One, the design was a missed opportunity. Front-engine, rear-drive coupes lend themselves naturally to sleek, sexy shapes (Jaguar E-Type, Shelby Cobra, Datsun Zs, almost every Aston Martin ever built). Sadly, the first-generation BRZ had weird headlights, fake vents, and a softness to the rear end that allowed onlookers to wrongly assume it was front-wheel drive.

The other issue was of course power—or lack thereof. Case in point: Two years ago, Subaru released the 2018 BRZ tS, a car the brand claimed was "pure handling delight." I just reread the review I wrote of that one, and the salient point is: "I've never met anyone who has driven a BRZ … and asked for more handling. All anyone has ever said is 'More power.' As in, can we please have more power?" As you may have guessed, the answer was no. Well, guess what?

Meet the 2022 Subaru BRZ. Not only is the car all new, but so is the sheetmetal. Better yet, it has more power! Let's start with all 28 extra horsepower. The engine remains naturally aspirated but grows from 2.0 to 2.4 liters. The first-gen BRZ had the Subaru WRX's engine with the turbocharger removed, whereas the new car has the Ascent's 2.4-liter flat-four sans turbo. The result is 228 horsepower at 7,000 rpm and 184 lb-ft of torque at 3,700 rpm, up from 206 hp and 156 lb-ft of torque in manual transmission cars and 200 hp and 151 lb-ft of torque in automatics. Why no turbo? Subaru says to keep the BRZ's price down. That's probably most of it, though you have to assume that to some degree Subaru is protecting the WRX. The same theory applies to Toyota's safeguarding Supra turbo-four sales with its 86 assembly-line cousin.

In the Age of Hellcat, the BRZ no doubt sounds underpowered. Keep in mind, however, that Subaru says the new BRZ weighs less than 2,900 pounds, which would be about 100 pounds more than the last one we weighed, a 2016 Series.Hyperblue that checked in at 2,763 pounds. Do the math, and the weight-to-power ratio still improves by over a half pound per horsepower on the new car. You can have your 2022 BRZ with either a six-speed manual or a six-speed automatic. Why still a six-speed auto? Remember that Subaru relies on Toyota's huge profits and massive supply chain to get the BRZ and Toyota 86 built. Toyota supplied the project with a six-speed Aisin slushbox. As ever, get the manual.

As for the chassis, it's all new, though Subaru built it with lessons learned from the brand's Global Platform. The top of the boxer engine block sits lower than the top of the tires, and as such, the center of gravity remains quite low. The front suspension is made up of long-travel MacPherson struts and coil springs, whereas the rear brings dual control arms and coil springs. A classic, sporty recipe for sure, and identical in setup to the previous car. The BRZ has grown fractionally in terms of wheelbase (101.2 inches to 101.4 inches) and length (166.7 inches to 167.9 inches) but is unchanged in width (69.9 inches), and the new one is actually shorter in height than the car it replaces (52.0 inches versus 51.6 inches). There are five driving modes, and if you place the stability control in Track mode, the digital tachometer reconfigures itself into a line graph just like a Mustang or a McLaren 570S.

As for the looks, I think the 2022 Subaru BRZ is a big improvement over the old car. From the front there's a bit of a mini-Corvette vibe happening, in a good way. Those black, penguin-shaped things below the headlights are functional vents that provide cool air, while heat generated up front exits via functional side vents just in front of the doors. The new BRZ almost looks like its smiling, a Mona Lisa sort of vibe. The headlights are a massive improvement from the last version. A little bit of Mazda? Sure, but Mazdas are by and large great looking. For you design nerds out there, the new BRZ loses a degree or two of tumblehome, the idea being that doing so would make the fenders look more square and therefore tougher. I think it works. I actually see a bit of Infiniti Q60 in the side profile, minus that car's terrible C-pillar. From the rear, I'm seeing a nice mashup up of a Honda Civic and Aston Martin Vantage, largely because of that kicked-up, mini-ducktail spoiler. You know what? It all works.

How's the 2022 Subaru BRZ drive? Dunno. Despite (a bit of) begging, I wasn't allowed to drive the car. Why not? Dunno, again. However, Subaru was nice enough to trek former F1/NASCAR and current Subaru rally driver Scott Speed out to the Thermal Club near Palm Springs to give yours truly some hot laps. "It's my mission in life," Speed said, "to get a one-make race series going with this car." His reasoning is sound. Although it's not a drag racer, 0-60 mph should happen in the low 6-second range. More important, not only is peak torque up, but from the seat of my pants, the torque curve is also up throughout the rev range. Unlike in the previous car, it felt as if the 2022 BRZ was blasting out of corners. In the first-generation BRZ, well, you never felt that. Is that notorious flat spot in the middle of the rev range gone? Again, didn't drive it, but it feels like it's mostly gone, not totally gone. The new BRZ felt as balanced and as neutral as ever, with a hint of oversteer on turn in. Understeer basically doesn't happen, due mostly to the suspension tuning, though I'd guess the sticky Michelin PS4S tires help some, too.

Speed's reasoning for the racing series is that modestly powered sports cars like the BRZ will result in more of a pack or group on the track, and that will allow for more passing opportunities, and passing is more fun than not. The new BRZ is the perfect tool for the job because it behaves so well on the track. Who am I to argue with Mr. Speed?

Subaru hasn't announced pricing yet, but expect it to be in line with current BRZ prices when the new sports car goes on sale this fall, so just a hair under $30,000.

Source: motortrend.com

Published in Subaru
Thursday, 19 November 2020 05:53

2013 Subaru BRZ First Drive

From the Archive: Subaru has the goods, presenting us with an exceptional, clairvoyant, delectable new rear-wheel-drive sports car.

Some 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.

In 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 zero-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 Well

As 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 intended.

While 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. So it is. It also says that the car can accommodate a forward-facing child seat in the back. 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 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.

Source: caranddriver.com

Published in Subaru

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