Project FR-S: Interim Progress Report


The Ticket To Ride FR-S was even better than the decent stock car.  Flat and stable, it was totally composed.  Even though theTicket to Ride FR-S did not have a fancy big brake upgrade, the Stop Tech Sport Kit had a good pedal feel and was fade free stop after stop.  The Ticket to Ride FR-S stopped in an amazing 102 feet, a huge improvment over stock, could our car better that?
With the nerd tuned MotoIQ FR-S, Dai with only three attempts and no practice stopped in an amazingly short 94 feet!  This beats just about every passenger car in any published road test we have seen.  His first and worst stop was 96 feet.  Project FR-S really showed the worth of our perfectly balanced 4 wheel Stoptech Trophy kit.  During stopping the car was flat and exhibited minimal dive, way less than even the well tuned Ticket to Ride FR-S. We think that reducing the anti dive in the front suspension with our Whiteline bushings allowed the front wheels to find more grip as well.  Even to the casual observer, you could see that Project FR-S was stopping in amazingly short distances.
The stock FR-S was a yawner but was easy to drive consistently due to its lack of power.  To be fair, it is pretty quick for a naturally aspirated 2 liter engine in a 2850 lb car.  It pulled a pretty slow 7.3 zero to sixty time.
With its HKS supercharger greatly boosting the FA20’s output and providing smooth easy to drive linear power, the Ticket To Ride FR-S was much faster than stock.  The wider tires and firm suspension made it easier to launch as well. The Ticket to Ride FR-S pulled a much improved zero to sixty time of 6 seconds flat.
Again with no practice and only 3 runs to throw down a good time, Dai pedalled Project FR-S to a zero to sixty time of 5.8 seconds.  The improved time was due to a few things, our car had wide 265 tires compared to the TTR’s 245s.  We had taken some of the antisquat out of the rear suspension geometry with Whiteline bushings which helped the tires find traction and our Innovate supercharger has a very broad powerband with a lot of area under the power curve and a smooth easy to launch power curve. If Dai had a few more runs, we might have knocked a tenth or more off our time.
The stock FR-S was decently balanced, it had a fair amount of body roll but got around the skidpad with only a mild amount of understeer.  It circled the skidpad at 0.76 G’s hampered by its skinny 215 width all weather tires.
The Ticket to Ride FR-S was much better on the skidpad, it had about the same balance at the limit as the stock FR-S and had the body motion a lot more controlled.  With its wider performance tires it circled the skidpad at a much improved 0.83 G’s

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