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For once, Toyota's aerodynamic improvements on a production car were used for performance instead of fuel economy, as in the Prius. The pagoda roof's relief cut in the middle reduces frontal area, and keeps air passing over the car from swirling over the sides, reducing drag and lift. The front bumper was designed to stabilize airflow under the car, as well as allow the car to perform on the track without overheating. A functional rear diffuser and a relatively smooth underbody increase downforce and reduce drag under the car.
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| One of the more unique aerodynamic and structural improvements for the car is the pagoda roof. The cutout seen in the middle of the roof promotes airflow down the middle of the car to keep it from spilling over the sides and increasing drag. The roof's multidimensional structure also allowed designers to trim weight from the roof of the car. |
To meet today's strict emissions requirements, and still achieve 100hp/liter power density, a number of improvements to Subaru's boxer engine were made. Toyota's D-4S engine control was pivotal in allowing the engine to run a high 12.5:1 compression ratio, yet still run reliably on 91 octane gas, as well as meet emissions and power requirements. The D-4S system uses standard port injectors to fuel the intake ports as well as direct injectors to fuel the combustion chamber directly, cooling the cylinder. This advanced system allows for the injectors to work independently or in conjunction with each other, depending on the situation. The plastic intake manifold was changed to position the throttle body on the front of the engine, which allowed the engineers to lower hood positioning for center of gravity and aerodynamics considerations.
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| The FA20 boxer engine sits low and farther back than in most Subaru applications. The forward facing throttle body allowed for a lower hoodline, and certainly makes adding a front mount intercooler an easier proposition than in an Impreza. The D-4S engine management system likely means this manifold is not interchangeable with other Subaru boxer applications. |
The FA20's initial design called for an undersquare bore:stroke ratio, but was changed to a square 86mm x 86mm to allow for slower piston speeds and increased valve diameter to better support high-rpm performance. Sadly, or fortunately, depending on your tastes, the exhaust manifold's cylinder pairing was changed to allow for better scavenging. This allowed for increased power, but took away the iconic Subaru boxer sound. Because noise control requirements and NVH improvements have made the engine far too silent for a driver's car, intake sound has been piped into the cabin to increase driver involvement. The lightweight, aerodynamic improvements, and engine control add up to reasonable mpg figures of 25/34 for the automatic, and 22/30 for the manual.
What does all of this painstaking engineering add up to when you slip behind the wheel? Quite honestly, one of the more rewarding driver's cars that is entirely at odds with the design focus behind nearly every Toyota product we've driven in the last decade. The joint Toyota-Subaru team has translated a fair helping of the magic that makes Mazda's Miata special, and added Toyota's ability to engineer a serene vehicle as well as Subaru's own distinct flair. Our drive was 63 miles through the Red Rock Canyon Natural Conservation Area to Spring Mountain Raceway, where we got to drive a manual transmission model on the 1.5 mile road course, a small figure-8 drift course with Ken Gushi, and we had a chance to drive the automatic-equipped car on a small autocross course.
On the road, the ride was composed, with no apparent vices, a good ride to handling tradeoff, and no bad surprises when driven through corners at speed. Steering feedback was good, allowing us to accurately gauge what the front tires were up to, but effort was a little light – a common complaint with electrically assisted steering racks. The car turned in sharply, however, and mid-corner adjustments were easy and responsive. Driver-oriented touches abound throughout the car, the interior is devoid of extraneous geegaws and extras, buttons festooned on the steering wheel, and everything is of top-notch quality, as expected for a Toyota. Pedal placement is good for heel-toe downshifts, as expected. The tach is located front and center on the instrument panel, where it should be, and has a built-in programmable rev alert. The seats actually held a 175lb male in place – as opposed to the usual “Americans are fat” specials found in many vehicles – yet were comfortable over longer trips. Visibility is excellent, thanks to the low hood, and the small flares over each front wheel help you accurately place the tires on the apex.
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| Universally praised, the FR-S' seats held drivers, big and small, in place on the track, and were surprisingly comfortable for regular old freeway slogs. |
