Drew Dowdell

Not a fair one since I already posted my travel schedule

I have a nice 100 years of Chevy hat and a remote control Cadillac Escalade to give away. What kind of contests should we have?

If you give the same amount of engine room to Chevy as Mercedes gets to put their 6.2 in, then Chevy will just fill it with silly things like extra displacement. If you're looking to fill a fixed space with as much power as possible, pushrod is the way to go. I'd bet the GM 7.0 would fit in the same engine bay as the Benz 6.2 and still equal or beat the Benz fuel economy.

Suddenly it’s 1986. There is a lightweight and nimble sports car from a Japanese manufacturer on the market that completely eschews what the American three are doing in the sports car segment. Only, it’s not 1986; vehicle weights have pushed upwards and outwards for past 30 years to the point where Chevrolet is now marketing its top of the line Camaro with a curb weight that makes a 1986 Oldsmobile Ninety-Eight look positively anorexic. Sure, Chevy compensates for the chub by equipping the Camaro ZL1 with a tire shredding 580 horsepower V8 and an advanced magnetic suspension that does all the right things keep the Camaro on the tarmac, but eventually it starts to feel like you are piloting the world’s best handling 747. It is raucous and fun, but requires concentration and skill to keep things from going wrong. A full paragraph into a Scion FR-S quick drive and I’ve only talked about Chevys and Oldsmobiles. Back in the 1986, Toyota introduced a new Supra. It was not a muscle car in the tradition of the V8 powered pony cars from Detroit, but it had speed and agility from being blessed with a curb weight of about 3,000lbs and a 200 horsepower I-6. It was also intended to be a technological showcase for Toyota. As such, the price tag was relatively high. The FR-S is a return to this idea of light weight over raw muscle making the FR-S very refreshing to drive. The FR-S’ single biggest advantage is its low weight platform. At about 2800 pounds with an automatic transmission, the FR-S is a feather-weight in this class. The light weight also allows Toyota to equip the car with a 200 horsepower / 151 lb-ft flat-four engine jointly developed with Subaru to give the FR-S sporty performance without the raw muscle. The flat-four also lowers the center of gravity on the car to further improve cornering.During my drive of the FR-S, I found a light-weight, nimble, and carefree sports car with just enough kick to keep things fun. Low end torque is superb with more than a few instances of chirping the tires unintentionally at take off. Those of you hunting for raw V8 muscle will probably be disappointed, but the FR-S makes up for it with its willingness to be thrown around a corner and an engine note that will please almost any gearhead. Power is routed through a 6-speed manual or automatic to the rear wheels like its Supra predecessor. Steering is quick and precise with only a minor quibble with on-center feel; in either direction just off center, the FR-S doesn’t seem to want to pull back to center nicely. This leaves you making frequent minor adjustments on longer straight roads. Though quite sporty and nimble, the FR-S doesn’t punish you with a harsh ride. Toyota pressed the reset button on the interior as well. The interior FR-S is at once modern and retro. My first thought when sitting in the car was the thought that this is what would happen if Toyota tried to re-create the spirit of the ’86 Supra without duplicating the look. This is not a bad thing; it is actually refreshing in an age of highly complicated interiors.Getting in is surprisingly easy for such a low car and I found a comfortable seating position right away. Toyota even equips the FR-S with an old school double-DIN head unit so the owner can swap in something more to his or her own liking if they wish. The head unit does include Bluetooth for hands-free calling, but that’s about the extent of the technology there. The version I drove was an automatic, but the look and gate of the shifter could fool your friends and neighbors into thinking you bought row-your-own. The rear seat is essentially unusable for adults unless the driver is very cramped or very short. Forward visibility is excellent, but I found visibility while backing up to be a bit more limited. Checking in with a base price of $24,955 and without high end technology or interior room, the Scion is not a Supra replacement no matter how hard the buff mags wish it. But that price makes the Scion an interesting alternative to the Camaro ($24,245 with steel wheels) and Mustang ($22,995). The Scion FR-S was one of my favorite drives during my time in Monticello, NY. It is just the car to hop in and go for a carefree ride on rolling country back roads with the windows down on a nice fall day. I hope to spend more time in one soon. The full gallery of pictures from the IMPA Test days is located here and will continue to be built as quick drive reviews are added: Year: 2013 Make: Scion Model: FR-S Engine: 2.0 Liter horizontally opposed 4-cylinder with Direct and Port Injection Drive line: Rear wheel drive, 6-speed automatic transmission Horsepower @ RPM: 200 @ 7000 RPM Torque @ RPM: 151 @ 6400 RPM Fuel Economy: City/Highway: 25/34 Location of Manufacture: Japan Base Price: $24,955 Est. As Tested Price: $25,300 Drew Dowdell is Managing Editor of CheersandGears.com and can be reached at [email protected] or on twitter as @cheersngears View full article

Let me tell you.... even on my '81 most of the problems I've had are electrical. You'll never get away from electrical problems. Even my Dad's '29 Ford had an electrical issue the last time I was out in it with him.....

Welcome to C&G. Pittsburgh is C&G's home too!

Drove it at IMPA... it's a lot stiffer suspension than I imagined it would be.... stiffer than an FR-S even.

I hate the fronts on these, everything from the firewall back is fine. Those scalloped front fenders make it look like they put too wide a body on too narrow a frame and tried to cover it up.

I"m not against GM building a DOHC V8... I'm against the unwarranted slander against excellent pushrod V8s. For Cadillac's flagship, they should fit the new small block with DOHC heads if they want to go the DOHC route.... but I'm willing to wait and see what the new small block is capable of first.

Hit the nail on the head. Not really, he hit his thumb. SOHC and DOHC are not​ equivalent and if you bothered to read the rest of the thread, you'd see how. I did read the rest, SOHC is worse than DOHC but no one really makes them any more either. But either way, OHC is better than pushrod, the example of the Crown Vic is because the engine was left the same basically form the early 90s. Comparing a bad SOHC V8 to the best pushrod on the market isn't really making any sense. That is like comparing the GM 3900 V6 to the Nissan GT-R V6. Fine. The Hemi V8 is a better engine than the Nissan VQ-V6 and VK-V8 because it is more efficient, smoother, and offers better power delivery. The Hemi V8 is so compact, it will fit in any engine bay that would hold the VQ and even in it's lowest spec produces far more power and torque than the VQ. The M56 is maxed out at 5.6 liters and 420hp while the Chrysler 300C SRT-8 can go to 6.4 liters (and likely larger) with 538hp. There are a lot of potential reasons to buy an M56 over a 300C SRT-8, but powertrain isn't one of them.

Ah! Glad to see another member from CheersandGears.com's home town!

Hit the nail on the head. Not really, he hit his thumb. SOHC and DOHC are not​ equivalent and if you bothered to read the rest of the thread, you'd see how.

Fusion engine lineup as follows (all of them fours): 2.5L - 175 HP, 175 lb-ft 1.6L EcoBoost - 178 HP, 184 lb-ft 2.0L EcoBoost - 240 HP, 270 lb-ft All come with automatics, 1.6L is the only one with a six-speed manual. + Hybrid

Cool, they seem very solid cars.