The PlayStation Gran Turismo 6 Lexus, Subaru and Toyota vision concepts

Back in 1992, Kazunori Yamauchi, along with a group of 7 other individuals, set out to develop the original Gran Turismo racing video game for the Polyphony Digital subsidiary of Sony Computer Entertainment. Five years later, the initial game, for the original PlayStation game console finally went on sale to favorable reviews and an adoring public.

As part of the 15th Anniversary celebration of that late-1997 original release, Yamauchi-san issued an Olympian challenge to the world’s carmakers with a single question: “Would you be willing to design your rendition of Gran Turismo for us?” The videogame’s name “Gran Turismo” (GT) refers to a 2-door sport car, known as a Grand Touring car in the English-speaking automotive world. As the official Gran Turismo 6 Vision GT page reveals, 23 car brands, 3 Italian carrozzeria (Bertone, Italdesign Giugiaro and Zagato) and even 2 sporting apparel brands (Jordan and Nike) answered the call.

Mercedes-Benz has taken it one step further and, on Wednesday 20 November 2013 at the Los Angeles Auto Show press conferences, unveiled the actual, physical Mercedes-Benz AMG Vision Gran Turismo Concept, albeit as a 1:1-scale model with no powertrain. (In the game the 3053-lb mid-front engined coupe is powered by a 577 horsepower, twin-turbocharged V8 producing 590 lb/ft of torque).

That Mercedes is hardly expected to be the only GT6 concept to make the jump from virtual presence on a video screen to physical, palpable reality, for the rumor mill suggests that the second will be from no less than…

TOYOTA
Two weeks after the Mercedes Vision GT6 concept reveal, new Vision GT renderings from a number of carmakers, including Toyota and Subaru, were first brought to our attention via Autoblog. Toyota’s rendering, shown at the top of the story, has a silhouette that seems to foretell a much-rumored Mark V Supra. Fanning the flames of the rumormill is no less than Joe Clifford of the official Toyota United Kingdom blog, who, on Thursday 12 December 2013 wrote that

This is the only image available at the moment but any talk of Toyota and new sports cars always leads to speculation on the introduction of a spiritual successor to the Supra.

We never comment on speculation but it’s clear that there are familiar proportions in the shape of the silhouette…

Yours truly’s gut feeling and suspicion is that the Toyota press conference at the 2014 Detroit Auto Show (to be held on Monday 13 January 2014 at 8:50 AM Eastern time) will reveal a Toyota Supra Vision Gran Turismo Concept of some sort.

SUBARU
The closest thing to a Gran Turismo coupe that Subaru has ever built for production is the Thunderbirdesque, Giugiaro-designed SVX. The Vision GT Subaru shown above, however, recalls a far more recent concept from the carmaker: the Cross Sport Design Concept that debuted at the 2013 Tokyo Motor Show. The bare-bones teaser blurb Subaru released 3 weeks before its unveiling hardly hinted at this cladding-bedecked BRZ shooting brake that, for this author, was probably the biggest unexpected surprise of the show. The second attempt (after the FT-86 Open concept) at expanding the BRZ / GT 86 / FR-S body style repertoire beyond the production coupe has seemingly been made sleeker and, thankfully, lost the side cladding and pseudo-SUV soft-roader styling cues from the Cross Sport Design Concept. Or are we, possibly, seeing some hints around the nose at what a mid-life facelift or even next-gen model of the Toyobaru coupe might look like?

LEXUS
Although the big Wednesday 4 December 2013 reveal unveiled the bulk of the Vision GT teaser renderings from the participating brands, a number of them remained unseen at that point. Among them: Lexus’, which quietly appeared later in December and is shown above. A number of its design elements, such as the triangular layout of the 3-dot headlights, the roofline and the particular shade of red recall the much-praised LF-LC Concept, albeit in a super-wide-body rear quarter variant with cartoonishly large rear tires. Are exaggeratedly wide rear fenders becoming a new Lexus concept car fetish?

…and Daihatsu, too
Among the 7 Vision GT teaser renderings that, as of this writing, remain unseen is Daihatsu’s. Frankly, we can’t help but wonder what this not particularly enthusiast-oriented small car and SUV specialist – majority-owned by Toyota – is doing here. Their only loosely GT-ish model is the Copen retractable-hardtop 2-seat roadster kei microcar that went out of production last year. The colorful trio of Kopen concepts the carmaker unveiled at the 2013 Tokyo Motor Show should probably provide the basis or inspiration for Daihatsu’s baby GT.

Subaru BRZ Turbo rumors resurface… in vain

Earlier this week, a story by J.P. Vettraino of Automotive News announcing a rumored Subaru BRZ Turbo for the 2014 model year made quite a few waves (and led to much commentary and copy-and-paste reposts) throughout the Internet. All the buzz, in fact, even made our May 2012 story on the Subaru FA20 turbo engine our most popular story of the week by a significant margin.

For this author, the most eyebrow-raising aspect of the story is the reported 280 hp and 250-plus pounds-feet of torque for the BRZ Turbo, versus the 296 hp and 295 lb/ft of torque output of the first production application of the FA20 Turbo in the Japanese domestic market’s 2013 Subaru Legacy 2.0GT DIT. Why the drop in power? Myriad possibilities emerge, from that lower output being the most the chassis can handle without upsetting the BRZ’s meticulously tuned handling balance to Japan’s less stringent vehicle emissions standards to U.S. market engines being tuned for California’s 91 octane premium fuel, as opposed to the 93 octane elsewhere in the U.S. (not to mention slightly higher octane premium gas available outside the U.S., including in Japan).

Then we have the transmission issue. In our February 2012 analysis of the Aisin AZ6 transmision that evolved into the production Subaru BRZ’s TL70 unit, we noted that

A cursory glance at all the vehicles that have used the Aisin AZ6 reveals that the torquiest of the lot is the S15 Nissan Silvia Spec-R, producing 202 lb/ft. All other AZ6 users produced somewhere between 124 and 163 lb/ft of torque, with stock BRZ / FR-S / GT 86 rated at 151 lb/ft. Notably, when the North American market demanded a manual transmission option for the Lexus IS 300 and its 2JZ-GE 3-liter inline 6′s 218 lb/ft of torque, the Aisin AZ6 (or J160 in Toyotaspeak) was deemed to be too weak. Instead, a W55 variant of the W58 5-speed manual from the naturally-aspirated Toyota Supra and Lexus SC 300 was used.

In other words, the BRZ’s TL70 manual transmission can’t handle the torque produced by the FA20 turbo, and making a BRZ Turbo automatic-only would be a moronic oxymoron.

Lost amidst the excitement and hoopla is this sobering bit of information when Luke Vandezande of AutoGuide.com did the obvious and reached out to Subaru for commentary:

(Subaru of America’s National Manager of Product Communications) Dominick Infante flatly denied the rumor, saying “we have no plans to offer a turbocharged BRZ.” Instead, he said the engine, as previously reported, is the powerplant being developed for the next WRX.

For those of you disappointed by this denial, we bring you Vandezande’s astute observation:

Ramping the car’s power up by 80 hp could improve its straight line performance, but it may tamper with the car’s elegant handling.

Lexus and Toyota at the 2012 Paris Motor Show: what to expect

As the 2013 model year international auto show season kicks off, the current even-numbered 2012 calendar year means that the action starts in early autumn in Paris, France (odd-numbered years see Frankfurt, Germany as the fall kickoff, and the Tokyo Motor Show in December that is absent on even-numbered years). In the runup to the Paris preshow press conferences to be held on Thursday 27 and Friday 28 September, most carmakers have already tipped their hand and given clues as to what they will be unveiling, and Toyota and Lexus are certainly no exceptions.

TOYOTA
Internationally, the Toyota brand’s first major unveiling for late summer/early fall 2012 is the 2nd-generation of the Auris C-segment line. A Toyota Corolla derivative roughly analogous to North America’s Matrix 5-door hatchback, the Auris is the third of the 11th-generation (E160) Corolla variants to debut in 2012, behind the Japanese domestic market’s Corolla Axio sedan and Corolla Fielder station wagon models. The Japanese version of the Auris debuted on August 20, with 2 engine options echoing those of the Corolla Fielder: the 1NZ-FE 1.5 liter, 4-cylinder engine as used on the current Toyota Yaris and the 2ZR-FAE 1.8 liter, 4-cylinder engine (essentially a more powerful yet economical version of the current Corolla’s 2ZR-FE engine benefiting from the addition of the Valvematic mechanism that continuously controls the intake valve lift volume). Unfortunately, the Auris’ Japan-only Blade fraternal twin, which included the intriguing Blade Master model powered by the 2GR-FE 3.5-liter V6, was discontinued in April without a 2nd-generation successor.

For its European debut, the British-built iteration of the Toyota Auris offers a different – and far more extensive – range of engine options. The two gasoline-powered European models offer 4-cylinder engines that have smaller displacements than their Japanese counterparts: 1.33 liters and 1.6 liters. The former is clearly the carryover 1NR-FE, but it is unclear at this point whether the latter is the 124 hp, Dual VVT-i-only 1ZR-FE or its peppier 130 hp Dual VVT-i plus Valvematic 1ZR-FAE variant. Those preferring 4-cylinder diesel power have a choice (according to an official Toyota Europe news release) of 1.4-liter or 2-liter displacements. Given that Toyota won’t begin to purchase diesels from BMW until 2014, we’re certain that these are Toyota’s current 1ND-TV and 1AD-FTV, respectively. Finally, the Auris Hybrid returns for the new generation (and is shown above right), powered by the carryover 2ZR-FXE 1.8-liter 4-cylinder gasoline-electric powertrain shared with the Toyota Prius, Prius v and Lexus CT 200h. Auris fans may note that the current generation offers several more powerful gasoline and diesel options than the quintet listed above, but bear in mind that the new Auris has a lower (0.28) coefficient of drag, lower height and center of gravity, 10% stiffer body structure and, most crucially, is as much as 40 kg (88 lbs) lighter than its predecessor. This, combined with revised steering and suspension – including wider availability of a double-wishbone rear suspension – should make the new Auris a more compelling drive.

It is uncertain whether or not the slow-selling 3-door Auris body style will return with the 2nd-generation, but we’re inclined to say no, for reasons outlined back in January 2011. On the other hand, a 5-door station wagon body style alternative has become de rigueur in the European C-segment, where 25% of sales in the class are wagons. Even such familiar models as the Ford Focus, Chevrolet Cruze, Buick Verano/Opel Astra and Hyundai Elantra/i30 offer station wagon variants unavailable in North America. Thus, Toyota felt compelled to add a second Auris Touring Sports body style. Shown as a darkened teaser (which was lightened and enhanced by Autocar in the photo shown above left) it will be fully unveiled at Paris later this month. The Auris Touring Sports will be available with the regular Auris hatchback’s full suite of 5 powerplant options, thus making it Europe’s first wagon in the segment available with a full hybrid powertrain. Quite notably, Toyota is predicting an even 1/3 gasoline / 1/3 diesel / 1/3 hybrid split in European Auris sales for the new generation when it goes on sale in early 2013 as a hatchback, followed by the wagon during the second half of the year.

Toyota debuts for the 2012 Paris Motor Show extend beyond the newest iteration of the Auris. The carmaker proudly trumpets a “new Verso“, as teased in the cropped, highlighted and enhanced Carscoop picture shown at right. For the uninitiated, the Verso is Toyota’s entry in the hotly contested European MPV (C-segment mini-minivan) category. In the United States, the sole class representative currently in new car showrooms is the Mazda5, while, north of the border, Canadians may also choose a Kia Rondo or Chevrolet Orlando. Another way to describe the Toyota Verso is as a rebodied, non-hybrid version of the Prius v/Prius +/Prius Alpha wagon with shorter rear overhang and a 3rd-row seat. In fact, both sit on the same 2780mm (109.4″) wheelbase. In this case, however, take the “new” with a grain of salt, even though Toyota Europe’s official news release describes “(a) new design language with a clear family identity, an improved interior, a revised 2.0 D-4D (1AD-FTV diesel) engine with improved performance and lower CO2 emissions, and enhanced driving dynamics and reduced NVH levels”. Given that the current Verso was introduced in March 2009 at the Geneva Motor Show, expect a mid-life refresh akin to that received by the Toyota Avensis last year, and not an all-new generation.

Also debuting in Paris is a new Yaris Trend edition featuring, in Toyota’s words, “unique exterior styling and model-specific interior finishes, textures and colours to attract young, urban-based, design-focused customers”. Carscoop offers us far more insight, however, as the Yaris Trend was actually launched in the United Kingdom on August 8. Essentially, this is the top-of-the-line sporty Yaris SR (which includes fog lamps, part-leather upholstery, a rear roof spoiler and lowered suspension) with the addition of 16″ Podium anthracite machined alloy wheels, chrome tailpipe finisher and a Jaguar XJ-inspired blacked-out C-pillar, in a choice of Tyrol Silver or Cirrus White exterior paint. And, we should add, some goofy swirling pinstripes along the front fenders and doors.

For the hardcore European enthusiast, however, the best news is the Continental debut of a full suite of TRD (Toyota Racing Development) Performance Line Accessories for GT86. This is a comprehensive range of exterior, interior and mechanical components that enhance style, aerodynamics and performance, all offered individually, as opposed to being grouped or bundled into packages. Also of interest is a GT86 Racing Simulator, a fusion between a real Toyota GT86 and an advanced computer simulation system. The driver steers, shifts, brakes and accelerates the GT86 using the original controls. The simulator then uses a state-of-the-art motion system to respond to driver input and deliver an un-paralleled realistic driving experience. The windshield is a Full HD monitor for the drivers and a Lucas Arts THX Surround system is used to supply sound from the racetrack.

The Toyota stand at the 2012 Paris Motor Show will also feature the Yaris Hybrid, the Prius Plug-in Hybrid, the TS030 Le Mans prototype (LMP1) racer which recently saw its first podium finish and the FCV-R Fuel Cell Vehicle concept, the latter perhaps in anticipation of the European Hydrogen Road Tour 2012. All this detailed information, needless to say, leaves little to no room for surprise at the Toyota press conference which will take place at Pavillion 4, Stand 114 at 8:30 AM Central European Time on Thursday 27 September.

LEXUS
In stark contrast to the above, Lexus has, thus far, been more elusive and coy as to its 2012 Paris Motor Show plans, except for a brief news release promising the reveal of “a brand new concept car” alongside the Western European premiere of the all-new LS 600h F SPORT shown at left at 8:45 AM Central European Time on Thursday 27 September (15 minutes after the Toyota press conference) at Pavillion 4, Stand 120 next to Toyota.

Naturally, the blogosphere has been rife with speculation as to what, precisely, this new Lexus concept will be. We can certainly rule out the second iteration of the Lexus LF-LC sports coupe, since that is earmarked for an Australian unveiling in mid-October. What, then? Kevin Watts of the Lexus Enthusiast posted a poll with ten distinct possibilities: Compact Crossover, City Car, CT-Based Variant, Four-Door Coupe, GS Coupe, GS F, IS Coupe, IS Sedan, LF-LC Convertible or the eternal catchall “Other”. This author concurs with most pundits that it’s a tossup between an IS Coupe predictor and the long-awaited sub-RX, RAV4-derived compact crossover that everybody refers to as CX but is far likelier to wear the TX prefix in production.

Even this concept will not be a true “Paris surprise”, as Lexus has promised to reveal further information and pictures on Monday 17 September at 8:00 AM Central European Time, 10 days ahead of the actual press reveal.

And what about Subaru?
In 2010, Subaru didn’t even bother to appear at the Paris Motor Show. The carmaker will be there in 2012, at Pavillion 3, Stand 215. As of this writing, however, it does not appear that they will unveil anything new, nor that they have even scheduled a press conference.

Scion sells 86 FR-S units in its first month in the U.S. Serendipitous coincidence, or not?

Anyone who has even casually followed the gestation and history of Scion’s FR-S is surely aware of the overriding significance and symbolism of the number “86”. Harkening back to the last of the rear-wheel-drive sporting, enthusiast-oriented Toyota Corollas, the AE86 chassis code Corolla Levin and Sprinter Trueno notchback and hatchback coupes, the number would go on to play a significant role in the development of its spiritual successor, the so-called “Toyobaru” coupe jointly developed by Toyota and Subaru. Although, for North America, Toyota opted to sell it through its Scion sub-brand and give it the FR-S moniker that channels MR-S (Toyota MR2 Spyder), in the rest of the world, Toyota’s new sports car proudly wears the 86 badge (prefaced by GT in Europe). Beyond the name, Toyota and Scion has also peppered the car with a number of 86-themed “Easter eggs”, from the FA20 engine’s 86mm bore x 86mm stroke to the “86”/horizontally-opposed pistons trademarked logo on the front fenders to the Scion “First 86” sales program.

Now, as Toyota reveals its May 2012 Sales Chart, a very interesting fact emerges: Scion FR-S sales for the car’s first month in the United States were… 86 cars! Thus, the only units that left dealers’ showrooms last month were the so-called “First 86”, starting with the very first and continuing down the list, including Club4AG webmaster, administrator and events coordinator (and friend of Kaizen Factor) Motohide Miwa. So, was this casual coincidence or carefully calculated? Toyota isn’t really saying, but the May 2012 Sales Conference Call‘s offhand remark by Bob Carter, Toyota Division’s group vice president and general manager that “We sold 86 special FR-S models in May to a lucky group of buyers who won an online social media contest to be the first to take delivery in the U.S.” suggests the latter is the case.

It’s interesting to note that those 86 units sold in May make the Scion FR-S the third-lowest selling among Toyota’s models for the month, with only Lexus’ LFA supercar (with 3 units sold) and the outgoing HS 250h hybrid sedan (21 units moved) reporting lower numbers. Bear in mind, though, that this is merely indicative of a slow rampup of sales, since FR-S numbers are expected to skyrocket, based on anecdotal evidence, buzz and pent-up demand.

Meanwhile, Subaru of America reports that 271 BRZ sports coupes were sold in the United States during May 2012, more than triple the Scion numbers for the month! Don’t expect this to be a typical turn of events going forward, though, for Scion expects to sell more than double Subaru’s numbers on an annual basis.

Subaru debuts a turbo version of the FA20 engine

Yes, you read that right. But, before you get too excited, please note that it is not going under the hood of the Subaru BRZ nor any of its Toyota/Scion-badged siblings any time soon, if ever. Indeed, this groundbreaking piece of news was not obviously spelled out, but implied and buried in a superficially nondescript Subaru Global newsroom release on the Japanese iteration of the Legacy facelift that had its world debut at the 2012 New York Auto Show just over a month ago.

The title headline of that news release trumpets a 2.0 liter Direct Injection Turbo Boxer Engine. But which of Subaru’s two distinct new-school 2-liter flat fours is it based on? Is it the FA20 from the BRZ (1998cc, with 86mm bore and 86mm stroke) or the FB20 (1995cc, with 84mm bore and 90mm stroke) from the new 4th generation (GP/GJ) Impreza and 2011+ Japanese Domestic Market 3rd generation (SH) Forester? As Wikipedia reminds us, the FA shares little in common with the FB engine, with a different block, head, connecting rods, and pistons. In fact, one pundit claims that a few bolts are all the FA20 and FB20 have in common. While the aforementioned news release doesn’t specifically spell out which of the two the refreshed JDM Legacy and Outback will use, a comment that “the engine bore/stroke was made square (86mm x 86mm)” at the top of page 4 makes it crystal-clear that the FA20 is the first of the “F” series flat fours to be turbocharged. Yes, Subaru has yet to market a turbocharged version of the FB engine family (although it did show a turboed variant of the smallest FB – the 1.6-liter FB16 – at last year’s Tokyo Motor Show). What about the 2-liter turbo Subarus still available in Europe and Japan? Those are myriad variants of the older EJ20 family of flat fours.

The numbers
The Subaru Global news release is similarly semi-secretive when it comes to power output figures, with a small footnote mention of 221kW (300PS) power output and 400N･m (40.8kg･m) torque at 2000rpm. This translates to 296 hp and 295 lb/ft of torque, which boosts (pun half-intended) the FA20’s specific output from 100 hp/liter in naturally aspirated BRZ tune to 148 hp/liter.

The official Subaru Japan website and Wikipedia further reveal the use of a twin scroll turbo (for faster throttle response without giving up any top end), a 10.6:1 compression ratio (versus the naturally aspirated FA20’s 12.5:1), and word that maximum power output occurs at 5600 rpm, with maximum torque occuring between 2000-4800 rpm. Although not specifically mentioned in any text we’ve seen, expect Subaru’s signature top-mounted intercooler and a functional hood scoop. Most surprisingly, as the illustration above implies, an apparent 6000 rpm redline seriously alters the character of the FA20 from high-revving, low-to-medium torque naturally aspirated screamer to a much slower-spinning, yet far torquier engine. That, however, is just the beginning of the changes the FA20 has undergone on its road to turbodom.

Subaru DIT: a far cry from Toyota’s D4-S
The DIT acronym features prominently when describing the newest Subaru turbo powerplant, not only throughout the press release, but on a badge in the trunk lid and even atop the engine itself, as shown in the lower right photo. The initials, obviously enough, stand for Direct Injection Turbo. And that’s all the FA20 gets, not the Toyota-developed D4-S dual direct + port injection combo as applied to the naturally aspirated version of the FA20 engine. This is enormously significant, and has a number of repercussions. For one, it may be yet another tacit admission of the difficulty in boosting D4-S-endowed engines, an issue very familiar to tuners attempting to do so with the 2GR-FSE V6 and UR-FSE/UR-GSE V8s. Or is this simply another manifestation of Toyota’s own reluctance in allowing other companies to use their signature dual direct + port injection, as was the case with Lotus? The glass-half-full optimists, however (such as Car and Driver Backfires commentator Chris) will wonder if there will be people swapping the head from the FA20 turbo to remove the port injection on the BRZ/FRS/GT86 and make tuning easier and maybe get better flow through.

An unfortunate down side to many a direct injection-only engine, however, is carbon-clogged intake ports, a malady afflicting Volkswagen/Audi, Mazda, Hyundai and even Lexus’ direct injection-only 4GR-FSE V6 IS 250. Will Subaru’s FA20 DIT also be a victim of this? Not necessarily. For one, this is not a universal occurrence. As FT86Club.com member arghx7 reminds us:

People assume that just because VW and some other early adopters of mass production DI had valve deposit problems, they all must have valve deposit problems. There are a lot of different air/oil separator designs that have been introduced for use with direct injection over the past few years. Jaguar, for example, has a more sophisticated system to limit the amount of gas flow and oil sent back to the intake side under different conditions. Heated and cyclone-type crankcase ventilation systems also mitigate the problem. All these solutions cost money, though–development hours and higher part costs.

And Subaru, it seems, has expended the extra effort, for, as the always-knowledgeable NASIOC member Cocoa Beach Bum informs us:

(Subaru parent Fuji Heavy Industries) has submitted a US patent application which was published last month for “an engine breather apparatus that separates oil mist from blowby gas that is led from the crankcase toward the air intake system.” The original Japanese patent application was filed Sept 30, 2010, which was over a year and a half ago.

Or, as FT86Club.com member OrbitalEllipses so aptly put it:

A while ago, it was theorized on NASIOC that DI could be done without port injectors while still preventing carbon buildup on the valves through the use of a properly designed air/oil separator and valve timing. Voilà, a Subaru patent for what sounds like an air/oil separator!

A CVT transmission only?! What the…?!
In our recent Forester factor story, we lamented the loss of the enthusiast-oriented Legacy with the death for the 2013 model year of the 2.5GT turbo manual sedan in the U.S. Unfortunately, this is also happening, to some extent, in Japan. Sure, the Subaru Global news release mentions the 2.0GT DIT’s “SI-DRIVE” with Sport# (S#) mode allowing the driver to shift between 8 steps and an exclusively-tuned chassis with “reinforced suspension rigidity for better stability during high speed driving” and “vehicle sway (that) was minimized due to damper tuning and enlarged stabilizer diameter” for “superior stability when changing lanes and cornering”, not to mention standard “gun-metallic” 18-inch aluminum wheels and most enthusiast-oriented VTD (Variable Torque Distribution) all-wheel-drive system, but running this exemplary-seeming engine exclusively through a continuously-variable transmission?! Totally ridiculous, unless you’re one of the handful of CVT fans that are intrigued by the notion and engineering exercise of what is arguably the most powerful engine ever mated to such a Lineartronic (as Subaru calls it) transmission.

Beyond the Legacy 2.0GT DIT
Just take the little rant above as venting and fearing the worst, because, in reality, we’re quite pumped and optimistic about the potential for this new FA20 turbo engine. Perhaps Subaru is simply holding back for a few months or a year or so before we see a new iteration of the Legacy spec.B that combines the FA20 turbo with a proper 6-speed manual. And most pundits fully expect this engine to be the basis for the upcoming next-generation WRX and STI (possibly with yet another groundbreaking piece of new technology, an electric turbocharger). Why not use it to power a return of the cult-following Forester STI? Most of all, why not a proper, turboed BRZ STI?

EXCLUSIVE! The First Scion FR-S in North America Delivered At Longo Scion!

May 3, 2012 – El Monte, CA – It’s been a long wait, but history has been made. The first Scion FR-S (a.k.a. Toyota 86 & GT 86 outside of North America & Subaru BRZ globally) has been delivered to the first lucky enthusiast of the “First 86 Program”. Earlier this year at the 2012 Detroit Auto Show, Scion USA announced a program where enthusiasts had a chance to be selected as one of the “First “86” to purchase an FR-S. Well, the time has come, and the first of the lucky “First 86 Program” has taken delivery at the #1 Scion dealership, Longo Scion in Southern California.

A little presentation was held before the “First 86” owner was handed the keys. Tom Rundai, President and General Manager of Longo Toyota, Lexus & Scion presented the First 86 owner a few gifts including  a special carbon fiber plaque by Five Axis commemorating the “First 86” delivery, a special “First 86” gift pack which included a numbered carbon fiber FR-S license plate frame, an FR-S pen and a few other goodies.

Shortly thereafter, the fitted black FR-S cover was pulled off to reveal the first production Scion FR-S available for sale. The lucky owner had selected the pearl white exterior known as Whiteout (37J) mated with a proper Aisin TL70 6 speed manual transmission. After the keys were handed to the first FR-S owner, everyone gathered around to watch him get in the car and start it up for the first time. Shortly thereafter, the barrage of photographers surrounded the new FR-S owner to document the moment. A video crew was also on hand to interview the first Scion FR-S owner ever. Congratulations to the first Scion FR-S owner and his new delivery!

For those anxiously waiting to get their hands on this hot new Scion, get in line because the “First 86” are receiving their FR-S as we speak! The 2013 Scion FR-S will be available to the general public this Summer at your local Scion dealer.

Special thanks goes out to Jeffrey Chang of Longo Scion, Tom Rudnai, President of Longo Toyota/Lexus/Scion and the folks at Scion USA for the opportunity to witness this historic event.

Article & Photos by: Flipside909

Were we (and Aisin) wrong about the BRZ / FR-S / GT 86 manual transmission? Or is Scion?

Almost 2½ months ago, Kaizen Factor indulged in some of our much-loved Informed Speculation and attempted to delve into the specifics of The BRZ / FR-S / GT 86 transmissions and driveline. No sooner had we posted it, however, that Paul Williamsen, National Manager of Lexus College (this being the brand’s product training division, and an integral part of new model long lead press previews) made the following observations:

…we’re still getting contradictory info out of TMC (Toyota Motor Corporation) on which 6-spd Aisin tranny we’ll have in the FT86, FR-S, & BRZ.

One of the obvious differences between the old IS 200/Altezza box (TMC type J160) and the current IS 250/Cadillac/Porsche box (TMC type RA6X) is that the former has gear reduction on the input side, while the latter has its reduction at the output end. We’ve seen references to both types.

Perhaps, then, things weren’t as clear-cut as they first appeared.

Flash-forward to Wednesday 25 April and the end of the press embargo on the Scion FR-S long lead preview. Although we at Kaizen Factor were not blessed with an invitation, FT-86Club.com‘s stellar coverage was the next best thing to being there. Their correspondent Ichitaka went as far as scanning and posting the Long Lead Press Presentation Outline, in a format familiar to this author from multiple Lexus press previews. Curious over the transmission information contained therein, we were gratified that our prediction of the Lexus IS 250-sourced A960E 6-speed automatic with upgrades such as earlier torque converter lockup, faster upshift and downshift times and throttle blips accompanying downshifts was spot-on. This author did a stunned double-take, however, to see the 6-speed manual identified as an RA62 – just like the less-than-stellar Lexus IS 250 Manual’s transmission – in both the Page 2 index and Page 26, as shown below.

A quick primer on Toyota’s 6-speed manual RWD transmissions
Although our earlier article covered this ground in far greater detail, a recap on Toyota’s 6-speed manual rear-wheel-drive-centric transmissions is in order. In essence, there are only three of them: The Getrag 233 / Toyota V160/V161 used in the legendary Supra Mark IV Twin Turbo; the Aisin AY6 / Toyota/Lexus RA60 series and the Aisin AZ6 / Toyota/Lexus J160. The AY6/RA60 series is, essentially, a beefy truck transmission whose vague shift feel is decidedly subpar for a rear-wheel-drive transmission. Except for RA62 (Lexus IS 250 and, allegedly, Scion FR-S and its derivatives) and RA63 (Europe’s Lexus IS 200d and IS 220d diesels), its other Toyota applications are in Tacoma and FJ Cruiser. The AZ6/J160, on the other hand, is a far more logical basis for the so-called Toyobaru coupe’s manual, having graced not only Toyota Altezza and 1st-generation Lexus IS 200 manual models, but such legendary sports cars as the Honda S2000, Mazda RX-8, 2nd-gen (NB) Mazda MX-5 Miata and the final S15 Nissan Silvia Spec-R. Frankly, we thought that the picture below (from the 2011 Tokyo Motor Show), as featured in our prior article, had settled the issue.

Were we (and Aisin) wrong, then? This skeptical author investigates
Although we’ve never seen such an egregious error in any Toyota/Lexus/Scion press preview printout, this author remained deeply skeptical. Another of the Scion FR-S long lead press materials, the “86” Development Story brochure delves into the transmission issue on page 14, as shown below. This starts out with by noting that “…transmission development began with an effort to shorten the stroke of the 6-speed manual transmission used in the Altezza…” – an implicit admission that they started out with the Aisin AZ6/Toyota J160 transmission. Beyond that, the story twists and turns, and informs us how engineers from Toyota, Subaru and Aisin AI engineers came together and brought in Takeshi Kaino, a researcher specializing in shift feel to help implement the ideal 6-speed manual transmission. They go on to say that

After creating five different prototypes and executing a final, daring overall design change, the team finally succeeded in creating the ideal 6-speed manual transmission for a sports car…

(Tomohiro) Ishikawa (6-speed manual transmission development director): “Perhaps 80% of the design had changed. More than that, if you look at blueprints for individual parts. Most of the parts were changed I bet.”

No word one way or the other, however, on whether or not at some point they changed from the J160 to the RA62 as a basis for the FR-S / BRZ / GT 86 manual transmission.

Mild skepticism morphed into full-on raging doubt, however, when comparing the Scion FR-S “RA62” individual gear ratios as shown in the second illustration above to those of the undoubtedly RA62 Lexus IS 250 Manual (as shown in a PDF document linked to the Lexus USA Newsroom’s 2012 Lexus IS 250/350 Product Information page). Except for a direct 1.000 5th-gear ratio, none of the individual gear ratios (not even reverse!) are shared by the two so-called RA62 iterations! And, given past Toyota history, when the slightest changes to an individual gear ratio or two warranted a new transmission denomination (see the RA60, RA60F, RA61, RA62 and RA63 family, or, going further back, the W55, W56, W57, W58, and W59 family of RWD 5-speed manual transmissions, which are externally and internally very similar aside from the gear ratios), we doubt that 2 transmissions that share but one of 7 gear ratios would carry the same code.

Paul Williamsen sets the record straight
Beyond his impressive talents that include Product Engineering, Design, & Development and Curriculum Design & Development, Mr. Williamsen is a walking encyclopedia when it comes to all things Toyota. Thus, he seemed to be a natural source to shed some light on the murky subject of the Scion FR-S / Subaru BRZ / Toyota (GT) 86 manual transmission. And his reply certainly did just that:

Preliminary info from TMC Engineering Div. did not allow us to make a positive identification of origins of the 6-speed manual transmission used in the the FT-86/FR-S/BRZ.

Newer, more thorough, information from TMC identifies the FR-S/BRZ transmission as an all-new type, the TL70.

A technical drawing of the TL70 shows that the order of the gears on the shafts (below) DOES NOT MATCH the RA60: the TL70 does match the sequence of the Aisin AZ6 (TMC type J160) 6-spd manual gearbox fitted to the original Toyota Altezza 2.0 (in Japan) and IS 200 (for Europe).

Similarly, illustrations of the TL70 internal shift linkage indicate that it is more like the J160 than the RA60 series. The ratios are unique to the TL70, with a closer overall spread of ratios than the RA62 of the current IS 250.

I have not been able to personally inspect any of these parts out of the new car and compare them to the earlier models.

There you have it, then. In summary, Toyota, Subaru and Aisin engineers started with the AZ6/J160 manual from the Toyota Altezza/Lexus IS 200, changed at least 80% of it in the quest for improved shift quality and came up with the AZ6-derived TL70 manual that graces the Subaru BRZ and its Toyota-badged stablemates. The only connection to the AY6/RA62 was the one erroneously made by whoever put together the Scion FR-S Long Lead Press Presentation Outline. Thus, we can accurately state that we and Aisin were closest to the truth.

The Forester factor: an unexpected reason why BRZ / FR-S / GT 86 production capacity is limited

As the universally rave reviews come in and hoopla builds over the Subaru BRZ and its Toyota and Scion 86 / GT 86 / FR-S stablemates, the flip side of this popular acclaim becomes evident: a high demand/low supply situation. On March 6, Reuters reported that the first month’s worth of orders for the Japanese domestic market Toyota 86 totalled roughly 7000 vehicles, or 7 times the 1000 unit per month JDM sales target. Three weeks later, a news release from Subaru corporate parent Fuji Heavy Industries reports 3551 BRZs sold in Japan in the nearly 2-month period between February 3 and March 27, nearly quadruple the JDM target of 450 BRZs per month. And, on Friday 13 April, FT-86Club‘s blog cited a Nikkei report that due to the huge backlog of orders, Japanese market deliveries of the Subaru BRZ will be pushed back to January 2013.

Does that mean that Subaru is prioritizing export BRZs? Maybe, but don’t expect a much brighter supply-and-demand situation here in the United States. As Diana T. Kurylko of Automotive News reported on April 2,

…only about 500 (BRZ) units will be available each month for the U.S. market.

That means that some of Subaru’s 620 U.S. dealers won’t have a BRZ at launch and most will get only one car a month.

It is unlikely the United States will receive more than about 6,000 of the rear-wheel-drive coupes a year even in a full-year of production, said Michael McHale, Subaru of America’s director of corporate communications.

“The only way we get more is if another market doesn’t sell its share,” he said.

Subaru will produce 100,000 units annually of the BRZ and its two sister cars, the Scion FR-S and Toyota 86, at its Gunma factory in Japan. The worldwide allocation for the three brands has not been disclosed.

McHale said Subaru of America asked for only 6,000 annually. He said the U.S. sales arm made a conservative request because little was known about the car during most of its joint development with Toyota.

Earlier this year, Scion boss Jack Hollis said his brand expects to sell 10,000 to 15,000 units of the FR-S in 2012.

Those 100,000 units of annual joint BRZ / FR-S / GT 86 production, by the way, are an increase versus original plans for 60,000 cars per year, and were officially confirmed by Yasuyuki Yoshinaga, president of Fuji Heavy Industries Ltd. on March 16. As to Michael McHale’s contention that “the U.S. sales arm made a conservative request because little was known about the car during most of its joint development with Toyota”, at least one pundit has suggested that it was skepticism over the salability of a rear-wheel-drive Subaru in a corporate culture so ingrained with “the beauty of all-wheel-drive” that led to the low BRZ take rate by Subaru USA.

The Gunma five
As we were reminded a few paragraphs above, and as hardcore Toyobaru coupe fans fully well know, the sports cars are built at a Subaru facility in Japan’s Gunma prefecture (the equivalent of a state or province). More precisely, they are located in the vicinity of Ota city. And, yes, we use “they” advisedly, for, as the official Fuji Heavy Industries Corporate website’s Domestic Facilities page informs us, there are, in fact, 5 distinct Gunma plants: Ota North and Isesaki manufacture automotive parts; Oizumi is the powertrain (automobile engines and transmissions) facility; and then come the two actual carmaking plants: Yajima, which builds Legacy, Exiga, Impreza and Forester (and, presumably, their Outback and XV Crosstrek offshoots); and the Gunma Main Plant, which, according to that page, builds R2, R1, Pleo, Sambar and Stella kei microcars.

Outdated info and an unexpected revelation
Needless to say, copyright 2012 at the bottom of the page notwithstanding, the above information begs for some serious updating. Besides the obviously-missing BRZ and its Toyota/Scion siblings from the Gunma Main Plant information, none of the Subaru models listed above are currently built at Gunma Main. The R2 kei 5-door hatchback and its even shorter R1 3-door sibling were discontinued in March 2010. The original, Subaru-engineered-and-built Pleo ceased production in December 2009, replaced in April 2010 by a rebadged Daihatsu Mira built at the Oita (Nakatsu) Plant No. 1 of Daihatsu Motor Kyushu. Similarly, the original, Subaru-engineered-and-built Stella was replaced in May 2011 by a rebadged Daihatsu Move built at the latter’s Shiga (Ryuo) Plant. Subaru’s last surviving self-engineered kei vehicle, the Sambar microvan ended production on 29 February 2012, as shown above right.

Doesn’t this mean, then, that the Gunma Main Plant is free and clear to build nothing but BRZs and its Toyota and Scion variants? Apparently not, according to Dominick Infante, National Manager, Product Communications at Subaru of America. At the second New York Auto Show press day, he informed this author that, because worldwide sales of the Forester compact crossover SUV had barely dropped off even after the current, 3rd-generation (SH)’s fifth year in production, a number of them are produced at the Gunma Main Plant to supplement the majority that is built at the Gunma Yajima Plant. A surprising and unexpected revelation, then, that suggests some potential Forester vs BRZ conflict in allocating Subaru resources and production capacity.

We should note, however, that in the United States, 2011 calendar year Forester sales totaled 76,196, a 10.44% decrease from 2010’s 85,080 units, a decline undoubtedly fueled by the aftermath of the 3/11 Great East Japan Earthquake and tsunami. As for 2012 sales thus far, January saw sales of 5117 Foresters, a steeper 11.87% decline versus January 2011’s 5806 units sold. Similarly, February saw 5565 Foresters sold, a 12% drop compared to February 2011’s 6334 units moved.

Looming large: the Impreza factor
If the notion of some Foresters being built at Gunma Main potentially curtailing BRZ / FR-S / GT 86 production concerns you, you may be downright troubled by a passage from the fifth Subaru USA March 2012 News Archive entry that has also been echoed in a number of Fuji Heavy Industries English language news releases:

Subaru Gunma Main Plant, where minicars were previously manufactured, was recently renewed for the Subaru BRZ and Toyota 86 production. FHI plans to produce the Impreza at the same plant by March 2013.

The new 4th-generation Impreza (GP/GJ) has certainly been an unequivocal success, with an almost 87% U.S. sales increase in December 2011 versus year-earlier numbers, and 2012 increases soaring into the triple digits, including a 175.51% jump in January 2012 vs January 2011. And don’t even get us started on what might happen when the successor to the current GE/GH/GR WRX and STI emerges some time next year.

What about Subaru’s Indiana facility in the U.S.?
With all this potential jostling over capacity at Gunma Main, we can’t help but wonder if Subaru’s major production facility outside Japan, the United States’ Subaru of Indiana Automotive facility in Lafayette can’t help somehow. It would certainly bolster FHI’s bottom line by building more in a weak dollar locale as opposed to the less profitable strong yen Japan. Yet, here, too, production capacity constraints collide, with U.S. 2011 Legacy and Outback sales having increased 9.49% and 12.09%, respectively, over 2010, and 2012 thus far also showing year-on-year increases for the two lines versus year-ago figures.

With Toyota Camry maintaining its lock as the United States’ best-selling car, we wouldn’t bet on them surrendering capacity to their factory “landlord” in Indiana, either. As Wikipedia informs us, Toyota began producing 30,000 to 40,000 Camrys per year at SIA in 2007, with plans to gradually increase this to 100,000 units per year.

One logical suggestion would be to discontinue the Indiana-only sourced Tribeca mid-size crossover SUV and free up that capacity for something else. After all, the Tribeca isn’t even sold in Japan. Yet, U.S. sales of the largest Subaru increased almost 13% in 2011 (for a total of 2791 units), and an even higher 15.15% in January 2012. February’s 21% year-over-year dip, however, may well be a more typical Tribeca sales pattern.

Should Subaru eliminate the Exiga?
Similarly lackluster (if not more so) numbers are probably posted, we’re willing to bet, by the fourth Subaru line built at Subaru’s Gunma Yajima facility, the Exiga. This is a marginally shorter and narrower 3-row boxier 4-cylinder Tribeca alternative on the same 108.2″ wheelbase that is only offered in Japan and some nearby right-hand-drive markets such as Australia and Singapore.

What should Subaru do? Kaizen Factor suggests…
Tight production capacity may certainly appear to be an enviable problem, especially if you’re a volume European carmaker with excess capacity such as General Motors’ Opel, Fiat or Peugeot/Citroën. Nonetheless, juggling all these successful car lines at Subaru facilities in Japan and the United States in order to meet demand and maximize profitability is a task not to be taken lightly. It is at this point that this Kaizen Factor author plays armchair quarterback, indulges in informed speculation and suggests the following:

Kill off Tribeca and Exiga. If there’s one niche in which Subaru has seen marginal success, it’s in the 3-row crossover SUV/wagon segment. Neither Tribeca nor Exiga will be particularly missed if discontinued, and their demise will open up some production capacity at Subaru of Indiana Automotive (SIA) and at the Gunma Yajima Plant, respectively. And what if Subaru dealers clamor for an entry in this segment? With all the rebadged Toyotas and Daihatsus sitting below Impreza in Subaru’s Japanese domestic market lineup, one more large one wouldn’t be a big deal. Europe has also seen a handful of those, powered by their inline engines of origin. A Subaru-badged version of, say, the Toyota Verso small minivan (itself the foundation for the Prius v) would be a viable solution, and might even finally give the Mazda5 some long-overdue competition in the United States. Plus, it wouldn’t be the first time Subaru goes down this route. Under General Motors’ partial ownership, Subaru offered the Traviq (a rebadged 1st-generation Opel Zafira 7-seat compact MPV). Of course, if Subaru did something like this and offered a rebadged vehicle in North America with an inline or vee cylinder configuration instead of the company’s signature flat (horizontally-opposed) engines, we can already hear the cries of bloody murder from Subie loyalists already up in arms over the BRZ’s lack of all-wheel-drive…

Bring all Legacy and Outback production to the United States. A number of Toyota models that sell primarily or exclusively in North America are only built here, namely Matrix, Avalon, Venza, Sienna, Tacoma, Tundra and Sequoia, with Highlander set to join the list in late 2013. Honda and Nissan (including their luxury brands) also offer a number of North America-only built models, as has Mitsubishi in the past, so why shouldn’t Subaru do the same with its now quite large Legacy sedan and Outback wagon? We’d imagine that the U.S. is by far the largest market for those models, anyway, so building them all here sounds like a good way to increase Subaru production capacity back in Japan for all the fun, sporty, truly Subaru stuff. And we say that advisedly, since the company in the U.S. has just discontinued for 2013 its last link to Legacy’s enthusiast-friendly past: the 2.5GT turbo manual sedan. A shame, for the line that in the past included such tantalizing variants as the spec.B sedan and 2.5GT wagons now signals its new mission as just an all-wheel-drive Camry/Accord/Altima alternative.

Bringing all Legacy and Outback production to the States also means that those sporting spec.B Legacys, available in sedan and wagon versions that still have a following in Japan and Australia even in their current BM/BR 5th-generation would also be built here. And, given that fact, perhaps Subaru can be persuaded to leave and sell a few of them over here…

As to a potential Legacy/Outback vs Camry fight for capacity at SIA, maybe Toyota could be persuaded to give up a smidge of Camry output in favor of Subaru if it means more capacity at Gunma Main for potential Toyota or Lexus-badged FR-S / GT 86 spinoffs. Wishful thinking, I know…

Keep most if not all Forester and Impreza production away from the Gumna Main Plant. With Exiga gone and Legacy/Outback coming exclusively from the U.S., that would leave the Gunma Yajima plant building just Forester and Impreza/XV Crosstrek. As such, any need for Gunma Main to produce overflow Foresters and Imprezas would be minimized, or even curtailed altogether, in turn maximizing production of BRZ / FR-S / GT 86 and any future variants thereof.

What about a new factory or production location?
The suggestions above are seemingly the least disruptive and most cost and time-effective solutions to an apparent capacity crunch facing Subaru (and, by extension, Toyota). There are always, of course, a myriad of other alternatives, from further, more elaborate juggling among or between the five Subaru Gunma facilities in Japan and SIA in the U.S. to building an all-new Subaru factory (such as a rumored Russian assembly plant by 2015) to the flip side of the current SIA Camry arrangement: setting up a Subaru or “Toyobaru” line in one of Toyota’s North American production facilities. With most of the world’s excess carmaking production capacity centered in Europe, the Old Continent could also provide alternatives. Given the strong Japanese production presence throughout Great Britain (think Toyota, Honda and Nissan) and a likely strong Japanese supplier base there, buying and repurposing General Motors’ endangered Ellesmere Port facility in northwest England is but one possibility that comes to mind.

These options, however, are far more involved, convoluted and time and money consuming. Needless to say, this is an area of expertise far above this humble scribe’s capabilities, and we’ll leave it to the corporate honchos, bean counters and production engineers to determine if, ultimately, Subaru might be on a growth spurt beyond what its six current major production facilities can handle.

A hardcore enthusiast’s ultimate dream goal: meeting demand, and creating a BRZ / 86 family
Toyota and Subaru’s short and mid-term goal, we’re sure, is meeting burgeoning demand for the current 4-cylinder, 2-liter naturally aspirated FA20-powered 86, GT 86, BRZ and Scion FR-S 2+2 sports coupes. Longer-term, though, this author believes, as many car forum posters and blogosphere denizens do, that the creation of Tetsuya Tada, Yoshio Hirakawa and Toshio Masuda is simply too good to confine to that single coupe. And, indeed, beyond the obvious more powerful version of that coupe, all sorts of additional body styles have been suggested and rendered, from a 4-door sports sedan (one we hope doesn’t look like the Best Car illustration above right with its fussy side sculpturing and odd Toyota badge/Lexus spindle grille mashup) to a convertible to speedster to the fanciful illustrations by FT86Club.com member Ichitaka05 that include targa and shooting break body styles, not to mention a Lexus-badged small 2-seater.

A final, parting thought
Perhaps, though, Subaru and Toyota have more downbeat and levelheaded notions of BRZ’s and FR-S/86’s long-term sales potential, with our wishful flights of fancy shot down by the numbers crunchers. Maybe, beyond the convertible shown above (as famously rendered by Germany’s Auto Bild) and go-faster powertrain tweaks, there won’t be any spinoffs or derivatives. In that case, the carmakers might be sobered by the traditional trendiness and brief shelf life of many past sports coupes. Perhaps adding some Forester and Impreza capacity at Gunma Main could, instead, turn out to be a visionary move.

BRZ, FR-S and GT 86 as a one or two-year wonder whose sales will then fizzle out faster than a bum firecracker? Heaven forbid things turn out that way…

Does Scion FR-S / Subaru BRZ sharing even extend to exterior colors?

During the years-long gestation of the so-called Toyobaru coupe, one of the favorite guessing games was how much or how little differentiation there would be between the Toyota/Scion and Subaru versions. As both were finally unveiled, we learned that there is far less distinction between the two than there was between the old-school Detroit 3 ponycar siblings (Ford Mustang/Mercury Cougar, Chevrolet Camaro/Pontiac Firebird and Dodge Challenger/Plymouth Barracuda). Heck, even the later Diamond-Star triplets (Mitsubishi Eclipse/Plymouth Laser/Eagle Talon) showed a bit more differentiation among themselves than the Toyota/Subaru collaboration coupes. Yet, when the carmakers invited the press to the Friday 16 March production launch ceremony of the Toyota 86 and Subaru BRZ at Subaru’s Gunma Main Plant in Ota City, Gunma Prefecture, the two companies strived for maximum distinction by showcasing a Subaru BRZ in the brand’s signature WR Blue Pearl and a Toyota 86 in their exclusive Hot Lava orange hue, as shown above. What about the rest of the color palette, though? Is Subaru’s Dark Gray Metallic any different from Scion’s Asphalt hue? Does Scion’s Whiteout imply a “refrigerator white” as opposed to Subaru’s Satin White Pearl?

The surest way to answer these and other similar questions is to seek out the all-important 3-character alphanumeric paint code for each individual color and see whether or not they are common across both brands. Traditionally, Toyota and Lexus’ official Japanese websites identify exterior colors by that code. Sure enough, Toyota Japan’s Toyota 86 Exterior Bodycolor Index page does not disappoint. In contrast, official Subaru sites are not as forthcoming with this information. Fortunately, there are plentiful other Internet sources, such as the Automotive Touchup site. Following is what we’ve gathered and learned from those sources.

The unequivocably shared colors
Of the seven exterior colors available for each brand (Scion/Toyota and Subaru), four emerge as unequivocably and undoubtedly shared, and use Subaru-sourced paint codes, even in their Toyota/Scion applications. They are:

Dark Gray / 61K / Asphalt (Scion) / Dark Gray Metallic (Subaru)
Red / C7P / Firestorm (Scion) / Lightning Red (Subaru)
Black / D4S / Raven (Scion) / Crystal Black Silica (Subaru)
White / 37J / Whiteout (Scion) / Satin White Pearl (Subaru)

Thus, fans of “refrigerator”, non-pearlescent whites will be disappointed, since, at least for the 2013 model year, this will be the only shade of white to be offered for both brands.

Dark blue and silver. Shared or not?
Figuring out whether or not the dark blue and silver hues are shared between Toyota and Subaru took a bit more detective work, since their respective D6S and E8H color codes do not appear on the 2012 Automotive Touchup site. It turns out that the silver is the equivalent of a throwback jersey or a revived Nike shoe style, since D6S Sterling Silver Metallic was last offered by Subaru outside of North America in 2009 and 2010. Confusingly, in 2009 Subaru used both the Sterling Silver Metallic and Platinum Silver Metallic monikers to describe D6S. Thus, we can add

Silver / D6S / Argento (Scion) / Sterling Silver Metallic (Subaru)

Similarly E8H dark blue was last offered by Subaru outside of North America in 2010, discontinued for the 2011 and 2012 model years and brought back for the 2013 BRZ.

Dark Blue / E8H / Ultramarine (Scion) / Galaxy Blue Silica (Subaru)

WR Blue Pearl, yes, but which one?
Beyond the D6S Sterling Silver Metallic / Platinum Silver Metallic example we quoted earlier, Subaru color name / paint code alignment can be a bit convoluted. For instance, 37J, 925 and 926 paint codes all bear the Satin White Pearl name. And two separate paint codes (02C and 42C) both share the WR (World Rally) Blue Pearl denomination. What is the precise difference between the two? And which one does the BRZ use?

Page 3 of an official Japanese Subaru BRZ Options chart is inconclusive, for it only lists the last two characters of the three-character Subaru paint code, and 2C can equally refer to 02C or 42C. We know for a fact, however, that the current U.S. market WRX and STI use the 02C iteration of WR Blue Pearl. Further confusing matters, some sources outside the U.S., such as Pro-Spray Automotive Finishes list Subaru paint code 42C as Jet Silver Metallic. Fortunately, a visit to the 2012 New York Auto Show during press previews clarified matters, for the sole BRZ on the Subaru stand just happened to be WR Blue Pearl, and opening the passenger-side door revealed the 02C color code.

Two different color codes for Hot Lava? What’s up with that?
After ragging on Subaru for applying the same name to 2 or 3 different color codes, we must note that Scion has seemingly done something similar with the Hot Lava color name. While the signature 86/FR-S orange bears the H8R color code on Toyota Japan’s Toyota 86 Exterior Bodycolor Index page, on other Scion applications, namely the just-launched iQ, 2004 xB Release Series 1.0, 2008 xD Release Series 1.0 and 2012 xB Release Series 9.0, the color code is 4R8.

Why the two different codes (4R8 and H8R) for Hot Lava? We have a couple of possible educated guesses:

1) There is some sort of subtle difference between the FR-S Hot Lava and the version on iQ plus the myriad Release Series models that justifies the two separate color codes.

2) The Hot Lava hue itself is identical on FR-S and the FWD Scions but, given that the other GT 86 / FR-S exterior colors use Subaru paint codes (not to mention the Subaru-only WR Blue Pearl), then the H8R is a Subaru paint code for what is, at heart, a Toyota/Scion paint color.

The answer is something of an “all of the above”. Given that the Toyota/Scion is built in Subaru’s Gunma assembly plant (and, indeed, the inside door jamb/sill information labels clearly state that the vehicle is built by Subaru parent Fuji Heavy Industries even for Toyota and Scion-branded versions), it is only natural that FR-S Hot Lava would use a Subaru-specific color code in line with all the other exterior hues. Yet, as luck would have it, the Scion stand at the 2012 New York Auto Show had a Hot Lava iQ and a Hot Lava FR-S not even 50 feet from each other, and consensus was that the FR-S H8R hue is a bit lighter and brighter than the iQ and previous Release Series models’ 4R8.

The BRZ / FR-S / GT 86 transmissions and driveline: what we know so far

Although the Toyota GT 86 (or, simply, 86) / Scion FR-S / Subaru BRZ triplets have finally been revealed, there still remain a number of half-answered or unanswered questions, such as North America pricing and precise curb weights, Scion equipment levels and detailed driveline information, such as which Aisin manual and automatic transmissions and Torsen limited-slip differential the sports coupes will use.

First, though, some background on Aisin, which has been widely acknowledged as the production FT-86 variants’ transmission supplier. Aisin, which is over 30% owned by Toyota, is an integral part of the carmaker’s vertically-integrated keiretsu group of companies with interlocking business relationships and shareholdings. Indeed, a vast majority of Toyota vehicles use an Aisin transmission or transaxle, even including the mighty Lexus LFA. Quite notably, the parent Aisin Seiki Company has separate divisions (and even individual websites) for manual transmissions (Aisin AI) and automatic transmissions (Aisin AW). In spite of Toyota’s historic dominant role in Aisin transmission usage, however, the latter has grown and branched out to supply virtually every major carmaker on the planet. This makes for some mighty unexpected transmission-sharing bedfellows, as you’ll read further on.

The manual transmission: Aisin’s AZ6
Since the demise of the 1st-generation Lexus IS manual transmissions in 2005, Toyota’s sole remaining shift-it-yourself tranny for longitudinal rear-wheel-drive and RWD-centric all-wheel-drive applications for cars and light trucks has been the 6-speed Aisin AY6, which, in Toyotaspeak, is the RA60 series of transmissions. It actually exists in a plethora of versions, with varying individual and differential gear ratios. The RA60 proper is used on current 2-wheel-drive Toyota Tacoma pickups, the beefed-up RA60F for 4-wheel-drive Tacomas, RA61F for 4-wheel-drive FJ Cruiser, RA62 for the Lexus IS 250 and RA63 for Europe’s Lexus IS 200d and IS 220d diesels. The Aisin AY6 is also used by General Motors in V6 manual versions of the Cadillac CTS, reborn Chevrolet Camaro and Australia’s Holden Commodore. With the AY6 receiving generally tepid reviews for its vague and rubbery shifter feel in both its Toyota/Lexus and GM applications (including yours truly’s thoughts on the Lexus IS 250C Manual), this author dreaded the possibility that this might be the leading row-your-own contender for putting the power down to the rear wheels of the FT-86 family of coupes.

Fortunately, Aisin also makes a far more appealing manual option: the AZ6 6-speed. Notably absent from the Aisin AI website’s FR (front engine, rear-wheel drive) transmission page, Internet research (including Wikipedia) reveals a veritable cornucopia of vehicles that use the AZ6: Honda S2000, Mazda RX-8, 2nd-gen (NB) Mazda MX-5 Miata, the final S15 Nissan Silvia Spec-R… and the Toyota Altezza/Lexus IS 200!

So, which Aisin 6-speed manual would BRZ, FR-S and (GT) 86 use? AY6 or AZ6? This author certainly wasn’t alone in wondering. Members of ft86club were asking this very question as far back as March 2010! A stroll through the 2011 Tokyo Motor Show produced the “smoking gun” you see above, brought to us courtesy of the response.jp website.

Bear in mind, however, that the Aisin AZ6 is but the basic “framework” or “structure” for the transmission. Each carmaker is able to tweak and tune such parameters as individual gear ratios, transmission cases, internal architecture, drive shaft coupling, clutch actuation and even shift “feel”. The fiercely independent, go-it-alone Honda, in particular, is understood to have widely modified its take on AZ6 for its S2000 sports car. The carmaker, which develops its own widely-praised transaxles, saw the need to swallow its pride and turn to archrival Toyota’s keiretsu for its first front engine/rear-wheel-drive transmission in decades in order to meet S2000’s cost targets.

Toyota and Subaru enginers also tweaked the AZ6 for the “Toyobaru” sports coupe, shown above, with Christie Schweinsberg of WardsAuto reporting that “The (manual) is 80% changed…to maximize shift feel”. Club4AG webmaster, administrator and events coordinator Motohide Miwa was fortunate enough to drive one of the Scion FR-S pre-production prototypes, and shared these impressions on the Club Lexus forums:

The shell case and most of the mechanical elements seem similar to the Altezza, S15 transmission, however clearly there are guides and larger gear teeth than the previous units. From what I felt in the short drive in the FR-S, though, is that the issue of 3rd gear being slightly sloppy to throw in quickly has been eliminated and that the new transmission feels firm and smooth into each gear when nice and warm. I have high expectations for this gearbox as well as the all-new Torsen LSD equipped differential box. (at least from comparison with AE86, everything is much bigger and smoother…and it looks to handle whatever duty cycle a tuner has for this light car…)

I see nice deep splines on the output shaft too…

IS/Altezza feels similar, I suppose, but it always felt a but clumsy going into 3rd when warm, but overall it was great.

This FR-S unit feels quicker to shift, throw is very short and positive, and just feels like it wants to run through each gear on a raceway… (I haven’t done that yet, but I will let you know if I ever get a chance. So far everyone who DID drive says it’s glass smooth and precise, easy to operate.)

Perhaps what I wanted to say is that it feels like the best attributes of all Toyota RWD transmissions converged to make this one feel better than ever.

For those of you who are looking forward to turbo or supercharge your BRZ / FR-S / GT 86 via the aftermarket, however, we must remind you of a crucial caveat that appears on the second photo of this article: “Medium Torque Capacity RWD 6-Speed Manual transmission (AZ6)”. A cursory glance at all the vehicles that have used the Aisin AZ6 reveals that the torquiest of the lot is the S15 Nissan Silvia Spec-R, producing 202 lb/ft. All other AZ6 users produced somewhere between 124 and 163 lb/ft of torque, with stock BRZ / FR-S / GT 86 rated at 151 lb/ft. Notably, when the North American market demanded a manual transmission option for the Lexus IS 300 and its 2JZ-GE 3-liter inline 6’s 218 lb/ft of torque, the Aisin AZ6 (or J160 in Toyotaspeak) was deemed to be too weak. Instead, a W55 variant of the W58 5-speed manual from the naturally-aspirated Toyota Supra and Lexus SC 300 was used. Thus, it’ll be quite interesting to see what Subaru and Toyota engineers would do for a possible future manual supercharged or turbocharged FT-86 variant. Further modifying the existing AZ6? Or doing so with the higher-capacity AY6 (which can reportedly handle over 345 lb/ft of torque)? Or reach out to Getrag as Toyota did for the 233/V160 when it needed a stout yet sporting 6-speed manual for the Mk4 Supra Twin Turbo?

Also of interest is what designation Toyota will give to the Aisin AZ6 manual as applied to the Toyota (GT) 86 and Scion FR-S. We concur with Jeff Lange’s suggestion of J161.

The automatic transmission: a trio of Aisin possibilities, with one the likeliest
In stark contrast to the manual transmission situation, answers are more nebulous and speculative when it comes to determining which precise Aisin 6-speed automatic is used by the BRZ / FR-S / GT-86 triplets. And three is indeed the operative number here, for a trio of possibilities emerge in this author’s eye.

Most reports claim that “a 6-speed version of the IS F automatic” would be used in 2-pedal versions of the Toyobaru sports coupes. This would be a Toyota AA80E (or Aisin TL-80SN) 8-speed automatic morphed into an AA60E / TL-60SN 6-speed. These reports claim as evidence Part 2 of the 27 November 2011 Presentation by TMC Chief Engineer Tetsuya Tada and the translator’s comment around the 1:40 mark. This would mean that the GT 86 / FR-S / BRZ automatic would be one of the most responsive automatics in the world, with a lock-up torque converter in 2nd thru top gears and downshift rev-matching. Fantastic as that would be, color this author deeply skeptical, for the AA80E-to-AA60E changeover is not just a matter of removing 7th and 8th gears. Merely doing so would leave a top direct 1:000 6th gear, with no overdrive top gear for more relaxed highway cruising and better fuel economy, and would fly in the face of current Toyota/Lexus practice of a direct 1:000 4th gear and overdrive 5th and 6th gears for its 6-speed automatics. Thus, all individual gear ratios would have to be revised. Would Toyota go to all this trouble when it already offers a couple of more viable and less expensive Aisin automatic alternatives in other Lexus models? We think not.

For the 4th-generation Lexus GS 350 just reaching U.S. dealer showrooms, the A760E high torque capacity 6-speed automatic has received a number of welcome tweaks versus the previous GS and current IS 350, such as earlier torque converter lockup, faster upshift and downshift times and throttle blips accompanying downshifts, thus going a long way towards granting this author’s wish list from 2009.

But why use the A760E when the less powerful and less torquey rear-wheel-drive Lexus IS 250’s A960E 6-speed automatic is roughly 40 lbs lighter? And this, precisely, is what Toyota and Subaru seem to have done, for a comparison of Toyota Japan’s official 86 site’s Spec page and the Lexus IS 250/350 Product Information PDF document from the Lexus USA Newsroom reveals that 86 and IS 250 automatics share identical individual gear ratios of 1st 3.538 / 2nd 2.060 / 3rd 1.404 / 4th 1.000 / 5th 0.713 / 6th 0.582 / Reverse 3.168. Not a “smoking gun” in the manner of the Aisin AZ6 manual photo you saw earlier, perhaps, but very strong circumstantial evidence, nonetheless. Notably, though, the differential (or final drive) ratio for Japan’s Toyota 86 is the lower (numerically higher) 4.100 from all-wheel-drive Lexus IS variants (presumably for better low-end acceleration), as opposed to the RWD IS 250 Automatic’s 3.909. Best of all, numerous reports and early reviews suggest that the upgrades to the beefier A760E (earlier torque converter lockup, faster upshift and downshift times and throttle blips accompanying downshifts) have also found their way to the lighter A960E as applied to GT 86, FR-S and BRZ.

The limited-slip differential: Torsen’s T-2/Type B
Although a number of automotive suppliers, such as OS Giken, Eaton and Quaife offer limited-slip differentials, the name most associated with this valuable handling and performance helper is Torsen. Based on Vernon Gleasman’s pioneering work on the Dual-Drive Differential he invented in 1958, this Torque-Sensing (hence the name) limited-slip differential’s manufacturer has changed hands and corporate overlords a few times. The official Torsen site’s home page’s History Brief section summarizes the boardroom gyrations, but it was this passage that caught our eye:

Toyoda Machine Works Ltd., in 2003, purchased the worldwide Torsen division from Robert Bosch / Zexel Corporation. Zexel Torsen, Inc. was then renamed Toyoda-Koki Automotive Torsen North America Inc. to reflect this change. The company name change became effective on September 1, 2003.

Koyo Bearing Corporation merged with Toyoda Machine Works and formed JTEKT.

Thus, Torsen, like Aisin, is an integral part of Toyota’s keiretsu group of companies with interlocking shareholdings. Given this fact, it’s mildly surprising that the carmaker has made relatively little use of Torsen’s limited-slip differential in production Toyota, Lexus and Scion models. For one thing, none of the company’s numerous front-wheel-drive offerings have followed Alfa Romeo, Ford, Honda and Nissan’s lead in using LSD with FWD in their performance models from the factory, even though TRD does offer a FWD-compatible unit in its accessory catalog. (What performance FWD models does Toyota offer, anyway, many will rightly ask?) In fact, Torsen’s OEM Applications – Worldwide PDF document only lists recent all-wheel-drive Lexus (GX, LX and AWD versions of LS, GS and, presumably, IS) and Toyota (4Runner, FJ Cruiser and sundry Land Cruiser variants) models as using a T-3 (Type C) planetary type differential; and Lexus’ LFA supercar and post-2010 IS F as using a more rear-wheel-drive appropriate T-2 (Type B) unit. The contemporary Torsen applications listed there, however, ignore not only the upcoming Subaru BRZ, Scion FR-S and Toyota (GT) 86, but historical enthusiast models such as Toyota Altezza/1st-generation Lexus IS, Mk III and IV iterations of Toyota Supra and numerous Japanese Domestic market platform-mates of these much-beloved vehicles.

The T-2 (or Type 2 or Type B) denomination, however, simply informs us, in broad terms, that the Toyobaru triplets use a rear limited-slip differential with a parallel gear arrangement. Beyond that, a number of variables come into play, such as the differential gear ratio, the number of teeth in the drive pinion and ring gear, and the ring gear size. As we learn from an overseas 1st-generation Lexus IS Differential information page from a technical/training manual, these emerge as notable differences between the IS 200’s F19TX limited-slip differential and the torquier IS 300’s F20TX unit. While both use a 43-tooth ring gear, the F20TX gains an extra pinion tooth (12 versus 11) and, most crucially, the ring gear size is 190mm (7.48″) for the F19TX and 205mm (8.07″) for the F20TX. A third possibility (again?!) is the 2010-and-newer Lexus IS F’s FD21AT unit, but we’d rule that one out quickly, given that it would probably be overkill for a car with half the power.

Further informed, intelligent discussion on this subject comes to us from an ft86club thread titled Confirmed Torsen Differential.

Photo Credits:
Photo 1: Official Toyota Japan 86 site
Photo 2: Response.jp
Photos 3-5 and 7: Keishin Tamashiro
Photo 6: Scion USA Newsroom