Reviews of the Scion FR-S and Subaru BRZ

Scion and Subaru have hit the spot for driving enthusiasts with two almost identical sports coupes, the FR-S and BRZ. Co-developed by Subaru and Toyota, which builds Scion vehicles, the only differences between the cars are nuances in styling, exhaust note, and suspension tuning.

Both are exhilarating to drive. Each is powered by the same 200-hp, 2.0-liter four-cylinder engine, mated to a slick-shifting six-speed manual transmission. That combo delivers ample acceleration, thanks to well-chosen gear ratios, and fuel economy is still an impressive 30 mpg overall.

But the rear-wheel-drive coupes aren't about raw power or scrimping at the pump. Their magic comes from the super-sharp, agile handling and excellent braking that makes them so enticing to drive, whether on our track or down a twisty backcountry road.

Their appeal also extends to the window stickers. Both are priced in the mid-$20,000 range, with our feature-laden Subaru costing $27,117, about $2,000 more than the $25,025 basic Scion.

Their trade-offs are typical for sports cars: a jittery ride, noisy cabin, and vestigial rear seats that are better for holding gear than people. And getting in and out of the low-slung cars requires a bit of ducking.

We expect them to have above-average reliability, based on the impressive track records of Scion and Subaru. And with strong road-test scores of 83 for the FR-S and 82 for the BRZ, we recommend both cars.

Neither the FR-S nor the BRZ is the fastest sports car on the road, but they provide an enjoyable balance of performance and everyday usability. Handling is agile, with little body lean and quick, well-weighted steering. The Scion is a bit more responsive than the Subaru, with slightly better on-center steering feel. But most drivers probably wouldn't notice the difference. Only a handful of sports cars provide better steering feedback.

Both cars were balanced and predictable when pushed to their handling limits, although the BRZ had slightly more understeer. They posted an impressive 56 mph in our avoidance maneuver, and drivers felt confident while threading the course. Turning off the stability control in the safe confines of a track rewards skilled drivers with playful handling at approachable limits.

The FR-S provides a slightly more compliant ride, but overall both cars are busy, with short, quick body motions that make them feel choppy on any surface. There is also notable road and engine noise in the cabins.

In addition to responsive performance, the flat-four engine emits a sporty, deep-throated growl when revved, with the BRZ sounding slightly gruffer than the FR-S. Both cars require premium fuel. A six-speed automatic transmission is available in place of the stick.

The interiors are pretty basic; there's no pampering here, but padded surfaces on the dash and doors help dress them up.

The cabin is snug but well set up for driving, with good leg and head room; the shifter, pedals, and tilt-and-telescoping steering wheel are perfectly placed. There's a wide footwell, but the center console intrudes from the right.

You sit low in these cars. Firm, aggressively bolstered front seats provide good lateral support, but some larger drivers found the seats confining. The seat's height and backrest angle are adjustable, but there is no lumbar adjustment. The rear seat is hardly usable, with a low cushion and very limited head and leg room.

The gauges have a large tachometer, with an inset digital speedometer. An analog speedometer on its left is hard to read. Most controls are simple. But the standard radio in the FR-S has small buttons that are hard to use and no tuning knob. Our BRZ's radio is even worse; it's operated almost entirely through a touch screen with tiny keys. Only the Subaru offers satellite radio capability and GPS navigation, but we found the navigation system second-rate.

The trunks are small, but the one-piece rear seat folds forward to make more room. And weekend racers take note: Four tires fit nicely in the back for track days.