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Subaru BRZ Premium 2013

Tuesday, February 5, 2013

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BY MIKE SUTTON | MULTIPLE PHOTOGRAPHERS
2013 Subaru BRZ Premium

Subaru’s rear-wheel-drive BRZ sports car was a lock for long-term duty in our vehicle fleet, what with its being fun, affordable, and relatively efficient, as well as one of the most significant new models for 2013. So we ordered up a Premium model in Subie’s iconic WR Blue Pearl hue. Fitted with a six-speed manual transmission and priced at $26,265 to start, it’s the least-expensive BRZ trim, forgoing the optional $1100 six-speed automatic and the added conveniences—heated leather seats with faux suede inserts, heated exterior mirrors, keyless entry and start, fog lights, dual-zone climate control, and more—of the $28,265 Limited model. It’s definitely worth noting that, since our car’s arrival, the BRZ made it onto our 2013 10Best Cars list, along with its Scion FR-S twin.
Despite its entry-level status, our Subie packs as standard six airbags, multistage stability control, a touch-screen infotainment system with navigation and Bluetooth, fold-down rear seatbacks, supportive front sport seats, LED daytime running lights, a Torsen limited-slip differential, and 17-inch aluminum wheels. Also included, of course, are some of the best driving dynamics available today.
Toss and Catch? It’s Not Just a Ball Game
Once the Subaru was broken in, we turned it loose on the test track, where it posted a 6.4-second run to 60 mph and a quarter-mile gallop of 15 flat at 94 mph. Those times are comparable to those of other BRZs we’ve tested with the manual gearbox, as are the 172-foot stop from 70 mph and 0.89 g of grip around the skidpad. The 2757-pound coupe was able to reach a drag-limited 139-mph top speed.
Although the BRZ isn’t a particularly fast car, it’s organic and direct in its responses to inputs in a way that feels naturally hard-wired to the driver. Like the MX-5 Miata, the BRZ is an easy car to get to know. Take it down your favorite stretch of twisty bits, and you’ll be friends in no time. (We’re talking about roads. Settle down.) Initial logbook entries heaped praise on its balanced chassis and surprisingly communicative electric-assisted power steering, which is also nicely weighted and helmed by a small, grippy steering wheel devoid of secondary controls. The brake pedal is firm and easy to modulate, and the tight action of the manual shifter makes running through the gates very rewarding.
A Maddening Radio and Other Maladies
The remainder of the logbook’s first impressions, however, focused on the BRZ’s infuriating touch-screen interface for the audio and navigation system. Standard equipment on the BRZ, the head unit looks and feels far below even the Subaru’s affordable price point and is hampered by clumsy operation and a lack of redundant hard controls. The virtual buttons are small and difficult to locate while driving, and the system responds sluggishly compared with most factory multimedia setups. Some drivers have generously called it a nuisance; others call it flat-out dangerous to operate while on the road. As much as we appreciate the simplicity of the contoured steering wheel, having additional—and more effective—audio controls at our fingertips would be a boon.
We’ve made one scheduled stop—at 7685 miles for a $90 oil-and-filter change and inspection—but our unscheduled visits to the dealership have been many. The first occurred at 2600 miles when a chunk of the Subaru’s roof molding ripped loose in a carwash. It cost $47 to replace. About 1000 miles later, the leather-wrapped shift knob began to rattle at highway speeds, at which point we also ordered a new set of taillights because the ones on our car weren’t sealed well and were constantly filled with condensation. This apparently is a common problem with the BRZ, and a service bulletin has been issued. As of this writing, the new shift knob and the lights are on back order at the dealer, and both are covered by warranty. Finally, with about 6800 miles on the clock, the passenger-side power window stopped working on an icy morning after a freezing rainstorm. It fixed itself once the temperatures rose and has yet to fail again, although we haven’t seen similar weather since.
Winter Challenge
As we rack up the miles between service stops, the realities of regularly driving a small rear-drive sports car in Michigan are setting in. With just 1233 pounds over the rear axle and about five inches of ground clearance, we’re going to have to reset our expectations for a Subaru once the snow arrives. In hopes of giving the car a fighting chance of surviving the winter, a set of 215/45-17 Michelin X-Ice Xi2 snow tires ($604) have been fitted in place of the standard Michelin Primacy HP rubber. Light snow and the car’s utter predictability should prove to be highly entertaining, although outright grip and responsiveness have been reduced significantly by the new tires, with the BRZ now easier than ever to drift around at low speeds.
We’ve averaged an impressive 29 mpg so far—near the high end of the car’s 22/30-mpg splits, but we expect longer voyages to be few and far between. The BRZ has yet to leave southeast Michigan, in fact, which helps explain its low-for-us mileage accumulation thus far. The car has minimal accommodations for rear occupants and a cozy seven-cubic-foot trunk, although the track rats on staff will appreciate being able to stow a full set of additional tires in the car with the front-passenger and rear seats folded down. The BRZ is still an excellent driver’s car for novice and expert pilots alike, but the next 30,000 miles will determine if our relationship with the BRZ grows as close as the one the car has with the road.

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