BY MIKE SUTTON | MULTIPLE PHOTOGRAPHERS
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.
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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.
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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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