Subaru BRZ Prototype 2012 Review

Subaru BRZ Prototype

In early 2007 Subaru was presented with a unique opportunity, when significant shareholder Toyota decided to rekindle its performance spirit and asked Subaru for help. Long(ish) story short, it's been a meeting of great minds and engineering expertise; generating the 86 and BRZ sports coupes.

Credit where credit is due: Subaru is responsible for the two-door's original and ongoing engineering development, and its production at Fuji Heavy Industries' (FHI) Gunma plant. Toyota claims recognition for body styling and has control in production planning. Obviously, both take care of their own sales and marketing processes.

Which brings us to the subject of pricing. Everyone we spoke to on the Subaru side of things admitted cost of the coupe had not been decided; not even for Japan's market. If Subaru Australia decides to add it to the local lineup the coupe will need to stay under Subaru's hero model WRX pricing (around $39,990).

Toyota's teaming with Subaru is a clever move, considering FHI's continued focus on boxer engine development and the benefits the unit's layout brings to handling. Incidentally, Toyota has used the formula before. During the 1960s its first production sports offering, the Sports 800 (the number referring to cubic capacity) used a two-cylinder boxer engine and front-rear engine arrangement.

So they both know what makes for a sporty drive and generally they've made it accessible, including this time. That means liveable in addition to affordable: Those looking for a two-door version of the wicked WRX STi will be disappointed, and we were reminded by Subaru execs more than once that the BRZ is not about straight speed but "handling delight".

Therefore no turbocharging and a comparatively sedate 147kW/205Nm output, at least for now. Subaru engineers told motoring.com.au there's a lot more possible from the FA20 (a derivation of the Impreza's FB) 2.0-litre boxer four-cylinder and confirmed a higher-performance version is already in development.

A respectable economy figure was a high priority for BRZ engineers, although spokesmen at Kuzu could not confirm official ratings. For that we'll need to wait until the release of the road-going Toyota 86 next June.

Meanwhile, we can say the engine sounds terrific; helped by audio generators fitted onboard. Top speed is 260km/h and its 0-100km/h time is said to be "just under seven seconds" according to those we asked.

It's a slow but orderly build to speed -- again, this is a liveable sports offering and one tasked with efficiency. In this state the square (86x86 bore and stroke) engine delivers its energy in a well-meted manner; without any snap into a power band, making for a docile drive. Perhaps too docile for some, thus the early enquiries on a blown version.

More responsive is the BRZ's steering. The electro-assist system has been tuned for a consistently weighty feel -- bordering on heavy -- however the feedback is comforting and easily interrupted. Driver input is met with quick reaction and the test track's faults (mostly contrived suburban-type perils) were well absorbed.

The BRZ's ride is also commendable: firm but not jittery over less-than-perfect surfaces. Engineers told us the biggest difference between the 86 and BRZ will be suspension settings and on first impressions, Subaru's quest for handling delight has been met.

The six-speed auto has normal and sport modes; the former designed to help economy bringing earlier shifts and the sport mode holding onto a gear until around 6000 revs. Redline is circa 7000rpm and max torque is between 6400-6600rpm.

The auto's manual operation is best via the BRZ's well-located and good-sized steering wheel paddles. The six-speed manual version doesn't have the aforementioned engine management modes but it's a slick-shifting, short throw unit.

The engine sits remarkably low in its bay; significantly lower than the suspension strut towers which allows for the brace bars to be set high and a low sloping bonnet. The engine is also set well back; the radiator slopes rearwards and even the battery is close to the firewall -- all for better weight (around 1200kg) distribution. Officially, that's 57:43 front-to-rear.

The arrangement also means front passengers are positioned low, and despite the wide windscreen and thin A-pillar design it's difficult at first to size-up the coupe's dimensions (one of the auto journos actually sideswiped a bollard during the test). The BRZ has a coupe's compact profile but its styling incorporates bold wheelarches and width: it's surprisingly spacious in the cabin with good shoulder room between driver and co-pilot.

Rear passenger space is at a premium but the rear pews are able to accommodate two travellers for a short stint. Otherwise the area can be resigned to a generous cargo hold, with fold-flat seating availing room for the equivalent of two golf bags or (as Subaru suggests) space for four tyres and two helmets.Then again the BRZ will be taking part in the Japanese GT racing series, as evinced by the GT300 version at this year's Tokyo motor show, so that space might come in handy!.

The Subaru prototype drive models demonstrated two cabin trims: attractive modern cloth and alcantara/leather upholstery. Soft-touch surfaces were applied where it counts and instrumentation was well arranged. Toyota's version come mid-2012 won't be much different but it'd be nice to have both options.