By Alex Nunez on September 24, 2010 in
Reviewers mostly liked the 2010 Scion tC (and its largely identical predecessors), calling it a stylish, comfortable value. Scion's coupe-shaped hatchback also took its fair share of reviewer criticism, however. Fuel economy wasn't particularly noteworthy, it wasn't as fun to drive as some rivals, and important safety tech (specifically, traction and stability control) was unavailable. The 2011 Scion tC is a brand-new car, arriving in showrooms on October 1, 2010. Does it keep the good stuff while addressing prior complaints? I recently took it for a spin and got the lowdown on the changes.
On the outside
The 2011 Scion tC's styling is all-new, but it's evolutionary. This is both good and bad. It's good in that the new sheetmetal is attractive and leaves no doubt that the car's a tC. A little edgier and more squared-off, with muscular-looking fender bulges that are filled with (standard) 18-inch wheels, the 2011 Scion tC has a nice stance and street presence about it.
The bad part is that the look is probably too evolutionary. I was paired with The Truth About Cars' Jack Baruth as my driving partner for the day (Jack's account is posted here.), and we came across several current tC drivers while out on our test loops. Not one of them paid us any mind, even though we were driving the new model. Similarly, at one point I noted to Jack that one of the cars coming out of the event site happened to have a big intercooler visible behind the front bodywork (indicating the presence of a turbo or supercharger). I should have paid closer attention myself; that was a highly-accessorized 2010 model that Scion had brought along, not one of the new 2011s. But I also understood why the other tC drivers "in the wild" seemed oblivious to us -- something that seemed odd given that Scion made a point of telling us how highly-engaged its drivers are with the brand.
On the inside
Very straightforward is how I'd describe the 2011 Scion tC's passenger cabin, which is roomier overall than the outgoing car's. This is one of those cases where less is, refreshingly, more. Lately, manufacturers seem on a mission to cram as many buttons as possible onto vehicle instrument panels -- usability be damned. Clear instrumentation, idiot-proof climate controls, and a choice of booming audio systems (Scion swipes the 300-watt stereo from the $78,000 Lexus LX 570 SUV and uses it as the base radio; you can spend a pretty penny upgrading from there) are packaged in a comfortable interior. Scion makes picking the interior color very easy: black is the only choice.
Features? There's a meaty flat-bottomed steering wheel that tilts and telescopes; the front seats are wider than the old car's (yet still well-bolstered -- more on that in a bit); and the surprisingly comfortable back seats also recline up to 10 degrees. One caveat about the back seats, though: At 5' 9", I was good to go, but taller passengers will want to call shotgun, as the sloping roofline of the rear hatch won't do them any favors. Technically, the tC seats five, but for practical purposes, it's a 2+2. The hypothetical middle rear passenger has to ride a hump between the comfortable outboard positions. The back seats are split 60/40 and fold basically flat to open up a nice amount of cargo room if you need it. Loading said cargo is easy, too, thanks to the rear hatchback that provides very easy access. Finally, like the old car, the 2011 tC has a panoramic sunroof as standard equipment.
Underhood
Toyota's 2AR-FE 2.5-liter four cylinder gets the call for 2011. This the same base engine used in the Toyota RAV4 and Camry. At 180 horsepower and 173 pound-feet of torque, it represents a an increase of 19 hp and 11 lb-ft over the 2010 Scion tC. It's also more fuel-efficient (addressing a recurring reviewer complaint), scoring fuel economy estimates of 23 mpg city, 31 mpg highway, and 26 mpg combined, regardless of whether you select the standard six-speed manual gearbox or the optional six-speed automatic. For 2011, the tC has a wider track (and a wider turning radius, incidentally) than the old car, its suspension has been retuned, and it gets bigger brakes all around. A Toyota Racing Development (TRD) "big brake" upgrade will also be offered as part of Scion's extensive lineup of factory appearance and performance accessories.
Safety
This is one area in which Toyota has made several improvements that address criticisms of the earlier model. All 2011 Scion tCs get Toyota's "Star Safety" system as standard equipment. This package includes antilock brakes with electronic brake-force distribution, brake assist, traction control and electronic stability control. In the wake of this year's well-publicized safety recalls, a brake override system is also standard; if you apply the throttle and brakes simultaneously, engine power will still be cut. All that comes in addition to the eight standard airbags and active headrests.
The tester
Jack Baruth and I picked one of the two more highly-optioned tCs available for drives (and one of two on hand equipped with the standard manual transmission.) Here's the rundown:
- 2011 Scion tC, 6-speed manual : Base MSRP $18,275 (not inc. destination and delivery)
- Fog light kit: $340
- TRD 19-inch wheels with 235/35ZR-19 Toyo Proxes 4 all-season performance tires: Price TBA
- TRD "big brake" upgrade: Price TBA
- TRD sport exhaust: Price TBA
- Alpine premium audio system (340 watts total): $1,198
It's probably a safe assumption that the wheel package and brake upgrades won't exactly come cheap. I looked up the price on those Toyo tires, and they go for around $185 a pop at retail. Also, while extensive accessorization options are a Scion brand hallmark (and a nice revenue stream for parent Toyota), mounting 19-inch wheels, low-profile performance tires, and a brake upgrade on what's ultimately a 180-horsepower economy coupe seems akin to buying the latest Air Jordans so that you can play latest EA Sports basketball game on your Playstation. Silly.
On the road
We selected the "hilly and twisty" pre-arranged driving route and set off. I drove first, with Baruth acting as navigator. I found a comfortable seating position quickly and had no gripes with my outward visibility from that perch. The 180-horsepower four cylinder delivers perfectly ample power, punctuated by a wheezy snarl from the TRD muffler out back (the stock muffler's quieter). Jack and I had the windows down and the roof panel open the whole time, and after a while, we dubbed the exhaust note "Angry Corolla."
The beefy steering wheel is comfortable to hold, and the electronic power steering system is dialed in quite nicely (it's not overassisted and it's nicely responsive to your inputs), but feedback and feel are on the lower end. The car was nicely composed as I guided it through the curvy driving route, and the accessory brakes were more than up to the task of reigning in the car when called upon. The big accessory wheels with rubber-band tires don't do much for ride quality, though. I'd keep the stock wheel/tire package, which doesn't cost anything extra, is just as attractive-looking and gives you a little more sidewall.
According to Scion, the tC accelerates to 60 mph in under eight seconds with the manual transmission, and that seems about right from a seat-of-the pants perspective. As for the manual gearbox, it's a fun, user-friendly setup with easy clutch effort and reasonably short throws. We didn't try the automatic (a $1,000 option), but according to Baruth's TTAC coleague, Michael Karesh, it's nearly as fun in its shift-it-yourself sequential mode as the stick.
When Jack (a driving instructor and frequent racer) and I traded seats, he deliberately set out to push the car much harder than I cared (or was able) to. To its credit, the Scion may not have particularly liked the orders Jack was giving, but it largely took whatever he dished out. By the time we reached the bottom of the hilliest, curviest section of the test route, Jack had managed to cook the TRD "big brake" kit a bit, and he offered up the observation that performance-minded drivers will find the pedals spaced too close together for optimal heel-toe technique. After that, we had a completely uneventful drive back to the event's staging area, with the tC trundling along like, well, any other Toyota.
In fairness, it's hard to envision the average tC driver flogging the car as Jack did. The owners who had brought their vehicles to the press event clearly seemed much more interested in appearance and electronic mods than outright performance. For example, one of the customer cars on hand sported Lamborghini-style scissor-door hinges, rode on an aftermarket air suspension and had its entire cargo bay packed with enough audio and video equipment to break every noise ordinance in the United States. Simultaneously. The emphasis was on spectacle, not sport.
Bottom line
The 2011 Scion tC is stylish, reasonably priced (Base MSRP $18,275 with the stick, $19,275 with the auto), feels well put together, has a good set of standard features (like a booming audio system and panoramic roof), and the 2011 model-year changes address most of the criticisms leveled at its predecessor. Fuel economy is improved, it's got more room and the engine is more powerful. It looks sportier than it ultimately is, but maybe that's the point. The 2011 Scion tC's muscular stance belies a practical and economical daily driver that offers a decent amount of fun to boot. For most drivers, that's plenty.
The manufacturer arranged the venue and supplied the vehicles for this event.
Photo links
Want to see a full gallery of photos taken at the event? Follow either of the links below.