With parts in hand, I will be installing some FRS upgrades!
The prep of my 2013 Scion FRS has begun! I will be installing a number of FRS upgrades that I have stocked up over the past month or so. I started off by removing the front bumper of the car to install the Perrin cold air intake. While I had the bumper off, I also re-sealed my headlights as moisture had built up inside them. In addition to the Perrin CAI, I also installed a Perrin intake tube and a Perrin lightweight pulley. Lastly, I installed the various suspension components in the car, including my Racecomp T2 coilovers. The T2 coilovers are the key component when it comes to handling and chassis feedback.
My car on the dyno to get the FRS stock power output!
People love to modify their FRS’s with engine upgrades and the like. But how to you know the benefits of your upgrades if you do not know the FRS stock power output? The first thing I did before installing any upgrades on my FRS, was to get the car on the dyno to see how much power it made. This way, I can tell exactly what kind of benefits my future upgrades will provide. In addition, this gives you a “bang for you buck” analysis as well. Is it really worth spending $1000 on an exhaust system? Or, does the $500 exhaust system provide the same benefit?
Racecomp Tarmac 2 coilovers are here for my Scion FRS.
A core part of any high performance car is the suspension. Today I am un-boxing my new Racecomp Tarmac 2 coilovers that I received from Myles at RCE. These coilovers are double adjustable, which means there are two adjustments for damping. In addition to a rebound adjustment, they include an adjustment for compression. I also have another set of springs to use as another tuning option to the standard 400lb springs. These additional springs are from Swift, a well known name, in the 450lb spring rate. To begin, I will be using the Swift Springs in the stiffer spring rate to see how things go. However, if those turn out to be too hard, I might quickly switch to the softer 400lb springs. You can be I will be installing these bad boys very soon!
Lexus ISF autocross racing on new Michelin Pilot Super Sport tires.
Tires are a key component when it comes to traction and grip in any kind of racing. I was able to test out my new Michelin Pilot Super Sport tires in my second Lexus ISF autocross race. The new tires really transformed how the ISF felt. With the old tires, the car was really loose and it was difficult to keep the 400 horsepower in check when accelerating out of corners. In addition, the lack of grip made the car very unstable and a bit scary to drive! The new Michelin PSS tires made the Lexus IS-F much more predictable and provided a lot more grip. As a result, the ISF was a whole lot more fun to drive.
It’s the winter season here in Colorado, so what better thing to do than start buying some FRS mods when you cannot drive 🙂 In this video I go over various parts I have accumulated recently. Some of the engine bolt-ons include my RevWorks UEL header, Perrin cold air intake, Perrin intake tube, Perrin lightweight pulley, and Berk cat pipe. In addition, I also picked up an OpenFlash tablet, some Hawk brake pads, Whiteline bushing inserts, and more! I will be installing certain parts here in the near future. It should not be too long before the FRS is race ready and I can get it out to drive.
The Enkei RPF1 wheel is a pretty common performance wheel for many cars. Its popularity has grown because of its extremely lightweight at a reasonable cost. They also looks great and there are many cool colors to choose from. I picked up a set of RPF1 wheels myself just this past week. I chose the somewhat rare gunmetal color for my RPF1’s. Because the RPF1 is very lightweight, I should be able to run much larger tires while not being heavier than the stock setup. Since the FRS is a relatively low power car, maintaining low weight on the rotating parts is critical.
Whenever I buy a used car, or even a new car, I always want to make sure it is looking top notch. Most cars have scratch and swirl marks all over the paint. This is usually from improper care of the car paint and/or improper washing techniques. However, there are very few clear-coat paints that are immune to this and paint polishing is the remedy. Since I used to do professional detailing, I have all of the necessary tools and products to get the job done. I started the FRS detailing session by polishing the entire car with my Rupes Bigfoot random orbital polisher. The polish I used was Sonax Profiline perfect finish. In addition, once the car was all polished up, I coated the paint with 22ple Signature Glass Coating. The results are amazing and the Hot Lava orange color really stands out now!
Racing a stock FRS in the C-Street autocross class.
In my quest to figure out what autocross class to run my new 2013 Scion FRS in, I hit up a friend of mine who has a well setup C-Street prepped FRS of his own for a co-drive. While the car is mostly a stock FRS, it does have a Tanabe exhaust and Koni shocks. In addition to that, the car also TRD springs and a front sway-bar. Check out how things went as I jump back into a CS classed car. The last time I have driven a car with this level of preparation was my Mazda Miata’s and the RX-8!
I have been wanting to buy one of these cars (either an FRS or BRZ) for a couple of years now. I finally gave in and bought a 2013 Scion FRS in the Hot Lava color! The car is a couple of years old but in fantastic condition. With just under 11k miles on it, it will make a great autocross race car project. The FRS is a 6 speed manual and sports the 200 horsepower boxer engine. Being that the car is extremely lightweight and agile, it should be a blast to drive.
A scary e36 autocross event ends up incident free.
Front Range airport is the site for this autocross event. This would turn out to be one of the last STX autocross events in my 1994 325is. I had a great day from a competition point of view and also a lot of fun as well! Some drama ensued as it turned into a slightly scary e36 autocross event. With cars sent close together and on a tight course, keeping things on schedule is tricky. As a result, we have a few instances of corner workers being in potentially dangerous situations. Thankfully, there were no incidents and everything went well. In addition, some valuable lessons were learned in how to better run a course when we encounter such conditions (a tight course and tight schedule).