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2011 Scion tC Test Drive

Depending on how you look at it, the new 2011 Scion tC is either the second-generation tC or the ninth generation of the Toyota Celica. Either way, it represents 40 years of Toyota's single-minded pursuit of the idea that straightforward, ordinary mechanical parts packaged in sporty coupe sheet metal is a compelling recipe for young buyers.

If that sounds like the same formula that's worked for more than 48 model years of the Ford Mustang, bingo.

The tC gets a new engine and a six-speed transmission, but Toyota isn't about to screw up a good thing—the formula is unchanged, and the basic structure carries over. After all, the Scion sub-brand has been a success for Toyota, and the tC is the best-selling Scion of them all.


The Specs
How the new 2011 tC looks is no surprise, since the car was shown at the 2010 New York Auto Show last April. From the back, this hatchback appears more aggressive than the outgoing model, with thicker C-pillars, more muscular fenders and a more chiseled rear bumper cover. From the front, however, the car looks more generic than before, with its slightly sloped front fascia nowhere near as distinct as the chunky bulldog nose of the original. The tC might gain a slight aerodynamic advantage with that slope, but it comes at the price of distinctiveness.

The new tC rides on the same 106.3-inch wheelbase, stretches out the same 174.0 inches long overall and stands the same 55.7 inches tall. The one dimension that grows is width—from 69.1 to 70.7 inches. The front track width increases from 59.3 to 60.6 inches, and the rear goes from 59.3 to 61.4 inches.

That's not just due to bigger side mirrors. Some of the extra width can be attributed to the adoption of new standard 18-inch wheels, with slightly tweaked offsets, over the previous 17s, and the increase in standard tire size from 215/45R17 to 225/45R18. The larger-diameter and wider tires make the new tC seem somehow more voluptuous.

With its bodily dimensions largely intact, it's no surprise that the unibody chassis is also mostly unchanged. The front end is still held up with a pair of MacPherson struts, while the tail floats atop an independent double-wishbone system. The steering is still rack-and-pinion, but the power assist has gone from hydraulic to electric, and the steering ratio has been quickened from 17.7:1 to 14.8:1, with a commensurate tightening of the turning radius from a vast 36.1 feet to just 18.7 feet. From a practical standpoint, that can be the difference between turning around in a parking lot between trucks and being stuck backing out with the tC's limited rear visibility.

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The brakes are bigger too, with front ventilated discs increasing from 10.83 to 11.65 inches, and the solid rear discs growing from 10.59 to 10.98 inches. Brake assist is now standard along with the anti-lock system.

The tC's new 2.5-liter engine is virtually identical to the four-cylinder engine offered in the 2010 Toyota Camry SE. It's all aluminum with dual overhead cams, four valves per cylinder, sequential fuel injection, dual variable valve timing and a 10.4:1 compression ratio. The Camry SE's engine is rated at 179 horsepower at 6000 rpm, with 171 lb-ft of peak torque at 4100 rpm. Thanks to slightly different engine-control computer programming and different intake and exhaust systems, the tC develops one extra horsepower at 6000 rpm and two more lb-ft of torque at 4100 rpm.

That may be a negligible advantage over the Camry SE, but it's a whopping improvement of 19 horsepower and 11 lb-ft of torque over the 2.4-liter four in last year's tC. Moreover, a new six-speed manual and automatic transmissions take advantage of the new engine's muscle. The automatic carries the same gear ratios and final drive as the four-cylinder Camry's transaxle, while the manual transmission has slightly tighter ratios than the Camry's, with both fifth and sixth overdrives.


The Drive
Tuned for midrange power and solid torque production, the tC's powerplant isn't a screamer like the rev-happy, 8000-rpm redline, 197-horsepower 2.0-liter engine in Honda's Civic Si. The tC's engine lopes into the meat of its powerband and then settles in for a stretch before crying uncle near its 6250-rpm redline. This is an engine built to work comfortably with an automatic transmission. Remember, Honda doesn't even offer an automatic in the Civic Si, since its engine needs reach 6100 rpm to make a relatively feeble 139 lb-ft of torque. And while Honda's Civic Si requires premium fuel, the new tC runs just fine on regular.

As before, the tC comes with a panoramic sunroof as standard equipment. With the roll-up shade retracted, the roof gives the tC's interior a nice roomy feel. Tall drivers can still knock their heads on the ceiling, the front seats' range of adjustment is a bit too limited, and there's not a lot of rear legroom, but the tC's cockpit is a comfortable place to be once you're acclimated to it.

The new dashboard angles all instrumentation and controls toward the driver, and everything makes intuitive sense. There are redundant audio controls on the steering wheel, and the tachometer and speedometer are set into deep tunnels, which makes scanning the major gauges more difficult than it should be. But it's the current fashion, and Scion is nothing if not fashionable.

The front seats are well-shaped and covered in a rugged fabric sure to survive multiple attempts to rip it apart with mislaid toys and tools. The fabric's pattern looks like a mid-Eighties label for an off-brand malt liquor, but it's passable. The rear seat would be nice enough, if there were legroom to go with it.

As for safety, there are airbags for the driver and front passenger, along with supplemental airbags for their knees. Side airbags are mounted into the front seats and along the side curtain area.

For buyers in the tC's target demographic, an eardrum-crushing sound system is a must. The tC comes standard with 300-watt system with a 160-watt Pioneer-branded head unit and a 140-watt two-channel amplifier feeding eight speakers. RCA output jacks encourage the addition of even more speakers. Content can be plumbed in through a CD player, a satellite radio, auxiliary and USB input ports or the normal assortment of over-the-air radio bands. The optional stereo is an Alpine that features a touch screen and can be combined with navigation and rear-view camera systems.

The tC's exterior may promise excitement, but the chassis delivers more comfort than thrills. This isn't an on-edge performer eager to carve corners or win drag races. It drives like a slightly more nimble Camry, stays solidly planted when hustled, will plow its nose a bit before the traction control system kicks in (the system can't be turned completely off) and rides smoothly and confidently.

Toyota claims a 0-to-60 mph time of 7.6 seconds for the manual transmission version of the new tC and 8.3 seconds for the automatic. That seems reasonable and an improvement over the old tC's performance—which the manufacturer claimed hit 60 mph in 8.2 seconds with a five-speed manual and 9.1 seconds with the optional four-speed automatic.

As for efficiency, the EPA says that the 2011 tC—equipped with either the manual or automatic transmission—will return 23 mpg in the city and 31 mpg on the highway. That's 3 or 4 mpg (depending on equipment) more than the previous tC's ratings.

There will be a full range of after-market parts available from Toyota's TRD parts operation. However, like the first tC, the new car will be built but not sold in Japan, which will limit the development of Japanese Domestic Market (JDM) performance and appearance packages.


The Bottom Line
Toyota killed the Celica in 2005, after a total of 2,218,997 had been sold in the U.S., just as the first Scion tC went on sale. Like the first Celica, the tC is sort of a five-sixth-scale Mustang, and like the Mustang, the tC is still accessible to young buyers. According to Toyota, the median age of tC buyers is 26, and it's easy to see why. At a base price of $18,995 (including destination charges) the new tC is affordable and, considering its modest performance pedigree, should be relatively easy to insure.

Remember, the cheapest new 2011 Mustang V6 costs almost $4,000 more, and going for the Mustang GT V8 means shelling out well over $30,000. Some Mustang GTs cost more than $40,000 after options. And just try to tell your insurance agent that you want a policy on a 412-horsepower Mustang GT before your 25th birthday.

The Toyota Celica was a good idea back in 1971, even if it wasn't a particularly exciting car. The 2011 Scion tC is a good idea today. Even if it's not a thrill ride, it's a practical car wrapped in the sheet metal of an indulgent sports machine.

Scion has always maintained that tC stands for Touring Coupe. But we all know it really means Toyota Celica.

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