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Specifications prices Modifications and Image 2010 Scion TC
The 2010 Scion tC is a two-door hatchback coupe that parent company Toyota has aimed squarely at the 20-something crowd. These drivers likely want rides that are stylish, customizable and affordable, and the tC is a success on all three counts. Note that the tC is not a performance car, so if it's back-road thrills you're after, we'd advise you to look elsewhere. Otherwise, there's just not much wrong with the tC, even though it's now entering its sixth year of production.

As has been the case since the car's debut, the tC offers a comfortable ride and adequate handling for most tastes. A notable tC feature is its 2.4-liter four-cylinder engine, which provides more low-end grunt than most cars in this class. Fuel economy isn't impressive, though, so there's a penalty for that extra displacement and punch.

The 2010 Scion tC also boasts a cleanly styled cabin with an accommodating rear seat. Two adults can fit back there, a rare feat for a car of this nature, and the seatback even reclines. The hatchback's cargo area is also roomy with the rear seats up; flip them down and you'll have 35 cubic feet of maximum cargo space.

In addition to the tC's solid list of standard equipment, there are numerous accessories available at the Scion dealership, including stylized wheels, body kits, upgraded stereo systems and various interior accents. Additionally, if the 2.4-liter engine leaves you wanting more, the dealer-installed supercharger boosts horsepower up to 200. That puts the tC's straight-line acceleration (and price) in the same league as pocket rockets like the Honda Civic Si coupe, Mini Cooper S and Volkswagen GTI; however, all of the above are far more engaging to drive. Our advice would be to set your sights on the base tC and cross-shop it with other compact two-doors like the regular Honda Civic, the base Mini Cooper and the Volkswagen Rabbit.
INTERIOR
Inside the 2008 Scion tC are first-rate materials. There aren't a lot of different grains and textures, and the swoopy brushed-metal center stack housing vents, sound system and climate control system are a marvel of modern design. Scion has pumped up the volume a bit for 2008, adding metallic accents that match the center stack to the steering wheel spokes and door-mounted grab handles. Everything fits together beautifully, works intuitively and looks great.

The front bucket seats look and feel like they were designed for racing, but that doesn't mean to say they're too narrow or too hard. We found them very comfortable, with enough fore/aft adjustment to suit tall American drivers regardless of age (including our tall and, shall we say, experienced correspondent). The driver's and shotgun seats can be reclined all the way down into what Scion calls a sleep position.

The core model's rear seats recline through 10 stops and 45 degrees to convert the interior into a conversation bin. With seats up, there's more than 26 inches of cargo length there; with the second seats dropped, almost 60 inches; and with the front passenger seat folded over, almost 104 inches of cargo length available.

Attention to detail is evident in the mechanical seat position memory on the front bucket seats, the 60/40 split folding rear seat, the dead pedal for the driver's left foot, fully closing vents, and a cover for the stereo faceplate.

The three-pod instrument panel is amber-illuminated, deeply tunneled and easy to use, day or night, as are the balance of the instruments and controls. The metal-tone center console features a cast-aluminum temperature control dial flanked by soft-touch electronic buttons and an LCD display showing exterior temperature, seven fan speeds and a clock. Shutter-type flush-closing dash vents complement the center console's waterfall design.

The Pioneer single CD system that comes standard on all Scion tCs (even the Spec Series) features a user-customizable welcome screen, MP3 capability, four speakers and 160 watts. Sirius and XM Satellite Radio are optional.

The head unit allows iPod owners to listen to their tunes through the car speakers and to control song selection and read stored information through the head unit's display. Also standard (on core models) for 2008 is a Pioneer six-inch subwoofer with 35-watt maximum power, tuned specifically for the tC. This compact unit is mounted in the under-floor storage area, keeping it out of sight and leaving the cargo floor clear.

The optional premium audio adds the ability to download skins to play on the head unit's organic electroluminescent (OEL) faceplate. These so-called skins include images, four-second video clips, and eight-second movies from Pioneer's website. Pioneer software also allows customers to burn their own images and movies onto a CD and upload them onto the head unit.

The premium audio system comes with rear head unit outputs, allowing the addition of external amps to boost power to additional speakers and subwoofers. Scion claims that none of these modifications will affect the operation of head unit's standard features.

Both the standard and premium head units feature Scion Sound Processing (SSP), which allows listeners to choose from three pre-set equalizer settings; Automatic Sound Leveling (ASL); and Sound Retouch Technology (SRT), which provides clearer CD sound quality.
EXTERIOR
The somewhat bland styling of the 2005-07 Scion tC was intentional, offering a blank canvas for hot-rodders and customizers. Frankly, we liked its look of purposeful performance. The 2008 Scion tC certainly looks more sophisticated, but whether it looks better is a matter of taste.

Most changed is the front end, where the headlight housings now contain three sharply defined separate lenses for high beams, projector-type low beams, and amber turn signals, all arranged in a subtle diagonal. The top and bottom grille textures no longer match, with a fussy diagonal-oval mesh up top that fades to solid at the sides; and horizontal slats down below. It's a bit busy to our eyes, and spoils the simplicity we admired in the previous design.

The diagonal three-element theme continues around back, where each smoke-gray taillight housing contains three small round lenses, the larger two of which overlap. As before, a thin, LED center stop light appears gray until it lights up; and the bottom edge of the bumper sports a prominent horizontal pout.

Otherwise the outside isn't much changed, and that's a good thing. Even the standard six-double-spoke alloy wheels are carried over from last year.

The doors are quite long for such a small car, and the door handles are of the reach-around-and-pull variety that we like. The long rear side window suggests a two-door sedan more than a hatchback coupe, and makes the design flow from front to rear gracefully. Wheel arches are exaggerated, suggesting that larger tires and wheels will be fitted as soon as the car is bought. (Or the buyer can opt for the 18- or 19-inch wheels from the dealer).

One of the most surprising bonuses the tC brings is its panoramic glass sunroof, designed without gaskets for a tight, no-creaks fit. It filters 97 percent of UV rays and 100 percent of infrared to avoid sunburned occupants. All of the body panels fit tight and straight, and quality flows from every pore.
ENGINE
Powered by an all-new 2.5-liter four-cylinder gasoline engine, the latest tC is now more powerful and more fuel efficient than ever. At first glance, the new tC might look similar to the outgoing model, but it rides on a new platform and is in fact sporting some noteworthy changes to the sheetmetal.

The new 2.5-liter four-cylinder, sourced from the Toyota Camry, cranks out 180 horsepower in the tC, a 19 pony improvement, and Scion says it is more efficient than before. A new intake manifold design and a sport-tuned exhaust are said to improve the tC's sound, too.

A pair of new six-speed automatic and manual transmissions replace the outgoing four-speed automatic and five-speed manual transmissions as well. The new six-speed manual- or six-speed automatic-powered tC coupes are rated at 23 city, 31 highway.

These new fuel economy numbers represent a sizable improvement, as the outgoing five-speed manual returned just 20 city, 27 highway, with the outgoing four-speed automatic tC achieving 21 city and 29 highway.
SAFETY
The 2010 Scion tC comes with antilock disc brakes, front side airbags, full-length head curtain airbags and a driver knee airbag as standard. In National Highway Traffic Safety Administration frontal crash tests, the tC earned a perfect five stars for driver protection and four stars for passenger protection. Side-impact testing yielded five-star ratings for both front and rear passengers.

Driving Impressions

The 2010 Scion tC handles nimbly enough, though you certainly won't confuse it with a sporty rival like the Mini Cooper. Ride quality is relatively compliant for a budget-priced compact coupe. The 2.4-liter inline-4 pulls eagerly at low engine speeds, a welcome departure from the high-revving power delivery that's more the norm in this segment. The manual transmission is smooth-shifting, but it exacts a notable penalty at the pump.
reference:www.edmunds.com,autos.aol.com,www.leftlanenews.com

Specifications prices Modifications and Image 2011 Scion xD
Unlike its xB and tC siblings, the 2011 Scion xD lives a life of relative obscurity. Perhaps it's because this economy-minded hatchback has more sedate styling, or maybe it's due to its focus on reliable and solid transportation. Certainly, that's nothing to sniff at. But these days most competitors offer a lot more than just basic transportation.

To its credit, the xD features a gutsy 1.8-liter engine, one of the strongest in its class, and good manners whether in the city or on the freeway. It also has plenty of standard features and can be fitted with more than 40 dealer-installed options. That extensive list of customization options is one of the xD's strong points; the range of choices includes everything from shift knobs to performance suspension parts.

Scion is also offering the xD RS 3.0 as part of its ongoing Release Series, a limited-edition xD fitted with a four-piece body kit that includes a front airdam, rocker-sill skirts and rear spoiler, plus carbon-fiber-like trim. Rear seat passengers will appreciate the xD's reclining/sliding backseat, which is a rarity in this segment. One other factor to keep in mind as you consider an xD is Scion's no-haggle pricing.

But these days, many other competing hatchbacks offer even more. The Ford Fiesta boasts a more engaging driving experience, better fuel economy and the innovative Ford Sync system, while the sporty Honda Fit offers more passenger room and utility. Kia's Soul is another solid pick, as are the eccentric Nissan Cube and well-equipped Nissan Versa. The 2011 Scion xD is a worth a look, but these days you can get a lot more style and fun to go along with your reliable transportation.
INTERIOR
The aesthetic appeal of the Scion xD cabin lies more in unconventional elements rather than clean, elegant design, and that's not necessarily a bad thing. From the functional perspective, the xD interior works well.

Materials used inside the xD are generally good for a car in this price range. The expansive plastic that covers the dash and door panels has a woven-grain, matte finish, and it's more appealing than the glossy hard stuff in some inexpensive cars. The shiny black plastic trim pieces look like piano lacquer, and better than fake wood or metal.

The seats are covered in dark charcoal fabric and are quite handsome, especially when compared to the cloth that comes with some other cars in this class. The upholstery isn't plush, but it feels sturdy. The front seats are firm but not too firm, and provide decent bolstering, which is good because some xD owners might be ripping around corners after they add Toyota Racing Development suspension components.

Switches are well placed, with the audio system above the air conditioning controls in the center stack. All the knobs are big and easy to find, though those for the climate controls have a slightly loose, jerky feel.

The gauges are a mixed bag. The primary display, which Scion calls a concentric combination meter, is a speedometer and tachometer in one package, centered over the adjustable steering column. It's designed to be different, but in this case it's not better. With the tachometer and speedometer needles moving in opposite directions around a circle, it's hard to process the information at a glance. The gas gauge is a bright, easy-to-read LED to the left of the steering column, and the xD comes standard with a multi-information display that allows the driver to toggle between the odometer, trip meters, instant fuel economy, average fuel economy, distance-to-empty and average vehicle speed.

The 160-watt Pioneer sound system with six speakers is loud and clear, and plenty for a car this size. Dealer-installed upgrades are available for buyers who want more. The standard system is wired for iPod, MP3/WMA, and satellite, and includes an auxiliary input jack. Like the trip computer, the redundant audio controls on the steering wheel spoke are the exception in this class.

The rear seat is quite roomy when rear-passenger space is maximized. The rear seat easily slides forward or backward six inches, adding space for either cargo behind the seatback or passengers in front of it. With the rear seat moved full forward, there's enough legroom for a 12-year old; with the rear seat moved back, there's room for medium-sized adults. Head room is expansive, and with the front seat set for a 5-foot, 10-inch driver, there was enough rear legroom for a 5-foot, 9-inch rear passenger. Moreover, the rear seatback reclines 10 degrees, which remains a rarity in all cars. The rear-seat headrests rise a long way from the seatback, allowing more comfort for passengers when the seat is occupied, and better rearward visibility for the driver when the seat is empty.

Cargo volume is good, which is important if it's stuff you carry more than passengers. The rear seat folds totally flat, opening 35.7 cubic feet of space behind the front seats. That's substantially less than in either the Honda Fit (57.3 cubic feet) or the Nissan Versa hatchback (50.4). Small compartments under the xD's cargo floor hold the jack tools and leave some extra room, though not enough to hold and hide a laptop. A cargo blind to cover whatever is behind the seats is available from Scion dealers.

Small storage areas are plentiful in the xD, or at least in the forward half of the interior. There's a 5.3-liter upper glovebox and 5.7-liter lower glove box. There's a box in the center console between the seats, a small compartment for change, a small storage tray that slides out of the dash, and five cupholders, including two molded into the hard bins at the bottoms of the doors. There are no pockets on the seatbacks, so it's a different story for rear passengers. They get a cupholder molded into each door and a third at the rear of the center console.

We found the air conditioning works well. The interior is airtight. With just the driver's window slightly open, there's a thump in your ears, so you have to crack a second window to let the air out, common in many cars nowadays. Much sound-deadening material has been used in many places. The xD is not the quietest small car around, and it's one of the noisier Toyota products we've tested. But with that excellent Pioneer stereo blaring, you may not notice.
EXTERIOR
The Scion xD is a bit shorter and wider than the Honda Fit, its most obvious competitor. It's quite a bit smaller than the Nissan Versa and Dodge Caliber.

The xD has a fairly long wheelbase for its overall size, which should contribute to a smooth ride and good interior space, and the short overhangs help with maneuverability in tight spots.

The xD roofline is boxed in at the rear corner with a wide C-pillar, and its hood is long and quite bulbous. The halogen headlights are sleek, but they're pinched in a shape at odds with the roundness of the hood, which has a chrome Scion emblem stuck on the front.

The standard steel wheels measure 16 inches in diameter, and the wheelwell gaps have been tightened, which is good. But none of the three wheelcover styles do much for the car. A sharp set of wheels goes a long way toward bringing the xD alive, and that's part of Scion's personalization platform. We've seen xDs with the six-spoke, 18-inch polished alloy wheels available from Scion dealerships, and they totally change the bulky looks of the car. The 17-inch black alloys look great too, and those who don't want to spring for new tires can choose 16-inch alloys. With wheels and a rear spoiler to extend the lines of the roof, the xD looks more like something worth showing off.
ENGINE
A 1.8-liter four-cylinder engine powers the 2011 Scion xD, putting its 128 horsepower and 125 pound-feet of torque to the ground through a five-speed manual or optional four-speed automatic transmission. That's enough to zip the xD to 60 mph in 8.4 seconds in Edmunds testing, faster than the Fit by about a second. The xD's fuel economy is only average for a subcompact, however: 27 mpg city/33 mpg highway and 29 mpg combined with either transmission.
Safety

The 2011 Scion xD features antilock brakes with brake assist, stability control, front seat side airbags, full-length side curtain airbags and front active head restraints.

The 2011 Scion xD has not yet been rated using the government's new, more strenuous 2011 crash tests. According to its 2010 ratings (which aren't comparable to 2011 scores) the xD received four stars for frontal impacts and a perfect five stars for side impacts. In Insurance Institute for Highway Safety crash testing, the xD was deemed "Acceptable" (the second-highest score) in frontal-offset crashes and "Good" (the highest score) in side-impact crashes.
SAFETY
The 2011 Scion xD’s standard safety features include: Vehicle Stability Control, Traction Control, Antilock Brakes, Electronic Brake Force distribution, driver and passenger seat-mounted side airbags and advanced airbags, front and rear side curtain airbags and a tire pressure monitoring system.

While the federal government and the insurance industry have not tested the 2011 Scion xD, scores for the highly similar 2010 model are available. The federal government gave the 2010 xD four stars in front driver, front passenger and rollover crash tests. The xD received the highest score of five stars in side driver and side rear passenger crash tests.

The insurance industry handed the 2010 Scion xD its top score of "Good" for safety side impact crash tests, but gave the xD the second highest score of “Acceptable” in front offset crash tests. Scores for roof strength are not available. reference :www.edmunds.com, autos.aol.com, usnews.rankingsandreviews.com

Specifications prices Modifications and Image 2011 Scion xB
The Scion xB started life dripping with hipster cool. It was a box among curves, a fashionable rebellion from the norm if there ever was one in the automotive world. Driving an xB was like wearing skinny jeans, wrapping a scarf around your neck in the middle of summer and donning a thin-brimmed fedora. Yet just as those fashion trends will inevitably lose their cool, so to speak, the 2011 Scion xB has lost some of its hipster image to time, familiarity and a second generation that sacrificed some funk for functionality.

But just because something's a fading trend doesn't mean it's not without merit. That boxy shape may not be as unique as it once was thanks to copycats like the Kia Soul and Nissan Cube, but being shaped like a box has other advantages. For one, the xB boasts more maximum cargo space than most rivals and even some midsize SUVs. Passenger space is just as impressive; there's enough headroom for you to don that fedora, and the backseat is so spacious relative to the exterior proportions that cab companies in Chicago have added xBs to their fleets. For 2011, a new telescoping steering wheel makes finding a comfortable seating position easier for taller drivers.

Despite losing some of its cool vibe, Scion hasn't abandoned its goal of trying to stay ahead of the game in those areas that matter most to young buyers. The main way to do that: audio systems. Standard on every xB is a six-speaker Pioneer sound system with an iPod interface, a regular auxiliary audio jack, an RCA output for additional speakers and a customizable head unit display. An upgraded system from Alpine adds a touchscreen interface and a knob that mimics an iPod's controls, while a "media expander" improves digital-music quality.

The main drawback to the 2011 Scion xB is its fuel economy. Though surprisingly punchy, the 158-horsepower four-cylinder achieves fuel economy that's the same or better than crossovers like the Chevy Equinox and Toyota RAV4. The xB is cheaper to begin with and offers similar interior space, so we think it's still a smart alternative to those popular family vehicles. Of course, it's a safe bet the Scion xB was never meant to be mentioned in the same sentence as "family vehicle." For those who shudder at those words and proudly wear that scarf in July, the xB still has undeniable appeal.
INTERIOR
The interior of the Scion xB fits with the exterior looks. The driver has a commanding view of the road. That's exceptional if not unique, for a car of this size. The short nose, big windshield, elevatable driver's seat, and far-away dashboard create this feel. You become aware of the distance to the windshield when you reach to adjust the rearview mirror, which is quite a stretch from your shoulder. The glass is nearly upright and doesn't sweep back very much.

There's not much of a stretch from the front-seat passenger's knees to the good-sized glovebox. It's mounted low so it folds down, possibly on the passenger's shins. Above the glovebox there is a long thin tray which might be useful if it had a liner that offered some grip, instead of the hard, slick vinyl.

Charcoal is the only color for the fabric seats, which are comfortable and well bolstered, although they're shapeless and light on padding in the rear. The fabric isn't as sturdy, outdoorsy or cool as that in the Mazda3, but charcoal makes the most of the cloth. The xB seats five. The three kids who rode in the rear seat of our xB didn't have a problem, but three adults would. Two adults wouldn't be uncomfortable though, because you can easily slide your feet up under the front seats.

For rear-seat passengers, there are two cupholders that pop out of the back of the console between the front seats, a bottle holder in each door, and clever trays under the rear seats for storage of flat things like books and portfolios.

That wide C-pillar that enhances the exterior styling creates a blind spot when pulling out onto the highway at a 45-degree angle. Even knowing it was there and trying to peer around it, we managed to pull out in front of a car we couldn't see.

There are no gauges directly in front of the driver, which is a bit weird; but the row of four of them on the dashboard just to the right of the steering wheel makes up for it, because they're good. At the far left is the information display, revealing things like fuel mileage and range. Then comes the clock, which is highly readable; unlike so many, the color is orange and it has an eave to reduce being washed out by sunlight. The digital speedometer is excellent, with big numbers that are, like those on the clock, easily readable. Beyond these are the gas gauge and temperature gauge.

There's a lot of sound dampening material in the xB, and it seems like most of it must be in the firewall. Or else the engine is just quiet. You can't hear much engine noise, maybe because it's drowned out by the tire noise.

We were thankful for the halogen high beams during two fast one-hour runs on a dark, winding and lonely freeway, although we wished the low beams were brighter. And for some reason there's only one backup light, on the driver's side. Is it a Scion styling thing, like one earring or something?

Scion has put special effort into the air conditioning, and it shows. Four round vents on the dash quietly and quickly blast out cold air.

The automatic shift lever comes out of the center stack at a 45-degree angle, an ergonomic improvement introduced by Honda. The door handles, however, show little thought about ergonomics. They're horizontal, thin, barely two inches long, and tapered to a point.

Most of the slim space between the seats is taken by two fixed cupholders, a slot for a cellphone, and the parking brake lever, leaving room for only a small console compartment rearward between the seats.

The 60/40-split rear seats fold flat easily, creating good cargo space behind the front seats. The front passenger seat reclines, and that's good for naps, but with the passenger seat down there isn't any more practical cargo space because it reclines right on top of the folded rear seat, so it sticks way up there. The Honda Fit and Mazda5 remain the standards of cargo space in a small vehicle.
EXTERIOR
The big news is mostly on the outside, where the xB gets new front and rear bumpers, an updated grille, new headlamps and new tail lamps. The grille now features a new honeycomb pattern and the rear backup lamp is integrated into the tail lamps rather than the bumper.

The xB also comes with 16-inch steel wheels, and customers will be able to choose from three all-new standard wheel covers, which are also shared with the xD. The xB has 10.83-inch ventilated discs in the front and 10.98-inch disc brakes in the rear - which are more than two inches larger than the first generation xB.

Like all Scion vehicles, the xB is mono spec. Customers only need to choose exterior color and transmission type. The xB comes with generous and upscale standard features including power steering, windows, door locks and mirrors; remote keyless entry; air conditioning; four-wheel anti-lock brakes (ABS) with Electronic Brake Distribution (EBD) and Brake Assist (BA); driver and front passenger dual stage airbags; front seat-mounted side airbags; front and rear side curtain airbags; Vehicle Stability Control (VSC) with Traction Control (TRAC); first-aid kit; and tilt steering wheel with audio controls.

All Scion models come with complimentary factory-recommended maintenance services at the first 5,000 mile and 10,000 mile intervals, to be performed by an authorized Scion or Toyota dealership.

The exterior color palette for the new xB includes Super White, Classic Silver Metallic, Black Sand Pearl, Nautical Blue Metallic, Blackberry Crush Metallic and two new paint shades: Army Rock Metallic and Elusive Blue Metallic, although Hypnotic Teal disappears.
ENGINE
The front-wheel-drive 2011 Scion xB is powered by a 2.4-liter inline-4 that produces 158 hp and 162 pound-feet of torque. A five-speed manual transmission is standard and a four-speed automatic with automanual control is the xB's lone factory option. In performance testing, an automatic-equipped xB hustled from zero to 60 mph in 8.6 seconds. EPA estimates are below average for this segment at 22 mpg city/28 mpg highway and 24 mpg combined.

Throttle response is excellent and steady. You get a lot of smooth acceleration out of just a little bit of pressing down of your foot. The revs climb right up through the numbers on the tachometer, until the transmission upshifts at 6100 or 6200 rpm (even if it's in manual mode). The engine doesn't feel like it's working hard, it feels like it loves every chance it gets to leap between 3000 rpm and 6000 rpm.

Just don't forget that the Scion xB is not a sports car. We passed a truck going uphill on a two-lane, and with our foot on the floor we wished for even more quickness. Or maybe it was the five-speed manual transmission we were wishing for. Or a five-speed automatic.

The four-speed automatic kicks down a lot. This might be an annoyance if the xB weren't so eager about wanting to zoom forward. Every time it kicks down to third, it's happy. Give it a bit more gas at 75 mph on the freeway, and it kicks down to third and tries to get you up to 85, even if you hadn't quite intended to go that fast.

Seventy miles per hour in fourth gear is a comfortably low rev range, so there's lots of room for the engine to play, without screaming. The engine makes its peak torque of 162 pound-feet at 4000 rpm, and you can feel the engine come on there.
 SAFETY
The 2011 Scion xB comes standard with antilock brakes, stability control, traction control, front-seat side airbags and full-length side curtain airbags. In braking tests, the xB came to a stop from 60 mph in 124 feet -- a solid performance.

The xB has not been rated using the government's new, more strenuous 2011 crash-testing procedures. Its 2010 ratings (which aren't comparable to 2011 tests) saw it earning four stars (out of five) for both driver and passenger in frontal impacts, and a perfect five stars for side impacts. The Insurance Institute for Highway Safety awarded the xB its highest rating of "Good" for both frontal-offset and side-impact crashes. reference:www.leftlanenews.com,www.edmunds.com,autos.aol.com

Specifications prices Modifications and Image 2011 Scion TC
When it debuted seven years ago, the Scion tC quickly became a runaway success with America's most youthful drivers. With its hip styling, standout stereo and plenty of customization possibilities, the first tC was a cool car to buy and be seen in. It was to 20-somethings what the Mercury Grand Marquis is to 80-somethings. But as with all cool things, the moment passed, and together with the poor economy hitting young folks especially hard, the tC's popularity has suffered.

That brings us to today, where the fully redesigned 2011 Scion tC is meant to recover the lost mojo. Though it is based on the same platform as the old car, the tC has been improved in a number of key areas. The punchy four-cylinder engine has been swapped out for an even punchier four-cylinder borrowed from the latest Camry and other Toyotas. It produces 19 more horsepower than before and, more important, boasts improved fuel economy whether you opt for the easy-to-row six-speed manual transmission or the new six-speed automatic transmission.

Scion says it has tuned the suspension for improved handling and then replaced the hydraulic power steering with an electric system for improved fuel economy, but neither is successful in transforming the tC into a truly sporty car. Despite its coupe body style, chunky flat-bottomed steering wheel and well-bolstered seats, the tC is very much all show and no go. Mind you, that's OK if you want the look of a sport coupe without the rough ride and general aggressive nature of one.

With that in mind, the latest tC could work out well for a lot of 20-somethings and college students. Its hatchback body style lets you carry bulky items that never fit into a Honda Civic or Kia Forte Koup, while the rear seat's reclining backrest and ample legroom give even your gangly friends the room to stretch out. The tC also takes into account the younger generation's proclivity for electronics with a standard audio system designed specifically for an iPod.

In sum, the 2011 Scion tC takes everything that worked for the old car and adds a variety of welcome enhancements. Even so, only time and the youth of America will determine if it's enough to make the tC cool again.
INTERIOR
Put aside the engine noise, and the interior becomes the best part of the tC. The dashboard plastics are hard, but there’s otherwise little evidence of scrimping. The comfortable, grippy, and supportive seats had us looking for a Recaro label. The thick-rimmed steering wheel had us thinking Lexus LF-A. And the 300-watt, eight-speaker sound system had us thinking Mark Levinson. Compared with the spacecraft-inspired dashboards of the Honda CR-Z or Civic, the tC’s looks a bit stark, but the simple design is clean, driver-oriented, and free of overly designed nonsense. And although the overall length remains the same as the 2010 car's, the new model’s extra width translates to a marginally roomier interior that has 1.1 more inches of front shoulder room and more leg, shoulder, and hip room (1.0 inch, 2.1 inches, and 1.2 inches, respectively) in the rear.

As on the first-gen model, a MacPherson-strut front suspension and a multilink rear suspension are used on this second generation. A firm ride is part of the tC experience, and although this Scion is a supremely easy car to drive quickly, it seems too demure to engage in the sort of fleet-footed playfulness that makes the Mazda 3 so much fun. Imagine driving a Corolla with a firm suspension and larger tires, and you won’t be far off. The steering is fairly numb, although not offensively so; it’s simply that some competitors offer more connection with the road. So the tC is not as much fun, but it almost makes up for that deficit with its substantial and refined feel.
EXTERIOR
the exterior. While the new car obviously shares a good deal of basic DNA with the first-gen car, in person we found the 2011 model to be significantly more masculine in appearance. From its sharper and more angular fascia to the steeply cut upward slashing C-pillar that dominates the side profile, it's easy to see that Scion wanted a more aggressive shape for its latest youthmobile.

You've seen this car's roofline before. Scion debuted the Helmet Visor Theme (their words, not ours... though it's an apt descriptor) with the Fuse concept from the 2006 New York Auto Show. That conceptual styling exercise was the inspiration behind the 2011 tC, and that's especially apparent when comparing the two machine's profiles – note how the blacked-out A- and B-pillars highlight the visor-like shape of the roof and C pillars.

Whether or not you approve of Scion's latest styling direction, we're at least pleased to see that the 2011 tC isn't quite as feminine as its forebearer, and company officials assure us that this was purely intentional. Apparently, when it first hit the market, Scion's little coupe was purchased by men about 60 percent of the time; in recent years, that percentage has completely flipped to a female-dominated audience.

Scion has made a number of improvements to the new car's cabin. Indeed, the company boasts that the tC has an "entry-level Lexus" interior. We're not willing to go that far, but we couldn't really find fault with the car's interior plastics or fabrics... at least not for its expected price point. Note, too, that our testers were all pre-production samples. The most significant interior upgrades for 2011 have been made to the steering wheel and the three stereo options (each of which now boast 300 watts of power and eight speakers, though the head unit's installation still remains aftermarket in look). We were especially pleased with the new wheel, which is now the envy of cars costing three times as much as the little tC. There's a very nice leather wrap around the newly thicker rim, and the three spokes feel nice and sturdy. Redundant radio controls are now standard as well. But the best part of the new steering wheel is the flat bottom, which makes the humble tC's interior at least appear sportier than its predecessor.

And now for the $64,000 question: Is the new sportier look backed up by a sportier driving experience? Well... in a word, no. At least not in its base guise. While the 2.5-liter four-cylinder engine pushes out 180 horsepower (a useful improvement of 19 horses over the outgoing 2.4 liter), nobody is going to mistake the 2011 tC for a sportscar. But honestly, that's just fine with us. Scion seems to understand what the essence of the tC should be -- and that's something better described as competent and well-mannered than overtly fast and hard-edged. That's not to say that the car can't boogie, however. In fact, we spent some time in a tC equipped with the dealer-installed TRD 19-inch wheel and tire package and upgraded swaybar, and that car was legitimately entertaining to drive.

We sampled tCs with both the standard six-speed manual and the optional ($1,000) six-speed automatic, and we'll go ahead and cast a (predictable) vote in favor of the row-for-yourselfer. While the automatic was typically Toyota-like in its operation – which is to say quiet, smooth and unobtrusive – it also shifts up early and often in an effort to reach its EPA estimated 23 miles per gallon in the city and 31 on the highway. Those economy figures are matched by the clutch-equipped model, but it feels significantly quicker and is much more rewarding to drive. Toyota claims a 0-to-60 mph run of 7.6 seconds with the manual and 8.3 with the auto. Sounds about right, though most of the engine's grunt (173 pound-feet of torque) comes down low. There's plenty of noise as the engine runs up to its 6,200 rpm rev limiter, but certainly no push-you-back-into-your-seat feelings. We do expect a dealer-installed supercharger option at some point..

Initial throttle tip-in with the automatic is a wee bit more aggressive than we would like for initiating smooth progress, but not so objectionable that it's a deal breaker. What's more irksome is the auto's glaring lack of steering wheel paddle shifters and its maddening propensity to upshift and downshift seemingly on a whim – even in manual mode.

Scion has strummed a nice, soothing chord with the 2011 tC's ride and handling feel, as it tracks down the road well, turns in with minimal body roll and doesn't beat its passengers to oblivion in the process. The driver and passenger each get seats with adequate bolstering for the job at hand and the steering wheel's tilt and telescoping functions mean any driver should be able to find a comfortable position. Those wanting a firmer ride can opt for an upgraded set of TRD springs and dampers. We did note a fair bit of interior noise, likely due in part to the car's hatchback body design and open rear storage area.

Speaking of storage, we don't have any specific measurements to share yet, but our subjective opinion is that there's plenty of room available with the rear seatbacks (a 60/40 split, for what it's worth) folded down flat. Rear seat legroom is pretty much as you'd expect – tall passengers won't want to be behind a tall driver, though comfort is surprisingly decent once in place, especially since those back seats can recline up to 10 degrees.
 ENGINE
You’re forgiven if the newness of the 2011 tC eludes you. The platform changes little, and the wheelbase and overall length remain the same, at 106.3 and 174.0 inches. Width, however, is up by 1.6 inches, and the track increases by 1.3 inches at the front and 2.1 inches at the rear. Weight is up by 144 pounds to 3160. And although it looks a lot like the previous tC, the new car actually shares no exterior panels with its predecessor. The major changes lie beneath the surface.

A new 2.5-liter four-cylinder engine with 180 hp replaces the 161-hp, 2.4-liter four. Despite the extra power, fuel economy improves slightly, thanks to a new six-speed manual that replaces a five-speed unit and a six-speed automatic that has two more forward ratios than its predecessor had. Fuel mileage jumps from 20 mpg city and 27 mpg highway for the manual and 21/29 for the automatic to 23/31 for the new car, regardless of transmission. The new engine boasts 11 additional lb-ft of torque for a total of 173. More torque had us expecting easier low-end acceleration, but we instead found ourselves revving toward the 6250-rpm redline to find meaningful thrust. Work the new engine hard, and it sounds a bit strained; although the exhaust barks out a nicely tuned, warm rasp to people outside the car, none of that aural goodness makes it to the pilot, who simply hears a constant buzziness. We recommend driving with the window down to experience what bystanders get to hear.



SAFETY
The 2011 Scion tC comes standard with stability and traction control, antilock brakes, front knee airbags, front side airbags, side curtain airbags and active front headrests. brake testing, the tC came to a stop from 60 mph in a respectable 123 feet.

Driving Impressions

The 2011 Scion tC can best be described as "urban agile," meaning a car that's responsive and involving enough to keep you entertained when comfortably commuting around town, but not so sporty that you'd really relish driving it enthusiastically on a back road somewhere. The steering doesn't provide much feel, and the stability control has a tendency to kick in frequently during aggressive driving. The Scion tC won't put you to sleep, but you will have more fun in other coupes.

Meanwhile, the 180-hp four-cylinder engine provides good power for the class, especially down low in the rev range. If you're game for shifting your own gears, the six-speed manual is the best choice, as the engine accelerates significantly more quickly and doesn't seem to suffer from the rather agricultural droning that plagues it when the automatic transmission is in place.
reference:autos.aol.com,www.edmunds.com,www.caranddriver.com