Clazzio Seat Cover and LED Interior lighting

Available now, from Clazzio (A Japanese leather seat semi-permanent cover goes over the stock seats and is held on tightly with clever straps and hooks, is an economical way of giving you the leather seats you've wanted (if you did). The memory foam padding actually gives a more supple hold than stock seats, and feels very snug at lateral and longitudinal g-forces too, unlike popular belief. This product costs about half the price of full leather re-upholstering, and is for all four seats in the FR-S/BRZ.

As we know some car seat covers are designed to fit specific models of cars, while others are designed to fit all cars. If you are looking for a car seat cover that will fit your car perfectly, you will need to purchase a model-specific cover. However, if you are looking for a more affordable option, you can purchase an all-cars car seat cover. All-cars car seat covers are made to fit a variety of different cars, so they may not fit your car as perfectly as a model-specific cover. Seat Covers Unlimited has a wide selection of all-cars car seat covers to choose from, so you can find one that perfectly matches your car and your needs.

However, seat covers alone won’t prevent buildup of dust, odors, or embedded debris over time—especially in high-use vehicles or those exposed to the elements. That's why incorporating regular interior cleaning into your maintenance routine is essential. Even the best seat covers benefit from a clean foundation, and regular detailing ensures that your vehicle remains as comfortable and fresh as it looks.

That’s where a professional touch can make a difference. North Phoenix Detail offers a range of services that go far beyond a basic wash. Their interior detailing packages include deep cleaning of upholstery, carpets, dashboard surfaces, and vents—removing stains and allergens that typical at-home cleaning might miss. For those with all-cars seat covers, this level of care helps ensure that both your covers and the original seats underneath remain in top condition.

Clazzio seat covers are all fully custom made to order with choice of colors, materials, and combinations of them in center and side supports as well as stitch type and color.

Also, I took the same weekend to add some LED lighting to the floor and door courtesy area. The foot well is lit by a two stage LED array, with orange bright at door open, and dark red dim at headlight on and driving, and single red LED beams a broad dim light on the center console to help see the area without having a blinding light source at night.

Updated 6/20/2015

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The Pro/Celebrity Race which happen every year is a charity race sub-content of the 36 year history of Long Beach Grand Prix.  That's every April when the City of Long Beach becomes a huge raceway for automobile enthusiasts of Southern California to host a bunch of big-time racing that climax with the INDYCAR series, and formerly CART, IRL, and even Formula One at one point in history.
The cars specified for the one-make, 10 lap race between American Celebrities versus the Professionals will be the brand new TRD USA-built Scion FRS this year.
We had a chance to preview these cars in it completed specifications, and sample them all on the very technical venue of Streets of Willow Springs Raceway on March 4th, and all I can say is it was both educational and entertaining. Here is short write-up of what I’ve encountered, and we thank all of the staff from Toyota Motorsports Division, and Scion Public Relations team for the kind invitation.

Before we get into the grit of performance and the usual driving impressions, let me inform you on the purpose of the Pro/Celebrity FRS and what it is meant to do as a specialty venue race car.

The race is all about having a group of enthusiastic celebrities from all walks of entertainment industry, trained for a full month by Fast Lane driving School, to compete in a one-make race with handicapped start and a chase by professional drivers from USA’s Professional motorsports industry. It is a short 10 lap race but surrounded by concrete walled and very grueling and unforgiving raceway that is shared with INDYCARS and other pro races that happen on the same week.

Needless to say, these are very special circumstances, and require a very dedicated type of cars which are both forgiving enough for the non-professional driving celebrities, but tactile enough for any professional drivers to be comfortable at full speed. Also, since this is a DRIVER challenge for evenly matched and specified cars, the cars need to be pretty exact in performance and free from variances and character differences so that the drivers can truly compare the skills. Also unique to these cars is the lack of modifications that are typical in a full on race cars for absolute quest for speed. The cars are rather more tuned to be easy to drive, and safe for all of the enthusiasts that get behind a wheel in such unforgiving raceway.

So having said this here are some major modifications done from a stock showroom car:

In the area of absolute safety, a regulations specific roll cage is fitted to each car. However unlike a typical race car, these cars are void of bracing and cages fore and aft of the passenger cabin so as to retain the excellent crumple zone built into the FRS by design in a production car. This makes absolute sense since these cars are evenly built, so there is no point in pursuing the super-strong chassis like those of a race car to permit another 2mph average speed, at the expense of 2 more broken bones in a crash right?
Each of the Pro/Celebrity Race cars are also equipped with a on-board total fire extinguishing system, a 5 point safety harness by Simpson, as well as traditional window nets like on a NASCAR style closed body American racing series. The excellent driver’s seat from the stock FRS is retained here, as well as most of the interior panels. There are specifically made driver knee-pads to the left and right of the driver’s foot wells, keep the drivers comfortable during high-G maneuvers. And, needless to say, the folks at Toyota Motorsports USA, who hand-assembled these cars, did a superb job on making every custom detail look Toyota-quality, right down to the plastic panels and fabricated headliners that cover the upper half of the roll-cage. A level of care that makes any fabricator and custom car folks drool, and makes the cars look that much more inviting to sit and spend time inside.

As for the performance side, reliability is the top priority, while handling improvements as a race car is something really catered to the series of being very even, and relatively docile while not sacrificing the excitement and speed, as well as driver tactility, and feel.

Performance modifications:

The engine is a stock FA20 as installed in every production FRS. There may be some cleaning and assembly process to assure each engine behaves close to each other, as well as for double-checking the parts to be used, but no internal modifications were introduced to the engine itself. The power rating, according to the catalog spec of these race cars are published as 210hp @7000 rpm, with Redline Oil in 0W-20 grade, and TRD USA custom fitted intake chamber, filter, and what seems like a TRD Japan exhaust system with emissions equipment removed for additional cooling and reliability.

Centerforce custom spec clutch disk system was installed to keep the 10 laps consistent among varying drivers, and Bridgestone RE11 225/40-18 was specified for the one make spec.
Toyota Motorsports and TRD USA collaborated with Eibach suspension systems in creating a specific custom spring and shock set, which look really expensive…combined with the TRD-specified anti-roll bar (sway bars).
On the end links for each of the stabilizers were very nicely made high-grade end links from Hotchkis Suspension.   And Stop-Tech was called in to create the TRD specific FRS calibrated front brake calipers as well as floating disk rotor. It is still unknown which if any of these parts will be available to the general public and I shall find out later in the year, but the next section will describe how these components all came together to pin-point focus all of these cars to this specific task, and how it all felt to the driver.

Driving Impression:

I need to warn you that this was a sampling day and not a race day, which I had the opportunity to drive. These are precious cars Scion and Toyota Motorsports need in a very important role in just 30 days time, so I really didn’t opt to flog them to the maximum risk conditions or speed. However, because the venue at Streets of Willow Springs is very technical raceway, with lots of connecting corners and decent straights, I think I got enough of the exercises done to report on how these cars behave with my humble skills, and with every single body sensors tuned to take in the experience, assisted by two cans of RED BULL prior to getting in the cars.

The exhaust note is crisp, and crackles with vibrant high notes which is amazing when one considers the origin of the engine to be a Subaru flat four 2 liter. Like the production counterpart, the engine revs smoothly up to redline at 7400 and stays fairly even on torque in the upper half of the range. Nice and ideal, I’d say, for a nice one-make race car. It makes every mistake easy to correct, and occasionally choosing to be in taller or shorter gear won’t rob the driver too much pace.
One thing to note on these car,  it is electronically programmed to cancel all electronic driver assist at engine start, so the cars are as pure as they can be for the driver, and only thing that stays on seems to be the ABS system (which is always a plus, on a concrete walled raceway!!).
There is an option to turn VSC and TRC systems back on, if one chooses, and it was probably left in for those occasions where a journalist or other guests can easily drive it without risk in roles outside of the Pro/Celebrity Race.
Once under way, the specified Bridgestone RE11’s heat up quickly, and within half a lap, they seemed to hit just the right temperatures and stayed pretty nice and predictable throughout the 5 lap sampling sessions. These are not the typical gummy, tacky, full-on race slicks as one may expect, but are what I would call a Sunday Racer level tires, which are designed to be very durable for the race track use, and have far more grip than normal street tires, but also behave in a more forgiving manner in a less peaky way. The RE11 caters to lots of extended fun track sessions and making the car dance at pace all day.

Certainly a full race spec tire may turn in faster laps, but again, ease of operation and less variables the better when we are simply racing with driver skills as the only factor to winning. So these tires are probably the right choice to keep the audience entertained as well.

They exhibit lots more screeching sounds when slid over the grip capability, noticeable to both drivers and fans just on the other side of the fence, than on full race tires. And grip-abundant and predictable enough to every driver to keep the cars from smashing into walls.
I thought it was the perfect choice anyway. It’s basically, a lot of fun this way. And yes, they have FAR more grip than the stock FRS tires.

The cockpit is as familiar as any stock FRS, and the excellent transmission shifting mechanism is retained on these cars. The shifts occur fast and easy and clutch systems are fairly straightforward to any mundane manual seasoned driver. The 5 point harness, which I would recommend to any track driver, not only keeps the driver safe, but also greatly helps in cars like these which can pull a lot of lateral and longitudinal G’s, by keeping his butt in place to feel the car, and to keep arms and legs concentrated on the task at hand than simply holding on. The nicely fitted knee-pads also come in handy for taller drivers who has lots of leg-travel in the cockpit, to keep his/her knees in place.

Steering into each corner and through series of connected corners, the car feels very tenacious at turn-in, responding with eagerness to rotate the car. But unlike some cars that typically become very tail-happy with such settings, the TRD-Eibach suspension system on this car, hunkers down, and keeps all the contact patch stuck to the pavement. It is one of the best combinations of grip and handling balance that I have ever felt on a tuned street car. With increase in steering input, and corrections in mid-corner, controls become really forgiving and positive in feel.

Any well-developed driver can put the car right on the intended line and trace it all day with this car. With a bit of a forced entry or late braking, the RE11’s will slowly warn the driver, and break away progressively, while maintaining great composure, and lets drivers think about how and when he can return the car back online. This freedom and confident attribute is very important in a car which race against each other, and when multiple cars dive and dice on a narrow track like at Long Beach. Drivers can negotiate an off-line corner with another car alongside without fear of losing the car into the walls. FRS has all the body structure and dynamic balance to offer, and with Toyota Motorsports’ expert tuning, all of the fun factor, spelled ‘confident balance’ is retained and extended to a higher cornering speed. Simply amazing in terms of overall chassis development and tune, especially in focus to what they are designed to cater in the Pro/Celebrity Race.

With one look at the car, one may notice a pair of huge red-colored 4 pot caliper with TRD logo on the front hub, and the seeming unbalance with stock rear calipers which seem rather small in visual comparison. But these thoughts just fly out the window when you punch the brakes, then in successive lap after lap on the Pro/Celebrity Scion FRS. The typical mismatch and ill-character that’s usually associated with using haphazard brake caliper selection on a stock fluid balancer and master cylinder like this, is completely non-existent. The cars slow down fast and steady, lap after lap, corner after corner, with complete and neatly proportioned way, and brakes are really close in feel to stock, but with heat related changes curtailed to nothing more than warming the pads for a corner or two at start. It's just what the car needs, to match the huge increase in grip afforded by the excellent RE11 tires.

With all the handing and braking prowess, the relatively stock FRS engine seems a bit unexciting on the main straights of course. However, this is something very negligible to the driver once they clip the first apex of a corner, as the car retains so much momentum and inertia, that the driver shall be very preoccupied with keeping the cornering G’s high, and screaming out of each corner at speeds akin to race cars than production based car. Not to mention the sheer width of his smile being wider than the track width at Long Beach! What is commendable about this engine is the absolutely flat and easy torque and power output, which is such a joy to modulate while the car is on the edge. Throttle translates so well to vector changes and steering inputs extremely well. For those of you that are familiar with rear wheel drive sports cars, you will immediately know that this is the ideal form of something light and scratching the road with the back tires, that can both propel the car, as well as steer the car at will.

All said and done, the day ended way too short of what I wanted to spend, and this was with a FULL day on the race way with just 14 drivers invited! I just could not get enough of these Pro/Celebrity Race cars despite the 4 sessions I had, and I would easily say that this is the best Pro/Celebrity race car ever for the series.
I say this because unlike the heavy and flex-frame Celica in the old days, or the tricky and demanding nature of front driven Celica and recent Scion tC, this FRS leaves so much options for the drivers to change his style, speed, pace, lines and whatever we do on the raceway, that much more of the driver’s individual style, driving prowess, and character will probably be apparent in the 2013 race, and therefore making us, the spectators that much more entertained and focused on the race.

You know, I might just have changed my mind about the favorite Toyota car I would want to take to the track… Yes, I think I prefer this Pro/Celebrity spec, Scion FRS to the mighty Lexus LFA…
It’s that good!

PS. I had the opportunity to take our favorite in-house photographer for Club4AG, Danny and Geoff of JDMZIPTIES, and they have photographed the event nicely, moment by moment. We thank them as well as everyone at Toyota Motor Sales USA, various service and Public Relations entities, and partners, for making the event a really comfortable experience. The FRS Pro/Celebrity replica Radio Controlled cars were a nice touch by HPI and Scion PR! And TRD USA display and OEM AUDIO+ on site kept us talking for hours as we took turns at the very special automobiles from Scion.

More about the 2013 Pro/Celebrity Race:
Driver Roster Official Release - http://club4ag.com/driving-the-2013-scion-frs-long-beach-grand-prix-procelebrity-race-cars/

More photos here at JDMZIPTIES webpage!  http://jdmzipties.com/2013/03/06/toyota-pro-celebrity-race-scion-fr-s-media-day-streets-of-willow-highlight-photos/

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I had a chance to test the APEX-i Smart Throttle Controller this week, and it's been 4 days since I got it strapped to my car. It's a very easily concealable unit, consisting of a brain CPU box that is about as big as a cigarette pack, and with long enough leads to hide it anywhere. The FRS has a lower trim panel under each side of the center console area which can just pop off, and quite a bit of space is inside where things can just mount without issues. So the box went in easily in there, and harness couplers just go between the throttle socket and main E/BCU harness.
10 min install for most folks who can figure out how to put a socket in and out of plugs.

The main reason for Apex-i USA and I was to make sure the unit works as designed and since it is a universal Denso style unit not specifically made for this FRS, that we wanted to see what effects this will have on the car.
Everyone knows that playing with throttles won't add any power to the car, but it is there to tune the throttle pedal in relation to the actual actuator motions at the engine to fine-tune and tailor things to the driver's tastes, which this unit is designed to do.

The Apex-i TCC has sort of a unexpected benefit, now that I spent a few days with it.

The original FRS throttle, as designed by Subaru and Toyota engineers on this car, reacts really precisely and rapidly, unlike most of the previous lazy Denso throttle on other cars, where it isn't any slower or nudgy.
It actually behaves REALLY good out of the box, and there isn't a single complaint for the FRS throttle.

There, as almost predicted, the response turned "up" on the controller didn't help much in the FRS, as it made it overly sensitive, and sort of became rather jumpy. Perhaps this would however be useful if you are sort of into revving at the light in neutral, or performing quick starts if you can modulate the clutch pedal in lightning quick ways of a pro-NHRA guy.

In track use, the normal FRS throttle would give the best balance of response, and predictably as Mr.Tada and his team designed so feverishly to stay in focus of the character and use of the FRS. At least to me, it was wonderful in stock form whether AT or MT.

However, in the three degrees of ECO modes of the Apex-i unit, the throttle becomes slightly lazier in actuation curve without losing the response, and it helps when you might want to lend the car to someone who just wants to get from A to B, without having the drama and Initial D experience. It makes maneuvers in parking lots easier and possibly extends freeway miles by regulating smaller inputs, especially in AT equipped FRS, to a milder state where AT doesn't kick down in confusion at the slight input, or rough driver inputs by someone not familiar with how responsive the FRS reacts. The ECO-1 mode actually made the throttle feel almost like a traditional cable direct actuation, toning down the really enthusiastic response to something like as if it was a inline four with side-draft carburetors, LOL! Classy!

The FRS throttle is very much dedicated to skilled and enthusiastic sports driving, and there was no compromise to accommodate the "committee." Therefore, it's far responsive than most other cars in production. AS such, this device can make it feel more mundane for those that prefer it for daily uses.

Considering it adds virtually no weight to the car, and reasonable pricing, it might be one of the items on your shopping list that you can play with, and have pretty noticeable difference in how the car responds. I think I'd much rather put couple hundred bucks in this device, knowing in the future there may be some mods to the car, than to invest in some random magic octane boost or swirl generator in the air box...LOL! None of the latter would have any effect really, on a modern GDI engine like the FA20... but playing with the parameters of input signals will have some fun results in engines like this, where everything is monitored and dependent on electronic signals from the ****pit.

I would know that I can fine tune the gas pedal in as easily steps as a click of a couple of buttons in the 4 settings. ON/OFF and in steps of ECO, 1~3, and Low, Boost, and High Boost mode. And regardless of whatever reasons you may have or wish to make it behave one way or another, this is one of those devices that will add to the fun of "tailoring your car, your own"

Again, it is one of those things, where if all your brain can digest is specs on paper, and numbers coming from sheets, in the published stats-Olympics, no, this won't do anything to change your ego.
But if you are a discerning driver with human sense, and can interact with a car in a more intuitive way, then it sure adds some element of fun.

I say thumbs up. As this is something that does enhance the FRS experience, a car born of intrinsic fun and tactile interactions of the driver.

Please excuse the less than ideal photo...and semi-temporary mounting...
I didn't want to start hacking the dash for this little switch just yet as there may be other things later that I need to plan.

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— at Diamond Jamboree Center- Irvine, CA.

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Winmax 86 CUP FINAL ROUND 2014

For many the 2nd week of December means college and high school finals week. But for some of the most dedicated Toyota fans, the week was spent in preparation and racing of the Winmax 86 Cup final event.

Over 16 cars participated out of the 30+ cars that have come and gone for this series, and final event was just full of heated runs, as well as lots of smiling participants. The wind was calm but cold, and provided lots of cooling even for boosted modified varieties of the NZ/NC6 platform cars that all sorted thier smoothest lines on the track.

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OnRamp 2014, App Developer Challenge

ON a mild rainy day in December of 2014, about 60 or so teams of app programmers took to the challenge for Toyota Motor Corporation, and several of their suppliers and collaborative firms. A challenge where the Scion FR-S (Toyota 86) developmental CAN-GATEWAY system output was used for food in what to make for a SmartPhone APP. The contenstants conjured in 24 hours time, a myriad of fun and useful tools and battled for the $10,000 Grand Prize.

For varous measurements, verifications, inspirations, some of us at Club4AG were asked to display our cars for the programmers and staff, and we met to discuss and interact while the development was taking place for the weekend. Our own Club4AG team lead by Jeff Nucum won #2 spot with a racing analyzer app

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Willow Springs Raceway with Scion FR-S

https://www.facebook.com/photo.php?fbid=10203183698449584&set=a.1069376330925.12140.1121600419&type=1

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-- June 6th, 2013, Santa Monica Airport, Los Angeles, California--

The all new 2014 Toyota Corolla Launch event was held inside a massive hangar, with surprises at every interval throughout the evening.

Culinary plates by Richard Blais, the star of "Top Chef" treated over 700 guests at this epic launch event.

The performance by the acrobatic sky-dancers of Fuerza Bruta, from Argentina preceded the revealing of the 2014 Corolla with a spectacular three part show that included performers dancing in air, stage performances, and even a huge see-though pool hanging 50 feet from the ground, hung on the ceiling with synchronized swimmers playing with the ripples and waves.

Upon completion of the show, the All-New Toyota Corolla was lowered from the ceiling on a motion-platform stage, launching the Corolla "Elevated."
General Manager, and VP of Sales, Bill Fay addressed the large audience with charm and excitement, accompanied later on stage, by the Chief Engineer, S. Yasui and the Long Beach GP, Celebrity Race winner and comedian, Adam Carolla.

Just as surprising as the show and the seemingly huge planning, execution, and expense spent on the Corolla launch party, was the all-new 2014 Corolla itself.
The list of standard features, as well as many of the optional components, on the new Corolla just break every barrier in terms of advancement and convenience.

LED headlights, Automatic Climate Control, Seat Heaters, and Touch-Screen Audio System are all features that are traditionally not associated with elements of cars in this class, and proves this time, that the Corolla is not standing still for competition to catch up.
Mechanically also, the new engine features Dual VVTi, Toyota's advanced cam and valve timing, as well as sports-mode paddle shift transmission coupled to a proven CVT system.
Even at the first glance of the headlights to tail-lamps, it's obvious the this new Corolla takes a giant leap from previously conservative image, to the contemporary status that fits in with the younger technology and style conscious consumers today, but with tasteful execution that won't alienate traditional Corolla owners, keeping in line with he original 1960's Corolla's mission of "Simply putting a smile on each owner's face"

Stepping inside the Corolla in every grade also, everyone would instantly realize the change as well, from a much more pronounced center console, and abundance of switches that all indicate the fact that there's lots of equipment here.

All in all, I feel that it may,  possibly hit every check-mark on a list of customer wants in every demographic, and still managed to come out attractive and fun.

On display throughout the venue were prominent platform displays of select Corolla models from the past such as the notorious AE86 greeting us at the entrance, the classic KE10 dressed in classic off-white, next to the strong bullet proof looks of the TE70 Coupe, and 70's family hauler that was the KE18 Station Wagon.
And we were constantly reminded all-evening,  of the fact that cars in this segment, have come a long way since each of those cars...

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RS*R Sports-i Coilover - Club4AG Moto-Spec Edition

Today, following last Friday's Cusco parts install, my FRS went into the facility of RS*R USA to fit my other purchase, the Sports-i suspension system.

This unit is a variant of the not so well-known RS*R i-Shock, specifically designed for the FRS/BRZ/86.

After a few days of hard, all out track, autocross, and casual canyon drive, as well as driving through downtown Las Vegas last month in the Pre-Production Final Product spec, and also through 8 days of various city traffic and highways in my own 9 day old FRS. I have had plenty of time in the original setup, born of Mr.Tada and his team, of the original suspension.

While I am pretty fond of the FRS's OEM suspension, I asked RSR, my long-time source for the nicest Japanese made custom made suspension firm, to see if they had something I can purchase. A bit of waiting, the president of RS*R, Mr.K.Terai, brought over personally from Japan, a set of customized FRS set.

For those who don't know much about RS-R's i-Shock line, the suspension system can be ordered with custom valving, spring sets, piston lengths, and from a database they have of vehicle specific applications. Their standard product is tailored to your needs, if specified, and if not, they come in RS*R's own well-tested setup. It's a bit more expensive than most of your generic coil-over systems, but it features the patented monotube design with billet alloy parts, along with RSR's patented internal valve. This all translated to increased piston travel over the more common twin tube internals, and adjust-ability range that is quite useful on many street cars, that see track use often.

Because of the mono-tube RSR design, the dampers' initial rate of compression is quick, yet very even through further loads. And what this translates to is the ability to have lower overall damper setting, without sacrificing effectiveness of the full motion damping rate. The damping rate is very uniform, and therefore stiffer springs can be combined but still allow for very compliant ride due to shocks not needing to be very high on compression damping or rebound valving.

One of the constraints for the FRS's original suspension is the costs prohibiting such exotic and expensive damper units. Though the FRS exhibits fine driving attitudes on both road and track, and much more refined than any previous Toyota perhaps, it isn't a $50,000 car either, and can't be equipped with things like this out of the box. High-end cars like the Porsche 911 and many exotics do use similar advanced valve mono-tubes, and for the FRS, I chose to see if RSR can better the already superb but cost-limited production twin-tube FRS setup it came with.

A Japanese mechanic, nicknamed "Steve" Shinichi Yamazaki from RSR-Japan who happened to be in town for Formula D, took great care in installation for me today. Starting with corner weighting, marking alignments, and even weighing me (the driver) to install and carefully adjust the suspension to 32mm drop at front and 28mm at rear. From a previous talk I had with CE, Tada of Toyota, his recommendation for suspension lowering of -20mm+/-15mm for dynamic alignment of the arms, I went on the lower height end of the spectrum just for kicks.

One of my small (tiny) complaint about the FRS was its jittery, easily upset, balance of the car by Los Angeles' rough, less ideal pavement gaps and fillers, which tended to take your steering a bit more than I liked... (Tuned very aggressively for the track, the lower cost factory unit could not cover for both scenarios too perfectly I guess? as OEM is really perfect for the track, amazingly enough for a production car from Toyota)

The RSR's Sport-i, despite the higher spring rate, actually proved to be more compliant for the streets, due to the much more sophisticated damper valves. The car instantly became as comfortable and composed as many, and more expensive European car, and all the precise motions of the car seemed to be intact. I haven't had a chance to put it to the test on the raceway just yet, but with added capability of spring tuning, and fairly useful and wide range of damper settings, I can almost feel that the Sport-i will prove to be just as fun on the track, given I know what the heck I shall be doing. (I have a rough idea but it's not easy to improve on the performance end of the FRS as it came) But at least for now it seems the jitter and tracking of faily stiff city ride OEM damper is now calmed with the expensive damper which the $25,000 MSRP car, originally could not be equipped.

Here's some photos of the install, and I will write more when I get a bit more time behind this on the raceway and other venues or conditions. So far so EXCELLENT. You get what you pay for at RSR.

On Sale from CLub4AG.com here
http://store.club4ag.com/product/rs-r-sports-i-full-coilover-system-for-scion-fr-s-subaru-brz

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