Sex Change Yields Dubious Results

While it would be nice to live in a society that doesn't assign gender to an automobile, the U.S. in 2010 isn't there yet.

Exhibit A: The Scion tC.

Toyota Motor Corp.'s first tC coupe arrived in 2004 to mostly good reviews. Its clean appearance, with rounded corners and relatively high-quality interior lent a lovely European-ness to the small car — appropriate since Scion then sought to create a half-price Audi A4 coupe.

Apparently this scheme really appealed to women, who bought the tC more than men. Aware males will bolt from a "chick car," Scion is aiming the second-generation tC, now on sale, at the fellas.

Will it work? One could argue that with six years on the market, the damage to the tC's reputation is done.

But Toyota pretty much succeeded in imbuing the new version with masculinity. That means a bigger, more-powerful engine; beefier tires and brakes; a fat steering wheel with a flat bottom; and a more menacing appearance.

Unfortunately, all this manliness seems to have come at the expense of the car's disappointing interior.

The tC now boasts 180 hp and peak torque of 173 lb.-ft. (234 Nm), a bump up from the first-gen's 161-hp 2.4L I-4 engine that made 162 lb.-ft. (220 Nm). Credit the current Camry SE's 2.5L all-aluminum I-4 with dual variable valve timing with intelligence.

The 6-speed transmission, manual or automatic, represents an upgrade from the current tC's 5-speed self-shifter and 4-speed automatic.

Tires now are a standard 18 ins. vs. 17 ins. Front brake rotors grow nearly an inch, compared with the outgoing car, while the rear rotors are 0.4 ins. (1 cm) bigger.

The car's dimensions remain relatively intact, as the tC still rides on Toyota's MC underpinnings that also shoulder the Toyota Avensis and Lexus HS 250h.

Equipped with a MacPherson strut front suspension and double-wishbone rear, Toyota says the platform is "enhanced" with the addition of sway bars and tuned shocks and springs.

The tC has grown wider, though, by 1.6 ins. (4.1 cm), and has larger front and rear tracks, up 1.3 ins. and 2.1 ins. (3.3-5.3 cm), respectively.

The retuned suspension offers a coarse ride, though the car stays relatively flat in San Diego-area switchbacks, exhibiting minor body roll.

The engine is loud, but not whiny. Its exhaust tone is deeper and more pleasing.

Shifts climb quickly via the 6-speed automatic in a bid to improve fuel economy and we achieve 26 mpg (9.0 L/100 km) in mixed driving.

However, the Scion's engine still wants for power, prompting bothersome downshifts in manumatic mode. The manual now has a shorter throw but would benefit from a tighter shift pattern. That also might mitigate its notchy feel.

Throttle tip-in with both gearboxes is aggressive, all the more to emphasize the assertive nature of the car.

The electric rack-and-pinion steering, replacing the '10 tC's hydraulic setup, feels heavy. And while the thicker wheel won't please everyone (it favors the big-handed among us), it lends a confident feel.

Much debated is the look of the new tC, mainly because it doesn't appear too different than the first one.

The changes are subtle and may not be to everyone's liking. But the exterior is far from offensive, as some critics claim.

Perhaps the most noticeable is the tC's flat roof and severely backswept C-pillar. We still prefer the clean, well-proportioned look of the first tC, with its bullnose front fascia and gracefully sloping roof line.

Despite Scion claims of a Lexus-like interior, the most disappointing element is the cabin, especially when compared with the first-gen's low-gloss, textured plastics and upscale touches such as a hinged door to conceal the audio unit.

That is all a memory. The new instrument panel is utilitarian, with three large knobs to control heating, ventilation and air-conditioning functions.

And Scion has used chintzy materials, notably a rat-fur headliner and hard plastic with a shiny, faux-leather look. All combine for an aura best described as early 1990s Pontiac.

Interior pluses include larger audio-control buttons and woven grey-on-grey seat fabric with varied patterns.

Overall the cabin is comfortable. Rear-compartment comfort also is good, with recessed seat cushions allowing for ample headroom.

The '11 tC begins at $18,275 for a manual model and $19,275 for an automatic, up $1,175 and $575, respectively.

The understated nature of the old tC made it unique in its class. Now, especially with a coming Hyundai small coupe, it's just one of the burly boys.

PROS/CONS

'11 Scion tC

Vehicle type: Front-engine, front-wheel-drive, 2-door coupe

Engine: 2.5L DOHC inline 4-cyl. with aluminum block, head

Power (SAE net): 180 hp @ 6,000 rpm

Torque: 173 lb.-ft (234 Nm) @ 4,100 rpm

Bore × stroke (mm): 90 × 98

Compression ratio: 10.4:1

Transmission: 6-speed manual

Wheelbase: 106.3 ins. (270 cm)

Overall length: 174 ins. (442 cm)

Overall width: 70.7 ins. (180 cm)

Overall height: 55.7 ins. (141 cm)

Curb weight: 3,060 lbs./1,388 kg

Base price: $18,275 (not incl. $720 destination)

Fuel economy (city/highway): 23/31 mpg (10.2-7.6 L/100 km)

Competition: Kia Forte Koup, Honda Civic, Mitsubishi Eclipse, Mazda3