Fenton's BRZ: The Dependable Workhorse
He had started his quest for the perfect street-track hybrid with high standards. The tactile response of his first S2000—yes, even with vaguer steering—had Fenton smitten with raw cars that bristled with energy and urgency. Then there were a couple Porsches—a pair that taught him about all the bliss and all the frustration that comes with owning a German sports car pushing two decades. He’d set out to try and get something supercharged with emotion, but later realized that there’s usually a high price to pay for that sort of zing.
As time went on and his priorities changed, he realized that it might make sense to try something new. He didn’t want to give up on his quest for a usable sports car, but he was willing to accept that a warranty and back seats meant just as much as speed and immersion. It could be quick and capable, and even if it didn’t have that undiluted feel that some of his older cars did, the compromise would be better for what he, a casual track day driver with a need for a practical daily, was looking for.
Versatility: A Sign of Experience
His search for a great all-rounder coincided with the release of the second-generation BRZ. It seemed like fate: more torque, more room than his S2000, and a warranty that granted him some peace of mind, it seemed to have most of what he was after. The rash of outrageous markups had him calling dealers within a thousand-mile radius to find someone who wouldn’t gouge him. A few days later, he booked a flight to Oregon and made one his own.
It looked fast in World Rally Blue, and fitted with a six-speed as well as an LSD, it had all the performance options he wanted for track duty. However, its real-world usability still had to be determined. Fortunately, he had an 800-mile trek back to the Bay Area to fully experience that side of the new BRZ.
Civilized, Capable, Comfortable
His trek along the coast only confirmed his suspicions: the BRZ was an excellent road car with the sort of manners one wants from something they’ll spend their morning commute in.
“Visibility is excellent—far better than my Porsches or an S2000 with the top up. NVH can be a bit high on freeway journeys, but that's the price you pay with a 2,800-pound car. Even so, it beats my previous cars and the older BRZ in that respect.”
Because of its good ergonomics and easy ingress/egress, it doesn’t morph into an iron maiden during long distance drives or irritating hours in traffic.
“The seat has plenty of lateral bolstering for the torso, but not quite enough to secure my thighs when driving fast. That’s not ideal for the track, but it does make the seat easier to get in and out of. For now, I don’t have any plans to get a bucket seat.”
“The steering is telescopic and height adjustable. The steering feel is not anywhere as good as my 997.1’s, but it is quite good. I’d rate it a 7/10; as far as electric racks go, it has a good amount of weight and feedback, it’s not vague around the center, and it’s fast. It only takes a tiny bit of steering input and the car darts.”
There’s also real headroom and enough space in the footwell to keep his legs from cramping. For a man of average height and build, the second-gen’s cabin is a genuinely comfortable place to sit for extended periods—even some of his taller friends agree with this.
Performance Pickup
If the new BRZ has something which helps both its real-world versatility and its on-track performance, it’s the increase in displacement over its predecessor.
“From a performance standpoint, the second-gen is better in every way than the first-gen. The torque dip is not a significant problem, it doesn’t feel underpowered.
True, it doesn’t sing at the top end like an F20/22 will, it doesn’t have the same narrow powerband. The FA24 makes good torque from 3,500 revs and just barely plateaus past 7,000 rpm. “Actually, it’s a pretty rev-happy engine. It isn’t electric at the top of the rev range, but it likes to be revved out,” he adds.
Fortunately, the BRZ’s famously wonky throttle response is less noticeable on track. At speed, it feels linear and natural.
Mostly Unmolested
While it’s fun and focused enough in stock form to provide real pleasure on the track, Fenton wouldn’t be doing his fanbase much good if he left it totally factory. However, as this car is meant to be more dependable and economical than it is fast, he’s shaped some of his tuning approach around cost savings and reliability to ensure his weekends go smoothly. No matter how quick and engaging it could be, it’s more important that it’s running on Monday morning when he needs to start his commute.
He put reliability first—just the bare minimum. To keep the car happy during a ten-lap session, he had to first address the car’s oiling issues. “An oil cooler is an absolute must—the OEM cooler is useless,” he added. It required a little custom bracketry, but his Colorfittings aftermarket cooler went in easily.
The OE oil isn’t really up to track demands and needs to be flushed—a realization he had after trying one track day with it. The factory 0W20 spilled out thick, black, and opaque. Thankfully, it’s not a picky car which only sips the finest; he skipped the primo Motul oil and settled on the more accessible Pennzoil Platinum 5W30.
However, the good stuff is circulating through much of the drivetrain. Fenton flushed the OEM diff and transmission fluids and replaced them with Motul 75W90. Better heat resistance, reduced wear and tear, and improved peace of mind.
Only Minor Modification Needed
After ditching the stock pads for a set of Raybestos ST45s, he addressed some shortcomings in the factory suspension. The most significant handling benefit as of yet comes from a little more camber. Just upper and lower bolts helped him achieve -2.6 degrees of camber and only set him back sixty bucks.
An affordable set of Enkei TS10 wheels have allowed him to bump up his tire sizes without stretching his limited budget. “I don’t care if anything happens to them—it’s nice having a disposable/expendable wheel and hop the curbs carelessly,” he adds.
Currently, he’s been tweaking a set of prototype Annex Clubspec Pro coilovers—and his car is the test mule. Most importantly, the car has to be comfortable. Both he and Annex have been searching for a spring rate that suits daily driving.
Why it Works
Despite its imperfection and its semi-compromised nature, the second-gen BRZ still delivers on the track—though Fenton has adopted a new philosophy when it comes to thrashing this car.
“I definitely get a buzz from its handling and all the options it gives me. If I want to get the car to step out mid-corner, it only takes a stab of the throttle. You can throttle steer the car in most corners with medium-grip tires,” he relays happily.
“If I get a drift just right, it pays off and I’m pleased. However, I’m never dying to wind the engine out or double-downshift to get that perfect gear change like I am with the S2000. With the BRZ, it’s only exciting at the very limit.”
“When I want an emotional drive, I take my NSX out. Even sitting in that car at a stop light evokes some feeling. The BRZ may not get my heart pumping in the same way, but it is the reliable workhorse that’s happy to be abused—or just used like a conventional commuter car.
Not having to lift the hood often compensates for any lack of excitement.
In the Under-$40,000 category, it might be the best dual-purpose car I know of—as long as you don’t need big back seats. Still, the storage space is decent. You can fit a whole set of wheels and tires in the back—that’s something I never could do with my S2000.
“For me, this car is a tool—it’s not an emotional object. As long as it helps me become a faster driver and gets me to work comfortably, then it’s served its purpose.”
Parts List
OEM Subaru crash bolts. OPC adjustable lower bolts, Annex Clubspec Pro Coils one-way adjustable 5/6K F/R
Enkei TS10 wheels 17x8” with Kumho V730 tires
Castrol SRF fluid, Raybestos ST45 front pads, Powerstop rear pads.
AWE full touring exhaust