scion frs weight analysis performance and modifications

Aftermarket Modifications and Weight Alterations in the Scion FR-S

Common Aftermarket Modifications and Their Weight Impact

Modifications Increasing Weight
Aftermarket upgrades that add mass to the FR-S are often pursued for performance benefits, such as improved traction or aerodynamic downforce. However, excessive weight redistribution—particularly in the rear—can negatively affect understeer, braking stability, and fuel economy. Below are the most prevalent modifications and their approximate weight additions:

• Suspension Lifts (Coilovers or Lift Kits)

  Weight added: 3–12 kg (depending on kit complexity).
  Performance impact: Lifts raise the vehicle’s center of gravity, reducing cornering stability. Coilovers with adjustable damping may mitigate this by improving roll control, but stock suspension tuning is often compromised. Lifts exceeding 2 inches (50.8 mm) require recalibration of steering and suspension angles to prevent alignment issues.

  • Example: A Tein lift kit (2.5-inch) adds ~5 kg to the chassis, while a full coilover setup (e.g., KW or BC Racing) may exceed 10 kg due to additional hardware (control arms, bushings).
  • Trade-off: Improved ground clearance for off-road use but reduced on-track grip unless paired with sway bars or anti-roll bars.
• Performance Exhaust Systems

  Weight added: 2–8 kg (mandatory catalytic converters or resonators add the most mass).
  Performance impact: Exhaust systems improve throttle response and exhaust note but contribute negligible weight to the drivetrain. Heavier systems (e.g., stainless steel headers with cat-back setups) may slightly reduce high-RPM torque due to increased backpressure if not properly tuned.

  • Example: A Borla cat-back exhaust (~4 kg) adds minimal weight but requires dynamic testing to confirm power gains (often <5 hp at the wheels).
  • Trade-off: Emissions compliance (if applicable) may require heavier catalytic converters, offsetting weight savings elsewhere.
• Body Kits and Aerodynamic Add-Ons

  Weight added: 1–6 kg (carbon fiber kits are lighter; fiberglass or plastic add more).
  Performance impact: Poorly designed body kits (e.g., front splitters without diffuser integration) can increase drag or create lift at high speeds, reducing top-speed stability. Carbon fiber spoilers or diffusers may improve downforce but require precise mounting to avoid weight distribution imbalances.

  • Example: A fiberglass hood (~3 kg) from Speedhut adds weight forward, altering the power-to-weight ratio. A carbon fiber rear wing (~1.5 kg) may improve rear-end grip but demands suspension tuning to prevent squat/divot.
  • Trade-off: Aesthetic appeal often outweighs performance gains unless paired with suspension modifications (e.g., sway bars for kit-induced lift).
• Upgraded Brake Systems

  Weight added: 4–12 kg (depending on caliper size and rotor material).
  Performance impact: Larger brake components (e.g., 6-piston calipers) improve stopping power but add unsprung weight, reducing suspension responsiveness. Aluminum rotors (~1–2 kg lighter per rotor) can mitigate this.

  • Example: A Brembo 6-piston caliper setup (~8 kg total) enhances braking but requires wheel balancing due to altered unsprung mass. Ceramic rotors (~1.5 kg per rotor) reduce weight while improving fade resistance.
  • Trade-off: Optimal brake bias may shift rearward, necessitating ECU remapping for consistent pedal feel.
• Engine and Drivetrain Upgrades

  Weight added: 5–20 kg (turbocharging or forced induction setups).
  Performance impact: Turbochargers and intercoolers add significant mass to the front of the vehicle, worsening understeer. Superchargers (e.g., centrifugal units) are lighter but introduce additional belt-driven inertia.

  • Example: A Garrett GTX turbo (~10 kg) paired with an aluminum intercooler (~3 kg) shifts weight forward, requiring rear sway bars or limited-slip differential (LSD) upgrades to manage power delivery.
  • Trade-off: Power gains (e.g., +150 hp) may not justify weight penalties unless paired with weight-reduction measures (e.g., polycarbonate windows).

• Lightweight Wheels

  Weight saved: 2–6 kg per axle (stock wheels: ~12–15 kg each; aftermarket: 8–10 kg).
  Performance impact: Reduced unsprung weight improves suspension responsiveness, especially over rough surfaces. Lighter wheels also enhance acceleration due to lower rotational inertia.

  • Example: Enkei PF04s (10 kg each) save ~4 kg per axle vs. stock wheels. Magnesium wheels (e.g., Konig) can save ~6 kg but require frequent balancing and are prone to damage.
  • Trade-off: Stiffer wheels (e.g., forged aluminum) may reduce comfort on rough roads unless paired with softer tires.
• Polycarbonate Windows and Sunroof

  Weight saved: 8–12 kg (stock glass windows: ~15–18 kg total; polycarbonate: ~7–10 kg).
  Performance impact: Removing glass reduces aerodynamic drag and improves weight distribution (shifting mass toward the center). Polycarbonate also resists shattering, improving safety.

  • Example: A full polycarbonate window kit (e.g., from FR-S Forum vendors) replaces tempered glass with 3-mm polycarbonate, saving ~10 kg. Sunroof removal adds ~2 kg savings.
  • Trade-off: Reduced sound insulation and potential heat buildup in the cabin; aftermarket window tinting is recommended.
• Fiberglass or Carbon Fiber Mirrors

  Weight saved: 1–2 kg per mirror (stock mirrors: ~1.2 kg each; aftermarket: ~0.5–0.8 kg).
  Performance impact: Minimal direct impact on dynamics but contributes to overall lightweighting. Carbon fiber mirrors improve aerodynamics by reducing turbulence at the rear quarter panels.

  • Example: A pair of carbon fiber mirrors (~1 kg total) from companies like JEGS or FR-S-specific vendors replaces stock units without affecting visibility.
  • Trade-off: Aftermarket mirrors may require custom mounting brackets for a factory-like fit.
• Interior Lightweighting

  Weight saved: 5–15 kg (depending on components removed/replaced).
  Performance impact: Shifting mass toward the vehicle’s center lowers the polar moment of inertia, improving rotation
  

  

  Weight-Related Safety and Compliance Considerations in the Scion FR-S

  The Scion FR-S, as a lightweight performance coupe, operates within strict engineering parameters to ensure safety, handling precision, and regulatory compliance. Exceeding its maximum gross vehicle weight rating (GVWR)—listed at 2,990 lbs (1,356 kg) for the standard model—compromises structural integrity, braking efficiency, and crashworthiness. Legal and insurance ramifications further underscore the necessity of adhering to weight limits, as modifications that push the vehicle beyond its certified parameters may void warranties, invalidate liability coverage, or trigger non-compliance with National Highway Traffic Safety Administration (NHTSA) and Federal Motor Vehicle Safety Standards (FMVSS). Below, the interplay between weight distribution, safety modifications, and crash dynamics is examined through regulatory, structural, and real-world accident data perspectives.
  

  Legal and Insurance Implications of Exceeding GVWR

  The FR-S’s GVWR is a legally binding threshold established by the manufacturer and certified by regulatory bodies. Exceeding this limit triggers several consequences:
  

  Void Warranty: Toyota’s limited warranty explicitly states that modifications altering the vehicle’s weight, suspension, or structural components may disqualify coverage. This includes aftermarket parts (e.g., reinforced subframes, heavy-duty springs) that shift the center of gravity or increase unsprung mass.

  Insurance Liability: Most insurers classify weight modifications as performance enhancements, which may be deemed high-risk. Policies often exclude coverage for accidents resulting from altered dynamics, or premiums may increase by 20–50% depending on the insurer. Some specialty insurers (e.g., those catering to modified vehicles) may require proof of structural reinforcements to mitigate risk.

  FMVSS and State Compliance: Vehicles modified beyond OEM specifications may fail inspection programs (e.g., California’s Smog Check or New York’s Emissions Testing) if weight alterations affect handling or braking performance. In extreme cases, law enforcement may classify the vehicle as a non-compliant street legal model, leading to fines or registration denials.

  Key Reference:

  "Any alteration to a vehicle’s weight distribution, center of gravity, or structural rigidity that affects its ability to meet FMVSS 111 (Braking Systems) or FMVSS 208 (Occupant Restraint) may result in mandatory recall or re-certification." — NHTSA Vehicle Modification Guidelines (2022)

  Crash Test Ratings and Structural Integrity in Relation to Weight

  The FR-S’s lightweight construction—achieved through high-strength steel, aluminum components, and a rigid chassis—plays a critical role in its crash test performance. The Insurance Institute for Highway Safety (IIHS) and NHTSA evaluate vehicles based on:
  

  Frontal Offset Crashworthiness: The FR-S (2014–2019 models) earned a "Good" rating in moderate overlap tests, attributed to its reinforced A-pillars and side sills, which distribute crash energy efficiently. Excessive weight (e.g., from heavy aftermarket parts) can reduce deformation zones, increasing passenger compartment intrusion risk.

  Side Impact Protection: The door beams and B-pillars rely on precise material properties; adding weight (e.g., reinforced roll cages without chassis modifications) may compromise energy absorption, as demonstrated in IIHS side-impact tests where vehicles with unbalanced weight distributions showed higher fatality risks (up to 30% increase in severe injury cases).

  Rollover Resistance: The FR-S’s low center of gravity (achieved via its 50:50 weight distribution) contributes to a stability factor of 1.0 or higher in NHTSA’s rollover resistance tests. Modifications that raise the center of gravity (e.g., lifted suspension without corresponding weight redistribution) can decrease stability by 15–25%, correlating with a higher rollover crash likelihood (per NHTSA’s Rollover Resistance Rating).

  Real-World Data:

  "In a 2020 NHTSA study of modified sport coupes, vehicles with GVWR exceedances of 10% or more exhibited a 40% higher likelihood of fatal outcomes in rollover crashes, primarily due to compromised structural rigidity." — NHTSA Crashworthiness Report (2020)

  Checklist for Weight-Related Safety Modifications

  Modifications that alter the FR-S’s weight distribution require proactive safety enhancements to maintain compliance and performance. Below is a prioritized checklist for high-performance or heavily modified vehicles:
  

  1. Structural Reinforcements
     • Chassis Reinforcement: Welded-in subframe connectors or roll cages (e.g., Sparco or Auto-X cages) to distribute crash forces. Necessity: Mandatory for vehicles exceeding 3,200 lbs (1,450 kg) or with aggressive suspension lifts (>1.5").
     • Door and Roof Strengthening: Aftermarket door beams (e.g., RaceCar Engineering) or roof rails to prevent intrusion in side impacts. Necessity: Critical for track use or modifications altering weight balance.
     • Firewall and Pedal Box: Upgraded firewall braces and pedal box reinforcements to meet FMVSS 208 (occupant restraint) standards. Necessity: Required for homologated race applications or vehicles with modified seating positions.
  2. Braking System Upgrades
     • Heavy-Duty Calipers and Rotors: 4-piston calipers (e.g., Brembo or Wilwood) paired with slotted/drilled rotors to compensate for increased stopping distances due to added weight. Necessity: Essential for vehicles over 3,100 lbs (1,406 kg) or with track-focused modifications.
     • Upgraded Brake Lines: Stainless steel braided lines to prevent flexing under high pressure, reducing brake fade. Necessity: Standard for any weight-increasing modification affecting braking dynamics.
     • Brake Cooling: Cross-drilled brake ducts or ventilated rotors to mitigate heat buildup. Necessity: Critical for repeated high-speed braking (e.g., track use or mountainous driving).
  3. Suspension and Steering Adjustments
     • Progressive Rate Springs and Dampers: Coilovers (e.g., KW or Tein) with adjustable damping to manage altered weight distribution. Necessity: Required for lifts >1.0" or weight additions exceeding 150 lbs (68 kg).
     • Sway Bar Upgrades: Heavy-duty sway bars (e.g., Eibach or ARB) to prevent body roll in high-G maneuvers. Necessity: Mandatory for vehicles with track-oriented modifications.
     • Steering Rack Reinforcement: Upgraded tie rods and idler arms to handle increased torque from modified suspensions. Necessity: Critical for vehicles with power steering deletions or aggressive camber adjustments.
  4. Tire and Wheel Considerations
     • Load-Rated Tires: P-metric or LT-metric tires (e.g., Michelin Pilot Sport 4S or Falken Azenis FK510) to support increased weight without compromising grip. Necessity: Non-negotiable for vehicles exceeding 3,000 lbs (1,360 kg).
     • Wheel Weight and Balance: Lightweight forged wheels (e.g., BSW or Enkei) to offset unsprung mass increases from heavy brake components. Necessity: Recommended for performance-oriented modifications.
     • Tire Pressure Monitoring System (TPMS) Calibration: Reprogramming TPMS to account for altered load ratings. Necessity: Required for legal compliance in regions mandating TPMS functionality (e.g., EU, US).
  5. Electrical and Safety Systems
     • Upgraded Battery and Fuse Box: AGM battery and high-capacity alternator to support additional electrical loads (e.g., LED lighting, ECU tuning). Necessity: Critical for vehicles with forced induction or high-wattage audio systems.
     • Rollover Protection:

       Weight Comparison with Modern Rear-Wheel-Drive Sports Cars

       The Scion FR-S (2008–2017) represents a classic lightweight RWD sports car, but its weight distribution and total mass differ significantly from modern RWD competitors. Advances in materials, aerodynamics, and hybrid powertrains have reshaped weight trends in contemporary sports cars, influencing agility, performance, and daily usability. This comparison examines how the FR-S’s weight stacks up against newer rivals like the Toyota GR Supra and Mazda MX-5 ND, while assessing its impact on track dynamics, driving experience, and long-term market value.
       

       Weight Breakdown and Material Advancements in Contemporary RWD Sports Cars

       Modern RWD sports cars leverage lighter materials and aerodynamic refinements to optimize weight distribution without sacrificing structural rigidity. The Scion FR-S, with its steel body and cast-iron engine components, weighs 1,230–1,260 kg (2,712–2,778 lbs) depending on trim. In contrast, newer models incorporate aluminum bodies, carbon-fiber reinforcements, and hybrid systems to reduce mass while improving efficiency.
       

       Key Material Shifts:
       

       Toyota GR Supra (2020–present): Aluminum body shell (30% lighter than steel), cast-iron engine (2,080 kg / 4,586 lbs curb weight).

       Mazda MX-5 ND (2016–present): Aluminum spaceframe and hood (1,050–1,100 kg / 2,315–2,425 lbs), with optional carbon-fiber roof panels.

       Nissan 370Z (2019–present): Aluminum body and V6 engine (1,650 kg / 3,638 lbs), though heavier due to power output.

     The FR-S’s steel construction, while robust, contributes to its higher polar moment of inertia (resistance to body roll), which modern aluminum-bodied cars mitigate through optimized chassis tuning. This shift directly affects cornering precision and steering feel, where lighter, stiffer materials enhance responsiveness.
     

     Performance Impact: Agility, Track Dynamics, and Daily Drivability

     Weight distribution and total mass influence a car’s balance between track performance and real-world usability. The FR-S’s 53:47 front-to-rear weight bias (with the engine mounted behind the firewall) provides a neutral handling character, but its 1,250 kg curb weight is heavier than the MX-5 ND (1,050 kg) and lighter than the GR Supra (2,080 kg). This positioning offers a trade-off:

     - Track Performance:
     The FR-S’s weight contributes to slower acceleration (0–60 mph in ~6.3 seconds) compared to the Supra (4.2 seconds) but excels in mid-corner stability due to its balanced weight distribution. The MX-5 ND’s lighter mass allows for quicker steering inputs and sharper turn-in, though its lower power output (181 hp vs. the Supra’s 335 hp) limits top-speed stability.

     - Daily Drivability:
     The FR-S’s weight makes it more forgiving on rough roads than the MX-5 ND, which can feel twitchy at highway speeds. The Supra’s heavier mass requires more effort to maneuver in city traffic, while the FR-S’s lower center of gravity (thanks to its flat-four engine layout) improves ride comfort without sacrificing sportiness.
     

     Enthusiast Consensus (TrackDaySafety, AutoWeek):
     "The FR-S’s weight is a double-edged sword—it’s heavy enough to feel planted at high speeds but light enough to be nimble in technical corners. Modern cars like the MX-5 prioritize agility, while the Supra trades weight for straight-line power."

     Resale Value and Collector Appeal: Weight as a Market Differentiator

     The FR-S’s weight plays a subtle but critical role in its resale value and collector status. Lighter, more modern sports cars (e.g., MX-5 ND) command higher premiums due to their improved efficiency, lower running costs, and perceived "purity" of driving dynamics. Conversely, the FR-S’s heavier yet classic RWD character appeals to enthusiasts seeking a raw, unadulterated driving experience without hybrid or turbocharged complexity.

     - Resale Trends (2023–2024 Data):
     

     • Scion FR-S (2013–2017): Retains 50–60% of original value after 5 years, with premium models (e.g., Premium trim) fetching $12,000–$15,000 in the used market.
     • Mazda MX-5 ND (2016–2023): Holds 65–75% value retention, with rare editions (e.g., RF) exceeding $25,000 in collector circles.
     • Toyota GR Supra (2020–present): Early models (2020–2021) appreciate 20–30% above MSRP due to limited supply, despite its heavier weight.

     The FR-S’s weight disadvantage is offset by its simplicity, reliability, and cult following. Buyers prioritize its lightweight RWD platform (relative to modern turbocharged cars) and lack of electronic driver aids, which aligns with purist driving philosophies. The MX-5’s lighter mass and Mazda’s brand prestige drive higher demand, while the Supra’s weight is justified by its V6 power and JDM heritage.
     

     Market Insight (Hagerty Pricing Index):
     "Weight alone doesn’t dictate value—it’s how a car’s mass interacts with its driving character. The FR-S’s weight is a badge of authenticity for RWD purists, whereas modern cars leverage lightweight designs to appeal to younger, performance-focused buyers."

     Weight and Fuel Efficiency in the Scion FR-S: Real-World Performance Analysis

     The Scion FR-S, as a lightweight rear-wheel-drive sports coupe, demonstrates a direct correlation between its curb weight and fuel efficiency, influenced by both aerodynamic demands and powertrain optimization. Real-world data reveals that even minor weight alterations—whether through aftermarket modifications or stock configurations—can yield measurable differences in miles per gallon (MPG). This analysis examines empirical fuel economy figures under varying weight conditions, the mathematical relationship governing weight-to-efficiency trade-offs, and the economic implications of weight-reduction strategies. EPA and manufacturer-provided benchmarks further contextualize how driving conditions (e.g., stop-and-go traffic vs. highway cruising) exacerbate or mitigate the impact of added or reduced weight.
     

     Fuel Economy Figures Under Different Weight Conditions

     The following table compares the Scion FR-S’s fuel economy across three weight scenarios: stock configuration, with a roof rack (adding ~30–50 lbs), and after weight-reduction modifications (e.g., carbon fiber hood, lightweight wheels, and interior trim removal, reducing ~100–150 lbs). Data is derived from EPA estimates, manufacturer testing, and third-party dynamometer studies, adjusted for consistency in testing protocols (e.g., 55% city/45% highway cycles).
     

     Configuration	Curb Weight (lbs)	City MPG (EPA)	Highway MPG (EPA)	Combined MPG (EPA)	Real-World Adjustment (Est.)
     Stock (2013–2019)	3,020–3,080	22	31	25	-2 to -3 MPG (city), -1 to -2 MPG (highway)
     With Roof Rack	3,070–3,130	20	29	23	-4 to -5 MPG (city), -2 to -3 MPG (highway)
     Weight-Reduced (Carbon Hood, Lightweight Wheels, Trim Removal)	2,850–2,900	24	33	27	+1 to +2 MPG (city), +1 to +1.5 MPG (highway)

     Key Observations:
     
     • A 10% increase in weight (e.g., stock → roof rack) reduces combined MPG by ~8% in real-world conditions, primarily due to higher rolling resistance and engine load during acceleration.
     • Weight reduction of ~5% (e.g., stock → modified) improves combined MPG by ~8–10%, with greater relative gains in city driving due to reduced inertia during frequent stops.
     • The non-linear relationship between weight and MPG is governed by the formula:

     ΔMPG ≈ (Original MPG × (1 – √(New Weight / Original Weight)))

  This empirical approximation accounts for the square-root law of energy loss in vehicle dynamics, where doubling weight does not halve efficiency but degrades it significantly.
  

  Impact of Weight on Fuel Economy in Stop-and-Go vs. Highway Driving

  The Scion FR-S’s fuel economy degradation under added weight is more pronounced in low-speed, high-acceleration scenarios (e.g., city traffic) than in steady-state highway cruising. This disparity arises from two primary factors: kinetic energy losses during braking/acceleration and aerodynamic drag dominance at higher speeds.
  

  EPA City Cycle Data (FR-S, Stock vs. +50 lbs Roof Rack):
  

  Stock: 22 MPG (average speed: 19 mph, 28% idling).

  With Roof Rack: 20 MPG (12% reduction).

  Explanation: The roof rack increases frontal area by ~0.1 ft², raising Cd×A (drag coefficient × area) from 0.32 to 0.33. However, the primary loss stems from the 20% increase in rotational mass (wheels/tires), which demands ~30% more energy to accelerate from 0–30 mph.

  EPA Highway Cycle Data (FR-S, Stock vs. -100 lbs Weight Reduction):
  

  Stock: 31 MPG (average speed: 48 mph, 5% idling).

  Weight-Reduced: 33 MPG (6% improvement).

  Explanation: At highway speeds, aerodynamic drag (70% of total resistance) becomes the dominant factor. Reducing weight by 100 lbs lowers the engine’s load by ~7% during cruising, but the real gain occurs during acceleration phases (e.g., merging), where lighter components reduce energy waste.

  Mathematical Context:
  The power required to overcome rolling resistance (P_rr) and acceleration (P_acc) scales linearly with weight, while aerodynamic power (P_aero) scales with the cube of velocity (v³). Thus:

  Total Power Demand (P_total) = P_rr + P_acc + P_aero P_rr ∝ Weight × Speed P_acc ∝ Weight × Acceleration P_aero ∝ (Cd × A) × v³

  In city driving, P_rr + P_acc dominates (weight-sensitive), while in highway driving, P_aero becomes primary (weight’s impact diminishes unless drag is also reduced).
  

  Cost-Benefit Analysis of Weight-Reduction Modifications

  Weight-reduction modifications in the FR-S offer tangible fuel savings, but their economic viability depends on upfront costs, projected fuel price, and annual mileage. Below is a cost-benefit breakdown for three common modifications, assuming a $3.50/gal fuel price and 12,000 miles/year (typical for enthusiasts). Payback periods are calculated using conservative MPG improvements and EPA’s 2023 fuel economy data.
  

  Assumptions:
  

  Stock FR-S: 25 combined MPG, 12,000 miles/year → 1,680 gal/year.

  Modified FR-S: +2 MPG (27 combined) → 1,556 gal/year.

  Savings: 124 gal/year × $3.50 = $434/year.

Modification	Estimated Cost (USD)	Weight Saved (lbs)	MPG Improvement (Combined)	Annual Fuel Savings (12k mi)	Payback Period (Years)
Carbon Fiber Hood (e.g., JE Motorsport)	$1,800–$2,500	12–15	+1.5 MPG	$325	5.5–7.7
Lightweight Wheels (e.g., The Scion FR-S’s weight is more than a specification—it is the foundation of its driving character, shaping everything from spirited cornering to fuel efficiency in daily commutes. By understanding its structural optimization, performance trade-offs, and aftermarket potential, drivers can make informed decisions to enhance agility or longevity. Whether comparing it to modern rivals like the Toyota GR Supra or evaluating the cost-benefit of weight-reduction mods, the FR-S’s legacy lies in its ability to deliver thrilling dynamics while remaining accessible. As materials and engineering evolve, this analysis underscores the enduring relevance of weight as a defining factor in sports car performance. FAQ What is the weight distribution of the Scion FR-S (or Subaru BRZ)? The Scion FR-S (2013–2016) has a 50/50 weight distribution (front/rear) in its base form, though slight variations occur with different trims or aftermarket modifications. The 2017+ FR-S (now Toyota GR86) shifts slightly to 49/51 due to minor rear-weight adjustments for improved handling. How can I reduce the weight of my Scion FR-S? Common weight-reduction methods include removing the spare tire, swapping to a lighter battery (AGM), using carbon fiber mirrors, deleting unnecessary sound deadening, and opting for aftermarket lightweight wheels. Removing the rear seats (if equipped) or replacing heavy parts (like the exhaust) can also help. Expect savings of 20–50 lbs depending on modifications. What is the Scion FR-S weight in kilograms? The 2013–2016 Scion FR-S weighs approximately 1,150–1,200 kg (2,535–2,645 lbs) curb weight, with the 2017+ Toyota GR86 slightly heavier at 1,180–1,230 kg (2,600–2,700 lbs) due to updates. Exact weight varies by trim (e.g., Premium vs. Base). Where is the weighted shift knob on the Scion FR-S located? The weighted shift knob (used for manual transmission balance) is located inside the center console, accessible by removing the shift boot and knob. It’s a small, removable weight that can be adjusted or removed to alter shift feel—commonly used in tuning for smoother gear changes. How much does the Scion FR-S weigh in tons? The Scion FR-S weighs roughly 1.15–1.2 metric tons (1.27–1.33 short tons) curb weight. This includes the car’s empty weight without passengers or cargo, based on manufacturer specs for the 2013–2016 models. What is the weight of the 2013 Scion FR-S? The 2013 Scion FR-S (NA1 model) has a curb weight of about 2,535–2,570 lbs (1,150–1,166 kg), depending on the trim (e.g., Base vs. Premium). This includes fluids but excludes optional equipment like roof rails or heavy aftermarket parts.

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• fuel efficiency analysis
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