The Subaru BRZ, along with its Scion FR-S twin, is a car of enormous significance to enthusiasts. Not since Mazda’s Miata two-seater made its debut 25 years ago has a new rear-drive sports car been so attainable yet so dedicated to the art of driving. But while we are able to concede some refinements in the name of the Subieyota’s appealing base price and handling prowess, its overall polish remains a bit, shall we say, rough.

Given the BRZ’s specs—rear-drive, 200 horsepower, manual gearbox, less than 30 grand—we began our 40,000 miles of study long before it and the Scion formally secured 10Best trophies for 2013. The Subaru was always our first choice, as the company handled the bulk of the engineering, including the fitment of one of its emblematic flat-four engines.

Our long-term 2013 Premium model in WR Blue Pearl was a fine cake that needed no frosting; even the base car comes well equipped with an excellent six-speed manual, body-hugging cloth seats, touch-screen navigation, and a cocoon of six airbags.

Standard, too, is the way the BRZ’s stellar dynamics obliterate a driver’s impulse control. Aided by an ultra-low center of gravity (18.1 inches), the 2757-pound Subaru can shimmy down twisty roads with poise. The superquick, electrically assisted steering’s effort rises in a natural, linear fashion as cornering forces build. Closely spaced pedals allow for easy heel-and-toe action, while the short-throw shifter is nice and close to the steering wheel, even if it felt notchy at times. “The most fun you can have this side of a Porsche,” proclaimed one Boxster S–owning editor.

View Photos PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

The BRZ’s front-strut/rear-multilink suspension is loosely based on the Impreza’s and is tuned for a slight push in corners. However, a standard Torsen limited-slip differential ensures that the rear of the chassis is as lively as the car’s helm. Combined with modest grip from the 215/45R-17 Michelin Primacy HP rubber, good for 0.89 g on the skidpad, the Subie is an accomplished drifter when its stability ­control is deactivated.

While the BRZ’s chassis can easily handle more power than the current 2.0-liter flat-four provides, our drivers were impressed with the boxer’s 100 hp/liter output, attributable in part to Toyota’s D-4S fueling system with both port and direct injectors. Maintaining speed in the BRZ requires smooth inputs and quick shifting to keep the revs above the torque curve’s 3000-to-4500-rpm valley [see chassis dyno plot]. This can be educational for novices and rewarding for experts. “Can be” are the operative words in that last sentence; some folks found its lack of linearity frustrating.

The engine propelled our long-termer to 60 mph in a respectable 6.4 seconds when new, and through the quarter-mile in 15.0 seconds at 94 mph, making it slightly quicker than the current MX-5 Miata. Despite our car’s so-so initial stopping ­performance from 70 mph (172 feet), and the pedal losing some of its initial bite over time, the brakes remained easy to modulate throughout the car’s stint. A harsh Michigan winter prevented us from fully retesting the BRZ at 40,000 miles, but a truncated excursion to a warmer location yielded slightly slower zero-to-60 (6.7 seconds) and quarter-mile (15.1 at 95 mph) times, likely due to worn-out tires and a lower-friction surface at our second test venue. Lateral grip on the skidpad dropped to 0.83 g. But given the car’s slightly improved acceleration to 100 mph (16.7 ­seconds versus 16.9 when new) and its stronger rolling-start performance, we’d expect our broken-in test car to be quicker out of the hole with a fresh set of rubber.

Our primary issue with the BRZ’s powerplant is noise. The boxer-four sends out a coarse, agricultural thrashing with only a hint of the throaty growl you’ll hear in other sporty Subarus. “The good news is that it revs to 7400 rpm,” observed one commenter. “The bad news is that you only want to hear it rev to 4000.” The platform’s minimal insulation channels road and drivetrain noises straight into the cabin.

View Photos The BRZ's driving tools are first-rate. Secondary entertainment controls, i.e. the radio head unit, are not. PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

The tin-shed acoustics—along with the choppy ride—meant that we rarely chose the BRZ for long-distance travel. Only on occasion did our test car venture beyond the Midwest, with six-foot-seven senior editor Jared Gall the first to stretch the car’s legs on a mid-winter vacation to New York with his wife. Aided by a set of Michelin X-Ice Xi2 winter tires ($604 plus installation), the Subaru returned unscathed but with Gall saying he’d require something more refined for his next voyage.

Those who did embark on longish drives appreciated the Subaru’s 28-mpg-average fuel economy and its range of more than 380 miles. Although the rear seats are laughable for adults and the trunk offers just seven cubic feet of storage, folding the rear seatbacks down does net enough space for a driver and a full set of track tires.

No feature was more widely panned than the Subaru’s touch-screen infotainment system. A chintzy, convoluted afterthought with tiny controls, slow responses, and a poorly lit display, it was all but impossible to operate safely while driving, and it generated expletive-laden tirades from nearly every driver. The logbook also told tales of difficulties connecting Bluetooth devices and errors in the navigation system’s guidance. The unit’s GPS receiver failed completely around 10,000 miles. Subaru has issued a service bulletin for the problem; that trip to the dealer was one of many our car made during its 19 months in our care.

The BRZ has a 7500-mile service interval, and four of our five scheduled stops cost less than $100 each. They covered an oil-and-filter change, tire rotation, and inspection. The lengthier 30,000-mile service ran a substantial $367 for the same, along with new air filters (engine and cabin), a brake-fluid flush, and more.

View Photos Subaru's (and Toyota's) commitment to car enthusiasts is not in doubt. Its commitment to NVH suppression is much less obvious. PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

Our unscheduled visits began at 3600 miles when we had to replace a drip-rail molding ($47) that came off in a car wash. Other problems were not so easily addressed, including power windows that occasionally froze in icy weather. The aforementioned cabin noise was exacerbated by a litany of rattles from the manual shifter, dash, and center console. The dealer installed a new shift knob and applied lots of foam tape to quell the squeaks and buzzes, but all eventually returned. One editor asked, “Did someone leave a beehive in here?”

Other issues included a loose hood latch and taillights that filled with condensation, the latter issue also known to Subaru and covered by the warranty. Around 21,000 miles, the clutch pedal developed a squeak that proved particularly difficult to eradicate. It was temporarily fixed by separating the transmission from the engine and fitting a new throw-out bearing, plus lubing the various components, but the squeak returned at 34,000 miles. This time the dealer installed a new master cylinder and additional lubrication to make it go away, all under warranty.

Our largest expenditure was $2987 in front-end repairs (fascia, radiator and supports, A/C condenser, skid plate, etc.) because one of our drivers, displaying a critical lack of judgment in wintry conditions, put the BRZ’s nose into a ditch.

At the end of our 40,000-mile test, the fact that most of us still wanted to blast off in the BRZ down a winding road validates Subaru’s engineering talent and its commitment to enthusiasts. The BRZ is “100 pounds of sound-deadening material away from greatness,” noted one test driver, to which we’ll also add: a new audio system and a stonkier engine note. With a new Miata looming, and affordable rear-drive cars from Nissan and Kia potentially in the offing, how Subaru realizes the BRZ’s full potential will determine how fondly we’ll look back on it in a couple of decades. For now, though, pack your bee suit.

Rants and Raves RON SESSIONS: I love this car for its visceral appeal. Steering response and turn-in are right now, but it would be great if the car would settle down on the interstate. ALEX STOKLOSA: More and more rattles have presented themselves, likely because the firm suspension attacks the body and everything attached to it like a honey badger. K.C. COLWELL: I would rather have an aftermarket Alpine stereo than this garbage pile of a head unit. CAROLYN PAVIA-RAUCHMAN: All-in-all, a noisy little guy these days. But what a head turner! RUSS FERGUSON: Man, oh man, I wish I lived in the mountains and had this car. At first, I wished for more motor, but I soon came to realize that, like a Miata, this is just about right. JARED GALL: This car defines great driving position. AUSTIN LINDBERG: I found the BRZ to be a surprisingly good freeway companion; neither my back nor my knees were sore after a seven-hour trip to Missouri. JOHN PHILLIPS: At 70 mph there's not enough illumination to avoid roadkill; worst headlights in the past 10 years. JULI BURKE: It's okay for an in-town car, but feels lightweight and cheap at highway speeds. KIRK SEAMAN: I applaud Subaru and Toyota for having the balls to make this car. It would have been so easy not to.

Months in Fleet: 10 months

Current Mileage: 20,929 miles

Average Fuel Economy: 28 mpg

Average Range: 370 miles

Service: $174

Normal Wear: $0

Repair: $0

Damage and Destruction: $47

Since we last checked on our long-term, 10Best-winning Subaru BRZ at about the 10,000-mile mark, springtime temperatures have slowly come to Michigan and put the little rear-drive coupe back in its element for pure driving pleasure. The car continues to accumulate miles at a snail’s pace, and several of the car’s shortcomings seem to be directly related to how much we ask of it as a day-to-day vehicle.

Where Are You Going?

Michelin X-Ice Xi2 winter tires were on the car for the majority of our last stint, and we can confirm they saved the Subie’s hide over the winter months. Although straight-line tracking on the highway was severely impaired by the squishy, seasonal rubber, the complaints stopped once the BRZ proved it could get around fine with white stuff on the roads.

So fine, in fact, that our six-foot-eight senior editor, Jared Gall, along with his wife, took the car to New York City in the middle of winter for a vacation. They returned unscathed, with their primary complaints centered on things that, well, a giant would notice in such a tiny car: a lack of leg- and kneeroom and seat bolsters that are a smidge narrow. “I won’t be taking it on any more long trips, and I’m not happy about that,” Gall declared, noting the car still offers an exemplary driving position.

View Photos PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

The BRZ’s small size and energetic personality, however, have mostly kept it a local runabout, with St. Louis, Missouri, the only other recent far-flung destination. “It’s okay for a town car, but it feels lightweight and cheap at highway speeds,” noted one logbook comment. Draconian measures might be needed to get the Subie on additional long-range trips.

Reflashes, Leaky Taillights and Other Woes

One place our BRZ is becoming very familiar, though, is at the local dealership’s service center. In addition to a handful of previous visits, a new shift knob for the slick six-speed manual was fitted at just over 10,000 miles because the original one had begun to rattle. Shortly thereafter, the already infuriating navigation system developed a glitch and stopped working, necessitating another trip to the dealer for a reflash and software update. Both issues were covered by Subaru’s warranty, but the scheduled 15,000-mile service, including an oil and filter change, inspection, and tire rotation, was not. That set us back $84.

While the car was in for the oil change, technicians fiddled some more with the shift knob, installing foam tape this time. The BRZ also finally got new taillight assemblies, which had been on back order for months. (Condensation in the rear lights, including our car’s, reportedly was an issue with many early BRZs.) Other issues that have yet to be remedied include a couple of rattles in the cabin, a loose hood latch that causes the hood to flutter at high speeds, and power windows that occasionally freeze up in cold weather.

View Photos PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

As we’ve highlighted before, the Subaru’s audio and navigation system has ergonomic issues that continue to frustrate drivers because of small touch-screen controls, a confounding interface, and the lack of redundant steering-wheel buttons. A sore spot on an otherwise terrific-driving car, it’s one of the reasons—including a small trunk and a smaller back seat—the BRZ hasn’t ventured far from home more often.

Onward Ho!

Despite the fit-and-finish niggles, our BRZ continues to be great at its core mission: driving fun. Several staffers have noted their willingness to purchase one of their own, and the Subaru still turns heads and draws thumbs-ups from all walks of life. Having the Michelin Primacy HP all-season tires back has revived the car’s excellent dynamics, which we hope will tempt more drivers to explore new, faraway roads with the BRZ. As long as we spend more time enjoying the car’s driving experience than taking it to the dealer to address its minor issues, which is still largely the case, the BRZ will remain on our list of favorites.

Months in Fleet: 5 months

Current Mileage: 10,334 miles

Average Fuel Economy: 29 mpg

Average Range: 383 miles

Service: $90

Normal Wear: $0

Repair: $0

Damage and Destruction: $47

Subaru’s rear-wheel-drive BRZ sports car was a lock for long-term duty in our vehicle fleet, what with its being fun, affordable, and relatively efficient, as well as one of the most significant new models for 2013. So we ordered up a Premium model in Subie’s iconic WR Blue Pearl hue. Fitted with a six-speed manual transmission and priced at $26,265 to start, it’s the least-expensive BRZ trim, forgoing the optional $1100 six-speed automatic and the added conveniences—heated leather seats with faux suede inserts, heated exterior mirrors, keyless entry and start, fog lights, dual-zone climate control, and more—of the $28,265 Limited model. It’s definitely worth noting that, since our car’s arrival, the BRZ made it onto our 2013 10Best Cars list, along with its Scion FR-S twin.

Despite its entry-level status, our Subie packs as standard six airbags, multistage stability control, a touch-screen infotainment system with navigation and Bluetooth, fold-down rear seatbacks, supportive front sport seats, LED daytime running lights, a Torsen limited-slip differential, and 17-inch aluminum wheels. Also included, of course, are some of the best driving dynamics available today.

Toss and Catch? It’s Not Just a Ball Game

Once the Subaru was broken in, we turned it loose on the test track, where it posted a 6.4-second run to 60 mph and a quarter-mile gallop of 15 flat at 94 mph. Those times are comparable to those of other BRZs we’ve tested with the manual gearbox, as are the 172-foot stop from 70 mph and 0.89 g of grip around the skidpad. The 2757-pound coupe was able to reach a drag-limited 139-mph top speed.

View Photos PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

Although the BRZ isn’t a particularly fast car, it’s organic and direct in its responses to inputs in a way that feels naturally hard-wired to the driver. Like the MX-5 Miata, the BRZ is an easy car to get to know. Take it down your favorite stretch of twisty bits, and you’ll be friends in no time. (We’re talking about roads. Settle down.) Initial logbook entries heaped praise on its balanced chassis and surprisingly communicative electric-assisted power steering, which is also nicely weighted and helmed by a small, grippy steering wheel devoid of secondary controls. The brake pedal is firm and easy to modulate, and the tight action of the manual shifter makes running through the gates very rewarding.

A Maddening Radio and Other Maladies

The remainder of the logbook’s first impressions, however, focused on the BRZ’s infuriating touch-screen interface for the audio and navigation system. Standard equipment on the BRZ, the head unit looks and feels far below even the Subaru’s affordable price point and is hampered by clumsy operation and a lack of redundant hard controls. The virtual buttons are small and difficult to locate while driving, and the system responds sluggishly compared with most factory multimedia setups. Some drivers have generously called it a nuisance; others call it flat-out dangerous to operate while on the road. As much as we appreciate the simplicity of the contoured steering wheel, having additional—and more effective—audio controls at our fingertips would be a boon.

We’ve made one scheduled stop—at 7685 miles for a $90 oil-and-filter change and inspection—but our unscheduled visits to the dealership have been many. The first occurred at 2600 miles when a chunk of the Subaru’s roof molding ripped loose in a carwash. It cost $47 to replace. About 1000 miles later, the leather-wrapped shift knob began to rattle at highway speeds, at which point we also ordered a new set of taillights because the ones on our car weren’t sealed well and were constantly filled with condensation. This apparently is a common problem with the BRZ, and a service bulletin has been issued. As of this writing, the new shift knob and the lights are on back order at the dealer, and both are covered by warranty. Finally, with about 6800 miles on the clock, the passenger-side power window stopped working on an icy morning after a freezing rainstorm. It fixed itself once the temperatures rose and has yet to fail again, although we haven’t seen similar weather since.

View Photos PATRICK M. HOEY, MICHAEL SIMARI, MARC URBANO

Winter Challenge

As we rack up the miles between service stops, the realities of regularly driving a small rear-drive sports car in Michigan are setting in. With just 1233 pounds over the rear axle and about five inches of ground clearance, we’re going to have to reset our expectations for a Subaru once the snow arrives. In hopes of giving the car a fighting chance of surviving the winter, a set of 215/45-17 Michelin X-Ice Xi2 snow tires ($604) have been fitted in place of the standard Michelin Primacy HP rubber. Light snow and the car’s utter predictability should prove to be highly entertaining, although outright grip and responsiveness have been reduced significantly by the new tires, with the BRZ now easier than ever to drift around at low speeds.

We’ve averaged an impressive 29 mpg so far—near the high end of the car’s 22/30-mpg splits, but we expect longer voyages to be few and far between. The BRZ has yet to leave southeast Michigan, in fact, which helps explain its low-for-us mileage accumulation thus far. The car has minimal accommodations for rear occupants and a cozy seven-cubic-foot trunk, although the track rats on staff will appreciate being able to stow a full set of additional tires in the car with the front-passenger and rear seats folded down. The BRZ is still an excellent driver’s car for novice and expert pilots alike, but the next 30,000 miles will determine if our relationship with the BRZ grows as close as the one the car has with the road.

Specifications VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $26,265 (base price: $26,265)

ENGINE TYPE: DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injection

Displacement: 122 cu in, 1998 cc

Power: 200 hp @ 7000 rpm

Torque: 151 lb-ft @ 6400 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:

Wheelbase: 101.2 in

Length: 166.7 in

Width: 69.9 in Height: 50.6 in

Curb weight: 2757 lb

PERFORMANCE: NEW

Zero to 60 mph: 6.4 sec

Zero to 100 mph: 16.9 sec

Zero to 110 mph: 21.6 sec

Rolling start, 5-60 mph: 8.0 sec

Standing ¼-mile: 15.0 sec @ 94 mph

Top speed (drag limited): 139 mph

Braking, 70-0 mph: 172 ft

Roadholding, 300-ft-dia skidpad: 0.89 g

PERFORMANCE: 40,000 MILES

Zero to 60 mph: 6.7 sec

Zero to 100 mph: 16.7 sec

Zero to 110 mph: 21.4 sec

Rolling start, 5-60 mph: 7.5 sec

Standing ¼-mile: 15.1 sec @ 95 mph

Top speed (drag limited): 140 mph

Braking, 70-0 mph: 171 ft

Roadholding, 300-ft-dia skidpad: 0.83 g

FUEL ECONOMY:

EPA city/highway driving: 22/30 mpg

C/D observed: 28 mpg

Unscheduled oil additions: 1 qt

WARRANTY:

3 years/36,000 miles bumper to bumper;

5 years/60,000 miles powertrain;

5 years/unlimited miles corrosion protection;

3 years/36,000 miles roadside assistance

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