skip to main |
skip to sidebar
Though the boxy xB is the image leader, the tC is as upscale as Scion goes. Designed to serve the needs of the personal-coupe market so well attended by the Honda Civic, Saturn ION and Chevrolet Cobalt, the tC offers more space and a richer ride than some of those competitors, and packs it all into a vehicle with a smaller footprint. The stylish little tC is more car than its diminutive size would suggest.
The styling is subdued, especially compared to the standout xA and xB four-doors, but the tC isn’t boring by any stretch. Look closer and you’ll see intricate details in the headlight units and gentle side sculpting. The basic design is a seven-eighths scale interpretation of the long-hood, short-tail proportions of a classic sports car. The tC’s squared-off hood is comparatively stubby, but still makes up a good chunk of its length. A standard double-paned moonroof opens up most of the roof area to the sky and makes the cabin feel more spacious.
Inside, it’s surprisingly roomy. Although it’s only a two-door, the tC has a generous back seat with plenty of legroom. Driving position is somewhat legs-out and the tC sits low, so drivers used to riding high in an SUV may find it a bit constrained at first. However, there’s plenty of legroom and elbow room. The console includes a handy cubby hole for swallowing loose items. A measure of security is provided for the sound system as well, in the form of a cover panel that can be folded down to hide the stereo controls. The amenities are surprising, from the small things like the sun visors with extenders to the available iPod-compatible Pioneer sound system. Cruise control, a first aid kit and keyless entry are standard equipment. Side airbags are available. The tC may be relatively inexpensive, but it’s not a stripped-out entry-level car.
Will it really seat four, you ask? We trusted the Scion’s back-seat space enough to put our in-laws back there for a trip to dinner. There were no complaints...about the car, at least. A twelve cubic-foot cargo area hides under the yawning hatchback, as well.
Equipped with the optional four-speed automatic transmission, the tC is cheerful around town. Power from the relatively big-bore 2.4 liter four-cylinder engine is available immediately, and it isn’t buzzy or noisy. Variable valve timing broadens the torque curve while keeping fuel economy respectable. The standard five-speed manual ups the sport ante a little bit with faster responses and greater control over gearing, naturally. The tC is enjoyable with either gearbox installed, however.
The strut-front, wishbone-rear suspension is compliant enough to deal with potholed city streets, but provides plenty of feedback when cornering as well. The relatively wide stance and light, stiff body structure lend themselves well to feats of handling. Steering is responsive, and anti-lock brakes are standard. In stock form the tC is surprisingly well planted; enthusiasts who intend to go for more race-ready performance wheels and tires should find that the Scion responds well to tuning. With that in mind, Scion offers a Spec Package tC with plain steel wheels and limited options, that’s ready for modifying.
If cars were sold in department stores, you’d likely find the tC in the "Petite Sophisticates" section. That isn’t to say that all of the guys out there who have issues about being seen in a "chick car" should stay away, of course. Like the rest of the Scion lineup, the tC is a blank canvas upon which the owner is all but expected to imprint his or her personality. With surprisingly elegant style, excellent and entertaining road manners and versatile performance, the tC makes a good starting point. Pricing starts at $17,000. Tack on the automatic transmission, XM satellite radio and a security system, as with our test car, and you’ll get a sexy little $18,685 commuter that proves frugal doesn’t have to be boring.
by Chris Jackson
www.car-data.com
For 2008, the xB's first ground-up redesign enables it to grow into that role, literally. The new xB is larger, bolder and just as cutting-edge as ever. Fashionistas and hipsters have no fear, the box hasn't lost a bit of its attitude. It's picked up a more powerful engine and improved road manners however; the better to be a serious all-around vehicle rather than just a cool-looking commuter that can carry more stuff than average.
The 2005 t2B show car predicted the styling of the new xB, a fact which is obvious from first glance. It's still a box, with narrow headlights and a solid, two-box look. Flow-through windows and a solid C-pillar accentuate the look. The xB has softer edges and narrow-ish windows, giving it a heftier, more burly look. Asymmetrical details like a single, offset reverse light add visual interest, and bulging fenders suggest a hint of performance capability. The new car is twelve inches longer, with a four-inch stretch to the wheelbase. Out of sight, subtle underbody aerodynamics reduce drag. With 69.9 cubic feet of cargo space, the xB is as big as some small SUVs inside. It could make a surprising alternative to some crossover sport-utes in fact, though it doesn't offer all-wheel drive.
The interior looks more conventional, but isn't ordinary by any stretch. If anything, it's slicker than the outside. The seats are tall, with the short cushions that have always characterized Toyota products, and they recline flat for impromptu camping if need be. The dash features a centralized four-gauge pod, and the nearly-flat console is decorated with chrome and wraps around the shifter. A driver information center with clock, temperature, fuel economy and range information is standard. There's a cool storage drawer under the back seat as well. Connections for an iPod and other portable music players are standard equipment, and the sound system comes with rear inputs to make adding aftermarket subwoofers and amplifiers easier. Scion clearly knows its customer base. The air conditioning system has been improved over the previous, rather weak system. A navigation system is also available for the first time.
The new xB gets a larger 2.4 liter four-cylinder engine, courtesy of the Scion tC. The 158-horsepower engine is well-suited to the xB's larger dimensions, and the box moves out nicely when given the urge. The 2.4 is actually a bit more engine than the xB needs, so it's a relaxed powerplant that's nearly silent at idle. A five-speed manual transmission is standard, with a four-speed automatic optional. The cable-actuated shifter lacks the solid feel of a true performance car's linkage, but is light and easy to use in traffic. Fuel economy, according to the revised, real-world based 2008 EPA figures, is 22/28.
The MacPherson front/torsion-beam rear suspension keeps the xB feeling confident. On the road, this car rides almost like a small SUV, thanks to the relatively tall ride height and spacious interior. Keeping things carlike, the longer wheelbase and low center of gravity give the xB a secure feeling, which is augmented nicely by the bank-vault design and blind C-pillars. It's not tippy in the least, and though it hasn't been set up to be a performance vehicle, the xB is likely to shine with minimal performance modificiations. The electronic power steering is light on effort, and well-suited to the xB.
Scions have always been well-equipped, and the xB continues that tradition. Four-wheel disc brakes, anti-lock brakes and traction control are standard equipment on Scion's box. Side and side-curtain airbags are also on the list.
Don't call the xB "entry-level," because it's a definite step above, in spite of its relatively petite dimensions. This subcompact has style and attitude to match cars four times its price, and the improved performance and freshened looks should bring a lot of loyal xB customers back. Pricing for the new xB has been set at $15,650 for the manual transmission and $16,600 for the automatic.
by Chris Jackson
www.car-data.com
My test vehicle had a rear spoiler, Scion Security and a navigation system, which is a must, making my vehicle still less than $21,500. The car was sufficiently equipped and had everything I needed. Of course that could bring us back to the age issue, but let’s not go there. While I’m not a fan of two door cars the third door Liftback came in really handy when loading and unloading groceries. Much easier than loading and unloading passengers in the back seat, I might add, but with only 31.6 inches of rear legroom it tended to feel a bit cramped. The 60/40 split rear seats were a plus when hauling larger items.
I liked the interior. The rich appearance and mix of textures added to its overall appeal. Sitting in the driver’s seat had a cockpit feeling and I felt in control of the car. The sunroof that covers both the first and second row seats adds an element of the outdoors and makes the interior feel bigger and more open. The 160-watt Pioneer audio stereo system with iPod connectivity and auxiliary port also provided great audio capabilities.
Along with the price, the appeal of this car is the many, many choices and options a buyer can add. Kind of like a blank artist’s canvas, you can even add purple neon light under the dash, although I’m not sure that would add to the ride. Scion engineers also included a wide variety of safety features such as Four-wheel antilock brakes, Seat mounted side-impact airbags, first and second row side curtain airbags and driver’s knee airbags. Add all this up and a sleek exterior design, which differs from the other more funky boxy Scion’s, and I think I’d safely say they have a winning vehicle.
I have come to the realization that when I get into a vehicle for the first time, I immediately look at the cup holder options. Call me shallow or just an avid coffee drinker who is seldom without a cup, but I found in talking to other people, women in particular, that this is a very important aspect of how we feel about the vehicle.
On a scale of 1-10
Cup holders – 5½
The tC had four total cup holders which were one size.
By Sandi Pedersen
Car Data Co.
If you saw it on the street, you might think a Smart and Toyota Yaris procreated. At 126.9” long and 71.4” wide, it should fit almost anywhere. A rear hatch and fold-down seats allow small children to ride in the hindquarters and provides versatile luggage space. In concept form, the iQ looks like a Hot Wheels mad scientist lost his entire mind and created Frankenstein’s city car. The Toyota iQ, sold over the pond, is rather conservative, but designers went for 20-somethings and added ferocious facias, 18” gray alloy wheels, LED driving lamps, Flash Gordon metallic yellow paint, spoiler, and body color everything.
Unlike Smart, the iQ is front-engine and front-drive, requiring a slightly longer snoz than its German-French competitor. In practice, this will keep costs down and make the car a little more normal from the driver’s seat. The 1.3-litre four-cylinder engine develops 93 horsepower and 89 lb.-ft. of torque. Vehicle Stability Control, brake force distribution, and four-wheel anti-lock brakes insure all of the power does not overwhelm the car’s wee chassis.
Inside, passengers will want to play with the LCD dash screen that can play music and videos. Brown seats are stylish with their honeycomb inlays. Much of the rest of the cabin, including three knobs for climate control, sporty three-spoke steering wheel, high seating position, and simple controls are very similar to the Toyota Yaris. Designers always trick out concept cars, but the basic design and space utilization are very good. The rear window airbag is also a pretty cool idea considering how close passengers sit to the hatch.
Scion’s iQ may only have one wheel in the crazy zone as it heads for American showrooms circa 2011. Toyota is even promising an all-electric version. Take a Smart, add a little more space, up power from a larger engine, while not making it too large seems like a great recipe for Scion success. If/when the Scion iQ makes it to production, expect prices to start at a youth-friendly $13,000.
By Casey Williams
MyCarData
If anything, the xB is a beefier square. It’s bigger both inside and out. It’s got more power. It has chiseled fender bulges that give it a more significant road presence. And now it stands on the road with a reputation all its own. If that weren’t enough, it’s got the reliability of Toyota engineering backing it up.
Let’s start with its new look. As I drove it, people either loved it or hated it, but everybody looked. People too old for it, but familiar with it nonetheless, liked the remake better than the original. Someone commented, “They Americanized it. It looks much better now.” Most people also agreed that the single reverse lamp was a bit odd, but at least it gave them something to talk about.
Inside, the xB is roomier. The back seat is almost cavernous – my eight-year-old was too short to see out of the window. My four-year-old in a booster seat couldn’t see out the window. But I have to keep in mind that the xB isn’t meant for a thirty-something suburban mom, no matter how hip she thinks she is. I took it on a four-hour road trip, and after the first hour I started feeling it in my back. Either I’m definitely too old for this car or the seats could use a little more lumbar support. Scion means cool gadgets and my favorite is the iPod hook-up that links your iPod via an included cable directly to an incredible touch-screen Pioneer sound system. While there is a small learning curve to controlling the iPod on the touch screen, it is just plain fun. It sounds great and charges it for you while it’s plugged in.
The improved power is instantly recognizable in the new xB. Freeway merging is a lot less teeth gritting and much more normal. This comes thanks to tC’s 2.4-liter, 158-horsepower engine. It’s got a lot of zip and if you care at all about the law, you’ll find yourself easing off the gas pedal quite often. The five-speed manual gearbox is user-friendly, especially living in hilly terrain like I do. One feature of note is that the new xB is easier to see out of than the previous model. This is especially important to us hip people who happen to also be short.
Perhaps the best feature of all is the price. Starting in the mid-teens, you can get a lot of bang for your buck. Combine that with excellent fuel economy and the xB becomes downright practical. Saving money is definitely a hip thing to do, no matter how old you are; but let’s keep that on the down low.
by Cindy Stagg
www.car-data.com
Instead, it birthed a new Scion division and let it market cars aimed at 18- to 35-year-old buyers who probably would never drive a Corolla … and killed the cool Celica and the fun mid-engine MR2.
First came the xA – a cooler Yaris – and the boxy xB, both born off of familiar platforms to the U.S. Then came the one car enthusiasts waited for – the sporty tC, the first generation premiered at the 2004 North American International Auto Show. Designed for the U.S. alone in 13 months and based on the then-Europe only Avensis sedan platform, it was a sporty coupe that cost way under $20,000, was a lot of fun to drive and still handled four adults and stuff.
Six years later, it’s time for a reinvention of the tC, what Toyota said would be a compact sports coupe with “premium style and features” to meet “the desires of the evolving sports coupe buyer,” according to Toyota.
But has it changed?
· Scion scenery – The 2011 Scion tC coupe shares the same long (106.3-inch) wheelbase and 174-inch length as the first generation, while its design is definitely an evolution of the first version. Its “bolder, more aggressive stance” is inspired by the Calty-designed Scion FUSE concept, Toyota says. We start with a slit grill between a pair of slit-eyed, glaring headlights over a bolder, wider-mouthed lower inlet with small splitter. The side intakes, fake on the tC, are larger as part of the edgier lower bumper. The nose and hood line seem lower as a result, while the flat-edged fender flares framing 16-inch Toyo radials seem a bit more aggressive, athough the 14-spoke alloy wheel design is a carryover from 2010. The roofline is less rounded as it heads aft, the windshield and side windows (thanks to black accents on the A- and B-pillars) takes a bit of its design inspiration from a wrap-around racing helmet. The car is a bit over an inch and a half wider, but no lower according to the spec sheet. The rear side windows get a more angular upsweep of the beltline, which rises more sharply upward off the front fender line. In back, more sharply defined fender lines accent the rear roof line and larger taillights, while one chrome pipe peeps out of the lower fascia. Repeater turn signals live in the side mirrors. Our model had one of seven colors, a purple metallic Sizzling Crimson Mica, well applied to a precision built body. It looks sporty and purposeful, with that interesting rear roof line that promises utility inside. But it looks so much like the first-gen tC that no one noticed it, even other Scion owners.
· Scion seating – I said it back in 2005, when I tested the first tC – the long wheelbase means a nice long door to get into a grippy black cloth-covered bucket seat with good comfort and support, plus manual height adjustment. The thick flat-bottomed, leather-clad (perforated at 2 and 10) three-spoke steering wheel looks like a race car’s, and manually tilts and telescopes for a good view of the dual-cowl (vs. the three-cowl first-gen) gauge package. Under that hard plastic dash top, set deep, is a 140-mph speedometer and 8,000-rpm tach, the latter with a green temperature icon in lieu of a gauge. That’s it, except for the central gas gauge – not so sporty, I guess. Underneath, a trip meter, while a green “ECO” indicator lights on the speedometer when you are driving more efficiently. The steering wheel was lacking in controls, only the basics for stereo –no Bluetooth connectivity on the base tC. But there is one thing not missing from the second-gen tC – good basic audio. We had a standard 8-speaker, 300-watt Pioneer AM-FM-CD audio system that shares some speaker components with the Lexus LX 570, each door packing a tweeter, mid-range and woofer for seriously clear and powerful sound. The big volume knob also doubles as a tuning/song selection/menu selector, and works well. There’s a USB connector and a 12-volt outlet at the base of the center stack, with a hard plastic nook to rest your music unit. There’s also an MP3 auxiliary input for other music players. An Alpine Premium audio system is available. The tC always had something a lot of its sporty coupe competition didn’t have – very usable, adult-size rear seats, and the second-gen is no different. Thanks to a roofline that doesn’t go all fastback, plus front seats that easily tilt and slide forward, you get easy access to truly good head and leg room in back for two adults. The rear seats split 60/40 split to expand a wide, if not too deep rear cargo area. And the rear seatbacks do recline up to 10 degrees. For storage, water bottle holders in the door map pockets, two cup holders in the center console, one of which can hold a rubber coin tray with iPod/MP3 player slot. There’s storage space under a hard plastic center armrest with room for up to 18 CDs, and a big glove box. There’s a power tilt and slide moonroof up front and a glass roof in back, both with sunshades. For safety, driver and front and seat-mounted side airbags, driver knee airbag, and side curtain airbags. I have nitpicks – the first generation tC’s interior was bolder, brighter in its use of alloy-like plastic, and more fun to be in, while this one was almost all hard black plastic with a touch of silver and padded door inserts – solid and precisely made, but a bit drab.
· tCompetition – Back in 2005, I tested a first-gen tC with an aluminum 2.4-liter, DOHC, four-cylinder VVT-i in-line four with 160 hp, borrowed from the Camry SE. In the Camry, with 5-speed manual, we hit 60-mph in 9 seconds. The same engine in the tC coupe did it in 7.8, with a delightful 5-speed manual. Fast forward to 2011, and the second-gen tC grows a bit in power with a new 2.5-liter inline four with Dual Variable Valve Timing with intelligence (VVT-i) and a Variable-induction Intake Manifold System that changes the length of the air-intake pipe to supply more torque on demand. That meant 180-hp, with a snarling lightweight exhaust and a six-speed automatic vs. the base manual. The result – 60-mph in 7.2 seconds from our very young 900-mile-old tC, weighing 3,102-lbs. (198 more than the ’05). We had crisp downshifts, the ability to shift for ourselves, and an average 28-mpg in mostly highway driving on regular. Riding on what Toyota called “an enhanced platform” – read redoing the first version’s - we had a McPherson strut front/double-wishbone rear-suspension with a supple yet sporty ride. It handles highway bumps and back road lumps with no harshness, even with two on board. The new tC is as tossable as the old one, with good grip and a well-weighted electric power steering, aided by wider rubber and a thick-rimmed steering wheel. It plays well in the corners, with some front end scrub handled by traction and stability control, and stable in an off-ramp. Larger disc brakes on all corners helped the stopping power, with a precise feel to the pedal and no fade. I’d like the 6-speed automatic to downshift a bit quicker coming out of some turns. And if you want to play a bit more, the tC’s competition is sportier (see below).
· Scion economy - The tC starts at $18,275 with a manual transmission, and $19,275 with an automatic, all with ABS, Electronic Brake-force Distribution, Brake Assist, defeatable traction and stability control and a brake override system. All above was standard except $109 carpet mats, for a final price of $20,169. Direct competition includes the Honda Civic Si coupe and the Mini Cooper S. The Civic Si’s 2-liter four has 197-hp and hits 60 mph in 7 seconds with a very slick manual, as does the Mini Cooper S's turbocharged 181-hp in-line four. Both are crisper handlers as well, albeit a bit short in rear leg room. With 200-hp, a new VW Golf GTI gets to 60-mph in under 6 seconds as well and may be the supercar in the class. Alas, all three cost $2,000 to almost $10,000 more.
· Bottom line – If you want or need a chunky, sporty, good-handling sporty coupe with good fuel mileage and good room for people and gear, a tC is a good place to start. It is fun to drive, makes the right noises and has good value for the cash. It also has good power, and an automatic that gets us use it with economy. But I’d hoped the second-generation tC would up the ante in sportiness, when the aforementioned competition has.
2011 SCION TC
Specifications:
Vehicle type - front-wheel-drive 5-passenger compact sports coupe
Base price - $19,275 (As driven - $20,160)
Engine type - aluminum alloy block DOHC 16-valve with Dual VVT-i in-line four cylinder
Displacement - 2.5-liter
Horsepower (net) - 180 hp at 6,000 rpm
Torque (lb-ft) - 173 at 4,100 rpm
Transmission - 6-speed automatic
Wheelbase - 106.3 in.
Overall length - 174 in.
Overall width - 70.1 in.
Height - 55.7 in.
Front headroom - 37.7 in.
Front legroom - 41.8 in.
Rear headroom - 36.4 in.
Rear legroom - 34.6 in.
Cargo capacity - 14.7 cubic feet/35.4 w/rear seats folded
Curb weight - 3,102 pounds
Fuel capacity - 14.5 gallons
Mileage rating - 23 mpg city/ 31 mpg highway
By Dan Scanlan - MyCarData
Last word – Refreshed and redesigned, but maybe, just maybe, didn’t go sporty enough
Cruise through the accessories tab on scion.com and you’ll see a list of options that looks like the catalog for Auto Zone. Illuminated door sills, contrasting color leather-wrapped steering wheels, and custom floor mats dress up the interior. Carbon fibre door pillar appliques, chrome exhaust outlets, and 19” Toyota Racing Development (TRD) wheels turn the xB from boring to boisterous.
Moving beyond mere cosmetics, performance enthusiasts can check off a TRD lowering kit, front strut brace, rear sway bar, performance shocks, quick shifter, and even specific oil caps. The TRD torque-biasing differential is available with the five-speed manual transmission to make sure all of the xB’s power gets to the pavement. All of this customizing potential gave Scion a good idea.
To inspire our troops and custom car builders, Scion put out a challenge for active duty military personnel to customize xBs in a contest. Cars were judged on thirteen criteria that included “paint, build quality, bodywork, interior, and audio/visual entertainment.” The Grand Prize Winner of $14,000 was “Team: The Salty Dogs” for The Squid Concept. It was created by members of the U.S. Navy, based at Naval Station, Mayport, FL. Two other teams created concepts that look like a safari car with open air rear compartment and a jacked up dessert buggy.
“All three teams did an awesome job transforming their xBs from cool concepts to complete head-turning rides,” said Steve Hatanaka, Scion auto shows and events manager. “On behalf of Scion I want to congratulate The Salty Dogs on their amazing build. I look forward to seeing this vehicle at SEMA and around the country in the coming year.”
Besides its debut at SEMA, “The Dog” was on display at the Detroit auto show. You might not want to go for the full nautical theme on your Scion xB, but given a little creativity and lots of help from your local dealer, you can design and engineer an xB like no other.
By Casey Williams - MyCarData
Scion is Toyota’s brand that was introduced to lure in younger buyers, mainly Gen-Y. Instead, most of the models like the xB (a.k.a., “The Box”) and xD have cruised to driveways of about as many empty-nesters as pre-nesters. The sporty xC, however, hit its target and became the darling of younger drivers looking for style and performance in a practical package. A new model, recently shown at the New York Auto Show, should make new drivers even happier.
“The all-new tC features styling that is both refined and aggressive, appealing to a sports coupe owner who wants to make a bold statement,” said Jack Hollis, vice president of Scion. “The tC has had the youngest median age buyer in the industry, and with more power, superior driving dynamics, and increased fuel efficiency, that should remain the case with the new tC as well.”
Styling is based on recent concept cars like the FUSE, which came from Toyota’s California studios. It has more aggressive style, a sleek grille, projector headlamps, and more faceted rear roof. The interior is snazzed with a three-spoke steering wheel with a race car-style flat bottom, V-shaped instrument panel and center console, and rib-gripping bucket seats. Dual front knee airbags and USB input for MP3 players will be standard. Everything appears simple, safe, and fun.
Under the buff hood is an all-new 2.5-litre four-cylinder engine that produces 180 horsepower, up 19 HP from before. The engine routes energy to the front wheels through a shorter shifting six-speed manual or six-speed automatic transmission. A new sport-tuned exhaust system promises to give the little car a throaty rumble. Nobody is going to race top-grade sports cars with the tC, but for a compact sport coupe, it should provide plenty of fun with renowned reliability.
Scion has been taking a lot of heat lately from entry-level competitors like Kia, Hyundai, Ford, Chevrolet, Mitsubishi, Honda, Smart, and Mini. Bringing on a new coupe with refined style and spirited performance should be just the card to get younger trendsetters behind the wheel. I suspect they won’t be disappointed. Expect prices to start under $20,000 when the tC reaches showrooms later this year.
Scion, the young-at-heart arm of Toyota has just introduced a new version of their tC. The tC is their very popular 2 door hatch coupe. I describe it as a high quality yet simple machine with superb reliability. The fact that it’s also stylish and fun to drive adds to the appeal.
Scion describes their approach to the tC as selling a blank canvas that the buyers can personalize by choosing from the 45+ accessories offered by the dealer.
The new tC follows the same theme and improves and expands upon it. Though familiar and similar in many ways, the new tC possesses many improvements. The car is about the same size but the styling is now crisper and more angular. The sweeping curves have become straight line and angles.
The new tC is now powered by a 180 horsepower 2.5 liter 4 cylinder engine. Buyers can choose from either a 6 speed automatic or a 6 speed manual transmission. 70% or more will choose the automatic with its improved drivability and 31 EPA highway fuel economy rating.
Standard equipment on the new tC includes air conditioning, keyless remote locks, tilt/telescope steering wheel, power locks and windows, cruise control and sport front bucket seats. The standard flat bottom steering wheel now houses audio controls. A 2 panel panorama sunroof is also standard. 3 audio systems are available but even the base unit is a 300 watt monster that they lifted from the Lexus LS luxury sedan.
Likewise, safety systems have also been beefed up. Standard equipment includes 4 wheel ABS disc brakes, traction control, stability control, brake force distribution, brake assist and a complete suite of airbags plus front knee bags for the driver and passenger.
The press preview was held in Austin and we invited a couple of young single guy who were checking out the cars to ride along with us as we tested the car. Both were very familiar with the past tC and both were mightily impressed with the new one. They spoke highly of it and gave it the thumbs up.
The new tC is still totally relevant and offers the same compelling advantages as before. For the younger buyer it’s still a very cool, configurable car. For others the value proposition is powerful and the fact that it happens to be cool too doesn’t hurt.
