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2005 Scion TC

Below is an enthusiast article written by the automotive experts at Import Tuner. ProsPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the

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Value Rating

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LEARN WHY

IntelliChoice Value Rating

The chart above shows the purchase price versus ownership cost for each car from a specific vehicle class. The cars with better than average ownership cost/purchase price correlations are the best values, and these best value cars are represented by the dots below the curve. (i.e. the cars that have a lower ownership cost compared to its purchase price.) Those cars, which are worse than average or poor values, appear above the curve.

One way to view the graph is to draw a vertical line through any purchase price. You may see several dots that fall on this line - each of which is a car with a similar purchase price. However, notice the difference in ownership costs of each car represented by the vertical position of the dot. Two cars with the same purchase price can have thousands of dollars difference in ownership costs. This is what separates "good value" cars from "poor value" cars.

What is a good car value?

A "good car value" is one whose cost to own and operate is less than expected. The lower the cost to own and operate a car compared to what is expected, the better the value of that car.

But how do we know a car's "expected cost"?

For each car in the class, IntelliChoice plots the car's purchase price against the total five-year cost to own and operate it as determined by IntelliChoice research. Each dot on the above chart represents a specific car. Generally, we find that as the purchase price of the car increases, the cost to own and operate that car increases. This is why the dots on the graph tend to rise upward and to the right. This phenomenon also makes intuitive sense - as the purchase price rises, financing costs tend to rise, as do insurance, depreciation, taxes, and most other car ownership costs.

This is an important concept. It's normal for car ownership costs to rise as purchase price rises. Therefore, we can't just establish one "average" ownership cost number for each class, since cars in the class have different purchase prices. (This is why the "Relative" shown on each chart is different for cars in the same car class.)

Using statistical techniques, IntelliChoice "connects the dots" to form a curve that defines, for this car class, the relationship between the car's purchase price and car's ownership costs. This curve is our "expected cost" curve. The curve defines, for any car in the class, the five-year ownership cost that we would expect to see at each possible purchase price. If every car in the class were an average value, then all the dots would fall exactly on the curve. However, it's rare that any dot is exactly on the curve. Some dots are a little higher or lower, and some are a lot higher or lower. The dots that are a little lower are better than average car values, while the dots that are a lot lower are excellent car values (A dot that is a lot lower than the curve has ownership costs much lower than expected for a car of its purchase price). Conversely, a dot a little higher than the curve is a poorer than average car value, while a dot that is much higher than the curve is a poor car value.

Value is a relative term, not an absolute term. It is performing better than the logical expectation.

So is a Mercedes-Benz E320 expensive to own and operate? Certainly in an absolute sense. Most other cars cost less. But, when its cost to own and operate is plotted against cars with comparable invoice prices, the E320 costs less. So the E320 is not expensive to own and operate - it is a good car value. The Mercedes does not have low ownership costs, but it has low ownership costs for its invoice price.

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Article From Import Tuner Magazine

2005 Scion TC - Power Pages

Article provided by: Import Tuner Magazine

Pros
Powered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.

Cons
With the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.

Notes
Scion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?

Temperature
Air temperature: 74.5 degrees Fahrenheit

Pros
It doesn't take a genius to realize the factory Scion exhaust system was built with economy and emissions in mind. The tight press bent piping and unorthodox muffler not only quiets down the vehicle but also hurts horsepower in the process. The GReddy EVO2 is a catalytic converter back, full-stainless exhaust system that improves on the exhaust flow, using a less restrictive, straighter designed piping.

Cons
There is not much to complain about with the exhaust. Unless you're an old man and can't appreciate a nice exhaust system.

Notes
GReddy's EVO2 exhaust uses a revised mounting point on the factory chassis, which can easily be modified using the supplied hanger to mount the exhaust doughnut. Using the new nuts and bolts, the Evo2 bolted up within record time and gave the TC an aggressive demeanor from the tail section.

Temperature
74.9 degrees FahrenheitTemperature difference from previous run: +0.4 degree Fahrenheit

Installation time
60 minutes

Tools
12mm and 14mm combination wrench, 12- and 14mm socket, ratchet, WD40, screwdriver

Parts
Exhaust, nuts, bolts, exhaust hanger, GReddy emblem, sticker, instructions

Tune it Power is everything

2500 to 3500 HP range: 1 to 3	2500 to 3500 TQ range: 2 to 3
3500 to 5500 HP range: 2 to 4	3500 to 5500 TQ range: 1 to 4
5500 to red line HP range: 5 to 3	5500 to red line TQ range: 2 to 3
Peak HP 144.0	Peak TQ 151.8

Pros
Injen's SP2110 Intake kit has the ability to be used as either a cold-air system or a short ram intake. We opted to go with the short ram setup to see what horsepower gains were picked up in the process. The Injen intake is developed using a 6160-aluminum alloy pipe and a built-in velocity stack. The most appealing component of owning an Injen intake is the CARB EO number proudly stamped on the face of the pipe.

Cons
While the pictures on the instructions made the filter install look like child's play, it took us some to finesse and properly align the pipes and filter to clear the driver-side inner fender and install the vibrate mounts.

Notes
While power slightly dropped off at 2500 to 3600rpm, we considered this a non-issue due to the fact that most of us don't see bellow 3500rpm when driving. And if you are, then you need to quit granny shifting! Significant horsepower gains were picked up from 5800 to the 6500rpm redline with an addition of 8hp on top. Torque numbers picked up from 3700rpm and kept its increase until redline over the previous exhaust install.

Installation time
45 minutes

Tools
10- and 12mm combination wrench, 10- and 12mm socket, Phillips screwdriver, extension, ratchet, pliers

Temperature
Air temperature: 76.1 degrees FahrenheitTemperature difference from previous run: +1.2 degrees Fahrenheit

Parts
Two piece aluminum intake, urethane air filter, vibrate mounts, hose clamps, silicone hoses, nuts and bolts, stickers, instructions

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