Please welcome Hooniverse editor Kamil Kaluski for his first review for TTAC.
Like much of the Playstation Generation, I spent much of the 90’s ogling over the forbidden fruit from the Land of the Rising Sun: Type Rs, EVOs, WRXs – fun, reasonably priced, reliable, econobox-based sports cars with great potential. Naturally, I bought a WRX as one as soon they debuted in 2002. Six months later I promptly sold it.
I didn’t hate the original bug-eyed WRX – I was just disappointed by it. The chassis, even with a set of Eibach springs, still rolled and yawed in every direction. The engine had no power below 3500rpm, and then, out of nowhere, burst to life in a boost-filled fury. The gear ratios of the five speed manual transmission made accelerating fun, at the expense of any highway comfort. The fuel economy would have been poor for a V8 – for an economy car four-cylinder (even a boosted one) it was abysmal.
If you were to blindfold a past owner and put them behind the wheel of the newest WRX, they’d immediately know what car they were in. Little cues, like the seating position, the shift knob and of course, the unmistakable, off-beat boxer hum, all remind you that underneath the much improved skin, beats the same rambunctious heart. Then again, the window switches seem to be carried over from the year 2002.
Outside of its Corolla-on-steroids looks, the biggest difference in the WRX is the engine. The displacement is back to two thousand cc’s, but there’s now variable valve timing and direct injection. The result is 268hp, which in the days of 300hp+ V6 Mustangs does not sound like much.The real news is the 258lb.-ft. that is available between 2,000-5,200rpm. Now that there’s some torque being made as low as 1000 rpm, daily driving is a lot more pleasant, while cruising on the highway isn’t going to drive you into madness. And it still screams all the way from 3000 rpm up to redline.
But wait! There is more! For the first time ever, the WRX also manages to get decent gas mileage. With a 6-speed manual transmission, the 2015 WRX is EPA rated at 21mpg in the city and 28mpg on the highway. My real-world heavy-footed trip down the New Jersey Turnpike resulted in a dash-computer calculated average of 27.7mpg, which I would say is pretty darn good. A CVT is a $1200 option, but really, why bother?
With the exception of a ride that is slightly rough over the worst of northeast’s post apocalyptic winter roads, Subaru has removed any objectionable behavior from the WRX that may be encountered during daily operation. Some may find it to be sprung too softly for serious at-the-limit driving, but Subaru really needed something more than a few horsepower and a big wing to justify the existence of the STI. Overall it’s a nice compromise for the enthusiasts and that incidental WRX buyer who just wanted an Impreza with more power.
While remaining typical Subaru (that is to say, spartan if we’re being polite), the interior also received some updates. The biggest difference is one that you won’t see: road noise. The 2015 version is orders of magnitude quieter than the boomy, gusty examples previously sold here. More than the crappy fuel economy or the wonky gearing, this was my biggest annoyance when it came to driving long distances in my old WRX.
Head and leg room is abundant for all passengers, even on sunroof-equipped vehicles such as this one, and the manual seats are comfortable and supportive. All controls, with the exception of heated seat buttons, are logically located and easy to use. With small inoperable vent windows, door-mounted mirrors, and thinner than average A-pillars, the visibility all around is excellent.
The radio/infotainment system feels dated. The main display consists of segmented characters, and some information displayed on it may be incomplete. All controls are made via a bunch of small buttons and one knob. There are auxiliary controls on the left side of the steering wheel. There is also a secondary screen higher up on the dash which shares duties with the onboard computer, fuel economy gadget, and a boost gauge. Aux and USB inputs are located in the center console. The climate controls consist of three simple knobs – it might be the most efficient setup on the market, yet everyone else insists on more complex controls. It baffles me.
Those unimpressed by its lack of evolution should be happy to know that Subaru has managed to refine the coarser elements of past examples, without eliminating any of its character or thrills. With a starting price of just $26,295, the WRX is one of the best performance car deals on the market. And if it looks a bit too sedate or Civic-esque for you, there’s always the hotter, sharper-edged STi.
Subaru provided the vehicle, insurance and one tank of gas for this review.