The Truth About Cars » subaru wrx http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 12 Dec 2014 12:00:42 +0000 en-US hourly 1 http://wordpress.org/?v=4.0.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » subaru wrx http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Subaru Reviving The WRX Hatchback? http://www.thetruthaboutcars.com/2014/09/subaru-reviving-wrx-hatchback/ http://www.thetruthaboutcars.com/2014/09/subaru-reviving-wrx-hatchback/#comments Tue, 02 Sep 2014 19:33:40 +0000 http://www.thetruthaboutcars.com/?p=904969 When the latest Subaru WRX was released, the enthusiast fan base was forced to suffer the indignity of a sedan-only lineup. Subaru’s company line was that there weren’t sufficient resources to develop a hatchback model as well. But that might be changing. A hatchback WRX mule was spied undergoing hot weather testing, with a WRX […]

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When the latest Subaru WRX was released, the enthusiast fan base was forced to suffer the indignity of a sedan-only lineup. Subaru’s company line was that there weren’t sufficient resources to develop a hatchback model as well. But that might be changing.

A hatchback WRX mule was spied undergoing hot weather testing, with a WRX front end grafted onto an Impreza hatchback bodyshell. Given the popularity of hatchbacks in both world markets, and the WRX hatch’s fanbase stateside (where it accounted for about 45 percent of WRX sales), there’s a good case for its return.

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Capsule Review: 2015 Subaru WRX http://www.thetruthaboutcars.com/2014/07/capsule-review-2015-subaru-wrx/ http://www.thetruthaboutcars.com/2014/07/capsule-review-2015-subaru-wrx/#comments Tue, 08 Jul 2014 15:00:32 +0000 http://www.thetruthaboutcars.com/?p=811026 As the snow swirled in front of my headlamps, the radio crackled with a forecast of 18-22 inches for an early March Nor’Easter. Most people hate this weather. They huddle in their homes, presumably consuming the massive quantities of milk and bread they bought in a panic earlier that day. A public whipped into frenzy […]

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As the snow swirled in front of my headlamps, the radio crackled with a forecast of 18-22 inches for an early March Nor’Easter. Most people hate this weather. They huddle in their homes, presumably consuming the massive quantities of milk and bread they bought in a panic earlier that day. A public whipped into frenzy by The Weather Channel and local news stations with nothing better to do has been a predictable pattern for decades. Lately, I’ve noticed a new phenomenon.  When it snows, the Subarus come out. My neighborhood was ringing with the thumping song of the flat four.

Scores of bug-eyed WRXs were frolicking in the storm. I was behind the wheel of a 2015 WRX, and I was part of that club.

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Mrs. Braithwaite took one look at the new WRX and declared “that looks like a piece of shit.” She’s entitled to her opinion, of course, and it’d be harder to argue if this were just an Impreza. In the past, I might have even agreed, but the 2015 Subaru WRX is really a gem.

Subaru wants you to think of the STI as its performance star with the brightest gleam. That may be true on a track, but the WRX is not only a better deal, it’s a better car. With the 2015 Subaru WRX, you get the latest evolution of the turbocharged flat-four. It’s a whooshing fire-breather of a 2.0 liter, and it’s strong. While the STI has more power, 305 hp, from its older 2.5 liter EJ engine, the WRX isn’t far behind with 268 hp. What’s more, the new 2.0 liter is is flexible and friendly, with good response “under the curve,” where you’d expect a highly-boosted four cylinder with modest displacement to fall on its face.

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Look at the torque curve for the full story, and you’ll find it maxing out at 258 lb-ft by 2,000 rpm and sticking around to 5,200 rpm. If you didn’t know it was a 2.0 liter, you’d guess that it’s at least 500 cc larger than it is. Thank the direct injection, beefy 10.6:1 compression ratio and fancy-pants valve control and twin-scroll turbocharger. Those press-release talking points behind us, all you need to keep in mind is that the STI powertrain is less satisfying in contrast to the Johnny-on-the-spot nature of the new WRX generating station.

This time around, the WRX is available with a CVT. It could be worse; it’s just a transmission, and CVTs do well with torquey engines. The last WRX I drove with an automatic had a four-speeder and a tragically-turned-down wick. The CVT erases those compromises. Still, you want the manual. It’s a new six-speed, and it made me happy to be fully engaged in the act of driving for a week. It’s more exercise than I’ve gotten in a while, getting all the extremities involved. Areas where other manuals disappoint, clutch takeup, shifter action and electronic throttle response are all worked out here.

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The WRX has always been an eager meager car. The dopamine hit powered by the exciteable engine made the underwhelming structural rigidity, not-good interior and “why’d they bother?” infotainment all completely non-issues, until you had to get your boot out of the power. The interior materials are better, with more soft touch plastics, a harman/kardon nav/stereo unit that’s not like listening to an Emerson transistor radio from the ‘80s, and a flat-bottomed steering wheel that’s supposed to feel racy. Not being overly-fancy does the WRX a favor in the ergonomics department. The controls for the ventilation system are clear, easy to find without looking, and don’t require stabbing your finger at some touchscreen. All cars should be like this, right down to the knobs that are injection molded to look and feel like they’re kurled. There’s even more practicality in the new WRX because the longer wheelbase makes the back seat more accommodating, so your friends will be more comfortable when you say crap like “check this out.”

The WRX handles better now, too, so that phrase doesn’t have to be a precursor to the inevitable. This car is a precision tool in traffic. The chassis is balanced, the feedback is clear enough to let you know when you’re being a true idiot. The highly-enriched engine is the keystone, too, enabling you to basically place the WRX wherever the hell you want it. Key to that is the responsive new engine that removes the planning you used to have to do. So, because the car lets you mainline your aggression, I spent a week being a complete jerk behind the wheel, loving every second. Oh, is that not what the WRX is for? I mean, I occasionally used the quick-on-its-feet powertrain to facilitate effectively quick merges.

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The body structure of the WRX is beefed up with more high-strength steel, too, and that’s the most noticeable improvement other than the engine. The stronger structure allows the suspension to be more deftly tuned, and so the 2015 WRX manages to be supple and controlled where in the past it was brash and crashy. Because I was driving in the Polar Vortex, the WRX was wearing winter tires on its 17” wheels. That, plus the 50:50 AWD system makes the 2015 WRX a damn zippy snowmobile. Power-steering is electric, and could use more feedback, but weight, ratio and control are great.

The 2015 Subaru WRX has the driving thing down. This is a car that reminds you of vehicles twice its price. When Subaru says it benchmarked top-handling sports cars and braced the chassis, it’s believable.

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And then there’s the looks. Flares and cranky headlights, extra windshield rake, LED headlights and carbon-fiber look trim strike a balance between badass and boy-racer. It works, and there’s always the STI if you want that stupid-ass wing. The most surprising thing to me was the fuel economy I managed to eke out of the 2015 WRX. It was frigid, I drove it like an animal, and yet, it still coughed up 25 mpg.

Welcome to being a grown-up, WRX. I’m glad you made it.

 

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Reader Ride Review: 2015 Subaru WRX http://www.thetruthaboutcars.com/2014/06/reader-ride-review-2015-subaru-wrx/ http://www.thetruthaboutcars.com/2014/06/reader-ride-review-2015-subaru-wrx/#comments Thu, 05 Jun 2014 13:00:08 +0000 http://www.thetruthaboutcars.com/?p=837689 When Eric pulled up in his properly blue WRX, I could see that he wasn’t entirely sure about the idea of letting me drive his car. To begin with, I’d changed the location of the meet three times in the past twenty minutes. Admittedly, that was because I hadn’t been to the Easton Town Center […]

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When Eric pulled up in his properly blue WRX, I could see that he wasn’t entirely sure about the idea of letting me drive his car. To begin with, I’d changed the location of the meet three times in the past twenty minutes. Admittedly, that was because I hadn’t been to the Easton Town Center in a few years and the first few places I could think of to meet had been closed or moved — but attentive readers will also remember that this is how Jeremy Irons tormented Bruce Willis in the third Die Hard movie. I was wearing bleach-spotted shorts and, I think, a One Lap Of America T-shirt. Furthermore, I was muttering to myself and shaking my head like a poleaxed goat. I’d just discovered that my wallet had gone missing during an airport run I’d made for a friend. In short, I looked and sounded like a crazy person, and I appeared to have a very strong desire to take Eric’s WRX to the airport for no legitimate reason — which, attentive readers will recall, is what happened to Bruce Willis in the second Die Hard movie.

With a visible effort, Eric smiled and stuck out his hand. “I’m Eric.”

“I’m Jack,” I replied. “We need to take your WRX to the airport.”

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Two hours later, I found my wallet under my Accord’s passenger seat.

Thanks for reading.

Just kidding! Yes, I did find my wallet later — but after a few minutes behind the wheel of Eric’s recently-broken-in “Rex”, I was ready to stop thinking about that and give my full attention to the car. Having driven the new Mk7 GTI just two weeks before this, I was eager to see how the two cars, natural enemies in the marketplace, would compare. Luckily for me, we truly do have the best and brightest among our readers. Eric, a successful young man with an understanding and manual-transmission-capable wife, is an outstanding example. What would Jalopnik do in a situation like this? Test-drive their readers’ “Forza 360″ cars while the far-from-MILFy single parents of said readers serve snacks like the Pin’s mom in Brick?

I’ll assume you’ve read Kamil’s recent press car review of a WRX Premium. This one, too, was a Premium, I think. (Eric will pop in and correct me if I’m wrong, but I am pretty sure this had a sunroof and didn’t have leather seats, which makes it a Premium.) Let’s go immediately to the meat of the matter: the dynamic capabilities of the WRX in the context of the competition.

The Subaru and the Volkswagen were very different cars twelve years ago but now, in 2014, they are united by an approach to ride, handling, and demeanor that can best be described as “adult”. As with the GTI, this new WRX is surprisingly quiet and thick-feeling, its sodden “thump” over every pothole betraying a very modern obsession with the lowest possible natural resonant frequency. The bugeye WRX had thin doors and rattled on the showroom floor, but this sedan might as well be an Audi for all the extraneous noise you get. Since the original Japanese Post Office Leones, badged simply “DL” and “GL” here, and possibly before, every Subaru has had a sort of inherent crappiness, a loose-jointed feeling that there just weren’t a lot of welds in the unibody. If you liked that, and a lot of people did, too bad. Little Rex is all grown up now.

Like the Volkswagen 2.0T direct-injected inline-four, the Subaru turbo boxer uses a small turbo and active wastegate control to keep torque at a consistent plateau through most of the rev range. Unlike the VW, the Subaru retains a fair amount of laggy turbo behavior despite what you see on a dyno curve. It’s much less aggressive on part-throttle than the GTI and a full-throttle run through the gears reveals a laggy hole in the delivery after each shift. Eric’s car is, thankfully, a six-speed manual. Intellectually, I accept the idea that a CVT of sufficient stoutness might be the perfect partner to this stumble-prone boxer, but I also intellectually accept the idea that I could probably manage to copulate with Lena Dunham under circumstances of sufficient provocation, such as danger to my child or an Aventador-sized cash bonus, and that does not stop me from finding both propositions repugnant to the extreme.
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So there’s a little bit of old-school to this car. Throttle-whoosh-shift-stumble-pause-whoosh and let’s do it all over again for the next gear. The GTI has this thing whipped for power delivery, even if the numbers aren’t as good. Eric’s curious about my Accord V6, so I offer to let him drive it. He’s obviously appalled by the fact that the dinged-up coupe contains the remnants of no fewer than four Kid’s Meals, plus a half-eaten bag of cheese puffs, and requests that I just tell him how the Honda compares. Well, it’s got nothing for either of the turbo cars down low, but it has a rush to the top that these tiny puffers can’t match. When the Accord gets going, well, that’s about the same time that the Subaru and Volkswagen are asthmatically blowing through the unimpressive space after the torque plateaus.
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After visiting the airport Departures area and quizzing the service personnel there about the likelihood of their having recently found any missing Couch Jet Age wallets, I decide to misuse the roundabouts and short two-lane couplers between the various parking lots as an impromptu autocross course. This is mostly second-gear work, with brief excursions to third. Here, the turbo is strong and the rush to the next corner is remarkably satisfying. The Subaru’s imperfect power delivery feels a bit more characterful than the electric-motor torque of the GTI. Shifting is no slower despite the four driven wheels, but you still don’t want to rush the synchros the way you would in a Mustang or Viper.
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The brakes are adequate but this is clearly a place where Subaru wants you to spend some extra STi money. Just three or four hard slowdowns from about 70mph to 30mph is enough to lengthen the pedal a bit. Remember, folks, this is a sub-$30,000 vehicle, not an AMG CLS. I’m also not pleased with their lack of ability to stand the WRX on its nose with hard application. Here, too, the Phaeton-ish brakes in the GTI Performance Pack are simply better, more reassuring.

In max-lat-g cornering around a roundabout, the Subaru pushes early and often, with plenty of progressive warning and behavior from the 235-width SportMaxx tires. It’s so predictable that I have no trouble immediately eyeballing the slip zone at approximately 80mph on a freeway ramp, letting the nose wander than rein in with pogo motions of the throttle. Think of a Focus ST, which can step right out on you in a corner if the throttle action is abrupt. Then restrain that to just a suggestion of motion, and you have the GTI. Now dial it back the same amount again, and you have the WRX. I can’t see getting this car to oversteer in any conditions short of a wet racetrack. The driveline feels relentlessly front-biased in all dry-road operation.

This extremely dignified default cornering attitude means that once again the Fiesta ST is going to be a more entertaining drive. Even my Accord feels considerably lighter on its feet and more tossable, due in part to narrower rubber, a lower beltline, less insulation, and a greater degree of power assistance for both steering and brakes. Still, it’s worth noting that this car is perhaps too quick to be tricky by default.

During our drive, I ask Eric why he bought this car. His answer is extremely self-effacing, referring to an old Sentra owned previous to this, the desire to have a little more power, and a preference for manual transmissions. He keeps noting that the vast majority of his experience has been in slower cars, and that perhaps that renders his opinion of his WRX less than credible. To the contrary, I think. I might have been behind the wheel of a Viper TA and Camaro Z/28 a few weeks before driving these four-cylinder model rockets, but the average buyer for a car like this is coming from a Sentra or a Civic or his parents’ old Camry. To satisfy that buyer, the WRX needs to be both fast enough and upscale enough to justify spending what feels like a long ton of money.

When you look at the Subaru that way — as a vehicle that should satisfy aspirational and dynamic desires — I think it succeeds admirably. Between this and the GTI, I’d take, um, the Mustang 5.0. Or possibly an Accord Coupe! But if you are going to spend a lot of your own money on a car that will be your daily transportation, your track rat, and your sanctuary during long trips, it’s hard to offer much argument against the WRX. The Volkswagen is considerably more upscale, more tasteful, more responsive, and probably economical. Against that, the Subaru offers a sedan form factor and all-wheel-drive. On the streets of San Francisco, it just has to be the Mexi-German hatch, but for the snow states, the WRX is the easy winner.
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(Disclaimer: This vehicle was provided to us by a TTAC reader who failed to come up with any flights, any five-star hotels, or any free half-bottles of Ketel One. I shouldn’t have to live like this. Thanks, Eric! — JB)

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Subaru May Revive The WRX Hatchback http://www.thetruthaboutcars.com/2014/04/subaru-may-revive-the-wrx-hatchback/ http://www.thetruthaboutcars.com/2014/04/subaru-may-revive-the-wrx-hatchback/#comments Fri, 04 Apr 2014 11:10:18 +0000 http://www.thetruthaboutcars.com/?p=787009 Strong sales of the WRX hatchback in America have led Subaru to re-consider their “sedan only” policy for the current generation WRX. An Australian enthusiast site spoke to WRX Project General Manager Masuo Takatsu, who said that strong demand for the hatch in America (where it accounted for half of WRX sales) has led them […]

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Strong sales of the WRX hatchback in America have led Subaru to re-consider their “sedan only” policy for the current generation WRX.

An Australian enthusiast site spoke to WRX Project General Manager Masuo Takatsu, who said that strong demand for the hatch in America (where it accounted for half of WRX sales) has led them to re-consider their plans

“We have received strong interest from the US, where the hatchback was 50 per cent (of previous-generation WRX sales), so we’re now considering. The main target for WRX is the US…Japan is number two, Australia number three. Basically, we target these three markets.”

Takatsu said that limited resources were behind the lack of a hatch at launch, and interestingly, a two-pedal variant of the STi. Subaru’s Australian arm eventually expects the CVT powered WRX to account for as much as 50 percent of WRX sales, though the hatch has always been a much weaker play.

Oddly, the 90+ percent take rate for the sedan in Australia runs counter to its competitors like the VW Golf GTI, Ford Focus ST and Renaultsport Megane, which are all hatches. On the other hand, Americans are notoriously fond of sedans, but are the biggers buyers of WRX hatchbacks.

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Los Angeles 2013: 2015 Subaru WRX, A Rex With A CVT? http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-2015-subaru-wrx-a-rex-with-a-cvt/ http://www.thetruthaboutcars.com/2013/11/los-angeles-2013-2015-subaru-wrx-a-rex-with-a-cvt/#comments Thu, 21 Nov 2013 14:49:21 +0000 http://www.thetruthaboutcars.com/?p=658674 Though most of the information on the new 2015 Subaru WRX was leaked in advance of the Los Angeles Auto Show, they still had to give the new car a public introduction. Now that the car’s been introduced, we have more than just a couple of teaser photos and a few more details on the […]

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Though most of the information on the new 2015 Subaru WRX was leaked in advance of the Los Angeles Auto Show, they still had to give the new car a public introduction. Now that the car’s been introduced, we have more than just a couple of teaser photos and a few more details on the car.

With a half liter less displacement than the outgoing WRX, the new car’s 2.0 liter turbo four puts out 268 hp, 3 fewer ponies than the outgoing Rex’s 271, with torque up by 14 lb-ft to 258. The biggest news is probably behind that engine, with the gearbox options. The WRX now has a six-speed manual instead of a having only five rations from which to choose and the new gearbox has carbon fiber syncros on the first two gears  to allow quicker shifts and better durability. For those who can’t drive a stick shift, Subaru is moving from a conventional automatic transmission to a continuously variable transmission, which is already being perceived as an odd choice for a sporting automobile. The CVT has three different modes, and paddle shifters which allow the driver to switch between 6 or 8 pre-set gear ratios. Though that actually decreases the CVT’s fabled fuel efficiency, it does give those belt drives something of a sporty feeling. it will be interesting to see if Subaru offers the CVT in the more hardcore STi that will follow the WRX.

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Subaru WRX Plays In The Dirt http://www.thetruthaboutcars.com/2013/11/subaru-wrx-plays-in-the-dirt/ http://www.thetruthaboutcars.com/2013/11/subaru-wrx-plays-in-the-dirt/#comments Tue, 19 Nov 2013 21:06:22 +0000 http://www.thetruthaboutcars.com/?p=656418 Jalopnik managed to snag a promo image of the Subaru WRX driving in the dirt, thanks to a now disappeared Edmunds video. Looks like the “Impreza with a Guy Fawkes mask” styling is here to stay. Expect an official reveal at tomorrow’s Los Angeles Auto Show.  

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wrxdirtJalopnik managed to snag a promo image of the Subaru WRX driving in the dirt, thanks to a now disappeared Edmunds video. Looks like the “Impreza with a Guy Fawkes mask” styling is here to stay. Expect an official reveal at tomorrow’s Los Angeles Auto Show.

 

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