THE LAST DANCE
Subaru’s new WRX delivers nostalgic appeal for 90s sports enthusiasts
Like the folks that pinned it to their bedroom wall, Subaru’s WRX has grown up. The reborn ‘Rex has shed much of its naughty streak in a bid to woo customers who matured from late nights out to the early morning soccer run. This new model represents a softer, quieter, and safer approach – one that sits uncomfortably with a legendary name.
This could be the last proper WRX before the brand goes green. The hard-core, bigwinged WRX STI is already history, replaced by an automatic wagon unworthy of the badge.
As before, this Subaru is powered by a turbocharged “flat four” engine. An expansion from 2.0 to 2.4 litres lifts power from 197kW/350Nm to 202kW/350Nm, returning a 0-100km/h sprint of around six seconds.
Priced from $44,990 plus on-road costs (about $50,000 drive-away) in basic manual trim, the WRX sedan remains an affordable pick – particularly as rivals grow expensive.
New looks include a fresh take on Subaru’s C-shaped LED headlights, along with a boldly reworked body with plastic cladding around the wheels and bumpers. The most impressive changes are in a refined and comfortable cabin built around an enormous 11.6-inch tablet touchscreen. Smartphone mirroring makes the system approachable as an entertainment option, but a laggy screen response and fussy menu structure can frustrate. Automatic versions get Subaru’s “EyeSight” safety suite, including auto emergency braking, active cruise control, lane keeping assistance and more, while the manual makes do with basic blind spot monitoring and rear cross traffic alerts. Both cars are loaded with eight airbags, including driver’s knee protection and a seat cushion-mounted unit to help position the front passenger correctly in a smash.
A clever facial recognition system stores preferred settings for climate control, seat posture and mirror positions and links them to saved profiles, adopting them when different drivers slip behind the wheel.
The WRX’s cabin is more luxurious than ever, with plush dash padding, comfortable seats and eye-catching touches such as red interior stitching and carbon-look trim.
But the dash looks dated, comprising analogue speed and tachometer readouts either side of a basic digital display.
Multi-mode shock absorbers debut for the brand, but only in a range-topping “WRX tS” model priced from about $62,500 drive-away. That car is saddled with Subaru’s “Lineartronic” transmission, a gearless auto that – while improved on previous efforts – can’t match the connection and responsiveness offered by a good dual-clutch automatic. No other brand dares to offer a CVT to driving enthusiasts.
The sedan is much better to drive than the underwhelming wagon, with tauter body control, a keener front end, and premium tyres with the traction expected by enthusiasts. Softer than its predecessor, the WRX’s ride is more accommodating than before, and it benefits from improved highway refinement.
The adaptive shock absorbers are a winner firm when you want them to be, comfortable around town, and able to be customised with other driving elements to meet personal preferences.
It’smore polished than its predecessor quieter on the highway, and easier to live with.
The brakes respond with gusto, it steers accurately, and holds it line with rare determination. But there’s little mongrel to this ‘Rex. The new engine doesn’t feel particularly punchy – it’s lazy when low in the rev range, stressed at the top, and lacks the pyrotechnic exhaust or charming warble of turbo rivals.
All-wheel-drive alternatives offer rearbiased drive systems and torque vectoring to ramp up engagement that is missing in a Subaru that feels safe, but never truly thrilling.
Like the teenagers of the 1990s, the WRX has matured. That won’t be a problem for many buyers, but those looking for driving thrills might feel short changed by what could be the final WRX - at least as we know it.
VERDICT
While capable and polished, the WRX has traded some of its attitude - and charm - for a more liveable approach.