Three years after launching the latest version of the Impreza, Subaru has finally gotten around to launching a performance version of the compact, now known simply as WRX. So has the 2015 Subaru WRX been worth the wait? Come with us as we find out.
What is it?
The middle child in Subaru’s compact range, the WRX splits the difference between the Plain Jane Impreza and the high-performance WRX STI. Although about half of all buyers of the previous WRX opted for the more practical hatchback bodystyle, the 2015 is available exclusively as a four-door sedan.
Subaru didn’t mess with its winning formula under hood, however, with the 2015 WRX returning with a turbocharged 2.0L boxer-four. Boasting twin-scroll turbo technology and direct-injection, the horizontally opposed four-pot is good for 268 horsepower and 258 lb-ft of torque — the latter coming on at just 2,000rpm. Like all Subarus — save for the BRZ — the WRX sends its power to the ground via all four wheels.
For the first time the WRX can be had with a Continuously Variable Transmission, but our test car came equipped with a proper six-speed manual. Showing its enthusiast fanbase, Subaru estimates that about 75 percent of WRXs will leave the factory with the manual gearbox.
What’s it up against?
The Subaru WRX is uniquely positioned in the marketplace thanks to its standard all-wheel drive and sedan bodystyle, but those looking for a practical pocket rocket will likely cross-shop the WRX with the Ford Focus ST and Volkswagen Golf GTI. The Mercedes-Benz CLA250 4Matic also checks many of the same boxes as the WRX and carries a starting price surprisingly close to that of the Subaru.
What’s it look like?
A commuter car with a hint of attitude, the WRX is the perfect example of how to wrap a wolf in sheep’s clothing.
Compared to the standard Impreza, the WRX is wider with more pronounced fender flares, but you really have to look closely to notice the differences. Even the WRX’s wheels, which come in an attractive gray hue, measure a reasonable 17-inches. The WRX’s large hood scoop and quad-exhaust outlets are a little less subtle, but they don’t totally disrupt the car’s under-the-radar attitude.
While some might prefer a more flamboyant exterior on a performance vehicle, we like the tasteful looks of the WRX. In the WRX you can pull up to a restaurant and feel like a civilized adult rather than a teenaged cast member from the Fast and Furious. If only we could say the same thing about the big-winged WRX STI…
And the inside?
The interior of the WRX carries over the exterior’s sporty-but-subtle theme, with aluminum pedals, flat-bottom steering wheel and high-mounted LCD screen that doubles as a boost gauge sprucing up an otherwise typical compact car cabin. Faux carbon fiber accents on the dash look good, but the bezel around the center stack is just a little too much for our tastes.
The WRX’s front seats proved well bolstered and comfortable, with contrasting red stitch adding a nice visual touch. Rear seat room in the WRX is also quite good, helping the sedan’s case as an everyday driver.
HVAC controls are well laid out and easy to use, but we can’t say the same for the WRX’s radio and upper display screen.
The head unit in our WRX tester looks like something you might have purchased from Best Buy 10 years ago. Controls are easy enough to use, but the system proved extremely frustrating as it refused to pair with two different smartphones. After no-less than a dozen tries, we were finally able to use the car’s Bluetooth (it listed our Android phone as an iPhone but hey, we were just happy it worked).
The upper screen can display some pretty interesting readouts — such as acceleration percentage and boost pressure — but its interface is on the clunky side. Rather than some sort of knob or dial located at arm’s reach, the system is control via a simplistic toggle switch located awkwardly between the center-mounted air vents.
That high-mounted screen also doubles as a backup camera. The resolution on the screen is actually quite good, but at just 4.3-inches, it’s too small to be very useful. Luckily, visibility in the WRX is top notch thanks to thin A-pillars and expansive glass all around.
It should be noted that Subaru is currently rolling out an updated center stack in the Impreza, so a freshening for the WRX should be just around the corner. That update should address most of our complaints as the new system is adapted from the excellent infotainment used in the Legacy and Outback.
Interior materials are mostly soft-touch and up to segment standards. The WRX’s headliner looks and feels cheap, but that didn’t bug us nearly as much as the truncated center armrest that offered little in the way of support or storage.
But does it go?
Subaru may no longer participate in WRC, but the brand’s storied motorsports pedigree remains in the WRX’s DNA.
The WRX’s boxer-four is a peach of an engine, delivering strong punch throughout the rev range. There is some turbo lag just off idle — as to be expected — but boost builds quickly to rocket the WRX down the road. And the sound track of the WRX’s flat-four is just as good as the performance it delivers.
We’d still pick the WRX’s six-speed manual over its surprisingly good CVT, but that’s not to say the row-it-yourself option isn’t without faults. The action of the shift lever felt a little light to us, almost as if the linkage was made from plastic. We don’t recall having that feeling when we tested the beefier WRX STI.
That being said, the shift lever does score high points for its defined gates and relatively short throws. The clutch is also easy to modulate.
The WRX’s suspension is just on this side of firm around town, but that’s a small price to pay for the setup’s performance prowess. Point the WRX down your favorite country road and it suddenly transforms from an workaday sedan into a weekend sports car.
Body lean is virtually non-existent and the WRX exhibits an exorbitant amount of grip. We flung the WRX around a number of tight corners and never once felt the car get out of sorts. A responsive steering rack only adds to the fun.
Brakes are another story, however, as they are rather vague, especially considering the WRX’s performance chops. The anchors did at least have enough bite to bring the 3,320-pound sedan down from speed quickly.
During our week with the Subaru WRX we were able to average about 21mpg, which isn’t bad considering a good chunk of our mileage was done either around town or with a heavy foot.
Leftlane’s bottom line
One of the best all-rounders on the market today, the WRX can truly do it all, from daily commuting to the occasional autocross event. A starting price of 27-grand only sweetens the pot.
But as much as we like the WRX, we’d still hold off on buying one until Subaru updates its center stack. Luckily, that day should be coming soon.
2015 Subaru WRX Limited 6MT base price, $29,995. As tested, $30,790.
Destination, $795.
- Aesthetics
- Technology
- Green
- Drive
- Value
- Score
Leave a Reply