The redesigned Subaru WRX 2022 family looks a bit different from previous years. With STI now DOA and this new GT model tops the range, you’d be forgiven for seeing this transformation as one side to a nameplate that has attracted an international following based on sports car racing forays. But even GT .’s more luxurious designit brings a number of performance features to the WRX family for the first time, the review notes even if its transmission – a CVT by a different name – did not capture our interest.
We’ve covered the standard WRX quite extensively, so if you’re curious how Subaru’s sporty compact performs with its CVT, adaptive suspension, and upgraded infotainment, feel free to check it out. see our previous part first time driving and road test. Spoiler alert: The manual WRX is pretty cool.
But on GT. As we suggested above, this model uses the WRX formula and adds technology. The multi-mode adaptive suspension replaces the WRX’s fixed coils and dampers, allowing drivers to dial in their preferred ride. The WRX’s standard front bins are replaced by a number of Recaro sport seats with clamshell and deep shaping. The infotainment system is upgraded from a stacked dual-screen setup to a single portrait-style display, while Subaru’s EyeSight safety suite is complemented by that standard automatic feature. Subaru didn’t bother to make it all work with the manual. There are also some GT-specific visual elements, which you can see in the detailed snapshot we included here.
For that auto standard it is required and yes it is CVT. Subaru wanted us to use the marketing term for it, which is “SPT” for “Subaru Performance Powertrain”. Do it the way you would. Like all modern performance automatics, the CVT’s programming is tied to the GT’s driving modes. Subaru offers eight fixed ratios and says the “shift” between them is as swift as in a dual-clutch automatic. Dial it back to something softer, and it’ll perform just like any other Subaru CVT – for better or for worse.
Burn it up, and you’ll immediately notice the GT’s slight exhaust note. Apparently Subaru had to settle the NVH constraints of CVT SPT and its engineers have done an excellent job at suppressing the unwanted low frequency noise commonly associated with rubber band transmitters. On the other hand, it’s quiet. GT-quiet? Probably. Whatever it is, it’s definitely not STI-noisy. Mentally setting that aside, I took the GT outside for a long drive around Detroit’s lairs to see exactly what it can do that the standard WRX can’t. If the GT is going to make sense anywhere, it’s here in the thick streets that surround the ruined metropolis of Michigan.
In softer modes, the adaptive suspension works admirably. In fact, just driving around the swanky streets, the GT gives a convincing impression of a bogged down standard Impreza. Turn it to the sportiest setting and it gets a little messy, but still tolerable for the most part. It’s more like home in the curves – preferably on smooth, new pavement, but it’s not too irritating by normal imperfections. But the same can be said of the WRX’s standard suspension. Like its RWD cousin, the BRZ, it’s very comfortable. The GT boasts more detailing options, to be sure, but the base suspension is a textbook example of perfect compromise delivered straight from the factory.
If I were indifferent to the suspension, I would be cold to the gearbox. Around town, the powertrain groans far and is fully responsive. Take it out onto an empty road and switch the drive mode to something sporty and CVT SPT will seriously wick up, keeping you high in the rev range. Subaru even gives you paddle shifters so you can play along with the dummy “shifters” if you’re very tilted, but without a situation where fine control is required, they are completely unnecessary. If you’re like me and you find yourself using such things often, they’re handy for controlling the revs in sportier driving modes, but tweaking the individual powertrain profiles will also fix the problem. get it back – and as long as you want it to be.
To Subaru’s credit, the powertrain and suspension work in tandem to deliver on the GT’s promise – a WRX for those who want a little more convenience and refinement. Like the CVT’s low-frequency drone capabilities, road noise is dampened by the GT’s tuning to make it less intrusive than what you’d expect from a Subaru, which has traditionally been on the raw side. more when it comes to sound penetration. In that context, Recaros seems like an odd inclusion. Sure, it’s a premium name for a premium plan, but what do they contribute?
These chairs look great but they are a bit narrow; I found myself (waist 36″) leaning on the cushions rather than being engulfed by them. However, I stopped noticing almost immediately, which is a good sign. Eight-way power driver’s seat is welcomed; It is normal for such sports seats to be manually adjustable. They remind me a bit of the Fiesta ST (RIP) seats, leading me to believe they might break a bit over time, but as supportive as they are in their twenties, they’re not quite what they are. I envision it as the ultimate choice for those who want an automatic transmission, adaptive cruise control and a premium suspension.
Finally, since Eyesight is such an important piece of the GT puzzle, it’s worth noting that its adaptive cruise control works well enough and offers lane-focused steering assist. The system’s biggest weakness lies in the right-hand lane of the highway, where exiting traffic forces you to be overly cautious. The sudden shortcut makes it difficult for the system to tell the difference between a legal slow-down and traffic in the process of exiting until it’s fully through the highway.
So are all the extras of the GT worth the trade-off? CVT SPT? Well, the Recaro seats are attractive, supportive, and the eight-way power adjustment on the driver’s side is a great sweetener. Just make sure you match them first. The adaptive suspension does an admirable job and allows for personal customization (Subaru says the GT’s drive modes can be configured 430 different ways) but it’s not a day-to-day improvement over the standard WRX’s fixed coils and dampers. Since those are the two main draw points, the answer to the above question is ultimately “no” unless you’re set up to get an automatic number.
After I drove the WRX last year, I told you all to wait patiently for the STI if you feel the standard car isn’t enough. Oi. But don’t sweat the GT. At the end of the day, you’re not missing much. If the lack of Recaros and adaptive suspension are really eating you, I have a feeling Subaru has the solution. Maybe a 2023 WRX tS (tunmodified by STI)? After all, the parts are there.
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