Overall Performance Tracking
If you have read my review of the previous generation Subaru WRX STI and My Opinion on What I Want From the Next WRX STI, you’ll see that I’m a completely glassy half guy. I see this as an opportunity for Subaru to reinvigorate itself at the top of the order in terms of performance that far exceeds its price point.
The Subaru WRX never been the king of the track, but always delivered an impressive and engaging driving experience, which is almost more important to the majority of buyers.
Standard time from Previous Generation WRX STI stands pretty well on the chart and I see that as a good target for this new generation Subaru WRX.
But somewhat disappointingly, my optimism around the changes for 2022 is slightly overblown and as direct and non-front-drive opposition continues to push forward, Subaru feels as though they are stepping on water. Improve in certain areas and lose some of what makes it special in others.
The Subaru WRX is still far from overwhelming on the track and the resulting times are respectable, it’s just my own preconceived ideas of what a Subaru WRX should be that makes me want more.
Engine
Upgrade from 2.0 liters to 2.4 liter turbocharged ‘Boxer’ enginewith 202kW power and 350Nm of torque, yielding only a moderate 5kW increase, despite the extra 400cc size. This is the same base engine as the non-turbocharged engine BRZ Coupe and that’s where my initial thinking goes as a point of reference.
I’m really impressed with how well the Subaru BRZ uses its rev range, but I don’t get the same feeling from the WRX. It’s an engine that feels like it wants to turn around but as soon as you start going you hit the rev limiter at 6000rpm and I’m almost embarrassed to say I’ve done this often how.
As a race car driver you often really get a feel for where the engine wants to be and for me something was missing here. I have to consciously wake up before each shift, because when I think I’m in the perfect part of the rev range, I hit the gas and hit the limit.
Wider redirects can help with this, but then performance suffers.
The torque curve is wide and flat but can be pushed further, and while it’s smooth and drivable I really want it to be crisp and sharp. I want the torque spike and the ability to come back!
You’ll know by now that I like a good torque curve and that the new WRX offers that compared to the previous generation, but you almost have to overdrive to get the most out of it.
I manage 0-100 out of 6.35 seconds with just a few tries and much easier than you would normally expect from a WRX thanks to the larger engine and wider torque curve. Unfortunately, most of the AWD vehicles on our charts are in the 4-5 second bracket – often with the help of a well-designed launch control system.
This engine has a lot of potential, but it needs to exploit said potential to keep up with the opposition.
Brake
The feel of the brake pedal and the ability to adjust and control the throttle release during cornering is good, but it can’t match the previous generation Subaru WRX STI in terms of full stopping power.
I scored 100-0 in 2.78 seconds @ 36.80m – about a meter more than the old STI.
I struggled on 3rd and 4order Cycles with pedals also start to get a little longer. While it doesn’t affect lap times too much, it’s not good for confidence.
Chassis
The chassis is the area where the Subaru WRX has made the biggest improvement for me. Balance has been improved and it also feels more sturdy.
Gone is the tendency to run off track, with the rear even letting loose a few times at some slippery corners.
On the track, the chassis outperforms the suspension, something Subaru has long failed to achieve. Looks like you can start adding support and the chassis will respond positively.
If you did this with the previous generation, it will most likely cause more underlings, followed by extra help from overlords if you wait long enough.
You don’t have to fight hard to get the right entrance with this vehicle or be patient on the station to get the right exit. Maybe Subaru recorded some of my previous tests.
“Some slight improvements to the front shape to help add steering and rear assist, will completely transform this car.” – that’s exactly what they did, with changes to the rear stabilizer bar for more support when cornering and optimizing the front suspension shape to help on the track.
This is definitely a chassis on which Subaru can push performance far beyond what they’ve worked on in the past.
Transmission and differential
The six-speed manual transmission is good, and a bit of an improvement over the previous generation. I never had any issues shifting gears, which isn’t always the case on a track before, but it doesn’t quite feel exactly like the latest Subaru BRZ transmission has.
Honestly, I’m a bit unsure about the gear ratio – is it the engine that’s causing the problem or is the gear ratio just not matching the engine? I would love to spend a day with Subaru engineers working on this and understanding what they are trying to achieve.
Basically, if the motor is allowed to rev further, it shouldn’t matter and there’s plenty of torque to get it going again. Maybe the engine just fell off the power and torque cliff past this point and they just can’t let it come back up.
It all seems to me a bit of a compromise, while the BRZ engine transmission seems in perfect harmony.
All-wheel drive has a 50:50 torque split and a viscous center differential, but no limited-slip front or rear differential. This last point is the most noticeable difference, with the front and rear axles seeking traction when coming out of corners more slowly.
With nothing but gripping your tires and feet to control torque and wheel speed, there will be some inconsistent movement when pushing hard.
Suspended
Suspension in the Subaru WRX is always a good compromise, but this is the first time on the track that I really feel like the chassis can handle a more aggressive tone.
It has good support in collisions as always and has no problem hitting the curb. At higher speed corners, however, it lacks the bounce control to force it down, and chassis precision isn’t rewarded with enhanced performance.
All in all, it’s a package that’s more refined and easier to handle, which should be a boon for the majority of people behind the wheel.
Drive system
I wish I could say this as well as before, with the new dual-gear electric power steering in the Subaru WRX claiming to “separate the driver input shaft from the engine assist shaft”, but instead , seems to have separated the feeling from the driver as well.
This may sound harsh, but the first time I turned a corner, I was almost shocked at the difference.
Now most people won’t notice a huge difference in normal driving and parking, but for what was once the highlight of the WRX, it’s definitely a step backwards.
Wheels and Tires
The Dunlop SP Sport Maxx GT 245/40 R18 tires performed well on the track and I didn’t notice any noticeable drop in grip.
The conditions are pretty perfect and I feel like they’ve missed out on a bit of performance altogether compared to the Michelin Pilot Sport 4S.
Driver Assistance (Electronic)
I didn’t need traction control or stability on the track, with all-wheel drive doing the job for me.
There is no other real option in manual WRX, just join and get started!
Cockpit (Ergonomics)
The handlebars are a bit thicker, but still nice and have good texture and grip. I had no problems with tiptoeing, finding the pedal position was also very good.
The seating position and support are decent, but not the exaggeration you’re used to from older WRX generations.
Overall, the cabin does the job without really standing out.
Time ring
The Subaru WRX 2022 is a more complete package than its predecessor, but on the right track disconnect is the first word that comes to my mind after doing a round.
It doesn’t feel slow, it doesn’t feel fast, it just does a good job. Personally I want more than one good work from a WRX.
For such an iconic car, it has somehow turned into sporty conservatism, while the opposition, including two-wheel drive alternatives, has begun. push boundaries further. It can no longer rely solely on its all-wheel drive traction to blow away opponents.
At first, I was a bit surprised to hear the Subaru WRX run on time.
On the track, it’s deceit and efficiency, two things that are usually unrelated to the WRX, and the last compares well to something like the Toyota GR Yaris (not the Rallye).
Its 61.37 seconds please only sneak in front of Yaris on CarExpert Charts. So it still offers value-for-money performance in its category, but it’s not the only choice in today’s impressive segment.
Atko’s 3:
- Let the car go through more corners than previous WRXs
- The rear can really get away from you early on in corners, notice this in low-grip bends
- Shifting gears sooner than you think
Click on the image to see the entire gallery
THAN: Everything Subaru WRX
