The arrival of the WRX is especially gratifying for Sport Compact Car and surely its readers, many of whom have waited for years for a taste of the good-life that is the WRX. Teased by the ever-powerful, Japan-only version of the car, enthusiasts need not wait any longer to drive one. When the WRX roared up to our offices, it was nirvana times 10.
What's it like from the driver's cockpit? Jaw-dropping fun and much more. All 227 hp feels linear--it's a no-nonsense performance package that begs to be driven hard and pushed to redline. You quickly notice how effortlessly the WRX handles the corners, while eating up the asphalt at the exits, along with anything else in its path. From its leather-wrapped MOMO steering wheel to its WRC-inspired alloy pedals and four-channel ABS brakes, the all-new WRX screams performance.
The WRX instrumentation and HVAC are all well positioned, and thoughtfully designed for the serious driver. Exterior styling is not pretty, not cute, not even daring--just delightfully functional--the blank canvas designed for anyone with an imagination.
It took years to get here; so no matter what you buy, you owe yourself a test drive in Subaru's new-age muscle car. --Larry Saavedra
It's about time.
Ever since I stabbed the throttle on an Impreza WRX RA back in 1998, I've been yearning for this car to come to America. I must get asked what my favorite car is at least once a week, and when my answer has the word "Subaru" in it instead of "Ferrari" or "Porsche," I'm usually faced with blank stares, open dismay and sometimes even pity. With any luck, this car will help with my return to normal society. Or more accurately, maybe it will help normal society accept me again. Ten thousand people will get a chance to own the new U.S.-spec WRX, and they'll tell their friends, and their friends will tell their friends, and finally people will start to understand me.
The new WRX isn't quite the frenetic explosion of performance that first WRX RA was, but it shares that car's unique combination of power, performance and unparalleled, go-anywhere versatility. Like every Subaru, the WRX excels on torn-up, bumpy roads, in rain, mud or snow. But unlike any North American Subaru before it, the new WRX is genuinely fast in those ugly conditions and clean, smooth pavement as well.
Subarus have always been intriguing with their uniquely efficient drivetrain layout and the WRX takes that mechanical fascination a few steps further. Not only are a turbo and intercooler squeezed into the same space occupied by the intake plumbing on the naturally aspirated version, but the 227-hp powerplant manages to meet the exceedingly strict Low Emissions Vehicle requirement despite its high specific output.
With the new generation, the Impreza moves up several levels in interior trim and quality--a fact that should help broaden its appeal among those who care about such things, and ensure a steady supply of turbocharged, all-wheel-drive rally machines for those of us who only care about going fast.
Subarus have always been a little bit outside of ordinary--a little bit wacky. But wackiest of all has to be the fact the WRX is available as a station wagon, a combination that offers boundless utility, effortless performance and more aftermarket potential than we've seen in years. Make mine a black wagon. --Dave Coleman
If you read Sport Compact Car's cover story last month, you know how we feel about this car. What more can we say? It's turbocharged. It's four-wheel drive. It's the WRX in America. Finally.
This highly anticipated machine backs up what its rally heritage and aggressive looks promise. As the most powerful car in this year's Eight Great, the WRX demands respect. Two hundred and twenty-seven horsepower motivate the new Impreza platform, which is also significantly more rigid than the first-generation car.
The real difference is behind the wheel. If you're accustomed to the power and chassis dynamics of the 2.5RS, then get ready for a surprise. While the WRX still reverts to understeer in many conditions, it can be pitched into a corner at speed and powered out with confidence. A larger rear anti-roll bar will likely go a long way toward making the WRX even more of a driver's car. However, the WRX's spring rates, damping and awesome suspension travel are what really impress. The new car will blast over speed bumps or charge through potholes without upsetting its chassis. It's likely the best real-world driver's car of the bunch.
The best part of the new WRX, however, is its potential in the aftermarket. Tuners in Japan and Europe have been having a heyday with the old WRX and Impreza Turbo for years. Now it's our turn. There's no doubt the aftermarket will immediately jump on the WRX. And since it uses the same flat four as the old WRX, much of the development work has already been done. Companies like HKS, GReddy and APEX will no doubt have parts for the new car in no time. --Josh Jacquot