Before IC engines disappear, we still have some very special mechanicals to enjoy…
Now in its 5th Generation, the WRX has a checkered history of racing, rallying and generally providing petrolheads with considerable exhilaration. Our last test of one of these icons was back in 2014 in the guise of the WRX STI. That version had the 2,0-litre boxer engine and the oversized rear wing. What the latest iteration does is lose the wing, now replaced by a minimal boot lip and it receives a larger engine of 2,4-litre capacity with the same flat-four layout. Power is now 202 kW with 350 N.m of torque. This is fractionally up from the previous WRX which had 197 kW and the same maximum torque. Comparing this to the previous STI, that version had 221 kW and 407 N.m and no, there is no talk of a new STI yet.
The main bodywork changes are a switch to the Subaru global platform that is shared with models such as the Outback. Styling is carefully tweaked to provide a more up-market appearance that will appeal to a wide range of drivers and not just boy-racers. The frontal styling includes a black airdam with large, aggressive side pods that look very supercar-like. What does look the part is the dual exhaust silencers each with twin tail-pipes. No fake pipes here.
Seating is supportive and grippy in the alcantara cloth but it’s a pity that the pedals are not set deep enough. This leads to moving the driver’s seat further back for a longer arm setup. Fortunately there is plenty of adjustment for the steering wheel.
In our 2014 test of the RX STI we criticized the infotainment setup. The interior has now been tastefully modernized with a huge, tablet-style central touch screen. This handles connectivity and audio with the air- conditioning related controls at the bottom of the screen. A conventional volume control knob is sensibly placed to the right of the screen. Leaving nothing to chance and very unusually, a CD player is added under the rather small centre armrest. The steering is electrically assisted but feels more akin to a hydraulic setup. It has a quick and precise action, almost go kart-like, even with 2,6 turns lock to lock.
As before, the engine needs a few revs with a touch of clutch slip to prevent stalling. There is also a healthy dose of old-school turbolag before the turbo start to kick. This might have been dialed out using a fancier turbocharger design, but it merely adds to the heritage of forced induction and fully involves the driver at all times. One of the new features is the DMS system. This recognizes up to five drivers and adjusts cabin settings accordingly. It also scans the driver’s face to detect when they are tired or distracted, at which moment a buzzer will sound. This sounds fancy but perhaps unnecessary given the exhilarating nature of the car.
Ride quality is quite acceptable given the sportiness of the WRX and fast cornering with the superior all-wheel grip is a breeze. As before, while the four exhaust outlets look the part, they do not do justice to the flat growl of the boxer-engine. Refinement is one thing but it would have added some panache to have an on-board, button-operated switch to release some of that special sound. Yes, the sound that will forever disappear when electric motors take over.
Price: tba Engine: 2,4-L flat-four, petrol Transmission: 6-speed manual 0 to 100 km/h: n/a Top speed: n/a Power: 202 kW Torque: 350 N.m CAR Fuel index: n/a CO₂: n/a
Rivals: BMW 330i, Audi S3 Sedan, Mercedes-AMG A35 Sedan
Keyword: DRIVEN: 2022 Subaru WRX