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on 19
Oct 2022 |
All rights reserved.
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WRX
brings a bigger engine, but much is unchanged, for the better or worse.
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Since last generation, WRX
has been separated from the Impreza line and no longer carries the
latter in its official name. However, the last WRX was still derived
from the Mk4 Impreza, which was obviously from its looks and specs.
This time, the new WRX distances itself further from its mother car.
Although the dimensions, the silhouette and most glasses look familiar,
they don’t share a single body panel. Moreover, head and tail-lights
are unique on the WRX, ditto its front and tail design and the
Gandini-style hexagonal plastic cladding around its extended wheel
arches, which attempt to give the WRX a rugged, SUV-style looks. It
suits the former rally special quite nicely. This isn’t a handsome car
by conventional sense of beauty, but at least it looks special,
particularly with a low bonnet and a scoop on top.
By separating the WRX from Impreza, their product cycles can be
decoupled. No wonder the new WRX arrives 5 years after the Impreza Mk5. This gives the hot version an
opportunity to update its interior. While dashboard design is very
conventional, it is finished with more soft-touch plastics. On the
center console is a large, 11.6-inch portrait touchscreen, taken
straight from Legacy. The icon-based infotainment system is generally
easy to use and quick to respond, although Apple Car Play and Android
Auto need to be connected via wire. 2 small rotary controls at either
side of the screen allow easier adjustment of audio volume and
temperature. The leather-wrapped flat-bottom steering wheel, part-suede
bucket seats and faux carbon trims add to upmarket feel, too. Interior
build quality is the biggest improvement of the new car.
As for cabin space, a sloping roofline has rear headroom compromised a
little bit more than before, but if you are no taller than 6 ft, the
back seat will be comfortable enough for long journeys.
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Interior
build quality is the biggest improvement of the new car. Large screen
is another.
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The new WRX is slightly larger than the last one, but its key
dimensions go in line with the current Impreza, using a 2675 mm
wheelbase. The steel monocoque has its torsional rigidity boosted by 28
percent, thanks to using structural adhesives and more spot welds. It
keeps struts suspension up front and a multi-link setup at the back,
but increases suspension travel to improve bump absorption, while
mounting the rear anti-roll bar on body shell instead of subframe for
better effect. Most cars come with passive suspension to keep prices
affordable. Only the newly added GT trim has adaptive dampers.
Meanwhile, the electrical power steering is upgraded to dual-pinion
type to improve precision and feel.
Upgrade to the engine is less remarkable. Instead of the existing
2.0-liter mill, Subaru installed a 2.4-liter boxer engine into its
nose. It is basically the turbocharged version of the FA family serving
the BRZ and Toyota GR 86 sports car. Disappointingly, its output has
climbed by merely 3 horsepower to 271, while peak torque is unchanged
at 258 lbft, blame to reducing turbo boost pressure from 1.1 to 0.83
bar. Subaru said its key improvement is more torque from lower down the
rev, but we cannot see that from figures, as the peak torque is still
released from 2000-5200 rpm, exactly the same as the old engine.
In the real world, it seems that the larger mill does deliver a tiny
bit more torque at lower revs, but too tiny to make a difference in
performance figures, because the new car also gains a bit of weight.
Expect 0-60 mph done in high-5 seconds, like a Golf GTI but definitely
slower than a Hyundai Elantra N. By the standards of modern
turbocharged engines, this boxer feels old-fashioned. Turbo lag is
obvious. It doesn’t really wake up until 3000 rpm. Yes, the mid-range
is strong enough, but you get only 3000 revs to play with, because the
limiter will cut out at exactly 6100 rpm. Aren’t boxer engines supposed
to rev higher?
The 6-speed manual gearbox is far better. Its gearshift is slick enough
and has a satisfying mechanical feel, while clutch is light and easy to
modulate. There is really no point to opt for the alternative CVT that
Subaru refuses to call it CVT – yes, all the press materials call it
“Subaru Performance Transmission (Automatic)”. If Subaru drivers don’t
choose manual gearbox, I don’t know which crowd would.
No matter which gearbox is chosen, the WRX is not going to win any
green awards. Its EPA combined fuel economy of 22 mpg is awful,
compared to 28 mpg of Golf GTI and 25 mpg of Elantra N. The combination
of a large boxer engine and permanent all-wheel drive guarantees to be
thirsty.
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Its
engineering philosophy is still focused on keen drivers, and that alone
is worth applauding.
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Yes, one thing never changes in the WRX is the permanent 4WD system. It
is carried over from the last generation, which was carried over from
its predecessor again, and so forth. On manual gearbox car, a
viscous-coupling differential lock normally splits torque 50:50 front
to rear. CVT uses a planetary center differential to split 45:55 while
a multi-plate clutch provides the locking function. Torque vectoring to
individual wheels is implemented by brakes only.
Aging and fuel-wasting it might be, the permanent 4WD system does gift
the WRX an unflappable handling, always finding remarkable traction and
grip, no matter on gravel or wet surface. The 245/40R18 summer tires
also offer bags of grip. The WRX is not the sharpest to steer or the
most agile, but it feels planted, predictable and easy to push. The
steering is not very feelsome but its response and accuracy is assured.
Likewise, the brakes are not particularly large, but strong and
dependable. While it isn’t as sporty as Type R or Hyundai N, driving
thrills is still rated high on the Subaru, especially on less than
perfect surfaces.
The softer suspension and stiffer chassis do help broadening its driver
appeal, because with a more forgiving ride and better NVH suppression –
though still lags behind the class standards – you can enjoy more
hustling the car on back roads.
There are still a lot of weaknesses, such as the weak engine, poor fuel
economy and questionable styling (that’s a matter of taste though).
However, the WRX is reasonably priced and pretty practical to use as a
daily driver. Being a Subaru, its reliability is assured. Most
important, its engineering philosophy is still focused on keen drivers,
and that alone is worth applauding. Sadly, Subaru said there won’t be
an STI model anymore due to the market change. By the time the next
generation WRX arrives, it might become an electric car.
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Verdict:  |
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