Subaru WRX (US) review

It’s the WRX, Subaru’s sole sedan that happens to bear what remains of the brand’s rally sport legacy. Seeing the name likely conjures memories of great motorsport moments off road, with the winged STI and imposing Impreza iterations at the forefront.

Alas, despite fan outcry, the WRX and Impreza – which now exist separately as a sedan and hatchback respectively – have put their wilder days behind them.

Ah, the good ol' days.

The WRX has certainly matured with age. The Impreza-based versions are the ones we still think of when the name crops up, and even after it was spun off, the first generation of the standalone WRX had all the go-fast bits we associate with the nameplate. The good news is, the current-gen sedan is, at its heart, the WRX we want it to be: punchy, all-wheel drive and versatile.

All models in the current lineup are powered by a 2.4-liter turbocharged four-cylinder boxer engine that whips up 271hp and 258lb ft of torque. Power is routed to all four wheels either through a six-speed manual gearbox or a so-called performance CVT.

And yet, no STI version?

Nope. As it stands, the closest version yet is the Subaru WRX tS, the ‘tuned by STI’ iteration with an updated brake package, electronically controlled dampers and suspension tuning unique to this model. Apart from a handful of unique visual exclusives like interior highlights and badges, the WRX tS’s other unique feature is a brand new 12.3-inch digital gauge cluster.

If any of this rings a bell it’s because the tS model essentially goes through the list of existing options found throughout the WRX portfolio and puts together a previously unavailable combo along with a few new elements for a real performance-forward package. For instance, the WRX GT comes with an electronically controlled suspension and different drive modes, but no manual gearbox. The WRX TR that the tS replaced had the six-piston Brembo brakes and a six-speed manual, but not the GT stuff.

As it stands there are five trims of the WRX, beginning with the base model that makes its return after being bumped from the line-up for a short while. Premium and Limited trims add more creature comforts while the GT trim is fitted with the sportier hardware, and the tS cherry-picks features from all of them.

2026 sees a copyeditor-unfriendly Series.Yellow version of the tS hit the streets, which is, you’ll be shocked to hear, a tS with an exclusive yellow color and accents. There will only be 350 units made, so if you like yellow, get buzzing.

How does it drive?

From base to the top of the trim, Subaru’s WRX is incredibly accessible, and drivers of all experience levels will find something to enjoy here. For enthusiasts new to the game, the base WRX is one of the few relatively affordable new cars available. Its modest power output, symmetrical all-wheel drive and standard EyeSight safety suite will certainly help keep you on the safer side as you learn the ropes of performance driving, all while getting to grips with an average six-speed manual.

More seasoned drivers will similarly enjoy the base model’s er, basic setup, though regardless of trim level, you’ll find the 2.4-liter boxer to be lacking in the rev department. This isn’t much of an issue on the road, but anyone planning to make the WRX their track plaything will have to contend with the power unit hitting its limits at inopportune times. Across multiple tracks, we’ve found the WRX often runs short on revs before the next bend. As such, you’re frequently preoccupied with the decision to either languish in the lower gear for the responsiveness at the cost of speed, or shift to a higher one but lose the power to accelerate out of a turn.

It’s a particularly frustrating fly in the ointment here because the WRX is otherwise a pleasure to drive at speed. With grip for days, it’s super encouraging for testing limits without too much concern of binning it, and is as communicative as it is responsive.

Come on then, how much?

The base WRX comes in at around $32,495 while the slightly sportier WRX tS stats at $44,995, along with all the trims in-between. That puts it in direct competition with known winners like the Honda Civic Type R and Toyota’s GR Corolla, as well as newcomers like the surprisingly engaging – and more affordable – Hyundai Elantra N. We can only hope the WRX’s ample cladding protects it from the kind of beating that comes from entering the fray with such tough opponents.

Subaru’s WRX may look more down to earth than previous versions but it’s still as capable and accessible as ever, if not more. The modest power and all-wheel drive stability make it a fun plaything that isn’t intimidating to new drivers while still pleasing the more experienced ones. Wherever you land on this scale, the WRX rewards bravery with security.

In between track days, the WRX operates as a daily driver without any of its utility compromised by what you get up to on the weekends. The ample cargo and passenger space will be sufficient for most, and it’s a particularly compelling option if, like the car itself, you’ve matured out of your carefree adolescent period.