The Subaru WRX is one of those sporty sedan rally cars that every enthusiast should drive at least once in their life. It went through a generational shift for the 2015 model year that made it even better, bringing new exterior looks, a longer A-Pillar, LED exterior lighting, a roomier interior, better outward visibility, and a new 2.0-liter four-banger that was 0.5-liters smaller than the outgoing unit but offered three extra ponies and 14 extra pound-feet which really helped to offset the 50+ pound weight gain than came with the new-gen model. It’s only been a couple of years since the new-gen model hit showrooms, and Subie put together some minor revisions for the 2018 model year. There was no power gain to speak of, unfortunately, but it did make some minor exterior styling updates, improved the suspension setup, updated the manual transmission, and now offers a new optional Performance pack – the latter of which you really want to know about if you’re hoping to ride off into the sunset with a new WRX. For 2019, there were no changes to speak of but we were excited to get our hands on one anyway. This was our experience.

2019 Subaru WRX

Specifications
  • Make: Array
  • Model: 2019 Subaru WRX
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Exterior

Interior

Drivetrain and Performance

Driving impressions

Grad the door handle, pull the door, and you already feel what the WRX is about, light, simple, clean but not luxurious. Slam the door close and you are sitting in a black spartan cockpit which makes you feel like the good old days. Orange needle cluster, big thick steering wheels with red stitching and three pedals!. Even though the push start button comes handy for stick shift newcomers who stall the car. A quick push and you are back on, instead of the old key which used to set you back a steps.

At the push of the start button, you hear the classic Subaru rumble. Some say it is different and not like 'in the old days' but overall it is still very typical of the Subaru's boxer engines and I don't see anything wrong with it. It is a very deep 'bass' type of sound and with the low sound insulation present in the cabin, you better like it because you are going to hear it all the time.

Before we start I am setting my seats in place, they are very firm and bolstered to allow you maximum enjoyment of these lateral G-forces the Subaru All-wheel drive system can create. The steering wheel telescope very far, and you have no problem finding the perfect seating position, even if you are the short arms, long leg type of guy.

If you bring the windows down and start wiggling the lever you hear unappealing mechanical noise, 'because racecar' I guess. >I don't mind the mechanical noises as much as the notchiness of the changes. You really have to manhandle the lever to get in gear. It doesn't require a lot of effort but it just feels wrong. Could also be that my press car was manhandled too many times :)

Let's get this party going, depressing the clutch is very easy, the release is progressive and light, allowing you to engage power while adjusting throttle input. The engine is not very torquey at lower RPMs but if you maintain a decent amount of gas as you release the clutch you can get some pretty enthusiastic takeoffs. I enjoyed playing with the pedals to get just the right blend of power for clean accelerations from a standstill as well as higher gear shifts. How good you can control your feet will dictate how much smoothness and power you will be rewarded with. These three pedals provide so much connection with the machine, it would be a shame to go automatic. Only cons for me, the gas pedal is a bit too far from the brake pedal, making down shift heel and toe a bit difficult, but you can buy aftermarket spacers to fix that.

Should you absolutely need an automatic gearbox, the steering wheel is another source of enjoyment on its own. It is truly something remarkable, the WRX is a ture sports car and no compromises have been made there. Of course, you will pay the price at high speed, where the car requires your attention but this is exactly what the WRX stands for.

The engine power is just enough to have fun without getting too much in trouble. The torque curve is very representative of the old school turbos. Not much power down low followed by a kick around 4,5000 RPMs. Nothing in comparison with the flat torque curves of the modern and boring turbos. I think the power delivery above 4,500 RPMs should be more linear though. My tester felt like power was going up and down a little too much until it reached maximum RPM at 6,500. In the end, I enjoyed the engine mostly between 3,500 RPMs to 5,500 RPMs, I tried to always stay in that band so that I could enjoy the turbo kick at every gear shifts. Again another fun factor of the WRX.

Subaru is well known for its AWD cars, but when it is coupled to their lightest car, it is even better. The WRX can be tossed like nothing else. There is no understeer of course, but the front feel gives you that 'on rail' feel that is so very special. not only you get tossed sideways but you also feel pulled forward. It is something that needs to be experienced to understand. This is only possible because the suspensions are also very firm. It can be painful at times, but it pays off when you push the car on a twisty on-ramp, rain or shine. Of course, the system is even more impressive on wet pavement, where it just feels like black magic.

To conclude I'd say the Subaru WRX is the most fun to drive sedan for the money. It is a fully immersive experience which will reward all your senses beyond expectations. But buyer beware, you have to live up to the challenge because the high rewards come with high responsibilities. The steering is lovely but twitchy at speed, the suspensions glued you to the road but beware of bad pavements, the engine turbo kick is exhilarating but no smooth operator and the spartan interior is fitted to the task but not here to cuddle you to sleep. To sum it up, WRX owners live life to its fullest: pains and gains.

2019 Subaru WRX specifications

Engine

4-cylinder, horizontally opposed (BOXER), turbocharged/intercooled, aluminum cylinder heads and block

Displacement

1,998 cc

Bore x Stroke

86 mm x 86 mm

Compression ratio

10.6:1

Horsepower

268@5,600 rpm

Torque lb-ft

258@2,000-5,200 rpm

Valvetrain

Chain driven Double Overhead Camshafts (DOHC), four valves per cylinder, Subaru Dual Active Valve Control System (AVCS) variable valve timing on intake and exhaust valves

Fuel / Induction

Gasoline Direct Injection (GDI), Electronic Throttle Control (ETC), twin-scroll turbocharger with intercooler

Transmission

Standard: 6-speed manual


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