The meaty clutch requires a strong left leg
and the six-speed manual gearbox demands a committed left hand. Furthermore,
the electric steering assistance is overly weighty, which can be cumbersome at
parking speeds. All this means is that the WRX isn't quite as user-friendly as
other family-carrying sedans (although there's sufficient rear-passenger room
and up to 1,032 dm3 of utility space). That said, there have been improvements
in NVH and on-road comfort, as evidenced by less wind noise and a generally more
pliant ride on imperfect surfaces.
Keeping the WRX on boost is an addictive
pastime that can easily see the WRX's average fuel consumption skyrocket. For
the record, we achieved 9.6 litres/100 km on our real-world fuel route. During
the WRX's stay, the average hovered around the 13.0-litre mark.
The
turbocharged boxer engine is more powerful and efficient than previous variants
Point the WRX in the direction of your
favourite twisty road and the fun really begins. The sure-footedness of the
symmetrical all-wheel-drive system inspires so much confidence that you can be
fooled into overcooking your comer entry.
But not to worry, the WRX can scrub off
speed through some commitment to the middle pedal. The latter seems to lack
feel - which can be a little disconcerting - but the WRX fared well in our 100
km/h-to- standstill test. After some manhandling of the brake pedal, we
recorded an average of 2.84 seconds and a stopping distance of 39.19 metres.
The steering is precise, but it lacks
feedback. There's still some body roll after the WRX has turned in, but less so
than in previous versions and, after a hint of understeer, it settles into
corners with excellent balance - and at eye-widening speeds. Aim for the exit,
nail the throttle and the AWD system does the rest, supplemented by a new
torque-vectoring system that brakes the front wheels accordingly to maximise
exit speed. The WRX's ESP system seems less refined and intrusive than those
offered on its Teutonic rivals.
The
wide front seats have body-hugging bolsters on the backrests, but not on the
cushions
The six-speed manual is a little notchy and
requires some familiarisation before you can perform snap shifts with
confidence. However, get it right, nail the heel-and-toe manoeuvres that the
offset pedal layout encourages, and gear changes are extremely satisfying.
The experience is further heightened by the
stiffer suspension setup, made up of revised spring rates, larger antiroll bars
and alloy lower control arms - making the WRX feel more planted than before.
Very little unsettles the sticky 17-inch Dunlop Sport Maxx RT rubber, although
we believe they lead to increased road noise over rougher surfaces.
17-inch
alloy wheels are standard on the base-spec Subaru WRX
Test Summary
WRX loyalists from the last two decades
have moved on and matured, so Subaru sensibly did the same with its sports
sedan. While the upmarket move is welcome, we were left slightly underwhelmed
with the WRX's performance. The minor increase in power and torque does not
compensate for the added weight. That said, very little can touch the WRX's
ability when the asphalt starts snaking and the combination of its all-wheel
drive and nimble chassis make it a very engaging driver's tool.
A launch price of $42,040 isn't especially
low, but then neither are the WRX's cheap. Still, we think it best to wait for
the full-fat STI.
