Subaru doesn’t make the STi anymore and the company has no plans to bring it back. As much as we lament the loss of such a legendary nameplate, the WRX that remains is a pretty good consolation prize. Sure, it doesn’t have the badge or quite as much power but the Subaru still has a potent turbocharged engine, rally-bred all-wheel drive system, and a 6-speed manual.
Now there’s a new RS trim (TR in the US) that Subaru says is the new enthusiast-focused WRX. It’s only available with a manual transmission, and it gets a host of upgrades to improve performance and handling. It’s not quite an STi but it’s as close as we’re getting for now.
Exterior: The WRX’s controversial redesign included tons of body cladding around the wheel arches, bumpers, and along the sides. While it polarized the Subaru community and fans of the brand, the rough-and-tumble look suits it to a tee. Subarus have never been pretty cars, they’re quirky and slightly odd but distinctive. The WRX’s boxy fender flares and oversized hood scoop are fun touches and the body cladding adds a bit of that rally car character that tells you it isn’t afraid of a bit of dirt.
The new RS gets a fabulous-looking set of 19-inch wheels with sticky Bridgestone tires that look like they’re painted on the rim. They’ve also given it a factory big brake kit that begins with larger cross-drilled rotors clamped by 6-piston calipers in the front and 2-piston calipers in the rear. Subaru has also issued stiffer springs and revised the damping rates with an emphasis on handling. They’ve also retuned the steering to be more responsive and offer more feel.
You’ll have to be a bit of an automotive detective to spot this new RS as there’s no badging to distinguish it from other WRXs. The biggest clue is those wheels and the Brembo brakes.
Interior: Subaru’s are inexpensive cars and the cabin reflects that with a smattering of hard plastics and few soft-touch surfaces. The RS gets a couple of micro-suede inserts on the dashboard that up the premium factor a touch but the real story inside is a pair of body-hugging Recaro seats. Exclusive to the RS, these thrones are stiff at first but will hold you in place through the tightest corners. They’re comfortable too, and a worthy addition to the WRX.
Subaru’s Eyesight technology is now offered on the manual-transmission equipped WRX, which is a big deal. It means the RS gets a full suite of driver assistance technology including adaptive cruise control, lane departure warning, and a pre-collision braking system.
The WRX also gets the 11.6-inch portrait-oriented infotainment system with wireless Apple CarPlay and Android auto.
Powertrain: The standard WRX was already a blast to drive but the RS fans the flames here and turns up the heat. The steering is light and slightly vague off-centre but firms up quickly as you add lock. It’s more responsive and there’s real feedback giving lots of confidence to chuck the WRX into corners with near reckless abandon. You don’t need to be the best driver because the WRX’s torque-vectoring all-wheel-drive system will sort out all the pesky physics for you and ensure you end up out of the corner shiny side up every time. This is the type of car that you can drive like a hooligan because it makes you feel like a better driver than you are but it will also reward a smoother and more precise driving style.
The trade-off for all this cornering prowess is a hit to the ride quality. Expansion joints, pressure cracks and frost heaves will have you wishing for a softer suspension setting, but manual cars don’t get drive modes or adaptive dampers. In the WRX RS you’ll feel every bump and every ripple so consider that before shelling out the extra bucks for one.
All is good with the rumbly boxer motor out front. It doesn’t wake up till you pass 3000 rpm and then delivers all of its torque in one big wallop that neatly tapers off before it hits its rather low redline of 6000 rpm. It has a lot of character and feels old school in the best ways.
If there’s a fly in the drivetrain ointment it’s the 6-speed. Clutch take-up is firm and predictable but the shifter feels like it was swiped from a gaming console with plasticky feeling gates and a ropy shift action. It’s far from a deal breaker but a more robust feeling gearbox would be welcome here.
2024 Subaru WRX RS
2024 Subaru WRX RS
2024 Subaru WRX RS
2024 Subaru WRX RS
Conclusion: There aren’t many cars like the WRX left and the new RS is catered specifically to enthusiasts who like to row their own gears, which is even rarer.
The RS adds a lot of performance goodies but you have to pay quite a bit to get them. And considering the hit to the ride quality, it doesn’t seem like a fair trade for the modest handling gains. We’d be just as happy with a regular WRX but if scalpel-sharp handling dynamics are a priority over ride-comfort, the new WRX RS is worth a look.
2024 Subaru WRX RS
Price as tested: $44,374.00
Freight: $2,095.00
Configuration: Front engine/All-wheel drive
Engine/transmission: 2.4-litre single-turbo boxer 4-cylinder/6-speed manual
Power/torque: 271 horsepower/ 258 lb-ft of torque
Fuel (capacity): Regular (63 L)
Combined fuel economy ratings (L/100 km): 10.8 L/100 km
Observed fuel economy (L/100 km): 9.8 L/100 km
Warranties: 3-years/60,000 km (basic)
Competitors: Honda Civic Type R, Hyundai Elantra N, Mazda 3 turbo
Website: Subaru Canada