Usually when an automaker launches a successor to a beloved enthusiast product, they might have to switch up the tech a bit to appease new regulations, but they usually get it right. However, every so often, a car is launched with what feels like a major equipment misstep, and that’s exactly what happened at this year’s Tokyo Auto Salon. This is the Subaru WRX STI S210, the successor to the ultra-exclusive S209, and it’s going to make the internet absolutely furious.
From the full skirt kit to the big wing, there’s a tough, aftermarket-like look to the WRX STI S210, which hints at the outlandish history of this series’ lineage. The Impreza S201 was absolutely bonkers with a front bumper like a snow plough and a wild set of skirts, the S202 had a roof scoop, the S206 of 2012 had fender-mounted extractor vents.
Aggressive looks need performance to back them up, so STI has turned the 2.4-liter turbocharged FA24 flat-four engine seen in the standard WRX up to 296 horsepower. Credit goes to a new airbox, new ducting to the turbo, a high-flow exhaust system, and the ECU tweaks needed to optimize for the extra airflow. Speaking of ECU tweaks, the S210 also gets its own flavors of drive modes, which makes sense considering STI models of yore got that SI-drive mode selection knob.
Of course, a bit more power is only one side of the equation. Looking at unsprung components, six-piston Brembo calipers clamp larger front brake discs, while 19-inch forged BBS wheels come wrapped in Michelin Pilot Sport 4S tires. While not the most aggressive choice of rubber possible, the Pilot Sport 4S is a fast, consistent 300-treadwear tire that’s been the OEM benchmark in that segment for years. Performance cars as far and wide as the Chevrolet Corvette Z06 and Hyundai Elantra N roll on variants of this tire, so it seems like a solid pick.
Moving over to suspension and chassis tweaks, STI assures us that the dampers, springs, and rear stabilizer bar bushings are unique to the S210, while the body gets a whole load of additional bracing. In addition to a front strut tower brace, additional draw braces are installed up front and out back. Judging by how stiff the structure of the regular WRX felt when I tested it last year, it’s hard to imagine a night-and-day difference from the new bracing, but little tweaks can all add up to faster lap times.
Speaking of faster lap times, the third-most important thing beyond tires and brakes in a performance car is the seat. It’s no good having all the power and grip in the world if you, the driver, aren’t held firmly in place. If a seat keeps you in places, your limbs are free to actually steer and work the pedals in a nuanced manner rather than partially occupied with the task of holding on. The carbon-backed Recaro seats in the S210 are certifiably hot, but they also should be properly supportive.
However, there’s one fly in the ointment here: the transmission. For whatever reason, Subaru Tecnica International has decided to equip the S210 with a continuously variable transmission. Sure, it might offer simulated shifts, and it might get a fluid cooler for track work, but for a hardcore sport compact car like this, you really want a manual. In America, most WRX buyers seem to agree, with Road & Track reporting that 71 percent of U.S. buyers through Q3 of 2024 chose to row their own gears. Would demand be higher for the CVT in Japan? Quite possibly, but it’s probably not the best move to attract performance Subaru loyalists.
Then again, with just 500 examples slated to be made, the WRX STI S210 probably won’t fall short of sales expectations. It’s not confirmed for America, but given the gearbox choice, would we missing much if it isn’t sold stateside? Certainly, it’s exclusive, but I have a hard time believing we’ll be pining for imported S210s in 25 years to the same extent rare Subarus of the Y2K era are coveted.
(Photo credits: Flavien Vidal)
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“but it’s probably not the best move to attract performance Subaru loyalists.”
That’s a group that shrinks with every new model Subaru launches with a CVT. There’s very little available on Subaru lots worthy of loyalty.
I read somewhere there will be 500 badged and numbered versions of this car. So, the transmission choice at that point is moot.
I’ve had some harsh words for Subaru of late in these comments. But I won’t lie, I’m very tempted by the current gen WRX.
Subaru has fallen so far for me in the last few years that this isn’t even disappointing.
I’d be more mad that the super limited STI isn’t any more impressive than the regular production one Subaru was selling 20 years ago (nevermind the JDM ones Subaru was selling 10 years before that), considering the dumbass price this undoubtedly will have attached to it.
I’m impressed 71% of buyers are getting the manual.
As is is one of the worst manuals I have driven.
I went in and test drove one and the box was very vague and not confidence inspiring.
So I went and bought a manual nissan Z
But when wife was looking for a new daily the WRX sportswagon (Australian first levorg) with cvt was perfect.
It’s a genuinely good gear box for a daily and when in sport mode with paddles us properly quick.
First car I ever drove the auto was better than manual.
It’s a weird, very limited production run.. who cares what transmission it has? Now if they were making a “regular” STI with CVT-only I would understand a bit more people being upset. The standard WRX though comes with both options, I’m typing this from my dealer waiting room while my regular WRX with a 6-speed gets its break-in oil changed.
The annoying thing for me here is this is down 45hp from the older S209 which used the ancient EJ257 engine (which all US STIs have used since they first arrived in 2004.
It just goes to show that for all its complaints, Subaru really knew how to play with the EJ engine and still hasn’t sorted the EA series yet.
I used to be a pretty diehard Subaru fan, having owned a bugeye and an H6 Outback, but once they started sticking CVTs in everything and dropped the flat six, I lost interest in a big hurry.
My bugeye truly embodied Subaru weirdness and was a perfect jack-of-all-trades daily for me. The LL Bean Outback had a pretty impressive set of luxury features for the money, and the EZ30 flat six engine had all the noises of a 911 at a quarter of the price, while being dead reliable with none of the pitfalls of the EJ engines.
Now, Subaru doesn’t really stand out in any regard, and while I’m happy whatever they’re doing is working for them, they just lost all appeal for me.
I can guarantee that the power is limited by the CVT.
Wait, they’re actually making an STI again? Even if they want the S210 to be CVT-only, at least offer a non-S210 STI with both transmissions.
I don’t think the absence of a manual is a big deal. They’re dying. Only the most hardcore drivers are buying them anymore, and this updated WRX really isn’t that hardcore. Subaru still needs someone to buy the small number they’ll make.
The bigger deal here is that Subaru is still trying to sell their CVT as a sport-worthy transmission. It’s fine for getting around town…maybe even good. But in a small sport sedan? Gah. They were never going to develop a DCT or any such thing that would be more in line with the car, so it was choose what’s on the shelf.
Considering they already have a manual in the WRX, and their choice of the one transmission was a CVT, I think that sends a pretty clear message about how many Manuals they thought they could sell.
Did you not read that 71% of WRX buyers choose the manual gearbox?
I did. Maybe you missed the last paragraph?
Subaru has been using CVT’s for much longer than most it seems like. when they fail, they are a bit pricy to fix. However Subaru has seemingly done better than most on longevity of the CVT, though it could just be the grenaded Head Gaskets that save them from failing for the Trans later. Still I cannot complain about the 2.5 NA CVT in the old Legacy my mom has owned since new. it drives far less buzzy than any Nissan or really any other small car with and CVT that I have experienced. I was pretty far from impressed by the Rental Corolla I had to get over the holidays. Did it work, yes, did the droning and perceived power seem annoying, yes.
Subaru had the first successful implementation of a CVT (as far as I know) in the 1987 Subaru Justy. Conversely, the 1990 Justy was also the last car with a carburetor sold in America.
Automobiles with friction-disk CVTs go back to the early twentieth century but if we restrict ourselves to belt-driven split-pulley designs, the first successful implementation in a car was the DAF 600, shown to the public in early 1958 and released for sale in the 1959 model year.
redefines the meaning of Subie Rev Hang I suppose.
Any word on what vape smell/flavour the factory bakes into the interior? Based on the styling, I’m guessing bubblegum.
More like the WTF STI S210, amirite?
The world flipped. In 2004 a WRX STI was making ~40 more horsepower than a Mustang GT with less weight and more traction.
Regular luxury turbo 4s were barely above 200hp.
Now today, Benz 2.0 Amg have ~400hp, or over 100hp more than the WRX, and the Mustang GT now has 180 more horsepower than the WRX STI.
If they were staying equal the new WRX should be 400hp and the STI closer to 500.
They lost their way. A regular V8 Stang is now faster by a big margin.
But you get all that AND the looks of a Corolla sedan!
with extra and extra useless plastic cladding.
The worst… I saw a wagon this morning on the freeway, it was too dark to see if it was an RS, but every time I see a wagon it reinforces just how horrible the WRX is. Both the Impreza wagon and the Crosstrek have much better language than the WRX, even without accounting for the cladding. Of course that’s ignoring the interiors, I saw a Solterra in our work parking lot and googled it because “no way in hell that’s a Subaru” sure enough it’s a Toyota.
Yeah agreed, honestly the new Impreza wagon is not a bad looking car, Subaru not offering this as a WRX is insane or its a commentary on body panels are cheaper to produce than unique drivetrains and suspensions?
I think as a lot of the comments point out, Subaru lost the WRX plot a long time ago. I’m of the belief it was after the 2012 model when they dropped the 5 door.
The 2008-2015 generation was the last generation where Subaru offered the WRX as a wagon…in the US. If you’re not familiar google Subaru Levorg-basically the 2016-2022 WRX wagon we should’ve gotten was offered in some other markets.
But agreed, it feels like Subaru largely started phoning it in after the 2002-2007 generation. When a new generation of WRX launched in 2008 it got crapped all over by car journos for making barely more power and having less sharp suspension and steering than the outgoing model, which Subaru then mostly fixed in 2010. Then again in 2015 the new model was a “nicer” car but made no more power than the outgoing generation in spite of using an all new engine. Which they’ve basically repeated yet again. I don’t think I’d even care except the WRX has sadly few competitors for an affordable AWD performance daily for those of us in wet or snowy climates.
you miss the real point which is the AWD V6 Camry will outrun just about any WRX these days. It is odd they did not make this an eCVT and get it Hybridized or something to make up for the lack of development over the past two decades.
And it’s arguably better looking