A few years ago, Subaru announced that its weapons-grade STI sport compact car lineage was being put on hold. It was the end of an era for rally-bred sedans, since the best we could expect going forward was the more affordable, more mainstream WRX. However, it’s not like nothing was done to bridge the gap. For 2024, Subaru took a WRX and gave it new suspension, Recaro seats, Brembo brakes, new wheels, new tires, and a badge familiar to Subaru fans. The WRX TR was born, and while it sports some serious goodies, it also comes at a serious cost. So, is a WRX costing more than $40,000 going to satiate people looking for something more focused? Well, we’re about to find out.
First, let’s get something out of the way: despite the emblems, the car you see here is, for all intents and purposes, a WRX TR – it’s just badged as an RS in Canada. That’ll explain the differences in badging you see in photos, but otherwise, the performance goodies on this car are basically identical to those on the car available in America. Got it? Then let the games begin.
[Full disclosure: Subaru Canada let me borrow this WRX RS for a week so long as I returned it with a full tank of premium fuel and reviewed it.]
The Basics
As-Tested Price: $42,775 including freight ($44,374 Canadian)
Engine: 2.4-liter turbocharged flat-four engine with direct injection and variable valve timing.
Transmission: Six-speed manual transaxle.
Drive: All-wheel-drive.
Output: 271 horsepower at 5,600 rpm, 258 lb.-ft. of torque at 2,000 rpm.
Curb Weight: 3,430 pounds.
Fuel Economy: 19 mpg city, 26 highway, 22 combined (12.3 L/100km city, 9.0 highway, 10.8 combined).
Minimum Fuel Grade: 91 octane.
Body Style: Four-door compact sedan.
Why Does It Exist?
A few years ago, Subaru dashed all hopes of the current WRX spawning an STI variant, so the WRX TR acts as a placeholder. It promises sharper handling and more performance goodies than a regular WRX, without requiring additional emissions certification. While this sounds like a cop-out, the old STI wasn’t actually that quick unless you tuned it to the moon or inflicted Chevrolet Cavalier-tier drivetrain abuse upon it, and once you subtract piston-torching boost or rent-a-car levels of DGAF, it quickly became all about the handling.
How Does It Look?
Well, the 2024 Subaru WRX TR certainly looks like a Subaru. Look, much has been said about how the current WRX looks, but it’s worth pointing out that some Imprezas of the past were desirable in spite of the dorky aesthetics. Instead of ungainly, think gravel-ready, and the aesthetics make a whole lot more sense.
See, all this plastic cladding is rather utilitarian, and you can even call some of it city-proofing. For instance, the unpainted rear bumper insert sticks out substantially farther than the painted surfaces, meaning it’ll be the first thing getting hit in a street parking scenario. Armor for urban warfare? Yeah, that’s a better view of things, and it means the new WRX is ready for the city.
How About The Inside?
Subaru models aren’t exactly known for game-changing interiors, and the WRX TR is no different. Aside from the infotainment system, the general dashboard design feels a bit seven years ago, and some of the switchgear follows the “if it ain’t broke…” philosophy, dating back to borderline historic models yet still functioning perfectly adequately. Indeed, the number of shut lines and some of the materials do date this interior a touch, but that’s not why people buy Subarus anyway.
Still, even with lots of stuff feeling a bit last-generation, there are some lovely things to savor inside the WRX TR. The Recaro seats are great, even if they do put you a touch high, and the rear seat space is genuinely commendable. You could totally use the WRX TR as a family sedan without compromise, a perk that somewhat makes its north-of-$40k price easier to swallow.
How Does It Drive?
Right, let’s get the elephant in the room out of the way first. The steering, while fast, offers up zero communication. However, once you wrap your head around the novocaine steering, you’ll realize that hey, this WRX doesn’t want to plow when you get on the power early. In fact, it actually wants to rotate. Schwing! It’s eager to dive into and scramble out of corners, remaining composed while offering rather excellent ride quality. For Subaru fans looking for a redemption arc, this is absolutely where the WRX TR claws back ground. Compared to the old WRX, it’s a revelation, and you could spend thousands of dollars on aftermarket parts on a base WRX and not get this level of agility or refinement.
With 271 horsepower on tap and a curb weight of just over 3,400 pounds, the WRX isn’t the most potent car in its class, but dare I say, it’s partner material — not too fast, not too slow. Engaging without being overwhelming, and always remaining rational. It even does away with drive modes and various maps for steering and throttle which I can live without. Look, the old STI was borderline undrivable in its addy’d-up Sport Sharp mode, so one drive mode you simply have to stick to is for the best. In fact, the engineers at the automakers should be the experts, so aside from cleverly sidestepping fuel economy requirements by only adhering to the letter of the law, why the hell would you want anything other than a default drive mode? They’re the chefs, they better serve this wagyu up perfectly.
Indeed, the WRX TR has one of the best powertrain calibrations I’ve experienced in a modern manual car. It just does what you want, from rev-matching to creeping along in heavy traffic. The shifter isn’t exactly precise, occasionally denying a spirited 1-2 shift, but that’s small potatoes compared to how well the engine mapping is resolved here. No rev hang, no heavy-handed assists, it just does exactly what you expect it to do. Well done, Subaru. Almost every manufacturer could learn something from this.
However, the WRX TR is missing the driver-controlled center differential from the old STI, and that would be a nice thing to have. After all, a Toyota GR Corolla isn’t that much more expensive, and it lets you vary your torque split to a degree, so bringing in that party piece would satiate AWD snobs and Subaru diehards.
Does It Have The Electronic Crap I Want?
Ah, well, you see, yes it does, but the implementation of some of these electronic gizmos isn’t great. For instance, the massive touchscreen with Apple CarPlay and Android Auto compatibility seems great, until you realize that it washes out severely in sunlight. This would’ve been acceptable 15 years ago, but it’s 2024, and many automakers offer infotainment screens on par with the latest consumer electronics. It also takes a while to boot, and pairing a phone for Apple CarPlay isn’t as seamless as on some competitors.
It’s a similar deal with the sound system. Its sound profile is so V-shaped that it can compromise the music you’re listening to. You can only play with the mids so much, so if you’re looking for a grade-A sound system for the segment, you probably won’t find it here. It’s also worth noting that if you want to push some bass through this system, you might get some distortion. One of the tracks I play for audio system testing is a rebassed, decaf version of Wobble by Six Reasons. I played it in the WRX and for a second, it felt like I was hurting something. Mind you, U.S.-spec TR models do get a Harman/Kardon sound system, so really, this is more a warning against pushing the sound system in a basic WRX.
However, let’s put aside digital stuff you might want and talk about stuff you wouldn’t want digitized. Subaru has avoided digitizing some important things, and having physical gauges, both volume and tuning knobs, and a mechanical handbrake is a godsend. All these features are beautifully uncomplicated, as they really should be. Add in all the advanced driver assistance systems you could realistically want and useful second-row USB ports, and you get a car that’s pretty usable. It also has a digital version of arguably the single most important ancillary in any performance car — a proper oil temperature display.
Three Things To Know About The 2024 Subaru WRX TR
- It’s seriously fun in the corners.
- Look ma, no rev hang!
- The infotainment screen does wash out in sunlight.
Does It Fulfill Its Purpose?
As a crisper WRX? Hell yeah it does. Look, this isn’t game-changing stuff here, it’s just a sharper-handling WRX, and it excels at that task. It’s the best stock non-STI WRX I’ve ever driven, and despite some of the tech deficiencies and the substandard shifter, it’s one of the easiest current sport compact cars to live with. Believe me, I’ve driven damn near all of them.
However, it’s also easy to see why the WRX RS might end up as a runner-up in many sport compact searches. It’s a likeable thing to drive, but it’s very much an emotional choice rather than a rational one. The Toyota GR Corolla is similarly priced and offers a trick all-wheel-drive system and some sweet differentials. The Volkswagen Golf R feels more mature. The Hyundai Elantra N is an absolute riot that’s just more fun to drive, with substantially better steering and a more playful chassis. If the WRX RS competed on price with the Jetta GLI and the Civic Si, it would be a no-brainer. However, for nearly $43k, it takes dedication to pick it.
What’s The Punctum Of The 2024 Subaru WRX TR?
Want a more agile WRX? Then this thing does exactly what it says on the tin.
(Photo credits: Thomas Hundal)
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While we don’t have the numbers on this yet, I’m pretty sure it will be at least a second to a second and a half slower to 60 mph than the STi was.
Based on my experience with my 2008 Hatchback, the STi was very fast in stock form, and the drive modes were awesome and very necessary. This particular model harkens back to earlier WRX generations which had a single drive mode.
The STi in Sport Sharp mode was a riot to drive, but the base mode was necessary for fuel economy. The car was still plenty fun and fast in standard Sport mode.
I’m sure this car has better handling (although it completely lacks the handling tuneability of an adjustable center diff), but it’s missing a few key ingredients and I’m just mad at Subaru for the dumb plastic shit.
Another plus here is that the FA has to be more reliable than an EJ because everything is more reliable than an EJ.
The most important thing to consider is that a GR Corolla would be a better choice in almost every conceivable way.
Could you give a breakdown of what’s different between a TR and a base model? Or additional trims as necessary?
I’m moderately seriously looking at this car and find Subaru doesn’t do a great job talking about what exactly I’d be getting for my money.
I haven’t driven a manual transmission 22-24 WRX yet, but I will say that the Subaru accessory short-throw shifter was a godsend on the previous generation WRX with the 6-speed split-case transmission. It made a big difference. It’s available as a port-installed accessory, dealer-installed or an over-the-counter part.
Modern Subaru reviews always mention something to the likes of this
“Aside from the infotainment system, the general dashboard design feels a bit seven years ago, and some of the switchgear follows the “if it ain’t broke…” philosophy, dating back to borderline historic models”
Can someone actually tell me wtf this means? because its not all digital and touch sensors, its not full of buttons, and the ones it has are particularly good (which is admitted) It just never makes any sense to me when it often reads like “Oh it has buttons not touch sensors, must be old.” Buttons and switches for life!
Please help me understand because having driven many of these modern subarus, they feel no worse or older than anything else on the market.
It mostly comes down to shut lines, graining, the mix of materials, and the occasional rattle, rather than any tech itself inside the car.
For instance, an example of material mix is that the fake carbon fiber on the steering wheel and the fake carbon fiber on the door cards don’t appear to match.
An example of shut lines is the sheer number of elements that make up each front door card. There’s an upper section, then a bezel around the door handle, then a bezel around that, then a soft insert, then an armrest, then a hard outward-facing armrest insert, then an armrest support structure, and then the rest of the door card, and they all meet in this chunky mish-mash of lines.
The armrest alone has three pieces, as opposed to two for the Hyundai Elantra N or Honda Civic Si. Not only does simplifying something like this provide a cleaner look, fewer panel interfaces mean fewer potential sources for squeaks and rattles down the road.
I appreciate you taking the time to justify this as I read it quite often and always thought it felt quite nice either way so I never fully understood the take.
The reality is that I typically drive 15-20 year old cars so anything else more modern feels excellent by comparison. Not driving as many newer vehicle on the regular definitely skews my thoughts.
I remember the days when the WRX had Mustang GT equivalent performance and was a cross shop…
So much sandbagging. A 2008 Evo made more horsepower and torque from smaller engine and cost less. No interest this detuned and behind.
No long roof option = No sale
I seriously cannot fathom why they do not offer a hatch WRX. I honestly don’t know if they make an sedan version of the Impreza anymore, because the only ones I see are hatches.
They literally sell the Levorg as the “WRX Sportswagon” in countless markets across the world (including Mexico), but sadly they refuse to federalize the bodystyle for USDM sales.
https://i.redd.it/new-wrx-sportswagon-day-v0-8n42ba0w8sba1.jpg?width=1280&format=pjpg&auto=webp&s=138b3a207c4c3ba1f6dd4e81f930f1c4d4de2797
They sell the Impreza/Crosstrek here, it can’t be that much different.
It’s still a completely new bodyshell that they’d have to federalize for…probably 5000 annual sales. I’m actually surprised they did it for the WRX sedan in the first place.
When they redesigned for 2024 they dropped the sedan – when we bought one for my wife (base model that she very much likes – I find it not bad) the salesman admitted that the sedans never sold as well as the hatches so it wasn’t worth the second body style. The Crosstrek is where the profits are and the Impreza hatch is now just there to have a sub-$25k bargain model / cheap lease to get people on the lot.
I’ll never understand why they don’t stuff the WRX powertrain into a Crosstrek. Lower it, change out the bumpers. give it some nice wheels, and they’d sell every single one they made.
They need one of two models to get me to buy a Crosstrek. A hybrid or PHEV version that gets 40+ mpg. Or a WRX-powered one. Instead they just keep offering the one that doesn’t get great gas mileage or offer much power.
And for even more dumbness, you can get a hatch regular Impreza now, but not with a manual transmission.
This car and generation of WRX are unfortunately a day late and a dollar short. If this came out five years ago it would be really cool and desirable, but unfortunately the market has changed dramatically. The GR Corolla really made this car irrelevant, and at this point they’re selling for MSRP or even less if you’re willing to be patient.
I could see someone wanting or needing all wheel drive and choosing it over an Elantra N, GTI, hot Civic, etc…but over a GRolla? You’d have to be a real Subaru fanboy, and as you mention if you’re willing to live with front wheel drive (which is perfectly fine for most people) the other options are more engaging, particularly the Civics and the Elantra N.
This topping out at $42,000 USD is pretty inexcusable for what you’re getting. I do suppose that the crowd that can’t or doesn’t want to drive stick might choose a WRX solely because there’s an auto option and all wheel drive…but it’s a fucking CVT and Toyota is now offering an 8 speed auto for the GR Corolla that’s has actual gears and quite a lot of R&D behind it, so it should be way, way better.
That being said you can definitely get a good deal on a WRX if you want one. They’re not selling so I see them advertised with as much as $4,000 on the hoods. If you’re getting a barebones one in the high 20s/low 30s then I think it’s a respectable choice, but once you hit the mid to high 30s, let alone 40s there’s just no reason to buy one.
If you want a TR just buy a base WRX and mod it. There’s a ton of aftermarket support for them and you’ll probably save a decent chunk of money. I’d guess you could do brakes, tires, and suspension and probably have something as good if not better than this for cheaper.
Hell the Kia Stinger made both look lame. But they are going away. I still cannot fathom how they still heed the 276 and under HP limits imposed by the land of the rising sun, yet the lowly Z got a Twin Turbo six 6 cylinder like he stinger and offers a manual to boot.
The manual take rate for the WRX has always beet around or above 80%. Nobody wants a CVT in one of these except Subaru for some reason.
i’ll take this thing over a GRolla. at least they can go above 80mph without putting their pistons through the block 🙂 . At least Subarus usually wait until the warranty is over before failing catastrophically.
For $40k+ I just don’t understand why they won’t give it the STi 6 speed.The FA24 has been a huge step forward over the FA20 in terms of power delivery and tuneability, but the old transmission is now the biggest limiting factor. Having the STi transmission would let them give it the driver-controlled DCCD too
Agree, even if emission is the reason there’s no STi, why aren’t they using the STi transmission?
I wouldn’t even replace my 23 year old WRX with this one since it doesn’t have LSD.
I was looking at the GT before- is the only difference that the TR gets a manuél instead of CVT?
Sort-of. The TR gets its own special suspension and no moonroof, although if you’re hankering for essentially a stick-shift GT, you might want to wait for next year’s tS model which gets the GT’s adaptive dampers.
Bring back the wagon version so people can convince their spouses it is a family car. Hell call it a long crossover or something, I don’t care just bring it back.
Agreed. That would really change my math on the WRX as a whole.
I was just talking to someone about the Forester XT the other day on the same logic.
But we can’t have these kinds of nice things, apparently.
I thought it was only the naturally-aspirated FA24D in the BRZ/GR86 that had dual injection, whereas the FA24F in the WRX only has direct injection (which leads to all sorts of fun carbon buildup and necessitates media blasting after 50k miles). If they’ve moved to dual injection in the WRX that’s a tremendous improvement.
I don’t think the FA24 turbo version has port injection, haven’t heard that anywhere else
Bummer
Wait a minute… its 44K Canadian, and 42K USD? If thats correct, the canadians are getting one hell of a deal. 44K in Loonies is only 32k in Georges.
That’s correct! The US price of $42775 USD would be $58582 CDN, so us Canucks stand to save $14000 CDN!!!
Almost makes you wonder why Subaru bothers selling the WRX in Canada when there is so much less profit. A similar situation occurred with the Ford Focus RS where the Canadian car was ~$8000 CDN cheaper AND included a complete set of snow tires on aluminum wheels.
Canada is Subaru’s 3rd biggest market after the US and Australia
In Australia the same WRX RS manual sells for the equivalent of $53848 CDN/$39318 USD, so Canada is getting a big discount.
That is a big enough gap that researching the procedures to import a vehicle from Canada would seem in order.
I live in full blown subaru territory, and also happen to border Canada…. Hmmmm….
that’s a heck of a deal. That’s GLI or Si price territory but with the added benefit of AWD and more ponies. I’d take it
And almost twice the fuel consumption (of the Si)
who said fun was cheap?