Do you like the new 2008 Subaru WRX?

**juntzo** · September 7th, 2007 01:16 PM

[SIZE=3]2008 Subaru Impreza WRX[/SIZE]
Subaru made the new Impreza kinder and gentler. So where does that leave the WRX?

[SIZE=1]By Mike Monticello • Photos by Guy Spangenberg[/SIZE]
October 2007

When Subaru unleashed its World Rally Championship-inspired Impreza WRX on the U.S. market in 2001, we were struck. Struck by its zippy turbo power, race-car-like sport seats and playful all-wheel-drive handling. Sure, it had a fair amount of turbo lag (largely cured when Subaru upgraded the WRX from the original 2.0-liter flat-4 to a 2.5-liter version in 2006), but when the turbo "came on," it came on strong. And the car was an absolute blast to drive.

For 2008, Subaru has given the world an all-new WRX with a more comfortable ride, a new interior and even an all-new 5-door body style (replacing the previous wagon) along with a 4-door sedan, both swathed with new bodywork. Subaru openly admits one of its main goals for this car is to appeal to more people, especially women — WRX buyers have been predominantly male. But we tend to get scared when a company talks in terms of "appealing to more people..." Sometimes that can mean disaster for enthusiasts.

The WRX's body is not just new in shape, but also in design; Subaru claims the 5-door is 100 lb. lighter than the old car, the sedan 50 lb. lighter. A good portion of this weight savings stems from the use of high-tensile steel at key structural points of the body-in-white. The WRX's new body sits on an all-new platform that allows the engine to be mounted lower for an improved center of gravity, while the rear incorporates a new double-wishbone suspension.

The wheelbase has been increased by 3.7 in. to give both a better ride and increased interior space. And there is no doubt the WRX's ride is far improved, or that less road noise creeps into the cabin. Using Bridgestone Potenza RE92A tires similar to those on the previous-generation car we tested in our May 2001 issue (though 17-inchers now come standard on all WRXs), the new WRX has a bit less grip around the skidpad — 0.83g for the new car vs. 0.84g — but is 3.8 mph quicker snaking around the slalom cones. Out on the road the car feels noticeably softer, with an annoying amount of understeer. And despite new steering gear, the steering feels lighter and less precise than before.

A new feature on the '08 WRX is standard Vehicle Dynamics Control (VDC), which incorporates both yaw and traction control; previously, this wasn't even optional. In normal driving you'll never notice it, but wick the pace up and you'll be thankful there is an off button. As we said, the WRX's normal handling state is understeer, but it can be coerced into rotating the rear end much like the original car by provoking the chassis on corner entry with some drop-throttle. The WRX is still fun on a back road, allowing you to slide the tail around in moderate doses, the all-wheel drive there to help reel in most mistakes you might make. But the car's softness and lack of precision put it further down on our list of favorites for attacking back roads, despite the new rear suspension doing a better job of holding tires to pavement.

Although the power output of the 2.5-liter horizontally-opposed turbocharged 4-cylinder is unchanged, Subaru has given the engine a broader torque curve. It now makes 224 bhp at 5200 rpm (400 rpm lower) and 226 lb.-ft. of torque at 2800 rpm (a whopping 800 rpm lower). It's also quieter, losing some of its signature flat-4 loping sound along the way.

The goal was to make the engine's powerband more linear, and for sure, mission accomplished. Turbo lag truly is minimal and the engine feels smoother, but the downside is that the car has lost its old kick-in-the-pants turbo rush. As with the Mazdaspeed3, power drops off well below redline, giving little reason to rev the engine much beyond 5000 rpm, though admittedly the WRX doesn't fall anywhere near as flat as the Mazda. On the plus side, the WRX's 5-speed manual has been modified for smoother shifts.

Subaru told us the new WRX would post similar acceleration numbers to the old car's, and they were right. The new WRX's 5.7-second sprint to 60 is identical to that of the 2.0-liter WRX we tested for the May 2001 issue; ditto the 14.4-sec. quarter-mile time. Which means the WRX is still a quick car. It just hasn't gained any speed in the last six years.

One of the sore points for potential WRX buyers in the past was an interior not quite up to German or most Japanese competitors. The redesign addresses the situation with a more upmarket treatment, especially in the way the dashboard flows into the center stack. It's not going to revolutionize the way you think of Subarus, but in terms of the quality of materials it's definitely a step in the right direction.

The one thing we truly miss are the original car's excellent sport seats, replaced by ones that are admittedly more comfortable but don't even try to look sporty, let alone hold you firmly in place during hard cornering. On the other hand, the easy-on-the-eyes electroluminescent gauges feature a large tachometer that, in true sporting fashion, is dead straight ahead, and the leather-wrapped steering wheel looks and feels far better than the original Momo.

Okay, so the new WRX (which will be on sale by the time you read this, starting at around $24,850 for the 5-door) is smoother, quieter and has a better ride than — yet performs at least equally as well as — the previous car. On this, we've got to say, "Job well done, Subaru."

So why aren't we as jazzed about the new WRX? Character. The original had it; this one has much less. We miss the turbo punch, the loping flat-4 sound, the all-encompassing sport seats and the bulbous fenders that screamed "rally car." While the new WRX is easier to drive on a daily basis, the fact that it gives less feedback to the driver, while at the same time requiring less from him, decreases its value as a pure driving machine. Basically, it's lost some of its WRX-ness in an attempt to broaden its appeal to more people.

Subaru isn't the only manufacturer taking this route: Word on the street is that Mitsubishi's new Lancer Evolution X will tempt the same fate.

Does this make the WRX a bad car? Absolutely not. Subaru will probably sell a lot more of them because of its newfound friendliness — just not to hardcore enthusiasts. They'll have to wait for the all-new STI coming early next year.

**juntzo** · September 7th, 2007 01:28 PM

I know the new WRX was launched a month ago in the US. The new style have been polarizing subie fans there. Some say it is an improvement, others say it lost the meanness and it now looks "soft".

Personally, I'm liking the new style although I haven't seen it actually upclose.

So what say you, subie or non-subie fans?

**juntzo** · September 7th, 2007 01:33 PM

Additional info:

Data Panel: http://www.roadandtrack.com/assets/d...Subaru_WRX.pdf
0-60mph - 5.7 sec
1/4 mi - 14.4 * 94.4mph
Top speed - 140mph (electronically ltd)
Skidpad - 0.83g
Slalom 66.6mph

Test Notes: Braking
The brakes were easy to modulate with decent feedback and a good feel at the lock-up point. Stopping distances were average but like most street cars, more an indication of tire performance than anything else.

Test Notes: Handling
The WRX retains a playful demeanor that allows you to fling the tail around through the slalom even though it has awd. Body roll feels a bit excessive and the suspension seems to favor road compliance over sportiness.

**baiskee** · September 7th, 2007 01:41 PM

yep, the new wrx looks great.

their site and tv ad too...i like. hehe

[ame="http://www.youtube.com/watch?v=_cKNR3yLM0A"]YouTube - Funny german commercial - Subaru Impreza WRX 2008[/ame]