How's The New WRX? Erm... It Kinda SUX.

Background

What is it with today's automotive designers copying the look of Toyota's Corolla? Oft-derided as the nadir of automotive desirability, the lowly Corolla clearly "inspired" the restyle of Volkswagen's Jetta in 2005, then did the same for Hyundai's Accent in 2006. And now, we have the redesigned 2008 Subaru Impreza WRX, which arrives looking for all the world like a chubby, beskirted Corolla S.

But I digress. This new WRX is likely Subaru’s most important product of the decade; after all, few enthusiasts even paid attention to the brand—let alone respected it—until the WRX jumped from PlayStation screens to U.S. dealerships in 2001. Subaru’s growth since that release has been tremendous, and to maintain its momentum, the new WRX must be just as sensational as the last.

Is it? To find out, I visited a local dealership and took a WRX with the five-speed manual for an extended test-drive. And, for the sake of my dignity, I chose the shapelier (but still running-shoe-shaped) hatchback.


Under the Hood

Aside from a revised turbocharger and intercooler, the WRX’s force-fed flat-four engine is carried over from the previous generation. Displacement and output stand pat, at 2.5 liters, 224 horses, and 226 lb/ft of torque. These numbers are no longer exceptional for a car of the WRX’s stature, but don’t worry: it’s still plenty fast.

That’s not the first impression it leaves, though. What surprises most about the new WRX’s powertrain is how subdued and refined it is: start it up, and you’ll feel only the subtlest hints of four-cylinder tingle, settling into a soft, smooth idle. If you short-shift the WRX like a Corolla, it frankly doesn’t feel much different from one: throttle tip-in is smooth, driveline lash is reasonable, and the engine’s humming soundtrack is gently soothing.

But naturally, with so much horsepower on tap, the WRX still goes like a scalded cat when pressed. Dip into the throttle, and the WRX surges forward relentlessly, its fat, board-flat powerband affording instant, easy thrust from any rpm. Better yet, turbo lag has been almost completely banished. Above 2,000 rpm, throttle response is as pin-sharp as a Miata’s.

Unfortunately, the engine’s character has been similarly gentrified, its flat-four quirks massaged to near-obscurity. Although the 2.5 still takes on a hard, raspy note at elevated rpm, it’s no longer gurgly or distinctive, as previous WRX mills were. In fact, it never really raises its voice. If you’re looking for Subaru character, there’s precious little to be found here.

Fuel economy, meanwhile, is little changed from the last WRX. The EPA projects 19/24 MPG for manually-shifted WRXs, which places it on par with most similarly-powered sport compacts. Premium fuel is required, adding an extra pinch to the price of fill-ups.


Changing Gears

Like its engine, the WRX’s five-speed manual transmission is a less sporting component than before. Its shift lever is now beanpole-tall, rising up to the ribs of the driver. And its action is lacking in delicacy: its throws are not overly long, but they have an arthritically springy, bungee-cord feel, and the five-speed’s gates are crudely defined. In other words, you won’t be shifting this shifter just for the fun of it.

The same goes for the WRX’s clutch. Its pedal stroke is longer than it needs to be, and its light, sticky action gives no clear indication of where take-up occurs. In fact, it engages fairly slowly, allowing easy, slushy starts from a stop. But, like the shifter, its tactile feedback does little to encourage recreational use.

A four-speed automatic transmission is optional, adding $1,000 to the WRX’s $25,495 MSRP. But four-speed autos have long been replaced by five- and six-speeds in most sport-oriented rivals, and the WRX’s widely-spaced ratios are ill-suited to its revvy, turbocharged powerplant. A standard “Sportshift” manual gate affords a modicum of control over this transmission’s gearchanges, but given the paucity of ratios, its practical value is limited.


Twists and Turns

The new WRX’s handling, like its performance, has been softened considerably relative to its predecessor. But it isn’t capability that’s been sacrificed; it’s the firm, visceral feedback that separates driver’s cars from their more pedestrian brethren. The sad truth is, the WRX is no longer a particularly exciting car to drive.

The most obvious culprit is the new WRX’s steering. While previous Imprezas were criticized for their crude, clunky steering kickback, the new one’s fat-rimmed helm is not much firmer than a Camry’s: its weighting feels fluffy and floaty, offering little resistance until you crank in substantial amounts of lock. Path accuracy is difficult to criticize: the WRX tracks straight on the Interstate, and its ratio provides appropriately rapid turn-in. But delicate path control eludes the Impreza, denying it the feel of a true sports car.

Still, while the WRX no longer begs to be pitched into turns, you’ll find that its chassis is as calm, collected, and confidence-inspiring as ever. Body lean is progressive, providing a solid basis for the all-wheel-drive system to claw through corners. Carry too much speed into a curve, and the WRX will ultimately understeer, but it never loses its balance; it just scrubs the speed away, while suggesting that you re-evaluate the red mist that’s clearly clouded your judgment.

Braking, as well, leaves little to be desired: stopping power is strong, with easy modulation through the admittedly soft middle pedal. Antilock brakes are standard equipment, with Electronic Brakeforce Distribution helping minimize drama during sudden stops.


Easy Rider?

The upside of the WRX’s Toyota-fied handling is a freshly civilized ride: compared to most of its rivals, the WRX’s suspension is remarkably supple. On the well-paved roads that surrounded my local dealership, the WRX felt as stable and settled as a mainstream sedan, transmitting only a hint of sport-compact stiffness over lumps and bumps in the pavement.

Structural integrity has long been a weakness for Subarus, but here, too, the WRX has made great strides. Its unibody feels solid and tranquil over most surfaces, transmitting only the slightest hints of shiver over pavement patches and expansion joints.

Noise levels, meanwhile, are quite muted—perhaps too much so for the WRX’s intended purpose. Wind rush and tire thrum are kept to a minimum, and the engine’s soundtrack is remarkably sterile and throb-free. Overall, the WRX sounds neither annoying nor involving, which will disappoint some shoppers as much as it pleases others.


Inside Story

For all of the changes Subaru has effected in the WRX’s drive, its new interior is perhaps the most dramatic departure of all. But the theme remains the same: the new WRX’s cabin isn’t nearly as Spartan or unpretentious as its predecessor’s, having gained a mainstream sense of space and substance that’s much like, well, a Toyota’s.

Thus, plopping down into the Impreza’s racy, high-backed driver seat now brings the impression that you’re piloting a midsize car. And, mind you, I don’t use the term “plopping down” lightly: you sit much lower relative to the Impreza’s swoopy instrument panel, giving you the sense that you’re ensconced inside a much wider, more massive vehicle. The dashboard’s shape is similar to the B9 Tribeca’s: it’s tall and curvaceous, sweeping inward in a U-shape that bisects the cabin between the driver and the front passenger.

As you might expect, outward visibility has taken a hit: the driver feels slightly “buried” in the new WRX, its high cowl and windowsills lending the car a surprising feeling of bulk. Large wing mirrors help reveal the three-quarter blind spots, but the WRX’s thick, raked C-pillars sharply pinch the view aft.

Still, while the driver’s view forward may be filled with a great deal of dashboard, it’s at least fairly pleasant to look at. The plastics, while uniformly hard and gray, are at least tight-fitting and solid to the touch, with a dry, matte finish that’s far less shiny than before. The knobs and switches have a similarly upscale feel, clicking smoothly through their well-defined detents.

Plus, while the driving position may be a bit low for comfort, the wheel-to-pedal relationships are plenty natural. None of the WRX’s controls are too close or too far away, and there’s plenty of head-, leg-, and elbowroom in the firm, well-bolstered front seats. Moreover, said seats now have a greater range of adjustment, making it easier for drivers of varying statures to get comfy behind the tilt-and-telescoping wheel.

Meanwhile, in the rear of the cabin, the WRX has gained a good two or three inches of knee clearance. As a result, there’s ample space for two six-footers to sit “behind themselves” on the low rear bench, with surplus headroom above. If there’s a downside, it’s that the flat, full-plastic rear door panels are too obviously those of an economy car.


Fill ‘Er Up

As an enthusiast that occasionally lugs bulky loads, what’s especially grating about the WRX’s middle-age spread is that it hasn’t spread to the cargo area. Swing the Subie’s rakish liftback skyward, and you’ll find a mere 19.0 cubic feet of space behind the rear seats—less than a Honda Fit’s 21.3, and much less than the previous Impreza’s 27.9. Flattening the standard split-folding seatback helps, opening a total of 44.4 useful cubes. But that’s still a far cry from the outgoing model’s 61.6.

Where’d all the extra space go? Well, since the WRX’s cargo floor appears about as wide and deep as before, it’s likely been lost in height, sacrificed to the soap-bar slope of the roofline. In fairness, this has little effect on the transportation of groceries and such; you may not even notice the difference until you try to cram a dresser in there.

Inside the cabin, the WRX provides the standard small-car assortment of cubbies and bins, including a cupholder in each of the door panels. But none of these stash spaces is particularly large, slighting those who travel with copious personal effects (not to mention their significant others). An auxiliary input jack comes standard, allowing technophiles to plug their iPods into the console.


The Long Haul

Despite being driven hard and fast by many owners, the WRX has accrued an enviable repair record over the past seven years: the leading consumer publication rates it “Better than Average” for reliability, with similar scores for resale value and owner satisfaction. On the other hand, cheap insurance is difficult to come by, as insurers have a pretty good idea what’s on WRX pilots’ minds.


In Sum

I’ve been racking my brain trying to ascertain what Subaru was going for with the new WRX. And, frankly, I’m still stumped. It’s a more refined car than its predecessor, to be sure, but raw, contrarian performance has always been part of the WRX’s appeal. Moreover, while the new WRX is unquestionably more polished than before, its controls still don’t possess enough mechanical delicacy to stand comparison with Acura’s TSX or BMW’s 328i. Could it be that Subaru itself wasn’t really sure what it was doing?

It sounds harsh, but it seems like the simplest explanation. As Subaru continues to try and push itself upscale, the brand seems to be losing track of the traits that attracted fans in the first place; namely, mechanical honesty, bumptious driving thrills, and styling that tells other drivers, “I couldn’t care less what you think.”

So, as a Subaru, the new WRX comes off as something of a phony, pursuing mass-market smoothness over niche-market charm. But in the context of its class, it’s still an undeniably strong competitor. If power, all-wheel-drive traction, and hatchback versatility comprise your automotive turn-ons—and you don’t want to spend much more than $25K—the WRX deserves a spot near the top of your sport-compact shopping list. But if cobby, quirky Subaru charm is what’s driving your interest in this vehicle, well, prepare for disappointment. Nevermind what the badge on the tail says; this is the ex-WRX.