Subaru BRZ 2022 Review

Much has changed in the automotive landscape in the 10 years since Toyota and Subaru teamed up for the highly fruitful 86/BRZ sports car partnership.

And yet, it seems the formula for a formidable entry-level sports car has not.

Amid tightening emissions standards, stricter safety regulations and a shrinking penchant for the manual gearbox, the second-generation 2022 Subaru BRZ has arrived in Australia.

Handed a six-month (or more) head start on the equivalent Toyota 86, which has been subject to ongoing delays, the new BRZ lobs with a bigger engine boasting more power and torque, plus a host of new standard equipment and technology.

For enthusiasts desperate for affordable rear-drive thrills, the new BRZ is a sight for sore eyes.

It was a pleasant surprise when Subaru released full specification details for the 2022 Subaru BRZ in September last year.

Not only did the local arm stay true to a sub-$40,000 entry point, it did so while adding significantly more standard equipment across the entry BRZ (from $38,990 plus on-road costs) and BRZ S (from $40,190) model grades.

Automatic variants parallel the changes (plus more equipment we’ll detail below), and are priced at $42,790 and $43,990 plus ORCs respectively.

Enthusiasts clearly agree, with the first 500 examples promptly snapped up. Subaru Australia says the ordering process for a separate batch (undisclosed number) of cars will be announced in the coming week, with those vehicles due to arrive before year’s end.

The second-gen BRZ lands in Oz from the second quarter of 2022 with larger 18-inch alloy wheels, keyless entry and start, self-levelling automatic LED headlights, daytime LED running lights, body-coloured door mirrors, dual-zone climate control and a leather-clad steering wheel and gear shifter.

For an additional $1200, the S variant adds ultra-suede/leather-accented upholstery with a seat-warming function for the front positions.

Infotainment for both models is controlled via an 8.0-inch colour touch-screen with Apple CarPlay, Android Auto, digital radio and satellite navigation.

On the safety front, the 2022 Subaru BRZ range incorporates the car-maker’s latest Vision Assist suite comprising blind spot monitoring, lane change assist and rear cross traffic alert. Seven airbags are standard.

The caveat here is that only automatic versions are fitted with Subaru’s EyeSight driver assist suite.

That means the manual variant misses out altogether on autonomous emergency braking (AEB), adaptive cruise control, lane departure warning, lane sway warning and lead vehicle start alert – prompting serious questions as to whether the BRZ will emulate the predecessor’s five-star safety rating in Australia.

We’ll get to the BRZ’s significant underbody revisions in the next section, but the new model is backed by Subaru’s five-year/unlimited-kilometre warranty, as well as 12 months’ roadside assist.

The BRZ is available with a capped-price servicing program spanning 12-month/15,000km intervals. According to Subaru, the first five years/75,000km will set owners back $2472 for the manual variant.

The BRZ is fitted standard with a full-size alloy spare wheel. Furthermore, a cursory glance at our current listings on carsales.com.au reveals the BRZ has held its value strongly over 10 years, which is a promising sign for prospective buyers of the new version.

The BRZ is available in seven colours for 2022: Crystal White Pearl, Ice Silver Metallic, Magnetite Grey Metallic, Crystal Black Silica, Sapphire Blue Pearl (new), Ignition Red (new) and WR Blue Pearl.

Underbody changes

The 2022 Subaru BRZ takes on more power and torque with the fitment of a larger-displacement 2.4-litre naturally-aspirated four-cylinder petrol engine.

Power and torque output has grown by as much as 27kW and 45Nm respectively, to 174kW and 250Nm – now irrespective of transmission.

Subaru insists the new 2.4-litre isn’t simply a bored-out version of the previous 2.0-litre, either, with numerous changes including redesigned air intake runners and new connecting rods.

Similarly, the matching six-speed manual transmission has been strengthened to match the additional torque and is designed to offer smoother shifts, while the automatic has been bolstered and had its Sports mode tweaked.

The BRZ rides on a revised version of the previous architecture, ushering in some newer elements of the Subaru Global Platform. Subaru claims the BRZ’s new body has about 60 per cent greater front lateral bending rigidity and 50 per cent more torsional stiffness.

Those virtues have allowed for stiffer suspension mounting points, increased use of aluminium components, revised spring and damper rates and increased sway bar thickness.

Dimensionally, the overall height of the BRZ is now 10mm lower, and the rear track has been widened 10mm.

It’s slightly heavier than before, but not by much, with the entry-level manual version tipping the scales at 1246kg. The equivalent previous model was 10kg lighter.

The BRZ now rides standard on stickier Michelin Pilot Sport 4 rubber, which replaces eco-centric Michelin Primacy tyres, while braking continues to comprise 294mm ventilated front rotors gripped by two-piston sliding callipers, and 290mm ventilated rear discs gripped by a single-piston sliding callipers.

Subaru claims a small improvement in braking performance courtesy of a higher-friction brake pad material.

It’s a wet and greasy day at Sydney Motorsport Park for our first taste of the 2022 Subaru BRZ.

Normally, these conditions might dampen track expectations, but in the BRZ it simply amplifies them.

On the smaller Amaroo South Circuit at SMP, the new-generation BRZ revels in the rear-drive antics, with back-to-back comparisons with the first-gen model revealing significant progress between the two.

Following a Subaru lead driver, the new BRZ initially cultivates confidence with sharp, well-weighted steering, a fast-thinking stability control suite and noticeably more grip courtesy of its stickier Michelin rubber.

There’s a certain stability with the new model wrought from the chassis changes; it feels stiffer through corners while also telegraphing its movements more succinctly through the key controls.

All in all, a sharper and more enjoyable drive.

Turning the driver aids off simply dials up the fun. Big yaw moments on the ice rink-like surface occur predictably and without the white-knuckled antics of faster machines, affording more modest pilots an achievable learning curve or the more advanced an enjoyable plaything.

Given the conditions, we weren’t able to fully commit through faster corners at speed, but the initial feeling is the BRZ feels better connected to the road and tied down through changes in direction.

Then comes arguably the biggest divergence between first- and second-generation BRZ: its engine.

Although the change in displacement isn’t seismic, it is enough to elevate the BRZ driving experience, opening it up to a wider band of track-minded buyers.

Torque is accessed much lower in the rev count than before, at 3700rpm (versus 6400-6800rpm in the predecessor), while power continues to arrive at a heady 7000rpm, just shy of the redline.

The broader curve means the BRZ feels much more enthusiastic through low to middling rpm, whereupon it really reaches its straps from the 5000rpm mark.

We found the engine much more effective between corners at SMP, with the corresponding manual providing smoother, easier shifts, and the automatic also working effectively (read: the manual is much more enjoyable and involving).

In big sliding moments, the engine won’t run out of fizz as early as the first-gen BRZ either, meaning longer, more lurid sequences.

Moreover, the 2.4-litre feels less languid than before under load, and as a result there’s less reliance to shift down through the gears.

Piecing these elements together, there’s a sound argument that the long-held view of turbocharging the BRZ is no longer relevant.

Finally, it has an engine to match its raw, undiluted dynamics. And what a fun combination they make.

Our first 2022 Subaru BRZ experience was underlined by a separate road loop that comprised about 35km of surrounding bitumen.

As ever, Subaru’s new coupe isn’t for the faint-hearted: there’s a tolerable yet persistent level of tyre roar entering the cabin on all surfaces, while the ride is afflicted by constant jiggling but manages to mostly steer clear of crashing over harsher obstacles.

Likewise, the new 2.4-litre engine isn’t as refined as newer turbocharged units in terms of noise and vibration, even if it at times emulates the immediacy and efficacy of such drivetrains.

Subaru’s efforts to replicate the raw induction noise of the original BRZ via synthetised speaker sound is also a bit so-so. The new model is noticeably quieter and less visceral with its soundtrack.

The technology updates and added equipment usher in new-found convenience for the BRZ.

It will still struggle with duties exceeding more than two people and a couple of overnight bags, but the new infotainment system and digital instrument cluster work well.

The latest safety aids are also integrating without distracting from the BRZ’s raw charm – at least in the automatic variant, given the manual misses out on quite a bit.

Cup holders, open cubbies (albeit limited) and soft-to-touch materials are correct and present, as is a low-slung driving position and excellent outward view.

You take the good with the bad in that respect: two USB ports but lots of plastic and a tiny rear seat area.

That is a neat summation of the 2022 Subaru BRZ, a sports car that ushers in meaningful performance, design and technological change, while upholding the unadulterated driving delight of the original.

That it continues to do so for less than $40K seals the deal, so long as you can get your hands on one.

How much does the 2022 Subaru BRZ cost?
Price: $38,990 to $43,990 (plus on-road costs)
Available: New stock arriving later in 2022
Engine: 2.4-litre four-cylinder petrol
Output: 174kW/250Nm
Transmission: Six-speed manual/six-speed automatic
Fuel: 8.8-9.5L/100km (ADR Combined)
CO2: 201-217g/km (ADR Combined)
Safety rating: Not tested