Subaru WRX 2015 Review

For all the changes, including dropping Impreza from the name and the hatchback from the lineup, there is a lot that is familiar about the latest Subaru WRX.

The chunky beat of the feisty boxer four-cylinder engine on start-up, the focus and grip of the all-wheel drive chassis, the affordable pricing… Heck, even the slightly oddball look is hallmark WRX.

So an Impreza WRX owner would feel right at home nestled into that well-shaped and supportive driver's seat. Twist the ignition key, depress the clutch, slot into that tight first gear… uh depress the clutch pedal. What the?

Yep, for the first time in a decade the WRX comes with an automatic transmission option. And it's a continuously variable jobby rather than a traditional torque converter auto.

CVTs are nothing new for Subaru. It's been offering various forms of what it calls the Lineartronic chain-drive pulley-type CVT since 2010.

But in the WRX?

Second only to the STI in the company's sporting pantheon – which doesn't get the CVT by the way – it just doesn't seem right.

We all know about CVTs right? Good for fuel economy but hardly a performance aid with their penchant for finding a meaty point in the rev range and sticking to it… and sticking to it…and monotonously sticking to it.

But there is good news on that front. Through its three-mode SI-Drive system, Subaru has engineered the WRX's 'Sport Lineartronic' transmission to behave like a normal, monotonous, CVT in I (or 'Intelligent' mode), swap through six gear-like steps in S (or 'Sport' mode) when the throttle use is more than 30 per cent, and then pick its way through eight close ratios in the most aggressive S# (Sport Sharp) mode.

You can also eschew all that and pick and choose your gear changes via the flappy paddles behind the nicely-sized flat-bottomed steering wheel.

So use the somewhat dulling and dull 'I' mode for cruising about and the usual urban motoring chores, then 'S' when you can't take that anymore and 'S#' as the going gets increasingly interesting and more sporting.

The CVT can't disguise the frustrating tip-in lag of the new-generation FA direct injection 2.0-litre boxer engine, but exploits it well once up and going. Part throttle steps come in the midrange to save fuel, while full throttle steps are made near the 6500rpm redline.

For the most part, the Lineartronic's 'shifts' quite surreptitiously. You can watch the tacho flicking back and forth and barely sense any change. It is more noticeable and less effective in winding stuff when you are looking for engine compression braking into corners. Then it's a good idea to go with manual changes.

The paddles don't provide the most tactile or intimate of shifts, but they are quick and clean.

Compared to the manual, the Lineartronic's an obviously easier option, although such is the rugged character of the WRX, the more challenging manual is the preference of most buyers. It is also $2000 cheaper at $38,990 (plus ORCs) and 0.3 sec quicker to 100km/h (at 6.0sec). The higher-specced Premium WRX versions cost $43,990 and $45,990 (plus ORCs) for the manual and CVT respectively.

But the manual is not more fuel efficient. Officially, its (ADR) combined claim is 9.2L/100km versus 8.6 for the Lineartronic (on 95 RON PULP). And guess what? That's exactly the figure we ended up at after a week's driving that varied from ambles up the freeway to thrashes up mountain climbs. Impressive.

Despite being pressed into general service, don't think the WRX has lost its focus. Sure it's bigger and more spacious than its predecessor (and commendably, not much heavier), has a bigger boot, a higher level of interior equipment and a five-star ANCAP safety rating.

Not that the WRX ever feels anything other than focussed on going fast. It's stiffer than its predecessor, has tighter suspension, added torque vectoring, larger front brakes and swapped to quicker ratio electric-assist power steering.

Also, the Lineartronic uses a mechanical centre differential combined with an electronic clutch pack dubbed Variable Torque Distribution (VTD), while the manual stays with a viscous limited slip diff.

The WRX's ride is still harsh at low speed (a Volkswagen Golf GTI it ain't!), progressing to firm as you go faster. The interior is still behind the times despite a significant update, predominantly borrowed from the Impreza. It is also too noisy with tyre whine obvious and under-guard splash and clatter intrusive on gravel roads. Brake pedal feel is also too wooden and stiff.

The handling is edgy; the electric steering gains weight as speed climbs, points with alacrity but lacks feedback. However, unruly rack rattle is also commendably minimised. The combination of AWD and torque vectoring with a propensity for lift-off oversteer means the WRX can feel like it is fighting itself. It really does feel like its biting harder and quicker as the corner tightens and lock is wound on. It might be worth experimenting with the level of stability control interference in such situations. Its threshold can be raised or killed off altogether.

With a wider spread of torque and a fizzing ability to rev up to 7000rpm the engine plays its part in the fun in the great WRX tradition – laggy down low but laughably brilliant from about 3000rpm onwards.

One word of warning though; if the rain starts falling then watch out for the Dunlop Sport Maxx rubber. Good in the dry, they proved disconcertingly unable to instil confidence in the wet, even with electronics and the torque vectoring doing their bit.

But that's the WRX isn't it? Rough as guts in some ways, smooth sailing in others. This fourth generation is the latest iteration of an automotive legend and even though the manual will be preferred by the purists, the Sport Lineartronic CVT has its place and does its job.