Subaru WRX Sedan 2009 Review

What we liked
>> The grunt's back
>> Handling sharpened at little cost to comfort
>> Optional leather lifts a ho-hum cabin

Not so much
>> Sedan's rear-end styling needs a boost
>> Gearing feels shorter than ever
>> Shiny plastic

About our ratings

OVERVIEW
The real Rex is back. Past is the flirtation with the pure of heart... Gone forever, the triumph of good over evil...

Well, maybe not, but one thing's for sure, the MY09 Impreza WRX is a car truer to its ram-raiding rally-inspired antecedents.

For a start there's a four-door sedan on the books again. But even more importantly, Subaru has injected muscle and more than a dash of mongrel back into the WRX. Indeed, with 26kW more power and 23Nm more torque, the MY09 Impreza WRX is a return to the good old days when the Rex effectively built Subaru's performance reputation Down Under.

Thanks to a blend of STI-sourced engine parts and locally-calibrated suspension tweaks, the MY09 WRX essentially blends the rawness of earlier generations with the more polished (read: refined) performance of the MY08 edition. Available in both hatch and sedan variants, Subaru Australia expects the new car -- on sale now -- to grow sales from the current 80 per month level to between 120-150 units.

That such considerable changes have been wrought on a car that's barely 12 months old, must be tacit agreement from the company that it got it wrong by comprehensively 'softening' the WRX in MY08. We said at the time (more here) "perhaps think of the new WRX as more GT than GTI."

Though at the launch of the MY09, Subaru Australia boss Nick Senior was at pains to point out the changes to the MY08 WRX allowed the model to attract a wider group of customers, he told the Carsales Network that the new car will be better accepted by the nameplate's "traditional customers".

PRICE AND EQUIPMENT
Those wearing their caps backwards will therefore celebrate the fact there's been a significant power up delivered at zero dollar cost. Indeed, the new 'harder' MY09 WRX range arrives at the same starting pricetag as the outgoing MY08. The choice of hatch or sedan comes at zero cost to the buyer as well.

We won't run through the full specification here, as there has been only minor changes in terms of equipment (check out the above link to read more about the WRX and the Impreza model 'walk'), but we will confirm the WRX range kicks off at $39,990.

Standard inclusions like a six-stack audio system with 10 speakers, front foglamps, climate control air and a chucky leather sports steering wheel with audio and cruise controls are a given. There's a comprehensive safety suite (see SAFETY below) and the WRX spec also still includes rear privacy glass, sports seats, self-levelling xenon headlights with pop-up washers, electroluminescent gauges and an integrated alarm/immobiliser.

For the MY09 model year, the main interior differentiators (the exterior has had more tweaks -- see PACKAGING below) are overt WRX seat badging and red highlight stitching. Our main criticism of the Impreza range -- lackluster interior surfacing is still a major model change away from being addressed.

At least, Subaru Australia now offers the chance to upgrade to leather surfacing. There are now options of models with leather with sunroof ($42,490), satellite navigation ($42,980) or the combination of leather, sunroof and SatNav at $45,480.

MECHANICAL
It's under the skin where the real work's gone on in the changeover from 08 to 09... Thanks to an injection of STI-sourced parts and significant local development of the suspension package, the MY09 WRX is a much sharper offering.

The WRX's signature all-wheel-drive system is unchanged, but the boxer engine now boasts peak outputs of 195kW at 6000rpm and 343Nm at 4000rpm -- increases of 26kW and 23Nm over the 169kW/320Nm spec of the MY08 version.

The horsepower and torque increases (15.4 and 7.2 per cent respectively) come thanks to a less restrictive exhaust system and new-to-WRX IHI turbocharger. The latter is sourced directly from the MY08 WRX STI.

The new RHF55 blower features a larger rotor (53mm v 47) and increases maximum boost from 78 to 92kPa. This is still 11kPa short of the STI's figure, but is still well above the 80kPa boost the MY07 WRX puffed. In old-fashioned measurements, maximum boost is around 13.5psi.

Overlay the power and torque curves of the two engines and the new variant has considerably less torque at 2000rpm (perhaps as much as 40Nm!) but in the space of around 400rpm, the deficit is redressed and from 2300rpm (approx) through to redline the MY08/09 margin hardly falls below 30Nm. It's a healthy boost that's easily appreciated on the road -- especially in roll-on in-gear acceleration.

The power difference, in contrast, is most apparent at the top-end. Where the MY08 model cried enough at around 5200rpm, the MY09 builds kWs until 6000rpm. This manifests itself on the road as the car feeling more free-revving -- more like a naturally-aspirated engine than a torquey blown boxer. Good stuff.

As icing on the cake, despite the performance upgrades, Subaru claims the new WRX is more frugal when it comes to the petrol pump. The ADR 81 combined figure has been trimmed for 10.7L/100km to 10.4 -- an improvement of almost 3 per cent. Over our relatively rapid launch loop, the car easily bettered 13L/100km.

But better engine performance is just part of the MY09 story.

There have also been changes to the five-speed transmission for better shift feel, but most drivers will best notice the change in suspension tune. While the engine changes will be adopted across most WRX markets worldwide, the new suspension tune is specific to Australia.

Developed by Subaru Australia in conjunction with Fuji Heavy Industries own development team, in Subaru's own words, the MY09 Impreza WRX has been "retuned to provide a more sports biased handling performance while still retaining good ride comfort with a slight deterioration to impact harshness in favour of higher levels of grip and stability under more spirited driving styles."

In hardware terms, the MY09 gets higher spring rates front and rear and larger diameter antiroll bars. In addition, the 08 model's front strut mounts have been ditched, replaced by STI sourced units.

Damping rates have also been revisited. The fronts have significantly increased rebound rates, while the rear dampers' 'bump' (compression damping) settings have been raised to decrease squat and generate more rear grip.

While the brakes and the size of the 17-inch alloys are carried over (the MY09 does get a new design), the WRX now rolls on wider Dunlop SP Sport rubber -- 225/45R 17s, in lieu of 205/50 Yokohama Advans.

The steering too has been tweaked, with a damper valve incorporated in the steering system to reduce kickback. On the rutted dirt section of the launch drive it worked a treat.

Overall the steering has been lightened up -- perhaps a tad too much for our liking. That said, while it also has less feel than previous iterations, it remains responsive.

Combined, all these chassis changes create a 'stiffer' car, though (as 'advertised') not one that goes all the way back to the back old days of rock-hard Rexs.

PACKAGING
In addition to introducing the new Impreza sedan body, the WRX receives a minor makeover for 2009. The sedan and hatch share a new grille and WRX badges front and rear. Red painted brake calipers help distinguish the cars from their lesser atmo-powered RS brethren.

In terms of pure dimensions, the sedan and hatch are identical in height, front overhang, wheelbase and width. Overall the Impreza sedan is 165mm longer than its five-door counterpart. The difference is all in the rear overhang -- 995mm versus 830.

When compared to the last WRX/Impreza sedan, the MY07 model overall length is up 115mm. It's perhaps also worth contrasting the dimensions of the WRX sedan with its closest competitor (dare we say archrival) the new Lancer Ralliart sedan.

MY08        MY09        Ralliart
Length            4465         4580          4570
Wheelbase      2525         2620          2635
Height            1440         1475          1490
Track (fr/rr)  1485/1480  1495/1500  1530/1530

Overall, the Impreza sedan is a more masculine design than the last generation but less angular than the Mitsu.

Arguably, in WRX form, the new Impreza sedan suffers from a touch of 'ho-hum' around the rear end. While the WRX hatch has a rakish diffuser-style lower valance to differentiate it from the cooking models, the sedan makes do with Liberty-style faux bumper vents.

The WRX sedan's cause is not helped, either, due to the fact it gets small diameter Forester-style twin exhausts. Thank goodness, the MY09 WRX hatch retains the 'pukka' large-diameter single outlet.

As noted above, inside the WRX's cabin there's still too much hard shiny plastic for our liking, but hey, it's an Impreza! At least the WRX is now differentiated from its RS brethren via badging and red stitching.

The test version we drove featured optional leather which lifted the cabin considerably. Though Subaru has offered limited edition (after-market) leather upholstered WRXs before, the MY09 introduces the option to the mainstream for the first time.

If you're tossing up sedan or hatch on the basis of luggage space, consider the four-door has a very usable boot thanks to its high rear deck. A 60/40 split/fold rear seat optimizes cargo carrying options.

SAFETY
"Impreza delivers arguably the most impressive standard safety equipment suite yet offered in a small car Down Under. Indeed, safety will be one of the USPs Subaru will push with the new Impreza."

That's what we said at the MY08's launch and save for the fact Mitsubishi has added a seventh airbag (driver's knee) to arguably take segment leadership, little's changed... It's still an impressive package that incorporates six bags, stability control and the inherent dynamic advantage of all-wheel drive.

COMPETITORS
Can you spell R-A-L-L-I-A-R-T? Thanks to a long-overdue decision at Mitsubishi headquarters, the WRX now faces its most direct competitor ever.

As the STI has faced off against the Lancer Evolution for ten generations, so now the WRX has a direct competitor in the turbo all-wheel-drive Lancer Ralliart. Priced from $42,990, and also available in hatch (Sportback) and sedan variants, the Mitsubishi (more here) has less horsepower (177kW, but the same torque) but has the unique selling proposition of a twin-clutch automated manual transmission.

Subaru is on record saying that such an option is at least a generation away from WRX (more here), so if you're a DSG-style trannie fan the decision's made for you. In the meantime, no doubt our colleagues at Wheels and MOTOR magazines will be all over the WRX/Ralliart stoush... We'll watch for the results with interest.

Casting the net wider, not everybody after a hot small car is four-wheel-drive blinkered. If a front-wheeler is your go then there's a selection of hot hatches available. Unless you've lived under a rock for the last decade, you'll be able to recount the regular suspects as well as we can -- Volkswagen GTI, Honda Civic Type R, Ford Focus XR5, Renault Megane RS and the like.

It's worth noting, however, that pure sedan offerings in this hot small car segment are limited to the Ralliart and WRX... At least until Honda bites the bullet and adds a Type R sedan (more here) to its line-up Down Under.

ON THE ROAD
The net result of all the changes to the MY09 is a significantly faster car -- both in terms of straightline and point to point.

According to Subaru Australia's own testing (MY09 versus MY08 hatch), the new WRX is over 0.7sec faster to 100km/h (5.31sec v 6.03) and 0.78sec and almost 9km/h faster over the standing quarter mile (13.27sec v 14.05; 163.02km/h v 154.63).

And, the performance increase is maintained or bettered in in-gear acceleration testing. In fourth and fifth gears, the 80-140km/h increment takes 7.96 and 11.12sec respectively. These figures represent improvements of up to 1.54sec, says the carmaker.

Subaru also claims the car is faster point-to-point. In testing with rally aces Cody Crocker and Dean Herridge behind the wheel, the MY09 WRX was an average of 1.85sec per lap faster around the 1km-long Marulan Driver Training Centre circuit than the MY08 model. Rally engineers would sell their first born for such a margin!

Subaru's launch drive didn't feature the tight NSW track, but did include a road loop and a track session at the Winton circuit near Benalla in NE Victoria. Here the press contingent was able to compare the MY08 and MY09 versions back-to-back.

The MY09 was noticeably sharper, at least for the first lap or so at which point both year models were hampered by standard-issue brake pads and normal road tyre pressures. Turn-in was noticeably better on the MY09 and apexes were a touch easier to hit, at least until the standard Dunlops overheated and cried enough.

The extra performance of the MY09 model was most noticeable on the road, however.

This latest version of what has become a performance legend Down Under is a significantly quicker car in normal use. Where the MY08 model requires a downchange to take advantage of quick overtaking opportunities, the MY09 is a top gear proposition -- just squeeze the throttle and go.

Over a wide range of tarmac and loose gravel surfaces, the MY09 WRX exhibited a remarkably sophisticated blend of body control and more than acceptable ride. There's no mistaking this is a sporting car, but there's surprisingly little price to pay in terms of impact harshness.

Road noise is also well controlled -- especially in the WRX sedans we drove.

Given real world performance is improved markedly, there's no way we'd choose an MY08 over the 09.

If there's a price to pay for the extra engine performance, it is the fact it makes the standard gearing feel shorter than ever. With a very short final drive (4.444:1) and a five-speed box, the WRX is spinning at 3000rpm at 110km/h. Though as noted above, road noise is well controlled, the mechanical soundtrack is, well, busy!

Given the car now also has the performance potential to bump the rev limiter in top gear (on tracks with long enough straights, of course), it's arguably time to install a sixth gear.

A reasonable cruising ratio would endow the WRX with an added measure of civility (and economy) on the open road without sacrificing an ounce of performance. In a direct comparison to the Ralliart, we're sure this usability will be a telling factor.

In the meantime, it's hard not to commend Subaru for the MY09 update. The pendulum might have swung too far to the mild side in 08, but enough of the wild child's returned to make the WRX a stonking drive.

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