2004 Subaru Impreza Wrx Sti "the Real Deal" 2009 Modified Magazine Cover Car on 2040-cars

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2020 Subaru WRX Series.White Road Test | Making the case for an STI

For 2020, Subaru has launched another round of color-themed limited-edition WRX and STI models. They’re called Series.White, and, big surprise, come in a bright white paint scheme. TheyÂ’re also limited to 500 units a piece, and in the case of the WRX model we tested, it comes with a variety of performance upgrades including an exclusive Bilstein suspension. ItÂ’s an attractive model that makes a strong case in a vacuum, but itÂ’s a questionable value even against other Subaru variants. The 2020 Subaru WRX Series.White is basically a WRX Premium with the Performance Package, plus a few extra things. That means it has the Recaro power seats, Brembo four-piston front calipers and two-piston rear calipers, and no sunroof for weight savings. Specific to the Series.White is the aforementioned Bilstein suspension as well as the exclusive Ceramic White paint, dark bronze wheels, steering-adaptive LED headlights and LED fog lights. The price for all this is $34,895. ThatÂ’s just $1,450 more than the Performance Package-equipped WRX Premium, and youÂ’re getting exclusivity, a stylish color combo and ostensibly better suspension, so things seem pretty good starting out. The good feeling sticks around when you take the WRX Series.White out for a spirited drive. What really shines is the chassis and drivetrain. ItÂ’s solid as a rock and super responsive. Every little input from the fast, accurate steering gets an immediate and eager response from the car. It feels neutral on back roads, something helped by the all-wheel drive that has a splits power 50/50 front/rear and features a viscous limited-slip center differential. With minimal body roll and maximum grip, the WRX eggs you on, asking you to push it harder and faster through corners. And when itÂ’s time to slow down, the Brembo brakes provide excellent feedback and a solid, firm pedal feel. Speaking of pedals, theyÂ’re laid out nice and close to each other for easy rev-matched downshifts. Be careful of the clutch, though, as itÂ’s on the long side and has light-switch engagement, but works great when youÂ’re driving hard. And yes, the six-speed manual is the only transmission available. The engine is more of a mixed bag. With the same 268 horsepower and 258 pound-feet of torque as any other WRX, the 2.0-liter turbo flat-four puts up good numbers, but the delivery isnÂ’t great. At low rpm, it feels sluggish as you wait for the boost to build, and at high rpm, you can tell itÂ’s running out of huff.

Compact SUV Comparison: Specs, pics and reviews of every brand's crossover

Honda CR-V vs Toyota RAV4. Chevy Equinox vs Ford Escape. Mazda CX-5 vs Subaru Forester. Whichever combinations of compact crossover SUV you're considering, there's probably a comparison test or chart out there to read. Heck, you can even create a three-car comparison yourself here at Autoblog. However, if you want a bunch of that information all in one convenient place, well, here it is. Our mega comparison of specs, features and photos of compact SUV entries from every mainstream manufacturer that sells them. That includes the 2018 Chevrolet Equinox, 2018 Ford Escape, 2018 GMC Terrain, 2018 Honda CR-V, 2018 Hyundai Tucson, 2019 Jeep Cherokee (it's already on sale with notable changes from 2018), 2018 Jeep Compass, 2018 Kia Sportage, 2018 Mazda CX-5, 2018 Mitsubishi Eclipse Cross (none of Mitsu's SUVs are perfect fits for this segment, so we deemed the MEC the most competitive fit), 2018 Nissan Rogue, 2018 Subaru Forester, 2018 Toyota RAV4 and 2018 Volkswagen Tiguan. We can update this comparison as more information about 2019 models is released, most notably the Forester and RAV4. Now, there are certainly some models that are smaller (Nissan Rogue Sport) or larger (Kia Sorento) that could also be considered, but we figured it was wise to stick with those in this sweet spot of comparable size and price. We also included links to Autoblog reviews, buying guides and smaller comparisons. Engines and Transmissions With rare exception, this segment features four-cylinder power. Sometimes it's turbocharged, often its not, but standard engine outputs are generally in the same ballpark. Therefore, we'd recommend focusing on torque output, as it's what will make a difference around town or when passing, and weighing that versus fuel economy (the Chevy Equinox, GMC Terrain, Honda CR-V and Mazda CX-5 make particularly strong cases in this regard). Many drivers aren't too fond of continuously variable transmissions (CVT), either, so that's another thing to consider and note during a test drive. As you can see, several models are available with performance upgrades. Besides the Jeep Cherokee's available V6, all are more powerful turbocharged four-cylinder engines. The exception to this would be the Honda CR-V and Ford Escape, as their 1.5-liter turbo engines don't prioritize performance. Instead, they serve as overall upgrades to the base naturally aspirated engines standard on only their base trim levels (CR-V LX and Escape S).

2018 Subaru WRX Drivers' Notes | Turbo traditionalist

Editor-in-Chief Greg Migliore: The Subaru Impreza WRX is one of my favorite enthusiast sedans. It's invigorating, just a bit raw and makes you want to drive it more and more. Our tester has subtle blue paint and aggressive black wheels, which strike the right tone. It's sporty without being stupid. Inside is black leather, red stitching, and plastics that are decent, or at least non-offensive. Good looking car, overall. I was excited for my one-night stint in the WRX. I blitzed home, dashing in and out of traffic in the lower gears. This thing is like a hovercraft, and with the windows down and the engine growling and buzzing, I made record time. The steering is tight, the clutch engagement is heavy, and the brakes have just the right amount of pedal depth. I felt focused and in control. I've always felt the WRX is the right Impreza for me. The STI is awesome, but unusable for many everyday driving experiences. I could live with the WRX longterm, and love it. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. Associate Editor Joel Stocksdale: If you've ever lamented that turbo cars don't feel like turbo cars anymore, you should check out a WRX. Its 2.0-liter turbocharged flat-four definitely takes a page from the peaky boosted beasts of the past. Driven at low rpms and gently enough that boost still builds, the turbo is laggy and takes a while to hit peak boost. This means that in mild driving, you'll be just shy of the speed limit when the turbo whacks you in the back, and you'll have to jump back off the accelerator just a moment later. But the rush of the turbo kicking in is still pretty entertaining, and a unique feeling that has been engineered out of a lot of other turbo cars. If you drive the WRX hard, though, the turbo engine becomes much easier to work with. The lag disappears, and the turbo spools right up. But you do have to be running the boxer right up close to redline to keep it responsive. These characteristics aren't something I personally enjoy. But the way the rest of the WRX drives is spot on for me. The steering is weighted nicely, and the car is very responsive. It also feels quite neutral, much more so than even good front-drive and front-biased all-wheel-drive cars. There's a bit of lean, but the chassis is always composed and communicative. And the benefit of the slightly roll-y suspension is that the WRX has impressive ride quality.