The WRX is down 40 hp from its big brother, but in between 3,000 rpm and 5,000 rpm you\u2019ll hardly notice. It makes the same sounds as the STI and rips off the line with the same aplomb. Unfortunately, fuel mileage didn\u2019t seem to improve; my two fill ups averaged about 19 mpg.<\/p>\n
I did like the feel of an old-school five-speed manual in the hatchback, instead of the six in our sedan. The cogs could be held for a bit longer, and there are no extra steps to get into reverse. Like the STI, the driver doesn\u2019t need to shift out of top gear to pass on the expressway. Also, the shifter felt robust in the hand. There wasn\u2019t a lot of flexing from any of the linkage parts.<\/p>\n
The steering and suspension are both softer than the STI. I put a good amount of miles on the car over the weekend, and not having to dodge every road imperfection was a blessing. I didn\u2019t realize how stiff our long-term car actually was until I jumped in this one.<\/p>\n
Ninety percent of the time, having a softer suspension and easier steering are a good thing. But those few times when you do want the razor sharpness of the STI you\u2019ll miss it. Luckily for me, spirited driving wasn\u2019t needed on Saturday or Sunday.<\/p>\n
I still like the sedan body better than this hatch. I like the big wing on the four-door, something I wouldn\u2019t trade for the extra space of the hatch. I might be alone in that. I also love this gunmetal color much better than the WR blue.<\/p>\n
So, the upgraded STI gets you more power, upgraded brakes and the driver-controlled center differential. If you\u2019re looking for a track car, that\u2019s the one to have. But if you want a car that\u2019s good everywhere, except when being pushed to 10\/10ths, the WRX will do. And being $8,000 less expensive doesn\u2019t hurt, either.<\/p>\n
Now, slightly softer doesn\u2019t mean flabby. My body felt nicely positioned and firmly held in place by the bolsters on the seatback and the cushion of the driver\u2019s chair.<\/p>\n
The four-cylinder engine has that familiar flat-four grumble. It pulls strongly once you get the tach above the 1,500 mark and keeps on pulling to redline. I would have preferred a sixth forward gear on the transmission–more than once, out of habit, I tried to shift up from fifth gear, with nowhere to go but reverse. No damage done. Also, the clutch on this car is a bit grabby, putting a premium on getting some revs on the clock and keeping them there as you roll away from a stop.<\/p>\n
I made no attempt to push this suspension to the limit. But for side-street and freeway duty the steering feels tied directly to the front wheels with no play. Want to change lanes? Think about it and it\u2019s done. The WRX telegraphs its sporty intentions as a light amount of jolting makes its way into the cabin on expansion joints and road imperfections. But this isn\u2019t a luxury car, and the jolts are well within acceptable limits.<\/p>\n
If you can\u2019t afford the full-zoot WRX STI, you won\u2019t be disappointed by taking this version. And $69 price<\/a> for the beefy all-weather floor mats is a steal.<\/p>\n From a styling standpoint, the WRX received the wide-body panels from its STI big brother for a more menacing look, which is a good thing. Before the update, the WRX looked dull and didn\u2019t have much of a visual impact rolling down the street.<\/p>\n