I Want to Hate the Subaru WRX tS, But I Can’t: Review

The WRX tS embodies my distaste for modern Subaru. The tS is not a bad car to drive—it is, in fact, a very nice car. But it’s symbolic of what’s missing in the WRX lineup: a full-blown STI model. 

The tS is very clearly a fill-in for the rally-inspired icon, with interior, braking, and chassis upgrades you’d normally only see on an STI. Yet it lacks the locking differentials, adjustable center diff, and bigger-displacement engine that made the pink-badged sport sedan so legendary. It’s almost like the company is trying to pull a fast one on us. 

“We have STI at home,” Subaru says.

But as much disdain as I have for the WRX tS’s existence as an STI stand-in, it’s a tough car to hate. This thing is objectively pleasant to drive, with a characterful engine, a tight chassis, awesome seats, and a lot of useful tech. Plus, it’s the last bastion of the affordable(ish) all-wheel-drive sport sedan with a manual transmission.

The tS differentiates itself from the standard WRX with a handful of welcome performance upgrades. From the outside, the changes are hard to spot. The most obvious are the new 19-inch wheels, wrapped in some very STI-ish Bridgestone Potenza S007 performance tires (our tester was equipped with a set of winter tires, as it’s very cold here in New York). 

Behind the wheels, a set of Brembo brakes with six-piston calipers up front and two-piston in the rear. These are the same brakes found on the outgoing WRX TR, except this time, they’re painted in gold—a color found on Brembos from STIs past. Other identifying changes include a set of red-painted “WRX” badges front and rear. All of the body panels are the same as the normal WRX, which means polarizing black plastic fender arches and a giant hood scoop. There’s no big wing to be found here, despite the tS very obviously occupying a spot in the lineup where the STI once stood proudly. 

Pros: Rally-Inspired Looks, Unflappable Road-Holding Abilities, Honest-To-God Six-Speed Manual Transmission

The interior too borrows much of its design from the TR. The lovely Recaro buckets are back, but this time they’re sewn with a bright blue leather trim. That leather, which is actually a bit brighter than the car’s paint, also covers much of the dashboard, center console, and door cards, adding a welcome flair to the cabin. 

The dashboard is dominated by a standard 11.6-inch portrait-oriented touchscreen, responsible for everything from climate control to entertainment and drive mode adjustment. Having all of those controls in one place feels overwhelming, but you quickly get used to it. Unfortunately, the screen itself isn’t nearly as responsive as I’d like it to be, with lots of delayed responses to inputs and laggy transitions. It’s like Subaru found a stash of unused iPads from 2014 and installed them here. 

Thankfully there are still a few physical buttons flanking the screen; Two knobs for volume and radio tuning (an absolute rarity in 2024), and a pair of rocker switches for adjusting temperature. There are also a handful of buttons on the steering wheel, including a button for toggling Individual mode (vital, as the car defaults to Sport mode every time you turn it on).

Photo by: Brian Silvestro / Motor1

Photo by: Brian Silvestro / Motor1

Starting out in Sport mode wouldn’t be so bad if it weren’t for the suspension. The tS gets the same adaptive shocks found on the WRX GT, retuned here by STI. Set to Sport mode, the dampers are far too stiff for the broken pavement of New York City. Switched to comfort, the ride is busy, but far more bearable. 

The steering too is best left in comfort, as it becomes unnaturally heavy in either of the other modes. My Individual preset had the steering and the suspension set to their softest settings, but the engine in Sport. Even outside the city, this was my go-to. 

The turbocharged 2.4-liter boxer-four in the WRX tS is an objectively exciting thing, simply because it’s not just another 2.0-liter inline-four. It makes a distinct noise and delivers torque the old-school way, with the turbo coming in at around 3,000 rpm and dying off around 1,000 rpm before redline. It’s uniquely charming, especially in this price range.

But that boxer-four still makes the same 271 horsepower and 258 pound-feet of torque as the normal car. Frankly, that’s not enough. The tS isn’t slow, but it feels a generation behind in straight-line speed compared to cars like the Honda Civic Type R—which costs roughly the same but has 44 more hp. Even the much cheaper Hyundai Elantra N feels quicker. That’s disappointing, considering the price delta.

Photo by: Brian Silvestro / Motor1

Photo by: Brian Silvestro / Motor1

Photo by: Brian Silvestro / Motor1

Cons: STI Price Yet No Extra Power, No Locking Differentials, No Big Wing

Thankfully the WRX’s six-speed manual is still a joy. A plasticky feel means it’s not the most satisfying shifter in the world—the Type R’s is leagues better—but the tS’s is still a treat, with a solid action and a lever that’s fairly close to the steering wheel. The clutch pedal is also incredibly light, so it’s easy to work with in traffic slogs. Unlike the normal WRX, there’s no CVT automatic available on the tS. And that’s for the better.

The improved suspension and better brakes do a lot to make the tS stand out over the standard car. The brakes were my main gripe, as they couldn’t hold up to continued hard use. While I didn’t have the opportunity to subject the tS to a track session, these Brembos felt far superior compared to the decidedly pedestrian-oriented stoppers on the base WRX. Even with the winter tires equipped, there’s lots of slow-down force here, with a positive response from the pedal and the right amount of travel for heel-toeing. 

Otherwise, the WRX tS is as sure-footed and stable as any other WRX down a twisty road, with tons of grip available from the full-time all-wheel drive system. Where the tS underdelivers in power, it makes up with momentum if you really lean on it. Switch the dampers to Sport and you’re given a stiffer chassis to promote quicker direction changes. And thanks to those heavily bolstered seats, you don’t have to brace yourself against the door. These changes make this car truly feel like it could rival an STI.

Photo by: Brian Silvestro / Motor1

But there’s only so much a few handling upgrades can do. With a starting price of $46,875 (with destination), the WRX tS is among the most expensive of its competitors, yet the least powerful. It’s outclassed in agility by the Civic Type R and the Toyota GR Corolla, and severely outpriced by bargains like the Elantra N. Only the Golf R is more expensive, but like the Civic, the Volkswagen has the edge on power by 44 horses. 

Previously, there were real reasons to buy the most expensive WRX. The STI badge got you real equipment upgrades and more power. Now, you only get a fraction of those improvements for the same money. That makes the tS tough to rationalize, especially with the excellent competition.

Still, I can’t hate this car. The WRX tS is a cool performance sedan with a fun-sounding engine, a manual gearbox, and all-wheel drive. That’s a rarity these days, and I like that it exists. But you can also get those things in the base car, which is a full $9,955 cheaper. Swap in some high-temp brake fluid and aftermarket pads, and you’re golden. 

Until a real STI returns, that’s the only approach that makes sense.

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Brian Silvestro / Motor1