RPM News Weekly

by Peter Ciani

Until recently, it had been a long while since I’d driven the Subaru WRX, especially one with three pedals. This generation has received a lot of flack from diehards about its size and looks, but looks are subjective. It is still a lot of fun to drive, especially in the twisty turns where the torquey boxer engine shines.

Some may not favor the black wheel arches of this generation. They lend a crossover SUV vibe to the model, which might not resonate with everyone. However, it’s worth noting that the automotive market is ever-increasingly leaning towards SUVs. The widespread desire for rugged, adventurous vehicles has taken hold, even if most drivers stick to paved roads. Just try to find a new model press release without the word “rugged” in it. Even the fuel-sipping soccer mom favorite, the Toyota RAV4, now offers an “adventurous” TRD trim.

So, while the styling choices of this generation might not align with every enthusiast’s taste, they do reflect the prevailing trends and desires of today’s car-buying market. That said, there is an argument for the clean, uncluttered lines of the previous generation WRX.

Thankfully, the aftermarket is paying attention. Companies like Aero Flow Dynamics sell paint-matched or even carbon fiber flare kits, and the results look great.

Customization is part of the fun of owning a car like the WRX, and I think Subaru is missing an opportunity here. They really ought to offer a trim or accessory package with body-color-matched or carbon fiber flares. They already offer a real carbon fiber trunk trim package; let’s get some flares to match.

But it’s not all about looks, especially when it comes to the new-for-2024 WRX TR. It’s packed with performance goodies that we’ll get into in a moment. First, let’s dive into some WRX history.

If you’re a performance Subaru enthusiast, you might remember the original WRX TR that debuted in 2006. Back then, TR stood for “Tuner Ready,” and what you got was a bare-bones, base WRX that tuners could use as a build platform. At the time, MotorTrend referred to the WRX TR as “essentially a regular Impreza 2.5i with a turbocharger, beefed-up brakes, seventeen-inch wheels, quicker steering, and a sport suspension.”

Sure, back then everyone wanted a WRX STI, but the TR was more attainable, costing $1,000 less than the standard WRX and $9,000 less than the STI. As I said, customization is part of the fun anyway.

The 2024 WRX TR isn’t the bare-bones entry-level model that it once was. This time around, it sits high in the lineup, just below the top-tier WRX GT. While they are very similar specs-wise — all WRX models come with a 271-horsepower 2.4-liter turbocharged BOXER engine — there are a few mechanical differences between the TR and the GT trims. Most noteworthy is the standard 6-speed manual transmission in the TR. The GT is only available with a Subaru Performance CVT with manual shift mode.

The manual transmission in the TR doesn’t include Subaru SI-DRIVE engine management or Drive Mode Select, to which the Save-the-Manuals cohort will say, “Who cares, it’s got three pedals.”

The TR also deletes the moonroof to save weight for a lower center of gravity while increasing interior space for helmeted drivers. To me, it seems like another wasted opportunity. If they’re going to delete the moonroof in an effort to reduce the center of gravity, let’s get a carbon fiber roof option.

I suppose you might counter that the take rate would probably be too low to justify the costs, but a guy can dream, can’t he? Thankfully, like the aforementioned fender flares, the aftermarket will be there to make it happen.

The WRX TR is the only trim in the 2024 lineup to include a Brembo performance system with six-piston front and two-piston rear brake calipers, along with a larger brake master cylinder and larger rotors. It’s not just painted calipers; it’s a true performance system that works together to reduce brake fade and increase stopping power. And it works quite well. The upcoming 2025 WRX Ts, will also include the Brembo brake system. 

Like all WRX trims, the TR gets a sport-tuned suspension, but with stiffer springs and dampers. You won’t find the GT’s electronically controlled dampers on the option list, but hey, you’re buying the “tuner-ready” TR trim, so struts may be on your ‘must change’ list anyway, right?

Of course, all the braking and suspension in the world mean nothing without a good set of tires, which is why the TR comes equipped with 245/35 R19 Bridgestone Potenza S007 performance tires.

Just these mods alone justify the $2,000 price increase over the Limited trim. In fact, I’m not sure why anyone would buy the Limited over the TR; you get a lot of value in that 2 grand.

Inside, you’ll find the same Ultrasuede upholstery that you get in the Limited, but like the GT, the TR features Recaro front seats in black and gray Ultrasuede. All but the Base WRX include heated front seats, so it’s no surprise that you’ll find them on the TR, but the heated Recaros were, for lack of a better term, on fire. I’ve never thought I’d want to buy a car based on heated seats alone, until now.

An 11.6-inch SUBARU STARLINK Multimedia Plus system is standard on WRX TR. I’ll admit when Subaru showed off the new vertical touchscreen back in 2022, I wasn’t optimistic. One of the things I liked about the last-generation Subaru multimedia system was the simplicity of the layout. On the old system, you had a high-mounted information display, a central touchscreen, and physical dials for the climate control system. 

The new system integrates all of these into one screen, which I worried might be too much for some of the older and/or less tech-savvy buyers. However, after using the system for a week, I found it easy enough to learn. Plus, you still have physical buttons for climate functions and, more importantly, physical knobs for volume and tuning. 

As it stands, the WRX TR is the best performance value in the WRX lineup, but that title might be short-lived as the newly revealed 2025 WRX TS (tuned by STI) is on the horizon. The TS borrows some of the best bits from both the TR and the GT, and while it shows a hint of STI, it’s not the full-on STI that fans have been crying for. For now, we’re just happy that the brand still offers a fun-to-drive performance sedan with AWD and manual shifting.