Thank you again to Middletown Toyota for giving me some time with this 2019 Subaru WRX Limited!
Are you looking for a manual sedan with AWD? You've probably thought about the WRX. You don't have to be a "car guy" to know that the WRX is a bit sportier than your average sedan, even when it's not sporting the STI badge. The hood scoop and the quad exhaust give it away pretty quickly. If you peek through the window of a WRX the next time you see one in the grocery store parking lot—you're likely to look like a creeper—but you're also likely to see the 6-speed manual shifter, despite the US's massive shift toward automatic vehicles. That's because the other option is a continuously-variable transmission, for reasons beyond the comprehension of enthusiasts everywhere. Really, Subaru? You've been cranking out WRX's for nearly three decades, and many of them are still equipped with CVTs? I think it may be time to start looking into dual-clutch technology. Then again, I would probably still opt for the third pedal.
End rant.
In 2019, the Subaru WRX was offered in the three standard trim levels: Base, Premium, and Limited—but we also saw the limited production Series.Gray option because nothing screams special edition quite like the most neutral color possible. Seven-hundred fifty WRX Premiums were produced with Crystal Black Silica badges, foldable mirrors, black 18-inch wheels, and they were painted—you guessed it—gray. Of course there's no such thing as just gray anymore, so this color went by the name Cool Gray Khaki. The Series.Gray also included all options from the Performance Package: Recaro seats, 8-way power driver's seat, LED responsive headlights, keyless access, push-button start, JURID front brake pads, and a moon roof delete.
Today I have the pleasure of testing out the top-level Limited trim. This particular Subie sports Labis Blue Pearl paint and weighs in at a stocky 3,340 pounds with that weight resting on 18-inch wheels that are outfitted with Dunlop Conquest all-seasons. A 2.0-liter 4-cylinder turbocharged BOXER engine produces 268-horsepower and 258 lb-ft of torque in order to make this thing move. The Limited trim translates to a 10-way power driver's seat with adjustable lumbar support, LED responsive headlights, and leather upholstery.
Hopping into this one, the seats are very stiff. They're comfortable enough though, and the adjustability makes them just fine for daily driving. I imagine that longer trips may result in a slightly different opinion. I note voice, volume, and cruise control buttons on the flat-bottomed steering wheel—all pretty standard at this point. The gauge cluster includes two large dials—one for the tachometer and one for the speedometer—flanking a rather large digital display—simple and usable. The 7.0-inch touch screen shows me Android Auto, Apple CarPlay, Aha, Pandora, Subaru STARLINK, and Travel Link. I don't see much need to look past Android Auto and Apple CarPlay though. Above the infotainment is a pair of vents, and above that is another informational screen which is currently set monitor boost and acceleration. Scrolling through the menus, I note fuel monitoring, a clock, pitch of the car and where the wheels are point-not sure why that's a thing-and a customizable three-tile display. I cycle back to boost and acceleration and it's time to get moving.
As I press down on the clutch pedal, I am immediately happy to note that the clutch was completely trashed on the 2016 WRX that I drove a little while back. I hated that clutch, and—while I'd hoped that it was not the standard clutch feel—it's great to have confirmation of that. The clutch is heavy and the bite point all the way at the top. Unfortunately, the gearbox still feels a bit "off." In every WRX and STI I've driven up to this point, I've noticed that getting into gear is a confusing experience. I push the shifter into the place where first gear ought to be, but it doesn't really slot in smoothly. It feels as if I haven't pushed it far enough to get into gear, and I never really feel like I've cleared the gate. While the feeling of not knowing whether or not you're in gear while you're driving around is unsettling to say the least—there is apparently a fix in the form of a Shifter Stop (thanks for the tip boogsley!).
Despite it's weight, the WRX can certainly get out of its own way. Peak torque comes at 2,000 rpm, and power hits it's peak at 5,600 rpm—which is a more than enough of an excuse to rev it out a bit. Redline comes 1,100 rpms after peak power. And rev hang comes standard with every shift, as I not the needle jump up, then hang, then drop. Not ideal.
When it comes to handling, the WRX is—well—it's fine. The turning radius is not really fine, but I'll chalk that one up to the all-wheel-drive system. The steering feedback is not too shabby for being electric—the STI gets you hydraulic power steering—though I do notice it starting to lighten up at low speeds, as with the 2017 Ford Fiesta ST and the 2021 Volkswagen Jetta GLI. Hard turns are where this car excels. The weight, the all-wheel drive system, the suspension—Subaru nailed the balance in the corners, and I'd have a great time carving some twisty back-roads in this blue beast.
All-wheel-drive, turbocharged, four doors, and a manual transmission make for a very fun and practical car. It's a great sporty option that makes a fun daily, but it can also do kid duty, get the groceries, and you can pile your friends in. The trade-off is that you sacrifice some comfort and the fuel economy isn't great at 23 mpg combined—running on premium gas. And if it's just not what you're looking for in its stock form, then you can check out the endless aftermarket and transform it into exactly the car you want it to be.
