At some point during your middle school education, your math teacher probably told you that the shortest distance between two points was a straight line. They were wrong. It's a Subaru.
Specifically, it's this Subaru, the WRX. Since 2002, it's been dispatching snow, gravel, rain, dirt, mud, and twisty tarmac with aplomb. Kinda makes you wonder whether our mail wouldn't get there a heck of a lot faster if Canada Post bought a fleet of them.
However, since 2002, it's also been just a bit flobbery. That's not really an insult, just that Subaru traditionally set their street-ready rally-rocket up as if it was about to complete a gravel stage: a softness to the springs, a bit more body roll.
Totally redesigned for 2015, this new car is harder edged, more aggressive, and ready to shred the street. It's more hardcore than ever, but have they kept that utilitarian friendliness?
Design
Well, at first glance, you'd have to say no.
The most major design difference of this new WRX isn't the fancy new corporate grille or the reworked hoodscoop, it's the sedan-only designation. That's right, no more wagon.
I'm not sure if that makes me more angry or sad. Sangry? Angrad? The WRX wagon (later hatchback) was extremely popular in past variants, splitting sales volume with the sedan right down the middle. It provided a tough, weather-proof alternative to the VW GTI and was loved by young families and active folks alike.
Sadly, it's no more. At least, that is, until Subaru's R&D department receives my strongly worded 30-page letter and corrects the problem immediately. They will, right? Sigh.
To its credit, the new WRX looks pretty good, if a bit on the plain side. Like all WRXs, the little details grow on you, and despite the flashy, angular sheet metal, those are entirely reasonable 17-inch alloys tucked under the wheel arches. Replacement tires won't break the bank.
LED headlights are now available on midlevel trims, and the body is flared out just enough from a standard Impreza to be sporty. A good start.
Environment
Breaking from Subaru tradition somewhat, the inside of the new WRX is actually pretty good. Make no mistake, the Germanic competition is still probably slightly ahead in terms of premium feel, but there's much less of that old econobox plasticity you used to see inside the soon-to-be-rattling interior of a WRX.
Even better, the sedan is a little more practical than it used to be. Trunk space is up to 340 litres, and real legroom is up too, meaning adult passengers can actually squeeze back there without issue.
The seats still aren't quite as heavily bolstered as they were in those first early cars, but the cloth covering looks like it'll stand up to people who have multiple MEC memberships, and the dials are big enough to be used with your gloves on.
Instrumentation is a mixed bag, with a handy display between the gauges that provides a useful digital speed readout, and gentle coaching on how much gas you're using. The centre-mounted display is a little less easy to navigate, and the small rearview camera is more a bonus than a reason to purchase. However, it's standard, which is nice.
Performance
While this year's STI gets a carryover version of the venerable old 2.5-litre boxer engine, the WRX now gets a new directinjected flat-four. Now displacing two litres and huffing even more air through a low-mounted turbo, it out-muscles last year's WRX by a staggering three horsepower for a total of 268 h.p. OK, hang on a minute: that's not the whole story. The WRX's new, smaller four is both considerably more efficient than the outgoing model, and much punchier as well. The peak horsepower improvements are only a mild side benefit compared to the improved delivery, which now knocks out a stout 258 footpounds of torque from 2,000-5,200 r.p.m. Power falls off a little at the top end, but this WRX has a spry responsiveness that even pro-tuned Subies can only dream about. With the six-speed manual, off the line hole shots are excellent. With the optional CVT, it's still very quick reacting.
Oh right, the CVT. New for 2015, the WRX is now available with an available transmission that seems selected for its likelihood of offending purists. However, it's actually pretty good: it might not seem like it makes sense to put something as ordinarily economy minded as a CVT in a car like the WRX, but Subaru has fettled it until it actually drives like a performance machine. Flick the adjustable settings into Sport Sharp and it even gives you eight pre-set speeds for the paddle-shifters.
But if you don't want an automatic WRX, nobody's forcing you to get one. Yet. The six-speed manual is a little bit vague, with its cable-operated linkage, but it's an improvement over past WRX gearboxes.
Regrettably, this is quite a rough-riding car, but the result is a huge leap forward in terms of cornering ability. Subaru seems to have spent their entire research budget on the new chassis, and it's a corker. Equipped with a new torque-vectoring front end that can brake an inside wheel to dial in more bite, the new WRX turns in like the old car never did. There's oodles of grip from those sticky, summer-only Dunlops, and the car grips like a gecko through the corners.
Forget any dreams of Scandinavian flicks through the twisty stuff - not until the snow starts flying. This new car is a much tighter drive, with good steering, and extremely composed dynamics. Anyone anticipating track day work is going to want to look at more aggressive brake pads, but as-is, it's a very compelling package.
Features
Now starting at less than $30,000, the '15 WRX is actually fairly well-equipped from standard. A six-speaker stereo, iPod connectivity, Bluetooth, and that rearview camera are all standard.
Moving up to the Sport trim nets you a power seat, sunroof, LED headlights and foglights - this will likely be the volume seller. The Sport-tech trim adds in satellite navigation and nine-speaker audio: while usable, the touchscreen controls for the navi and audio are a bit small. If you can live without a leather interior, you're better off skipping the top trim.
Fuel economy ratings score well at 9.8 litres/100 kilometres city and 7.0 l/100 km highway. As these numbers are provided under the new 2015 five-cycle testing method, they're actually achievable - naturally, premium fuel is recommended.
Green light
Excellent grip; good visibility; improved interior; responsive engine.
Stop sign
Rough ride; interior refinement still only midpack; where's the dang hatchback?
The checkered flag
A little boring to look at, but goes like a rocket.
Competition
Volkswagen GTI ($27,995): Given a proper set of snow tires, do you really need all-wheel drive? The VW GTI is here to suggest that a) no you don't and b) wouldn't you rather have a hatchback? Despite being down on power on paper, the VW's peppy little 2.0-litre is even more responsive than the WRX's and has low-end power that matches the Subaru. It loses a little less to powertrain parasitic draws because it's only front-wheel drive, and it handles very convincingly as well. You can even outfit it with the same sort of torque-vectoring front, and a proper dual-clutch automatic gearbox.
Basically, the WRX has the all-weather punch, and a bit more performance, while the VW GTI has a higher level of refinement and is just as fun. Either way, it's a great time to be an enthusiast driver.
