The 2025 Subaru WRX is a turbocharged, all-wheel-drive compact sedan that competes in the sporty, performance-oriented segment. It goes up against rivals like the Honda Civic Type R, Toyota GR Corolla, and Volkswagen Jetta GLI. New features for 2025 include the EyeSight driver-assistance suite as standard across all trims, an 11.6-inch touchscreen with wireless Apple CarPlay and Android Auto, and a new Galaxy Purple color option.
The 2025 WRX offers a 2.4-liter turbocharged flat, 4-cylinder engine producing 271 horsepower and 258 lb-ft of torque. A 6-speed manual transmission is standard on all trims except the GT, which comes with a continuously variable transmission with simulated pre-set gear ratios as standard. The automatic is also available as an option on the Premium and Limited trims. The WRX tS trim features electronically controlled adjustable dampers tuned by Subaru Tecnica International, Brembo brakes, and 19-inch alloy wheels with performance tires.
Pricing for the 2025 Subaru WRX starts at $36,920 for the Premium trim, $41,300 for the Limited, and $46,875 for both the GT and tS trims. Safety features include forward collision warning with automatic emergency braking, adaptive cruise control, lane-centering steering assist, and blind spot monitors on the Limited and above. Optional equipment includes Recaro sport seats, synthetic suede upholstery, and an 11-speaker Harman Kardon sound system on the Limited and GT trims.
Though not as quick as some rivals, the WRX is still very fast. Manual transmission models make the jump from 0 to 60 MPH in about 6 seconds flat. The engine really don't get going until about 3,000 RPM, which means it can feel a bit sleepy off the line unless you get aggressive dumping the clutch. That's true for most competitors as well, considering these vehicles are meant to be driven hard.
From a transmission standpoint, the manual is the way to go. Though Subaru creates the sense of a traditional automatic with its CVT, the transmission does not respond as quickly as a dual-clutch automatic and can sometimes get caught between ratios at part throttle.
Subaru's all-wheel drive system is tuned for on-road performance, not off-road slogging. Still, it has a mode for trail driving that helps provide better traction when on dirt roads.
Fuel economy is somewhat disappointing. The manual-equipped WRX is EPA rated 22 MPG combined and the automatic nets 21 MPG combined. Most competitors have an EPA combined rating of 25 MPG or higher. That said, you can eek out a reasonable 25 MPG overall if you maintain some control over your right foot. Part of the problem is short gearing that is designed to make the WRX accelerate more quickly. Premium-grade fuel is required.
Dynamically, WRX provides a lot of smiles per mile. The sport-tuned suspension and quick-and-accurate steering make it a delight to throw into twisty bends and around corners. Upgrades for the new TR make the WRX even more track capable and have little effect on overall ride quality. Unfortunately, the brakes don't seem to be up to the challenge. The pedal has a spongy and dead feeling, and the car seems to take longer than normal to stop. Things might get better as the brakes get hot, nonetheless it is a bit disappointing.
The adaptive suspension that's standard on top trim and available on others provides an additional level of comfort when cruising and firms up quickly in quick changes of direction. However, even the base suspension has more compliance than you might expect. Of course, WRX rides with a premeditated firmness that not everyone is going to appreciate, but it is probably a bit smoother riding than its competitors save the Jetta GLI -- which gives it a leg up as a daily driver.
On the downside, WRX is fairly noisy. Tire rumble and exhaust note are constant, and the engine grows harshly in hard acceleration. There's even some unexpected wind noise around the doors and mirrors at highway speed.
Inside, WRX sports an interior that's dominated by a large center stack that features either a pair of 7.2-inch touchscreens of one 11.6 inch screen that's mounted vertically. Of the two setups, some may find that the dual screen setup is more intuitive, but the larger screen has a polished expensive look. In either case, Subaru's infotainment system is a bit slow to respond to touch input and, at times, slightly more complicated to navigate.
From a design standpoint, the interior is modern with just enough flourish as to not seem inexpensive. Materials are class and price appropriate. Most switch gear is perfectly placed for quick operation, but the large touchscreen absorbs audio and climate controls, making both systems a bit more difficult to operate.
The front seats are firmly padded and offer exceptional lateral support. Recaro seats in the TR model are firmer still with deep side bolsters to help hold occupants more snugly. The rear seats are flat with just enough cushion to be comfortable. Head and leg room are great up front and above average in back. Outward visibility is exceptional thanks to the sedan's thin roof pillars and large rear window. Getting in and out is easy thanks to large door openings.
WRX offers just 12.5 cubic feet of cargo space, less than Civic and Elantra and certainly less than hatchback competition. That said, the trunk opening is wide, the floor is flat and the rear seats fold to accommodate longer items. Interior storage is on par with the competition.
Bottom Line -- WRX remains one of the best overall performance values on the market and one of the few that offers all-wheel-drive. From the factory, you get a car that's extremely capable without being overly burdensome to drive daily. No, the TR it isn't the hyper-performance STI, so it's isn't a race car for the street, but proves to be the perfect a significant performance upgrade. And at $30K it's not all that much more expensive than a regular compact sedan.
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