The current generation Subaru Forester does most things you expect of a mid-size SUV right, but it’s little bland to look at and the hybrid variant falls short of its competitors. Fortunately, a new model has just been unveiled and it’s looking pretty promising.

Finally, the new 2025 Subaru Forester has got style. And by that we don’t mean a sleeker profile with smaller windows. The new SUV still has its trademark upright design with a vast glasshouse, but it’s been given some interesting styling elements like the larger grille, squared off wheel fenders and black garnish around the A- and D-pillars. The headlights and taillights have a smoky, more sophisticated design and the wheels are looking much more modern.

The overall proportion is similar to the outgoing model, which is just fine as there’s not much to fault there in the first place. It’s worth noting that the new SUV is some 18mm broader and 20mm longer than the current vehicle, though both the height and wheelbase remain the same.

The interior of the current model is starting to get a bit long in the tooth, and so the new generation model brings a totally redesigned cabin that comes complete with a large 11.6-inch touchscreen with support for wireless Apple CarPlay and Android Auto connectivity.

While it appears that the instrumentation cluster has not gone fully digital yet, we can expect this to be the case further down the track.

The design of the cabin takes on a much more modern and adventurous approach, with improved storage facility and comfort. Ergonomics are said to have taken a step up, too, so is cabin noise suppression and overall refinement.

In terms of driving, Subaru says the chassis of the new Forester is 10 percent stiffer than before thanks to improved welding techniques and additional structural strengthening. Expect this to deliver improved driving dynamics and ride comfort.

While the current 138kW/245Nm 2.5-litre four-cylinder normally-aspirated boxer engine is expected to be carried over to the new car with only some minor tweaks, Subaru has confirmed that the new Forester hybrid will utilise hybrid components from the current generation Toyota RAV4 – a move understandable given the average performance of the Subaru-developed hybrid powertrain used in the current model.

Essentially, the new Forester hybrid will pack the same RAV4 electric motor, battery pack and associated hybrid components, albeit hooked up to a Subaru boxer engine. The tricky question is how will the Forester hybrid retain Subaru’s renown asymmetrical all-wheel drive, which the RAV4 hybrid isn’t (on-demand e-four AWD only).

For those who have been longing for the return of a WRX-powered, turbocharged Forester, unfortunately this remains up in the air, at least for the time being.

The new 2025 Subaru Forester is expected to hit showrooms in North America in late 2024, with Australian launch not expected until at least early 2025.

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For decades, enthusiasts have been relying on cars like the Subaru WRX and Honda Civic Type R for a relatively affordable way to fix their cravings for driving thrills. Now these buyers have new options to choose from. Late comers Toyota GR Corolla and Hyundai i30 N join the party with bucket loads of fun to offer.

Never before since the early 2000s has there been so much going on in the compact performance car segment. But this frenzy isn’t going to last for long. As the automotive landscape transitions toward sustainable, electrified motoring, we’re just humbly glad that through fun cars like the WRX, Civic Type R, GR Corolla and i30 N driving enthusiasts have not been forgotten – not yet.

And so, we’ve lined them up here for a shootout to find out which of these cars is the most satisfying to the die-hard petrol head, and the one which will leave a legacy as we dawn on a new era of mobility.

Subaru WRX

Is there a more familiar three-letter acronym to the enthusiast than the WRX? Okay, maybe the EVO… but the WRX was the car that started it all. Born out of Subaru’s “World Rally eXperimental” (hence the WRX name) project of the early 90s, the WRX has since become a global performance icon with a cult following.

The latest generation WRX was launched in 2022, available in both sedan and wagon body style with the option of a six-speed manual gearbox or a Sport Lineartronic (CVT) automatic. On test is the best-spec’ed manual version available, the WRX RS Manual priced at $50,490 plus on-road costs.

Honda Civic Type R

The Civic Type R also has an illustrious history that dates back to the late 90s. It’s well known for its high revving engine and nimble handling.

The current sixth-generation model was introduced in 2022 and remains faithful to its roots by being strictly front-wheel drive and exclusively available with a six-speed manual transmission. It’s the most expensive model here with a drive-away price of $72,600.

Toyota GR Corolla

For many car nuts, the name Corolla has never come to mind when talking about their next upgrade – until now. Yes, Toyota has finally succumbed to temptation and built a go-fast Corolla. And it’s hot!

Tuned by Toyota’s in-house racing outfit Gazoo Racing, the synonymously named GR Corolla has a sticker price of $64,190 plus on-road costs and is only offered with a six-speed manual gearbox.

Hyundai i30 N

Hyundai’s first attempt at a sports car is a much celebrated one. Since its launch in 2017, the i30 N has proven to be one of the best hot hatches on the market. Facelifted in 2020, the i30 N brings sharpened looks and a range of chassis tweaks for improved handling.

Drivers keen on something a bit more special can opt for the i30 N Drive-N Limited Edition model which is what we have on test. Just 180 examples of the special edition model are brought into Australia out of the 800 units available globally, with each costing $53,200 plus on-road costs – a price premium of $2500 over the i30 N Premium on which it is based.

Let the shootout begin…

On the outside

The WRX is the only car here that’s not based on a cooking model, being built from the ground up as a WRX. It’s also the only sedan in this company. While its styling has certainly matured a lot compared to previous generations of WRX, it’s still a WRX from top to bottom no matter from which angle you view it. The trademark bonnet scoop, wide fenders and quad tailpipes are all still there.

But this new design is a controversial one, for it’s got a bit too much black plastic cladding going on all around the car. It’s a confusing look, almost like a cross between a sedan and an SUV. Having some of those cladding colour coded will make the car look much better, we reckon.

The Civic Type R, GR Corolla and i30 N are all based on their respective regular hatchback models. But at least both the Honda and Toyota are hotted up with wide bodykits complete with flared fenders, deep side skirts and bulging bonnets. There’re functional vents that extract heat from the engine bay, with the Civic Type R also getting side vents behind the front wheel arches to relief air from within to aid aerodynamic.

The i30 N is the most restraint looking of the lot with most body panels carried over from the regular i30 hatch. But that doesn’t mean it looks pedestrian. Far from it. N specific details like the beefed up front and rear bumpers, black grille, side skirts and roof spoiler all look pretty hot. Our Drive-N Limited Edition model has added sizzles courtesy of red accent application around the car and bronze vinyl on the sides. The matching bronze wheels look the business, too, so are those bright red brake callipers tuck behind them.

All four cars stand out in traffic, but we’re most drawn to the looks of the Civic Type R. It’s the widest and lowest car here. And unlike the tacky-looking previous generation model, the new car looks so clean yet so aggressive and hunkered down. Many body panels are bespoke and it’s ten out of ten for that black aero-shaped rear spoiler and those matte black 19-inch wheels.

Here’s how they rank on looks (best on top):

1. Honda Civic Type R
2. Subaru WRX
3. Toyota GR Corolla
4. Hyundai i30 N Drive-N Limited Edition

On the inside

There’s a good progression from comfort to sport with the interior of these four contenders. The WRX has hands down the most comfortable and complete interior. The vertically orientated 11.6-inch centre touchscreen is the largest here and not only does it look good nested neatly within the layered dashboard, it’s also intuitive to use with large on-screen buttons and a straight forward menu structure.

The rest of the WRX interior is just as well sorted, with seats that are as comfortable as they are supportive. There’s good space throughout, too, with it being the most spacious in this company. It’s also the only car here with rear air vents.

What’s practical may not necessarily be the sportiest. And that’s the case with the WRX. The driving position is quite high and apart from the red contrast stitching and WRX embroidery on the front headrests, there’s really not much else that shouts sports car on the inside.

Save for the sport bucket seats and GR steering wheel, the interior of the GR Corolla is mostly carried over from the top-spec Corolla ZR donor car. In other words, it isn’t very sporty, nor is it that comfortable. The driving position is high, the steering wheel doesn’t feel that particularly special and there just isn’t enough sporty detailing throughout to justify its GR badge.

Rear seat space in the GR Corolla is tight, so is the boot – the smallest here. That said, with the rear seats down the space should still be good for a set of track wheels and tyres.

Like the GR Corolla, the i30 N interior is based on a much cheaper donor car. Hence, there’s the inevitable budget feel in certain areas of the cabin. But unlike the Toyota, the Hyundai gets a much higher dose of sporty touches. The Alcantara-wrapped steering wheel looks and feels fabulous. The pair of red N configurator buttons on the spokes are racy. You instantly know you’re in something special the moment you grip the wheel.

There’s more. The front buckets have red stitchings and a very cool illuminated N emblem under each headrest. The red seatbelts are nuts. And for the collectors, there’s a limited edition-specific build plate in the centre console.

The driving position is as high as that in the GR Corolla, but there’s more space for rear passengers and the boot is larger as well.

Regardless of how special the i30 N feels on the inside, it can’t come close to that of the Civic Type R. In fact, no car in this segment can touch the Honda when it comes to interior expression. Those red seats and carpets are hallmarks of Type R and the moment you sink into the driver seat of the Civic Type R you get into one mood and one mood only – the driving mood.

These low sitting buckets are some of the best driving seats in the world – superbly comfortable yet super snug and supportive. The Alcantara-wrapped steering wheel falls into hand with such a nice grip and the aluminium gear shift knob – another Type R trademark – not only looks exquisite but also a joy to use.

The quality of cabin materials is the highest in the Civic Type R, so is the tactile feel of all knobs and switches. It’s the only car here with interior mood lighting strip. Like the i30 N there’s a build plate on the passenger side of the dashboard to convey its exclusivity.

But if you want a five-seater, write the Honda off because its rear seats can only seat two. The middle bit has fixed cup holders and there isn’t a middle seat belt.

Here’s how they rank on interior (best on top):

1. Honda Civic Type R
2. Hyundai i30 N Drive-N Limited Edition
3. Subaru WRX
4. Toyota GR Corolla

Under the skin

We’re certainly at the peak of the internal combustion engine. How Toyota managed to squeeze a whopping 221kW out of a turbocharged 1.6-litre three-cylinder engine is beyond our imagination. That’s 138kW per litre of engine capacity, putting the GR Corolla on par with the Bugatti Chiron in terms of kW output per litre. The engine is not gruff like certain other three-pots, either, in fact it’s quite refined.

There’s 370Nm of torque peaking from 3000-5550rpm. Again, strong for such a small engine, and enough to propel the 1485kg hot hatch from 0 to 100km/h in just 5.3 seconds.

There’s all-wheel drive at play here and it’s not just any front-drive biased part time AWD. There’s some serious mechanics going on underneath, including Torsen limited slip differentials at both axles and the ability to channel up to 70 percent of the engine’s power to the rear wheels.

The six-speed manual gearbox is slick, sporty and precise, exactly what you need in a hot hatch. It features auto rev matching on downshift which can be turned off, but you’d want to leave it on as the pedal positioning is not that ideal for heel and toe shifting.

The raw, angry and always-on persona of the GR engine reminds us of the WRXs of yesteryears. Yup, the latest WRX has lost a lot of character in the process of maturing up. There’s a lack of theatric from the turbocharged four-cylinder boxer engine, which has also not made much progress in terms of output. At 202kW and 350Nm, it’s the weakest mill here. Granted, peak torque is spread over a wide rev range of 2000-5200rpm, making the WRX the easiest car here to roll off the line and get up to speeds. But it’s 0-100km/h time of 6 seconds is 0.1s slower than the front-drive i30 N. As the biggest and heaviest car here (1516kg), that’s not a surprise, despite the WRX being AWD.

The WRX’ six-speed manual doesn’t feel quite as sporty and precise as the other cars here, but the pedal placement is the best for heel and toe shifting. It’s no wonder Subaru couldn’t be bothered with auto rev matching – the only car here without it.

When we first drove the i30 N, we thought what a complete hoot it was. It still is. There’s just constant entertainment from the turbocharged 2.0-litre four-cylinder engine which punches out a healthy 206kW and 392Nm, the latter available from 2100-4700rpm. In N drive mode, this thing burps and pops on overrun.

With all of that power going only to the front axle, don’t expect a clean launch from standstill. The i30 N will spin the front wheels frantically coming off the line, but after the initial struggle the engine will then punch through to the limiter hard. It’s got the thickest low to midrange torque of all cars here, making it the most effortless to poke around once on the move.

The six-speed manual is a joy to use. Auto rev matching is available if you fancy, though heel and toe shifting is quite easily executable.

The Civic Type R is the most powerful car here. It’s turbocharged 2.0-litre four-cylinder engine serves up 235kW and 420Nm, the latter on tap from 2600-4000rpm. It may not be the angriest sounding mill here – the GR Corolla and i30 N share this space – but let’s just say it’s different. The Honda engine feels like it’s been honed to perfection with no rough edges. And it sounds that way – racy and sporty not just for the sake but in a very purposeful and refined way.

Being front-wheel driven like the i30 N, front wheel spin and a little torque steer are part of every hard launch. But once that’s dealt with (quite effortlessly) strap in and hold tight because this thing goes like the clappers. From about 2800rpm right through to the limiter, there’s absolutely no stopping it. It nudges 100km/h in 5.4 seconds in second gear and continues to pull hard even in third.

No doubt, the Civic Type R is the hardest revving car here with the most savage rolling acceleration. It’s six-speed manual gearbox, shifter and pedal spacing are all perfect. Rev matching is available but in a car as precise as the Civic Type R, you’d get more joy DIY’ing.

Here’s how they rank on performance (best on top):

1. Toyota GR Corolla
2. Honda Civic Type R
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

On the road

There really isn’t much that separates these four sports cars when it comes to handling. These are some of the most capable cars you could buy today, not just in this segment but overall.

The WRX is a no fuss sharpshooter. Decades of rally-bred AWD prowess endow the WRX with unrivalled traction dry or wet, on sweeping bends or tight switchbacks. The planted, secured handling of the WRX makes it feel almost too easy to drive fast. Full throttle mid-corner, no dramas.

Turn-in is aided by the sharpest steering in this company, though there isn’t much feedback. The ride from the fixed dampers is firm but settles considerably at high speeds. To get adaptive suspension you’d need to go the range-topping tS model.

While the WRX’ AWD hardware still feels a little more resolved than that of the GR Corolla, the latter is better in almost everything else. It feels lighter, more agile and better balanced. The brakes are stronger, too. But the best comes from that cracking little engine, which packs so much performance allowing you to slingshot the hot hatch from one corner to another. It’s a thoroughly engaging drive, every time.

As mentioned earlier, the GR Corolla does not switch off. It’s loud and the fixed dampers give a firm ride – all the time. It’s very much track honed. But oddly it doesn’t feel all that racy on the inside. The upshift indicator is too subtle, there’s a lack of performance gauges, and the digital instrument cluster isn’t all that sporty in Sport mode.

The i30 N driving impression is a straightforward one. It’s an all-rounder. The variable dampers are most effective – smooth and compliant in normal setting, firm and taut in N mode. Grip is plenty around the corners, and despite being front-wheel drive the nose is beautifully locked down. In this car, you choose when to cruise, when to attack and when to be a complete hooligan. It’s so versatile.

The customisable N mode – offering the most customisation amongst its competitors here – makes this all possible. You can mix and match settings, and program each of the two red buttons on the steering for specific function. Have everything in Sport+ and the dampers in Normal are ideal for less smooth back roads, or you can set everything to Normal leaving the exhaust in N to cruise around without losing the soundtrack.

Driving into the first few corners in the Civic Type R, it becomes immediately obvious this is a very different car to the other three. It’s an out-and-out driving machine. From the responsiveness of the throttle to the progressiveness of the brakes, from the weight of the steering wheel to the travel of the shifter, everything is tuned to perfection. Think of it as a Porsche 911 GT3 RS in hot hatch form.

Then comes the rest of the package. The tyres – the widest here – afford virtually unbreakable traction. It may be FWD, but its cornering speeds are higher than the WRX and right up there with the GR Corolla. It’s fantastically well balanced as well. The GR Corolla may have the best engine here, but the Civic Type R definitely has the best handling.

The adaptive dampers are brilliant. In the softest setting the ride is compliant enough for the daily drive, yet road feel is maintained. R+ stiffens up considerably for track use. Speaking of which, the car comes with a lap timer operated through the touchscreen. You can even select which track you’re at and the timer takes care of the rest. Also through the touchscreen is a full handbook on track driving principles for you to self-coach. How cool is that?

Here’s how they rank on driving impression (best on top, but not much in between):

1. Honda Civic Type R
2. Toyota GR Corolla
3. Hyundai i30 N Drive-N Limited Edition
4. Subaru WRX

Verdict

It’s been one hell of a close shootout, with all four cars proving to be solid performers designed for sporty driving. But if we must rank, here’s how they fare.

Fourth Place:
The WRX has bucket loads of performance to offer. However, it feels as though the potential is hidden under that plush layer of refinement, comfort and maturity. The Rex needs to stop growing up and be a Rex again. And for that it came in last in this shootout.

Third Place:
The i30 N is a hot hatch for the masses. Fast, capable and engaging yet so easy to live with. But the i30 N on test was the Drive-N Limited Edition and it ought to feel a bit more special, even a slight power or chassis upgrade would be good to justify the extra premium in price.

Runner Up:
Cheers for Toyota. The GR Corolla still gives us goosebumps. That engine is small in size but massive in performance. Coupled with that brilliant AWD and non-stop fireworks, the GR Corolla will keep you grinning for the whole drive.

Winner:
The most expensive car here is also the most impressive. The Civic Type R feels like a different league of car. It drives like a racing special yet so approachable and livable. As far as driving is concerned, it gives the purest experience. No doubt, it’s a collectible. We believe this latest generation model will be the last of its kind before it goes EV, which makes it even more special.

Price and Specification

The post 2023 Subaru WRX v Toyota GR Corolla v Honda Civic Type R v Hyundai i30 N Review appeared first on ForceGT.com.

WRX – three letters synonymous with high performance all-wheel drive motoring, burst out of Subaru’s assault on the world of rallying in the early 90s. An acronym for World Rally Experimental, WRX and the rally vehicles which bore the name stirred up a cult following after consecutive championship victories by Subaru. At the same time, road going, production versions of the WRX and WRX STI also tore up the streets with supercar beating performance.

It’s been over 30 years since the WRX project was launched in Japan in 1992. Today, its iconic status remains and amidst the global push for sustainable mobility, people’s thirst for the boxer rumble belted out by a turbocharged boxer engine seems as high as ever.

The latest fifth-generation WRX may satisfy those cravings but it’s speculated to be the last proper engine-powered WRX to do so before some sort of electrification is introduced.

Purists, this is your last chance.

The line-up

The new Subaru WRX range is the most comprehensive ever. It’s available in sedan and wagon body form, the latter replaces the old Levorg which was essentially a WRX wagon without the name.

The WRX Sedan is available in four variants – WRX, WRX Sport, WRX RS and WRX tS, with price ranging from $44,990 to $56,990.

The WRX Sportswagon comes in three variants – WRX Sportswagon, WRX Sportswagon GT and WRX Sportswagon tS. Fetching a slight premium over the sedan, the wagon is priced from $49,990 to $57,990. All prices exclude on-road costs.

Where’s the WRX STI? Unfortunately, the hardcore STI is not produced for this generation, with the go-fast division shifting its focus to developing the electrified powertrain for the next-gen STI. However, Subaru is expected to release an “STI-equipped” WRX variant in late 2023. This new range-topper will not have boosted performance, but garnished with various STI goodies like STI wheels, body panels and interior trim – some of those are already fitted to the Sportswagon tS on test here.

On the outside

The absence of an STI variant aside, the other major talking point about the new WRX is the styling. There’s no hiding the fact this new WRX looks a little confusing. We’re referring to the WRX sedan’s black cladding over those boxed wheel arches. Is the WRX trying to look like some sort of sedan-SUV crossover? Much of the answer can be found in the Viziv Performance concept on which the WRX design is based. Most of the styling elements, including the cladded wheel arches, have morphed onto the production WRX. However, the concept’s low slung, widened proportion did not make it across.

The new WRX styling is certainly not everyone’s cup of tea, but by the same token it’s undeniably unique and outgoing. Like all generations of WRXs before it, the new car looks tough. We reckon if the cladding and side skirts were colour-coded the thing would look even tougher. Perhaps Subaru is saving that for the STI-badged model?

The more angular design still has all the WRX hallmarks, namely the bonnet air scoop, pumped up wheel fenders and quad exhaust tips. All exterior lighting is LED and the alloy wheels measure 18-inch.

The WRX Sportswagon has a more restraint styling, with standard non-cladded wheel arches and toned down front and rear bumpers. There’re dual exhaust tips instead of the sedan’s quad tips.

On the inside

To us, the biggest step up – other than performance – in the new WRX is the interior. Immediately noticeable stepping into the new cabin is the much more premium vibe radiated by the totally redesigned dashboard and improved materials.

The highlight is the vertically orientated 11.6-inch centre touchscreen that is standard across the range. It allows intuitive touch, swipe and pinch operations similar to a smartphone or tablet. Apple CarPlay and Android Auto are supported, and satellite navigation is built-in.

The touchscreen is one of the best in the business, with a well thought out menu structure and quick load times. It’s flanked on either side by columns of buttons and knobs for important functions such as radio and volume control as well as ambient temperature adjustment.

The driving instrumentation cluster has not gone all digital yet, but expect this to come soon enough as hinted by the fully digital dash of the Japanese market WRX Sportswagon (still called Levorg over there).

Subaru makes some of the best seats in the industry and the ones in the WRX are no exception. The front sport bucket seats are both comfortable yet supportive. With red contrast stitching and WRX embroidery on the headrests, they look apart too.

The driving position isn’t the sportiest, as you sit rather high up, this is a sedan after all. That said, forward visibility is excellent, the flat bottom steering wheel is lovely to hold and the manual shifter feels slick and sporty.

As a sports compact, the WRX offers decent space for all occupants. Even the rear passengers get to have plenty of head and leg room. The middle rear passenger will have to put up with quite a large driveshaft hump, though, and there still aren’t any rear air-con vents.

Boot space for the sedan is listed as 414 litres – not the most spacious but slightly larger than most hot hatches. The wagon boasts a much larger 492 litres, expandable to 1,430 litres with the rear seats folded. If you need more practicality, the wagon is definitely the go.

Under the skin

The WRX boasts a newly-developed 2.4-litre turbocharged, horizontally-opposed Boxer engine delivering 202kW and 350Nm. The engine, which is shared with the turbo Outback, is currently the most powerful in the FA family of engines. In non-turbo form it also powers the BRZ.

WRX enthusiasts might be quick to point out that the new mill, despite being substantially larger in capacity over the old 2.0-litre unit, has not gained much in power – just 5kW over the previous 197kW, with torque figure staying the same.

But output figures don’t paint the full picture here, as Subaru claims that improved drivability and power delivery was the main focus. True that, as the new mill feels much stronger down low, thanks to maximum torque arriving at just 2,000rpm, 400 revs sooner than before, and hanging on until 5,200rpm.

There’s still that trademark shove-in-the-back acceleration, except that it’s punchier, harder and longer this time. The six-speed manual version accomplishes the 0-100km/h sprint in 6 seconds flat, three tenths of a second quicker than before, while the automatic stops the clock in 6.1 seconds.

Speaking of automatic, the WRX continues the use a continuously variable transmission (CVT) for its auto variants. Called the Subaru Performance Transmission, the new unit mimics a conventional 8-speed auto with “stepped” ratio and a manual mode. It can also blip the throttle on downshift. While it certainly breathes a new level of engagement for this type of transmission, there’s still no comparing with a dual clutch gearbox or fast-shifting torque converter auto.

Subaru’s symmetrical all-wheel drive again manages power sent to all four wheels, although things are slightly different this time. Manual WRX’s continue to utilise a conventional viscous limited-slip diff in the middle that evenly splits torque 50:50 front to rear. CVT models use a Variable Torque Distribution (VTD) unit that provides a 45:55 front to rear torque split. Both units can vary torque distribution to the front and rear tires in real-time to suit driving conditions.

On the road

With an upsized engine and an always active all-wheel drive system, the new WRX remains absolutely bulletproof around corners and in wet conditions. It’s one of those cars where you can confidently put the power down and extract all that the brilliant chassis has to offer.

The grip is tenacious, the response is sharp and the balance is exemplary. In manual guise, the WRX can be a lot of fun on a nice stretch of winding roads. The auto is far less engaging than the manual but there’s still good fun to be had if you had it in manual mode and changed “gear” using the steering wheel-mounted paddle shifters.

The WRX sedan’s prowess is known, but the Sportswagon’s handling really caught us by surprise. Heavier and longer than the sedan, the wagon’s dynamics are right up there with the sedan. Body control is excellent, with a superbly agile feel that totally befits its WRX badge.

Perhaps, where we were constantly crying out for more was in the aural department. There’s just a lack of that vicious, grumbling note that had been a WRX trademark from both the boxer engine and exhaust. That’s not to say that it doesn’t make a sound, it does but it’s far more toned down, far less raw.

We said the last generation WRX had grown up, this new one is now fully matured. Might as well, as Subaru says the customer base for WRX is maturing.

And it’s evident in the way the WRX rides as well. Subaru has dialled up the refinement and the new WRX provides a level of comfort not seen in previous models. The ride is less brittle and more quiet than before. A great effort from Subaru given the car sacrifices none of its handling performance.

The range-topping WRX tS variants are fitted with adaptive dampers and they ride even smoother in the softest setting. Even in the firmest Sport+ mode, the ride is compliant enough for the daily use.

The WRX Sportswagon tS we tested is genuinely a high performance wagon that is as practical as it is comfortable. It’s a refined cruiser that is good for soaking up the kilometres.

In the long run

The WRX Sedan manual we drove is thirstier than the Sportswagon automatic, recording an average of 10.3L/100km in our real world test against the rated 9.9L/100km. The CVT-equipped Sportswagon returned an average of 9.1L/100km against the official 8.5L/100km figure. Both drvietrains are less economical compared to key rivals, owing to its larger capacity engine.

The WRX is covered by Subaru’s standard five-year warranty with no limit on kilometre, while servicing intervals are scheduled for 12 months or 15,000km, whichever comes first. A complimentary one year roadside assistance is included.

Verdict

2023 Subaru WRX pricing and specifications

The post 2023 Subaru WRX Sedan and Sportswagon Review appeared first on ForceGT.com.

Owners of the latest generation Subaru WRX in Australia can bolster the profile of their performance car with an assortment of factory fitted accessories.

For the sleek and edgy Subaru WRX Sportswagon there is a full range of customised accessories to enhance dynamics. Style it to the max with a complete style pack or load up with clever options like streamlined crossbars fitted with a low-profile luggage roof pod, or a practical cargo area protector.

WRX Sedan’s muscular stance can be taken to the next level with one of the new rally-bred, aerodynamic Styling Packs. The optional accessories packs add sporting flair from bonnet to boot to help stand out from the crowed. Enthusiasts who prefer more customisation can pick and choose individual accessories to enhance and protect, including distinctive floor mats, STI leather shift knob, plus much more.

Performance enthusiasts can also continue their love affair with the Subaru’s go-fast division, STI with an abundance of STI performance parts available to fit to their new generation WRX Sedan or Sportswagon.

To view the full range of available Subaru WRX accessories and pricing, visit Subaru Australia WRX accessories.

• READ MORE: All-new Subaru WRX line-up and pricing

Accessories fitted to the all-new Subaru WRX Sedan and Sportswagon shown in accompanying imagery include:

Subaru WRX AWD tS

• Sport Grille
• STI Front Spoiler – Cherry Red
• STI Side Spoiler – Cherry Red
• STI Side Rear Spoiler – Cherry Red
• Trunk Spoiler
• 18-inch Alloy Wheel Set (4) – Black and Silver
• Mirror Cover Set – Cherry Red

Subaru WRX Sportswagon AWD tS

• Sport Grille
• 18-inch Alloy Wheels Set (4) – Black and Grey
• Vector Roof Box (Medium)
• Roof Crossbars

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The mid-size SUV market is saturated with no fewer than 10 models, making it one of the hottest passenger car segments out there. But there are only a few household names, those which have been around since the inception of the segment. And the Subaru Forester is one of them.

With five generations spanning just over 25 years, the Forester has always been popular amongst growing families with an active lifestyle. The current fifth generation Forester has been around since 2018, and so for 2022 Subaru has given it a mid-life update.

With newer SUVs bringing fresher and sharper designs to the segment, the Forester is starting to look a little aged. For this update, the Forester’s styling has been given a little nip and tuck. Most noticeable are the revised headlights, which compliment the updated grille, front bumper and fog lights. The changes are mostly centred at the front, and while subtle, are enough to give the SUV a more modern look.

That said, the SUV continues to be defined by an upright, two-box design, which has been carried through all the generations since the original model. No doubt there are some more stylish competitors out there, but the Forester’s honest design is the reason why it’s so practical on the inside (more on that later).

Speaking of the interior, cosmetic changes are limited to just minor trim update. That’s okay because Subaru has instead focused on upgrading cabin technology. In the upper spec variants (2.5i-L and up), the Driver Monitoring System gain gesture-controlled temperature adjustment for the air-conditioning. It works but we don’t find it anymore useful than hand operating the physical temperature dials.

Elsewhere, an updated instrumentation panel design is introduced for the 2.5i Premium variant and up. While many competitors in the segment now offer a full LCD instrumentation panel in their top spec variants, it’s a missed opportunity for the updated Forester to not offer the same. Granted, the instrumentation panels in the current fleet of Subaru models are some of the best non-full LCD ones in the business.

The 8-inch infotainment touchscreens are now standard across the range – previously, Forester 2.5i, 2.5i-L and Hybrid L had 6.5-inch screens. Apple CarPlay and Android Auto connectivity in addition to DAB+ digital radio continued to be offered.

Subaru’s already excellent EyeSight driver assist technology has been further improved, as well. It now adds Lane Centring Function, Lane Departure Prevention and Autonomous Emergency Steering.

Lane Departure Prevention takes Lane Departure Warning a step further by not only sounding a warning when the vehicle is straying from the lines when driving over 65 km/h, but also automatically correcting the steering back to the centre of the lane to suppress lane deviation.

Autonomous Emergency Steering engages when Pre-Collision Braking Assist isn’t enough to avoid a collision. The feature uses the forward-facing stereo camera and rear radar to detect lane markings to judge if there is enough space to safely avoid a collision with an object ahead. If judged safe, it helps avoid a collision by automatically steering away from the object.

The Forester is already one of the safest SUVs on the market. The new safety upgrades now make it class leading.

Another area where the Forester leads the segment is in overall interior space and practicality. Thanks for the SUV’s upright design, there’s an abundance of leg and headroom in the front and at the rear. The vast cabin is made even airier with those large windows which let in plenty of natural lighting. There’s also no shortage of storage compartments such as the thick door pockets, deep glove box and decent centre storage under the front arm rest.

A trait of Subaru, all-round visibility from the driver seat is excellent, even in the usually disastrous forward quarter view thanks to the relatively slim A pillar and that small window bracket just fore of the side mirror.

The seats in the Forester offer great comfort and support. While the leather upholstered seats in our 2.5i-S feel high quality, the fabric upholstered ones in lesser variants do look great too in their two-tone colour scheme.

Ergonomics are superb, with everything within easy reach and located where they should be. As expected of a Subaru, build quality is impeccable throughout.

With the rear seats up, the Forester has 498 litres of boot space, expanding to a capacious 1768 litres with them tumbled. The space offered is one of the largest in class.

For those expecting an updated powertrain in this round of update, they will be disappointed. Turbo power still hasn’t returned to the Forester. This means for non-hybrid models, the 2.5-litre normally aspirated boxer-four petrol engine soldiers on, albeit with a new aluminium engine mount bracket that reduces vibrations and noise. The engine produces 136kW of power at 5800rpm and 239Nm of torque at 4400rpm. Drive is channeled to all four wheels via a CVT automatic and Subaru’s renowned symmetrical all-wheel drive system.

Subaru did revise the X-Mode for the all-wheel drive, however. It now has the ability to automatically re-engage once the vehicle speed drops to 35 km/h or less. Hill Descent Control has also been updated to improve speed control.

Around town, the 2.5L/CVT combo is generally smooth, with enough pull to get the mid-size SUV up to speed relatively quickly. Engine and road noise are also well suppressed to provide an appreciably quiet ride. It’s just not the most engaging or sporty drivetrain out there, but for a family SUV this probably isn’t that important.

The Forester features a fully independent suspension all round, with a double-wishbone rear setup for the best balance in ride and handling. As such, the Forester feels very much car-like to drive and handles admirably for a tall mid-size SUV. The steering is surprisingly quick and body roll is well contained through bends. Ride compliance around town is good, too, with most road irregularities rounded off nicely.

With a proper permanent all-wheel drive system, the Forester impresses with excellent grip on and off road. Few SUVs feel as secured as the Forester in the wet. With selectable drive modes and terrain management system, the Forester is capable of tackling gravel tracks with ease.

At 7.6L/100km, real world fuel economy is good, and not far off the rated average of 7.4L/100km. It also only requires RON 91 non-premium unleaded fuel.

Verdict

2022 Subaru Forester 2.5i-S pricing and specifications

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The all-new Subaru BRZ is one of the most anticipated sports cars to launch in 2022. Not only is this second generation model the first all-new car since the original from almost a decade ago, the gradual transition of the automotive landscape to electrification will only make cars like the BRZ (and its twin the Toyota GR86) become more special overtime. Even more so for the BRZ six-speed manual as cars like this are increasing in rarity.

And it begs the question: Is the BRZ automatic worth a thought over the BRZ manual?

There are many circumstances why this question gets popped in people’s heads. They want to use the BRZ as a daily driver. They share the BRZ with their partners who prefer to drive an automatic vehicle. Or simply, they just want to cruise around in something sporty yet relaxing to drive.

Whatever the situation may be, the BRZ automatic has a lot to like, as I found out after living with one for two weeks.

First of all, I must admit that I am no fan of automatic sports cars (and yes that includes dual clutch boxes). For me a sports car should just be a sports car – something with good power, sharp handling and three pedals. Dilute the sports car concept with other tasks such as the ability to plough through stop start traffic with ease or deliver a comfortable ride erases its original design intent.

Yet, I still find enjoyment in driving the BRZ auto, to my own surprise. And I suspect that has a lot to do with appreciating the BRZ auto as a package rather than a sports car that is compromised with an auto box.

Before we dive into too much details, let’s talk about the looks, which is an important part of the package. No coupe style sports car is worth exploring if it doesn’t get the aesthetic right – even if it drives well. And in the case of the BRZ, it’s a home run. This second generation model is an absolute looker. To me, it’s one of the prettiest sports coupe on sale today. Yes, it’s got bits from the Lexus RC F (looking at the front fender vents) and the aborted Honda NSX prototype (pointing at the rear end). The front even has a hint of Porsche Cayman. But you can’t deny that it’s one cohesive design, perfectly proportioned and postured.

The wheels are 18 inches. I like the fact that they have kept the wheel design very Japanese and not mimicked some sort of European styling. The Michelin Pilot Sport tyres wrapping the wheels aren’t that wide, measuring only 215/40 R18, but they are pushed out sitting almost flush with the fenders giving the car an athletic stance. All exterior lightings are LEDs.

Inside it doesn’t look all that different from before but there’s an obvious lift in quality. There’s more extensive use of suede/Alcantara materials on the dashboard, door cards and seats, the red contrast stitching is neat and the knobs and buttons all have a higher quality feel than before.

But one thing Subaru did not mess around with – for good measure – is the driving position. They have nailed it in the original BRZ and it stays the same in this new model. You sit low and tight, with steering wheel at chest level and unobscured visibility through the front windscreen and quarter windows. Pedal placement is perfect, gear shifter at ideal height with the arm (not that it matters in the auto model).

The moment you sink into the heavily bolstered yet comfortable sports seat, you naturally get into the mood, the driving mood. No car in this price point engages the driver in you quite like the BRZ does. Its twin the Toyota GR86 being the exception.

But don’t expect the drama of turning over a fire-breather when you push the engine start button. This is no hi-po turbo or muscly V8. The naturally aspirated 2.4-litre boxer four in the BRZ starts up with just a tinge of aggression and not much hint about the healthy 174kW / 250Nm lurking within.

And if you were expecting the new BRZ to crack 200kW and 300Nm, it’s still a fair way off. But one only needs to look at how much it weighs to understand why it doesn’t need those figures. At 1270kg it’s very light and that amplifies the output from the upsized 2.4-litre engine.

The BRZ has never been about outright power. It’s more about taking every bit of driver input and doing a lot with it. From steering wheel angle and throttle input to gear selection and brake pressure, the BRZ converts them all to movement in its sharpest, purest and most precise form. Unlike some performance cars where your inputs are over emphasised, the BRZ feels natural to steer, accelerate and brake. In other words, the BRZ always feels like an extension of your limbs, a fine example of man and machine as one.

With a zero to 100km/h sprint time of around 6.8 seconds (auto), the BRZ is swift but not exactly fast. It’s on challenging roads where the BRZ can truly be appreciated, as that brilliant chassis and precise steering make it such a driver’s car. Indeed, good driving skills are immensely rewarded with fun and engagement, while the average driver will get to hone their skills through the clarity of the car’s driving apparatuses.

Does the six-speed automatic transmission take much away? Not much per se but it does certainly water down some of the fun. Being a torque converter and not a dual clutch, the shifts, though not slow, aren’t what I would consider quick and snappy, and if you were thinking of drifting forget about the auto.

But let’s assume this: you live in a metropolis, you like to drive the BRZ every day, even just to the shops or cafes, and occasionally you hit the twisty roads with friends. That sounds like most of us, myself included. So here’s how I would sum it all up. The BRZ auto will still deliver the goods of a sports car with an adequately sportier-than-usual automatic gearbox, while remaining completely usable in rush hour traffic or on days when you just couldn’t be bothered with a clutch and a stick.

Verdict

2022 Subaru BRZ S Automatic Pricing and Specification

Competitor: Toyota GR86, Mazda MX-5, Hyundai i30 Coupe N

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The highly anticipated fifth generation all-new Subaru WRX range is now available for pre-orders.

Revealed by Subaru Australia are the first details of the iconic performance machine’s local specification, with more details to follow closer to its imminent launch.
The fifth generation Subaru WRX range will be priced from $44,990 for the WRX sedan AWD manual. The new model introduction also heralds the return of the WRX wagon body, with the WRX Sportswagon AWD automatic kicking off from $49,990. All prices exclude on-road costs.

A new completely revised Subaru-developed 2.4-litre turbocharged, horizontally-opposed Boxer engine brings enhanced performance across the range, delivering a healthy 202 kW of power at 5600rpm and 350 Nm of torque from 2,000 to 5,200rpm.

WRX Sedan will be available in three variants – WRX AWD, WRX AWD RS and WRX AWD tS – with both WRX AWD and WRX AWD RS offered in a choice of six-speed manual or the new Subaru Performance Transmission – Subaru’s speak for a sports-tuned CVT automatic. The range-topping WRX AWD tS is offered exclusively with Subaru Performance Transmission.
WRX Sportswagon will also be available in three variants – WRX Sportswagon AWD, WRX Sportswagon AWD GT and WRX Sportswagon AWD tS – all offered exclusively in Subaru Performance Transmission.

Newly developed specifically for the WRX range, the Subaru Performance Transmission is a CVT Lineartronic gearbox that offers automatic downshift blipping control for engaging performance and an 8-speed manual mode with “advanced shift logic”. Subaru claims the new gearbox introduces a new era of automatic transmission for the WRX, one that offers heightened engagement and performance compared to previous WRX automatics.

Inside the much-improved WRX Sedan and Sportswagon cockpit, an impressive high-res 11.6-inch touchscreen integrated infotainment system with vertical orientation allows intuitive operation similar to a smartphone or tablet. It supports Apple CarPlay and Android Auto, with built-in satellite navigation standard across the range.
All WRXs feature dual zone climate control air conditioning and sports D-shaped leather steering wheel.

Every WRX comprises sports bucket seats (driver and front passenger) which keep the driver’s body firmly in place with controls within easy reach, eliminating the need to re-centre the body.

WRXs with Subaru Performance Transmission also feature Subaru’s latest generation EyeSight driver assist system, with safety technologies including, but not limited to:

• Adaptive cruise control
• Emergency lane keep assist
• Lane centring function
• Pre-collision braking system
• Pre-collision brake assist
• Pre-collision throttle management
• Autonomous emergency steering
• Speed sign recognition
• Intelligent speed limiter

Select WRX Sedan and Sportswagon variants also feature Subaru’s signature Driver Monitoring System with safety technologies such as facial recognition, distraction warning and drowsiness warning.

Top of the range tS Sedan and Sportswagon variants feature Drive Mode Select and electronic control adaptive dampers. With Drive Mode Select, the driver can choose modes that change the driving dynamics and also the ‘individual’ mode which can be customised by the driver.

Electronic control dampers add increased comfort and handling, by varying damper characteristics based on vehicle data input.

According to Subaru, the move to the Subaru Global Platform enables greater stability and directional control to offer safer cornering at higher limits. WRX’s new body has approximately 14% increase in front lateral flexural rigidity and approximately 28% increase in chassis torsional rigidity compared to previous generation WRX Sedan.

Full Australian WRX specification will be confirmed in the coming months.

Interested customers can pre-order their all-new WRX online via www.subaru.com.au/configure or through their local Subaru retailer.

2022 Subaru WRX range pricing

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Subaru has a rich heritage in SUVs and all-wheel drives, but the company is relatively new to the hybrid petrol-electric scene. The company’s first hybrid product, the XV Hybrid debuted in 2019, and while it wasn’t quite as resolved as similar hybrid offerings from the hybrid king that is Toyota, it was a solid first attempt.

In our first drive review, we liked how the XV Hybrid’s ‘e-boxer’ hybrid powertrain gave a slight improvement in fuel economy without compromising Subaru’s renown driving DNA of versatility, secured handling and responsiveness.

But there was certainly much room for improvement. Fresh from a mid-life update, the 2021 Subaru XV Hybrid tested here hopes for better appeal amongst hybrid SUV buyers. The update is part of a range-wide nip and tuck which includes a mild facelift, added equipment and retuned suspension. A high-spec Hybrid S variant now joins the line-up alongside the existing mid-range Hybrid L model.

The hybrid pair is positioned at the top of the range, with the L variant priced at $35,490 and the S asking $40,790. Both stickers exclude on-road costs. The hybrid variants cost about $3,000 more than their non-hybrid counterparts of equivalent spec.

What’s new in this update?

On the styling front, Subaru has updated the XV’s front bumper and grille, redesigned the alloy wheels and introduced two new exterior colour choices – Plasma Yellow Pearl replaces Sunshine Orange, while Horizon Blue Pearl replaces Quartz Blue Pearl.

Under the skin, all XV variants gained a revised suspension for improved handling and comfort. Changes are mostly centred at the front, with the front coil springs updated and damping force optimised. Subaru claims the update results in a smoother ride, improved agility and better steering response.

The XV Hybrid introduces ‘e-Active Shift Control’ which activates automatically in Sport mode. Using data from accelerator input and G sensor, the technology maintains higher engine speed and lower gearing to enable a more direct feel during dynamic driving, while optimising electric motor assistance for greater take-off acceleration.

The range-topping Hybrid S model tested here also inherits all S model features previously only available on the Petrol S model. They include Subaru’s Vision Assist featuring Blind Spot Monitoring, Surround View Camera, High Beam Assist, Lane Change Assist, Rear Cross Traffic Alert and Reverse Automatic Braking (in addition to Forward Automatic Braking). Also standard are built-in satellite navigation, leather upholstery, 8-way power driver seat adjustment with dual memory, heated front seats, electric sunroof and 18-inch wheels.

Both hybrid variants get an 8-inch infotainment touchscreen with Bluetooth and USB connectivity, and Apple CarPlay and Google Android Auto compatibility.

Living with the Subaru XV Hybrid

The XV is a compact crossover but it’s one of the larger cars in class. The vehicle’s boxy shape results in a roomy interior with generous space for all occupants and large windows that let in plenty of light. That said, the rear middle seat passenger will not appreciate the raised centre tunnel in the foot well as it’s rather high to accomodate the driveshaft of the all-wheel drive.

While rear air-con vent is starting to appear in many of the segment’s cars, it’s still lacking in the XV, though it isn’t a big issue as the XV’s air-con unit is one of the more powerful ones, capable of cooling the entire cabin quickly and efficiently.

Designed with young families in mind, the rear doors open to a near 90-degree angle, making getting children in and out of the rear seats so much easier. The front doors, however, lack puddle lamp.

Hybrid or electrified models usually have less boot space than their conventional petrol or diesel powered counterparts due to the drive batteries stuffed under the vehicle.

In the case of the XV Hybrid though, it’s the opposite. The 345-litre boot is 35 litres larger than that in the non-hybrid XV, and with the rear feats folded, the resulting 919 litres of capacity is some 154 litres more. That’s because the hybrid model does away with a spare wheel in favour of a puncture repair kit – you wouldn’t be expecting that from Subaru – so the whole boot floor sits lower, freeing up more space.

With the battery pack for the hybrid drivetrain located under the boot and just above the rear axle, there’s no more space left for a spare wheel – hence the tyre repair kit.

Far from class leading, the XV’s boot space eclipses that of the Mazda CX-30 X20 mild hybrid (317 litres) but trails the Toyota C-HR hybrid (377 litres) and Mitsubishi Eclipse Cross PHEV (359 litres).

Behind the wheel

Stepping into the XV and immediately obvious is just how comfortable the seats are. Contoured perfectly to your body and offering great support, they look good with their contrasting stitching.

Also typical of Subaru, all-round visibility from the driver seat is excellent, even in the usually disastrous forward quarter view thanks to the combination of a relatively slim A pillar and a quarter window at its base.

Being a hybrid, you’d expect a silent start up. Not the XV Hybrid though. The 2.0-litre petrol engine fires up on start up no matter how much battery charge is left, and you roll away on engine power. If it’s left idling for a few minutes, the engine will shutdown and you may drive on electric power (slowly).

On the move, the car automatically changes between three drive modes: full EV, EV plus engine, and engine driving. However, the XV seems reluctant to drive on electric, as the engine tends to engage very frequently. While the engine kick in is smooth enough for it not to be annoying, the drivetrain still feels busier than it should. That said, coasting will see the engine cutting off at first opportunity, conserving fuel.

At your disposal is 110kW of power and 196Nm of torque produced by the engine, combined with 12.3kW and 66Nm from the electric motor drawing energy from a lithium-ion battery. There’s more than enough power for the daily grind, plus the weekend trip to the beach or bush.

The CVT auto operates discreetly for the most part, though rev flare is evident at times. With the engine’s peak torque at a high 4,000rpm, this isn’t a surprise as it needs the revs to haul things around.

The XV Hybrid retains Subaru’s renown symmetrical all-wheel drive system, which provides excellent traction and secure handling on all types of surfaces. The level of control and stability is one of the best in class.

The XV has managed to balance dynamics with comfort remarkably well, too. The ride is relatively smooth for a compact vehicle, while road and wind noise is also well suppressed.

Fuel economy for the XV Hybrid is rated at 6.5L/100km on the combined average, a small 0.5L/100km advantage over the regular petrol XV. Our real world reported average of 7.0L/100km isn’t exactly thrifty by hybrid standards, but in the longer term, there will still be some accumulated savings on fuel cost over an equivalent petrol or diesel SUV.

Verdict

2021 Subaru XV Hybrid Pricing and Specification

Competitors: 

Honda HR-V, Nissan Juke, Mitsubishi Eclipse Cross, Toyota C-HR, Mazda CX-30, Kia Stonic, Hyundai Kona, Jeep Renegade, Fiat 500X, Renault Captur, Suzuki Vitara S-Turbo

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Subaru has unveiled its first mass-market electric vehicle, the Solterra SUV, which is developed in collaboration with Toyota.

Based on the recently unveiled Toyota bZX4 EV (below), the Solterra – which means “sun” and “earth” in Latin – is unsurprisingly, a dead ringer to the Toyota except for minor Subaru specific parts such as the lobster-claw taillights, different front bumper design with an enclosed grille, and unique alloy wheels.

The similarity is even more obvious inside, with only the badge on the steering wheel and trim colour to set the two apart.

Built on the e-Subaru Global Platform which is the brand’s version of Toyota’s e-TNGA electric architecture, the Solterra’s overall dimensions are the same as the bZ4X. That means it is 4,690mm long, 1,860mm wide, and 1,650mm tall, with a 2,850mm wheelbase, giving it a similar footprint to the Subaru Forester.

It also shares its drivetrain with the Toyota, featuring a 150kW single motor front-wheel drive model, and a 160kW dual motor all-wheel drive variant. Both models are fed by a 71.4kWh lithium ion battery that provides a driving range of around 530km in the FWD variant, and approximately 460km in the AWD.

The Solterra will go on sale in the middle of 2022 in markets including Japan, the United States, Canada, Europe and China, with Australia yet to be confirmed.

The post Subaru joins EV race with Solterra electric SUV appeared first on ForceGT.com.

After nearly a 15-year hiatus, the Subaru WRX wagon is back wearing the WRX Sportswagon moniker.

Discontinued in 2007 and rebadged as the Levorg in Australia from 2014 to 2020, the wagon will once again join the WRX line-up.

Sharing the same drivetrain as the recently-released fifth-generation WRX, the Sportswagon is powered by the same 2.4-litre turbocharged four-cylinder boxer engine found under the bonnet of the sedan, pumping out 202kW at 5,600rpm and 350Nm between 2,000-5,200rpm.

It is married exclusively to an “eight-speed” continuously variable transmission, with no manual versions available. Like the sedan, power is channeled to the tarmac via Subaru’s Symmetrial All-Wheel Drive system.

“The WRX is a true rally-bred vehicle that has earned an iconic status over the decades, and the all-new WRX promises to deliver a thriller experience to drivers,” said General Manager, Subaru Australia, Blair Read.

“The WRX Sportswagon offers Australians an additional version of this performance machine with enhanced practicality for everyday use.

“The WRX Sportswagon will be a model in its own right, with both the sedan and Sportswagon featuring unique specification tailored to their respective audiences,” he added.

“We’re confident the all-new WRX and WRX Sportswagon will continue to build upon the performance model’s rich heritage as it ushers in a new era of style, technology, razor sharp handling and exhilaration.”

Not much is known about the car’s dimensions at this stage, although it will carry over the sedan’s interior features, including the 11.6-inch infotainment screen with Apple CarPlay and Android Auto, Recaro front seats and Subaru’s EyeSight driver assist system.

The Subaru WRX Sportswagon will launch in 2022 with pricing and specification to be announced closer to launch.

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