Living with a 2023 Subaru WRX: The Affordable, Fun Daily Driver

Yahoo

17-03-2025

Growing up watching superstar drivers like Colin McRae and Ken Block piloting Subarus like bats out of hell, my fondness for the Subaru brand–and, more specifically, the legendary WRX–was formed at a young age. In high school, I once submitted a poetry assignment that detailed the romantic joy of sliding a Subaru around in the snow before I had even earned my driver's license. When I eventually was old enough to drive, my first car was none other than a Subaru–a 2005 Legacy 2.5GT, to be exact, equipped with a 5-speed stick.
Despite aggressively totaling that Legacy and damn near killing myself in the process, my adoration for Subarus prevailed, and I eventually wound up leasing a 2017 Subaru WRX, which I adored at first, but I quickly grew bored of it. I recall watching an episode of Regular Car Reviews, which described the WRX as not much more than a "fast Corolla", and that left a rotten taste in my mouth, sullying my appreciation for the speedy sedan.
After a few years of driving Audis, Mazdas, Jaguars, and whatever else I could get my hands on, I found myself back in a Subaru dealership, wondering how long it would take me to get bored of this one. Why was I looking to purchase another WRX? Because the Toyota GR Corolla was too expensive, the Hyundai Elantra N was too "boy racer", and I'd have to wait at least six months to get ahold of a Volkswagen GTI with three pedals. Going for a WRX meant I could have all-wheel drive, 271 turbocharged horsepower, and a manual transmission, all for less money per month on a lease than a Honda Civic Si. Despite not being my top choice, the WRX's offer on paper was too good to pass up, even if I felt I'd eventually get bored.
Fast forward to almost two years of ownership, and I have yet to grow weary of the VB-generation WRX's unique charm. It's not without fault, and we'll get to its imperfections–of which there are many–but ultimately, considering how relatively little it cost me, my WRX has been nothing but kind to me. I've had zero mechanical issues with it and haven't had to do any maintenance work other than the occasional fluid change and tire rotation. It's also been fantastically efficient for a turbocharged sports sedan that has been driven enthusiastically, averaging just below 23 miles per gallon over the course of about 22,000 miles.
On the road, the 2023 WRX is leagues more enjoyable to drive than its predecessor, both in commuter traffic and on spirited jaunts through twisty coastal logging roads. The moment I set off on that initial test drive, I immediately clued into how different the clutch felt to press. If you've ever driven a Subaru built before 2020, you'll likely be familiar with how distinctly heavy their clutches are, despite engaging almost as soon as you begin to pull back your left foot off the floor. In the new WRX, however, the clutch's bite point exists almost directly in the middle of its range, and the spring is much lighter. That means when I'm sitting in bumper-to-bumper traffic, my calf isn't as sore when I get home, and when I'm rowing through the gears on a pull, my shifts are smoother and quicker.
The way the turbocharged, horizontally-opposed boxer-four makes its way through the power band is more intuitive as well. Whereas the previous WRX uses a smaller, 2.0-liter engine, this one uses a 2.4. Although it doesn't make all that much more power than the old motor, the added displacement means the turbo doesn't have to work as hard, resulting in a far more linear journey toward its 6,100-rpm redline. The new motor also eliminates a known quirk found in the previous WRX and in the last-gen BRZ, wherein torque would suddenly dip in the middle of the rev range before eventually returning, apparently for the sake of emissions compliance, but at the detriment of consistent power output.
There's one key element, however, where the older-generation WRX does come out on top, and that's the steering. For the current WRX, Subaru tossed away the heavy but communicative hydraulic steering system and replaced it with a new electronic power system. This was done for the sake of integrating Subaru's EyeSight active safety systems, but when equipped with a manual gearbox, the WRX is devoid of this system, leaving behind only the compromised steering feedback. It's not that the WRX's electronic steering is unintuitive or flimsy, but it's noticeably less driver-connected than the previous system.
Despite the somewhat reduced steering feedback, the WRX's handling is like nothing else at its price point. Thanks to the engine's longitudinal orientation and low position, paired with Subaru's mechanical, Symmetrical All-Wheel Drive system, a relatively short wheelbase, a curb weight of just 3,297 pounds, and sticky, standard Dunlop summer tires, the 2023 WRX absolutely shines on the best kinds of roads. Find a secluded route with some technical twists and exquisite views, and the WRX is an absolute blast to drive. Its power is responsive and on-demand, its clutch and shifter make each gear change a visceral pleasure, and the sheer amount of cornering grip will make you think you've become glued to the road.
Unfortunately for the sake of modifications, I am shackled to a pesky lease agreement, so changing anything would be pointless and costly, but if I had the choice, there are certain details I'd like to adjust. First off, the exhaust. From the factory, it's far too quiet for the type of vehicle it is, and it could certainly benefit from being uncorked just a little, perhaps using Subaru's very own sports exhaust system. The WRX also comes equipped with summer tires despite being a rally-bred vehicle often advertised for driving through snow or on dirt trails. I'd love to throw a set of winter or all-weather tires onto the top-end WRX's 18-inch grey-painted wheels and pick up a set of 19-inch wheels from the WRX TR, wrapped in the appropriate summer sport tires, just for the sake of style and versatility. Other than that and a roof rack for extra cargo, it's perfect as it is in terms of performance and drivability.
Compared to my previous WRX, this one looks far better inside. Gone is the fake carbon fiber on the dash (but still present on the door panels), and instead, it's been replaced with dark, steel-metallic accents. Red stitching, soft-touch materials, and a generally modernized design make the interior a space that's very pleasant to occupy, although its actual functions have become more annoying to use.
Whether it was an attempt to clean up the interior design or simply to cut costs, nearly every control function has been relegated to the relatively massive central infotainment screen. Despite its size, the screen doesn't get too distracting once you get moving, but when you need to adjust certain things like the heat level of your seat warmers, you'll find yourself waiting for the submenus to load up for what used to just be a button. It's even more odd to me that the heated front seats, of all things, have been moved into submenus when the rear seats still have their own physical buttons for their heat functions.
The sound system isn't all that great either if you're into that sort of thing. Personally, the quality of the sound system in my car is more important to me when it's my daily driver, because my music is left to entertain me more often than the car's performance is when I'm stuck doing ten under the speed limit. Even equipped with the upgraded factory Harman Kardon stereo system, my speakers will annoyingly rattle nearby body panels, even with the bass turned down as much as possible. I may have been spoiled by my old Audi S3's Bang & Olufsen sound system and my ND2 Mazda MX-5's Bose, but even my little sister's base-trim Hyundai Tucson offers a crisper sound experience.
Despite the Subaru WRX's imperfections, diluted steering, and controversial black-plastic protective body cladding, I would not hesitate to recommend it to anyone looking for an affordable, practical, enthusiast-oriented daily driver. With solid resale value, enticing lease rates, and a fair MSRP, the WRX offers so much value for frugal buyers who want a little bit of spice in their otherwise bland but dependable everyday vehicle.
The factory WRX offers an excellent blank canvas that can be adapted to a wide array of driving enthusiast lifestyles. Swap the suspension struts over from a Forester Wilderness or a Crosstrek, slap on some all-terrain tires, and take on tough mountainous terrain. Drop it a few inches, fiddle with the motor's ECU, tint the windows, weld a huge fart can on the rear end, and you'll fit right in at your local nighttime car meet. The world is your oyster when it comes to modifying and living with the WRX.