![]() ![]() The new platform is more torsionally rigid with a minimal weight penalty, which has allowed Subaru to tune the suspension to focus even more on keeping the tires firmly connected to the road, even when that road surface has dramatically deteriorated. The chassis is where Subaru has done the WRX name justice. When the CVT-equipped models arrive, they will use a Variable Torque Distribution system with a more rearward bias (45/55) to aid agility. In short, if you pile up the revs and drop the clutch, the WRX shoots away with rowdy glee and is eager to find the first corner. ![]() Off the line, the AWD system uses a viscous-coupling locking center differential to split the power 50/50 front/rear and shifting torque to the wheels with more traction when things get slippery. Our test model bore the manual transmission as the CVT version has been delayed, but that was fine with us as it's now a slick setup with a light clutch and a well-measured pedal layout for rev-matching. However, it's more about punching off the line and out of corners, and it does just that with more refinement and verve than previous iterations while adding an instantly-recognizable throaty soundtrack. In fact, it's only 3 hp more potent than the old one with no torque increase, despite adding an extra 0.4 liters of displacement. While the Subaru WRX's flat-four packs a turbocharged 271 hp and 258 lb-ft torque, it's not a frenetic engine.
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