CarCostCanada

2019 Subaru WRX STI Sport Road Test

2019 Subaru WRX STI Sport
The WRX STI’s rally car styling never gets old.

Do you prefer wing spoilers or lip spoilers? You’ll need to contemplate this before purchasing a new Subaru WRX STI. It might be an age thing, or the highest speed you plan on attaining. If you’ve got a racetrack nearby, I recommend the wing.

Being that my slow-paced home of Vancouver no longer has a decent racecourse within a day’s drive my thoughts are divided, because the massive aerodynamic appendage attached to this high-performance Subaru’s trunk adds a lot of rear downforce at high speeds, which it can easily achieve. Speed comes naturally to the STI. It’s rally-bred predecessor won the FIA-sanctioned World Rally Championship (WRC) three years in a row, after all, from 1995 to 1997, amassing 16 race wins and 33 podiums in total. That was a long time ago, of course, and Subaru has not contested a factory WRC team for more than ten years, but nevertheless the rally-inspired road car before you is much better than the production version tested in 2008.

2019 Subaru WRX STI Sport
The WRX STI’s rear design is even more aggressive than up front.

Rivals have come and gone over the years, the most disappointing loss being the Mitsubishi Lancer Evolution (EVO) that was discontinued at the close of 2015, while sport compact enthusiasts are no doubt lamenting the more recent cancellation of Ford’s Focus RS too, that car going away at the end of 2018 due to the death of the model’s less formidable trims. This said, the super compact category isn’t dead. Volkswagen revived its Golf R for 2016 and it’s still going strong, while Honda’s superb Civic Type R arrived on the scene for 2018, while Hyundai is getting frisky with its new Veloster N for 2020, although the last two mentioned don’t offer four-wheel drive so therefore don’t face off directly against their all-weather, multiple-terrain competitors.

The WRX STI seen here is a 2019 model, which means it hasn’t been updated with the new styling enhancements included for the 2020, but both get the 5-horsepower bump in performance introduced for 2018. To clarify, the regular WRX looks the same for 2020, at least from the outside, although its cabin gets some extra red stitching on the door trim plus its engine bay comes filled with a retuned 2.0-litre four, while the differential receives some revisions as well. This means only the STI receives styling tweaks, which include a new lower front fascia and new 19-inch aluminum machined alloy wheels for Sport and Sport-tech trims. The 2020 WRX STI Sport also receives proximity keyless access with pushbutton start/stop.

2019 Subaru WRX STI Sport
LED headlamps add sophistication, while all the scoops and vents are there by functional design.

My 2019 WRX STI tester was in Sport trim, which fits between the base and top-line Sport-tech models. The base STI starts at $40,195 plus freight and fees, with the Sport starting at $42,495 and the more luxury-trimmed Sport-tech at $47,295. And by the way, the wing spoiler is standard with the Sport and Sport-tech, but can be swapped out for the previously noted lip spoiler when moving up to the Sport-tech at no extra charge.

Pickings are slim for a 2019 model, but I poured over Canada’s Subaru dealer websites and found a number of them still available. Just the same, don’t expect to find the exact trim, option and/or colour you want. At least you’ll get a deal if choosing a 2019, with our 2019 Subaru WRX Canada Prices page showing up to $2,500 in additional incentives available at the time of writing. Check it out, plus peruse a full list of trim, package and option pricing for both WRX and WRX STI models, as well as information about special financing and leasing offers, notices about manufacturer rebates, and most important of all, dealer invoice pricing could help you save thousands. This said if you can’t locate the 2019 model you want, take a look at our 2020 Subaru WRX Canada Prices page that’s showing up to $750 in additional incentives.

2019 Subaru WRX STI Sport
Sport and Sport-tech trim get these gorgeous 19-inch alloys on Yokohama rubber.

While the 2019 WRX STI looks no different than the 2018, it remains an aggressively attractive sport sedan. The 2018 STI added a fresh set of LED headlamps for a more sophistication appearance along with better nighttime visibility, while a standard set of cross-drilled Brembo brakes feature yellow-green-painted six-piston front calipers and two-piston rear calipers aided via four-channel, four-sensor and g-load sensor-equipped Super Sport ABS.

Subaru also revised the STI’s configurable centre differential (DCCD) so that it’s no longer a hybrid mechanical design with electronic centre limited-slip differential control, but instead an electric design for quicker, smoother operation, while the car’s cabin now included red seatbelts that, like everything else, move directly into the 2019 model year.

The STI’s interior also features a fabulous looking set of red on black partial-leather and ultrasuede Sport seats, with the same plush suede-like material applied to each door insert, along with stylish red stitching that extends to the armrests as well, while that red thread also rings the inside of the leather-wrapped sport steering wheel, the padded leather-like centre console edges, and the sides of the front seat bolsters. Recaro is responsible for the front seats, thus they are as close to racecar-specification as most would want from a car that will likely get regular daily use. The driver’s is 10-way power-adjustable, including two-way lumbar support, and superbly comfortable.

2019 Subaru WRX STI Sport
The WRX STI’s interior is nicely finished with upscale materials, good quality and plenty of upscale features.

The rear passenger area is roomy and supportive as well, and impressively is finished to the same standards as the front, even including soft-touch door uppers. Additionally, Subaru added a folding armrest in the middle for the 2018 model year, with the usual dual cupholders integrated within. 

If you want a reason why both WRX models sell a lot better than the arguably more attractive BRZ (at least the latter is sleeker and more ground-hugging), it’s that just-noted rear passenger compartment. The BRZ seats four, in a literal 2+2 pinch, but the WRX does so in roomy comfort. It has the rare pedigree of being a legendary sports car, yet provides the everyday usability of a practical sedan. Its 340-litre trunk is fairly roomy too, while the car’s rear seat folds down 60/40 via pull-tab latches on the tops of the seatbacks.

2019 Subaru WRX STI Sport
This is one of the better driver’s positions in the class.

Additionally, all passengers continue to benefit from less interior noise, plus a retuned suspension with a more comfortable ride, while the WRX was given a heavier duty battery last year as well, plus revised interior door trim. What’s more, a new electroluminescent primary instrument cluster integrated a high-resolution colour TFT Multi-mode Vehicle Dynamics Control display, providing an eco-gauge, driving time information, a digital speedo, a gear selection readout, cruise control details, an odometer, trip meter, SI-Drive (Subaru Intelligent Drive) indicators, and the Driver Control Centre Differential (DCCD) system’s front and rear power bias graphic, whereas the 5.9-inch colour multi-information display atop the dash was also updated last year, showing average fuel economy, DCCD graphics, a digital PSI boost gauge, etcetera.

Subaru’s electronic interfaces have been getting steady updates in recent years, to the point they’re now some of the more impressive in the industry. The STI’s two touchscreens are as good as they’ve ever been, but compared to the gigantic vertical touchscreen in the new 2020 Outback and Legacy they look small and outdated. The base 6.5-inch screen in this 2019, in fact, which carries over to the 2020, shouldn’t even be available anymore, at least in a car that starts above $40k. In its place, the top-tier Sport-tech’s 7.0-inch touchscreen should be standard at the very least. Navigation doesn’t need to be included at the entry price, but one would think that one good centre display would make better sense economically than building two for such a niche model. Either way, both feature bright, glossy touchscreens with deep contrasts and rich colours.

2019 Subaru WRX STI Sport
The primary gauge cluster features a comprehensive colour display at centre.

The standard infotainment system found in my tester came with Apple CarPlay, Android Auto, and Subaru’s own StarLink smartphone integration, which also includes Aha radio and the capability of downloading yet more apps. I like the look and functionality of the current interface too, which features colourful smartphone/tablet-style graphics on a night sky-like blue 3D tiled background, while additional features for 2019 include near-field communication (NFC) phone connectivity, a Micro SD card slot, HD radio, new gloss-black topped audio knobs, plus more. My Sport tester can only be had with the base six-speaker audio system too, which had me missing the Sport-tech’s nine-speaker 320-watt Harman/Kardon upgrade, but I have say I would’ve been content with the entry sound system if I’d never tried the H/K unit.

Together with everything mentioned already, all three STI trims include a gloss black front grille insert, brushed aluminum door sills with STI branding, carpeted floor mats with red embroidered STI logos, aluminum sport pedals, a leather-clad handbrake lever, black and red leather/ultrasuede upholstery, two-zone auto HVAC, a reverse camera with active guidelines, voice activation, Bluetooth phone connectivity with streaming audio, AM/FM/MP3/WMA audio, vehicle-speed-sensitive volume control, Radio Data System, satellite radio, USB and auxiliary plugs, etcetera.

2019 Subaru WRX STI Sport
The centre stack features a large multi-information display atop the dash, a 6.5-inch touchscreen below that, and dual-zone auto HVAC.

The STI gets a number of standard performance upgrades as well, like quick-ratio rack and pinion steering, inverted KYB front MacPherson struts with forged aluminum lower suspension arms, performance suspension tuning, high-strength solid rubber engine mounts, a red powder-coated intake manifold, a close-ratio six-speed manual transmission, a Helical-type limited-slip front differential, a Torsen limited-slip rear diff, and more.

Additional Sport trim features include 19-inch dark gunmetal alloy wheels wrapped in 245/35R19 89W Yokohama Advan Sport V105 performance tires, the aforementioned high-profile rear spoiler, light- and wiper-activated automatic on/off headlights with welcome lighting, a power moonroof, Subaru’s Rear/Side Vehicle Detection System (SRVD) featuring blindspot detection, lane change assist, rear cross traffic alert, etcetera.

Finally, top-line Sport-tech features that have yet to be mentioned include proximity keyless entry with pushbutton start/stop, navigation, as well as SiriusXM Traffic and Travel Link with weather, sports and stocks information, while the Sport-tech’s Recaro sport seats only get eight power adjustments.

2019 Subaru WRX STI Sport
The WRX STI’s shifter is sublime.

As is the case with all Subaru models, except the rear-drive BRZ sports car, the WRX STI comes standard with Symmetrical-AWD, the torque-vectoring system considered one of the best in the business. You can fling it sideways on dry or wet pavement, or for that matter on gravel, dirt, snow, or most any other road/trail surface, and remain confident it will pull you through, as long as it’s shod with the right tires for the occasion and your driving capability is at the level needed to correctly apply the steering, throttle and braking inputs as necessary.

As far as performance goes, the WRX STI is a car that is much more capable than most drivers will ever know, unless its deft poise saves them from an otherwise unavoidable accident. Its sporting prowess is legendary, and thanks to changes made a couple of years ago to the shifter and suspension, which made it much more enjoyable to drive in town as well as at the limit, it’s now an excellent daily driver. The manual transmission shifts smoother and easier, clicking into place with a more precise feel than in previous iterations.

2019 Subaru WRX STI Sport
These are two of the best sport seats in the compact segment.

The upgraded six-speed manual takes power from a 2.5-litre turbo-four that received beefier pistons, a new air intake, new ECU programming, and a higher-flow exhaust system than the previous generation, resulting in an identical 290 lb-ft of torque and the 5 additional horsepower mentioned earlier, the STI now putting out 310. Additionally, the just-mentioned transmission gets a reworked third gear for a faster takeoff. Translated, the latest STI feels even more enthusiastic during acceleration than pre-2018 models, which were already very quick.

As always, the 2019 STI’s road-holding capability is fabulously good. It feels light and nimble, yet kept the rear wheels locked mostly in place through high-speed curves, whether the tarmac was smooth or strewn with dips and bumps. I only used the word “mostly” because it oversteers nicely when coaxed through particularly tight corners, like those often found on an autocross course. At such events braking is critical, so it’s good that the STI’s big binders noted earlier scrub off speed quickly, no doubt helped in equal measures by the Sport’s standard 245/35R19 Yokohama performance tires.

2019 Subaru WRX STI Sport
This practical sports car seats four to five comfortably.

I can’t see fuel economy mattering much to the majority of STI buyers, but Transport Canada’s 2019 rating is reasonably efficient for a performance sedan just the same, at 14.1 L/100km city, 10.5 highway and 12.5 combined. Notably, these numbers haven’t change one bit from last year, while Subaru doesn’t show any advancements in the STI’s naught to 100km/h time either, once again claiming a sprint time that’s just 0.5 seconds faster than the regular WRX at 4.9 seconds. With only small adjustments made to its 1,550- to 1,600-kilogram curb weight (depending on trims), plus 5 additional horsepower now combined with a stronger third gear, both standstill and mid-range acceleration should be faster, which leaves me wondering whether Subaru is being conservative or if their marketing department merely hasn’t got around to updated the specs in their website.

So is the WRX STI for you? If you’re a driving enthusiast that still needs to stay real and practical, you should consider Subaru’s performance flagship. It’s well priced within the low- to mid-$40k range, and it’s an easy car to live with. Of course I can’t help but recommend it. 

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Subaru WRX Sport-tech RS Road Test

2019 Subaru WRX Sport-tech RS
Last year’s WRX updates made an already great looking sport sedan look even better, and it even look more aggressively stylish in Sport-tech RS trim. (Photo: Karen Tuggay)

Can a non-price-related case be made for someone actually choosing to purchase the regular WRX over a WRX STI? After a week with the 2019 WRX Sport-tech RS I say yes, and I wasn’t even driving the automatic. 

That last point is a clear differentiator between regular WRX and STI, being that the latter can only be had with a six-speed manual gearbox. Therefore, anyone using their WRX as a daily driver, who wants more convenience and relaxation during their commutes, along with the usual high level of performance the WRX has become legendary for, whether blasting up circuitous backcountry roads during weekend road trips or just pushing Gs around freeway cloverleaves on their way to work, can pay a mere $1,300 more to do so with any one of the regular WRX trims, except this particular WRX Sport-tech RS that can only be had with a manual. 

To be clear, the WRX Sport-tech can be optioned out with the autobox, but you’ll need to replace the RS suffix from its trim designation with EyeSight. This won’t provide an identical model with different transmissions, but the similarities between the two should be close enough for those seeking a compromise between all-out performance and everyday ease. 

Before delving into those similarities and differences, not to mention itemizing features available with the other WRX trims, I wanted to touch on a few details of this very Sport-tech RS tester being reviewed. First off, I was delighted with its coat of World Rally Blue Pearl exterior paint, which while the same as the near identical Sport-tech RS I tested last year, remains a personal favourite colour thanks to its vibrant blue hue and its historical motorsport significance as the base livery of Subaru’s World Rally Championship winning glory years. 

2019 Subaru WRX Sport-tech RS
While the Sport-tech RS model’s rear deck lid spoiler is discreet, its diffuser-style bumper cap and quad of tailpipes looks anything but. (Photo: Karen Tuggay)

All good and well, but why would Subaru give me a seemingly identical WRX test car within a given year? As I have learned, the company has updated the 2019 WRX infotainment system; the centre-mounted display now becoming one of the most important features in any new vehicle. The first improvement I noticed was the completely redesigned graphic interface, which is much more attractive and now in line with other updated models across the Subaru lineup (new 2020 Outback and Legacy aside). It’s highlighted by colourful smartphone/tablet-style circular candy drop digital buttons surrounded by squarish floating tiles on a star-speckled night sky-like deep blue 3D background, an attractive image for sure, while Apple CarPlay and Android Auto phone integration are now part of both the base and top-tier systems. 

Our tester comes standard with the latter, the touchscreen still measuring 7.0 inches diagonally for a half-inch gain over the base display, and once again getting touch-sensitive quick access buttons down each side, which include Home, Map and Apps to the left and Info just above two sets of track seeking arrows on the right. The system also includes near-field communication (NFC) for faster phone connectivity (if your smartphone offers it), a Micro SD card slot, HD radio, new glossy black topped audio knobs, navigation mapping and routing, a rearview camera with dynamic guidelines, plus more. I find this new interface much easier to use, while the display’s clarity and depth of colour is excellent, easily matching the best in the mainstream business, and surpassing many. 

As for the rest of this WRX Sport-tech RS and its non-STI compatriots, they remain unchanged for 2019, meaning this model still features last year’s extensive styling updates, chassis improvements, and other refinements, not to mention the a safety feature. Let me go into more detail. 

2019 Subaru WRX Sport-tech RS
The WRX looks especially attractive when digging into the details. (Photo: Karen Tuggay)

Regarding styling, Subaru reworked the WRX front grille and bumper design for 2018, as well as the door trim inside, while a new electroluminescent primary gauge cluster boasting a really attractive high-resolution colour TFT centre display was added too. Additionally, the 5.9-inch colour multi-information dash-top display received new graphics that look fabulous. This sporty interface, which pays homage to the secondary ancillary turbo, temp and oil pressure analogue gauges of past performance cars in both its placement and functionality within, is also completely unique in this class, adding that special custom allure to the WRX that’s missing from many rivals. 

What’s more, rear passengers continue to benefit from last year’s new fold-down centre armrest with integrated cupholders, while all occupants can now enjoy easier conversations thanks to better insulation and other refinements that result in reduced noise, vibration and harshness levels, plus an improved ride from a retuned suspension setup, and lastly the car is made better overall from a stronger battery. 

While all of the above are obvious improvements, I personally really like the new grille design too, especially its blackened borders and black mesh insert, plus the racing-spec-style multi-component lower front fascia with its matte black centre vent looks menacingly intimidating, just like a formidable sport sedan should, as do the larger, squarer matte black fog lamp bezels. Lastly, this Sport-tech RS model’s twinned five-spoke gunmetal grey-painted cast aluminum alloys on 245/40 Dunlop SP Sport Maxx RT performance tires framing red brake calipers look superb—base and Sport models come fitted with grey 15-spoke 17-inch alloys on the same tires measuring 235/45. 

2019 Subaru WRX Sport-tech RS
Gotta love the dark-grey alloy wheels under swollen fenders with integrated rear venting. (Photo: Karen Tuggay)

All of the above, combined with everything else upgraded last year, like the massive hood scoop, redesign headlamps, and race-inspired matte black rear diffuser with quad chromed tailpipes, plus everything that appears to mostly be pulled forward from the 2015 through 2017 version, such as the coke-bottle fenders with integrated engine vents bearing chromed “WRX” appliques, subtle rear deck lid spoiler (that I like much more than the STI’s gigantic wing—the smaller lip spoiler can be had with the STI too), etcetera, look fabulous. 

Also carryover (but who’s complaining), non-STI WRX variants once again include Subaru’s brilliant 2.0-litre direct-injection twin-scroll turbocharged boxer four, making a healthy 268-horsepower and 258 lb-ft of torque. That’s getting pretty close to the STI’s 310 horsepower and 290 lb-ft of torque, and considering you can get into the former for just $29,995 plus freight and fees, or $38,995 as tested, which is much more affordable than the latter model’s $41,995 base price, or the more comparable $47,295 STI with its Sport-tech package, the regular WRX starts to look like a very smart choice. Then factor in that most of its similarly priced challengers don’t measure up with respect to performance, while also not offering Subaru’s standard Symmetrical-AWD (or any AWD at the WRX’ price point), and it makes a sound case to Canadian performance enthusiasts. 

As noted, connecting engine to driveline is a standard as-tested six-speed manual, but many are not aware that the optional automatic is actually a continuously variable transmission (CVT), the bane of gearheads everywhere. This said, CVTs have come a long way in recent years, and Subaru’s Sport Lineartronic design is quite impressive thanks to quick-shifting steering wheel paddles that prod both six- and eight-speed manual modes, plus the benefit of Subaru Intelligent Drive (SI-DRIVE). I know, it’s difficult to hear the words WRX and CVT being used in the same sentence, let alone learn they’re being incorporated into the same car, but after testing one in 2017 I was positively surprised. This doesn’t mean I’d opt for one if my personal money was on the line, but I certainly wouldn’t criticize anyone for choosing to. 

2019 Subaru WRX Sport-tech RS
Here’s a close-up of the diffuser-style bumper cap, and one set of the twinned exhaust system. (Photo: Karen Tuggay)

More importantly to WRX purists, the manual gearbox I tested received a new shift lever along with improved shifter and clutch feel as part of last year’s redesign, and the former remains as wonderfully smooth and accurate as last year’s update made it, while clutch weight is ideal and take-up more responsive without being grabby. 

As you may have guessed, there’s no change in straight-line acceleration from the identically powered 2018 model, with the manual still good for a claimed zero to 100km/h run of 5.4 seconds, and the CVT capable of achieving the same feat in a respectable 5.9 seconds. Neither time is the stuff of legend, of course, but I can’t see many driving enthusiasts being underwhelmed with the regular WRX’ off-the-line performance, while those that opt for the CVT will surprisingly own bragging rights to the fastest top speed specs, the autobox adding 8 km/h to the manual’s terminal velocity with a nice round total of 240 km/h compared to 232. 

As I said last year, most modifications were about refinement, and included improved steering feel and a more compliant ride that doesn’t compromise at-the-edge handling. Being that my aging body appreciates having a bit more comfort now than when younger, as is the case for many WRX owners, this friendlier suspension setup is a very good thing. It was during regular errand runs around town that I most appreciated the improvements, yet when opportunity provided an empty lane on a winding rural road the new WRX’ firmly damped fully independent suspension remained as resolute to pavement as it’s always been, especially over broken and uneven tarmac that didn’t unsettle the chassis one iota. 

While WRX performance is commendable, those seeking out a four-cylinder compact model for fuel-efficiency can only take a modicum of solace in a Transport Canada rating that’s only better than the STI’s 14.3 L/100km city, 10.7 highway and 12.7 combined rating, because with a claimed rating of 12.6 L/100km city, 9.6 highway and 11.2 combined when mated to its standard manual gearbox, or 11.3, 8.5 and 10.0 respectively with the CVT, it’s not exactly the thriftiest sport model in its compact class. In fact, plenty of more powerful alternatives deliver much better economy, yet fortunately for Subaru this is hardly the priority of most WRX buyers. 

2019 Subaru WRX Sport-tech RS
The Sport-tech RS gets these superb leather and microsuede covered Recaro seats. (Photo: Karen Tuggay)

Now that we’re talking practicalities, the WRX remains a pragmatist’s sports car. It’s capable of seating four to five in comfort, plus houses plenty of life’s gear in its 340-litre (12-cubic-foot) trunk, plus more when expanding its 60/40 split-folding rear seatbacks. Also, a trunk provides a great deal more security than available to the WRX’ hot hatch competitors that are more susceptible to break and entry crime. 

I was once again impressed by the WRX’ interior quality too. For instance, its instrument panel is wholly formed from premium soft-touch synthetic, across the very top of the dash and all the way down to the halfway point of the centre stack, while the door uppers are comfortably pliable from front and back as well, plus filled with cushion-backed leather-like inserts and padded armrests, that were all stitched in red no less. 

Red in mind, I like that Subaru took the tasteful route when highlighting the WRX interior, unlike some of its less experienced rivals that look as if their red embellishments were smeared on by a tweenager over-applying rouge and lip gloss (Civic Type R, I’m talking to you). The WRX Sport-tech RS model’s just noted red stitching also covers the door inserts, steering wheel rim, shifter boot, and bolsters of the seats that are also emblazoned with a thick strip of red leather, which is a nice contrast to the black leather and microsuede material found elsewhere. Lastly, a stylish circle of red piping wraps around the centre of the seat like a frame for the white embroidered “RECARO” logo, this nicely matching the red piping around the headrest just above. The interior’s finishing touch is a splash of carbon-fibre style trim across the dash. 

Most of what I’ve just described is specific to the Sport-tech RS as noted, which incidentally was new last year, but keep in mind there are plenty of other WRX trims worth investigating. Along with the sub-$30k base model and $39,095 Sport-tech EyeSight already mentioned, Subaru offers $33,195 Sport trim and a Sport-tech without the $2,300 RS upgrade for $36,495. 

2019 Subaru WRX Sport-tech RS
The WRX gets a sporty cockpit, with a flat-bottom leather-wrapped steering wheel, metal pedals, and plenty of other stylish details. (Photo: Karen Tuggay)

Additionally, a special $40,995 雷雨 Raiu Edition was added for 2019, featuring one really attractive exclusive Cool Grey Khaki colour. It adds a number of STI-style exterior details such as a sharper front lip spoiler, extended side skirts and a much larger rear wing spoiler, plus big 19-inch alloys encircling the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled rotors. Some additional 雷雨 Raiu Edition features include the Subaru Rear/Side Vehicle Detection System (SRVD) that incorporates blindspot monitoring with rear cross-traffic alert and lane change assist, plus it also gets a powered moonroof, a 10-way powered driver’s seat including lumbar, the same ultrasuede-enhanced sport seats as in the RS, plus red seatbelts. 

Incidentally, all 2019 WRX trim, package and option prices were sourced right here on CarCostCanada, where you can also find important info on manufacturer rebate programs and otherwise hard to find dealer invoice pricing that could actually save you thousands of dollars. Make sure to check this out thoroughly before you buy. 

Specific to the WRX Sport-tech RS tested here, a set of uprated Jurid brake pads clamp down on a standard set of 316 mm front and 286 mm rear rotors via the red brake calipers noted earlier, while the cabin features the luxurious black and red partial-leather/ultrasuede upholstery also mentioned before (ad nauseum), while the driver’s seat is downgraded from 10-way power to just eight adjustments due to the much more inherently supportive Recaro sport seats that my backside happened to love. 

On top of this, my tester’s Sport-tech RS trim added proximity-sensing keyless access with pushbutton ignition, the larger 7.0-inch centre touchscreen filled with the updated system graphics noted earlier, plus Subaru’s StarLink app, additional apps such as Yelp, Best Parking, Glympse, SiriusXM Traffic and Travel Link with weather, sports and stock market info, and a 320-watt nine-speaker Harman/Kardon audio system that sounded awesome, plus two USB ports. 

2019 Subaru WRX Sport-tech RS
The top multi-information display was updated last year and looks great, while the lower touchscreen is totally revised for 2019, and is a major improvement. (Photo: Karen Tuggay)

Items pulled up from Sport trim include wiper-integrated automatic LED headlights with new steering-responsive cornering, LED fog lamps, LED turn signals integrated within the side mirror housings, welcome lighting, a tastefully discreet rear deck lid spoiler, plus the aforementioned powered glass sunroof and SRVD blindspot safety upgrade. 

Lastly, base model features pulled up to Sport-tech RS trim include a quad-tipped high-performance exhaust, integrated roof rack brackets, a windshield wiper de-icer, a well-designed leather-wrapped and red-stitched multifunction flat-bottom sport steering wheel, single-zone automatic climate control, heatable front seats, StarLink smartphone integration (including Aha radio), a backup camera, AM/FM/CD/MP3/WMA audio, satellite radio, Bluetooth phone connectivity with audio streaming, aux and USB ports, voice activation, and more. 

While Sport-tech RS trim doesn’t come standard with Subaru’s EyeSight suite of advanced driver assistive systems, I need to mention exactly what this is just in case you want your WRX with as much active safety and convenience as possible. As noted, you can upgrade the WRX Sport-tech with EyeSight, and when you do it becomes one of the most technologically forward-thinking cars in its class, thanks to automatic high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist. 

So equipped the WRX earns a best-possible IIHS Top Safety Pick + rating, the “+” rather hard to get in the small car class and only shared with three other brands, none of which compete directly with the WRX. Even more impressive, Subaru has four models that can be equipped to meet this high grade of advanced safety, more than any other automaker in the small car segment. 

2019 Subaru WRX Sport-tech RS
Most sports cars don’t offer a comfortable, accommodating rear seat, but the WRX is not like most sports cars. (Photo: Karen Tuggay)

Even better, Subaru has more IIHS Top Safety Pick + rated vehicles than any other mainstream volume manufacturer, including more mid-size models with the coveted safety rating, and the same status for every vehicle it produces other than the Toyota co-designed/built BRZ, for a total of eight models. No other brand even comes close, with Toyota only elevating two of its models to this rarified height, Honda just one, and Nissan with none. This, when combined with the extra all-weather safety provided by these models’ standard Symmetrical all-wheel drive, is as good as it gets. 

So while the WRX isn’t exactly a leader in fuel-efficiency, it’s ahead of the pack in almost every other way, and makes a strong case for itself when compared to its key performance-focused competitors as well as when put up against the pricier STI. If money were no object my choice would be the latter, but I can totally understand why someone might feel compelled to choose a regular WRX, especially when it’s as nicely equipped as this Sport-tech RS. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay