There’s a gap in the middle of the Subaru lineup. It was abandoned by the popular WRX STIdisappeared since 2021, and something really should be done about it.
I recently pushed Subaru’s efforts to at least partially close this hole 2024 WRX TR. This isn’t the first WRX TR. It was originally released for the 2006 model year as the Stripper WRX and the TR stood for Tuner Ready. Instead of being equipped with all amenities, it featured a very basic stereo system, no body accessories, and the steering wheel of the base model Impreza 2.5i. However, it had a sporty chassis and a limited-slip differential. The idea was to provide the performance parts and avoid adding amenities that tuners would simply remove from the car.
The 2024 WRX TR goes in a different direction by adding even more performance parts and combining them with numerous amenities.
2024 Subaru WRX TR
2024 Subaru WRX TR
2024 Subaru WRX TR
The WRX TR is essentially a small step toward the STI, receiving suspension and brake improvements but no additional power. Instead of the WRX’s standard 17- or 18-inch wheels and tires, it rides on 19-inch wheels mounted with Bridgestone Potenza S007 summer performance tires. The springs are 5% stiffer and the damping rates have been revised to accommodate the vehicle’s larger wheels and tires. The steering has also been retuned for a better feel and is larger and has better brakes.
The base WRX is equipped with 12.4-inch ventilated brake discs at the front with 2-piston calipers and 11.8-inch ventilated brake discs with single-piston calipers at the rear. The TR goes one step further with 13.4-inch cross-drilled front brake discs with 6-piston Brembo calipers and 12.8-inch cross-drilled rear brake discs with 2-piston calipers.
Like other 2024 WRXs, the TR benefits from several improvements that all 2024 WRXs enjoy. The WRX’s body structure is slightly stiffer this year thanks to additional support in the floorpan, primarily in the rear area. The 2024 WRX also features EyeSight safety features for the first time with a manual transmission. It includes adaptive cruise control, automatic emergency braking and active lane control. A Subaru spokesman said about 75% of WRX models come with manual transmissions, and this is an attempt to ensure the viability of manual transmission vehicles by adding important safety features.
Inside, the TR has 8-way power Recaro seats with synthetic suede upholstery and red contrast stitching. It also lacks a sunroof to reduce overhead weight and create more space for riders wearing helmets.
I drove the WRX TR in Wisconsin in mid-March, with conditions ranging from mid-50s and dry to low 40s and from rainy to low 30s and snow. The car came from the Chicago media fleet and was fitted with Michelin Pilot Alpine winter tires in the same size 235/45R19 as the standard Bridgestone Potenza S007 summer performance tires.
Test report on the Subaru WRX TR 2024, Sicily
Test report on the Subaru WRX TR 2024, Sicily
Test report on the Subaru WRX TR 2024, Sicily
Although the winter tires don’t have the grip of the Potenzas, I could still feel the changes Subaru made to the TR. The car turns more readily. The front end also feels more tied together. In a corner, the nose doesn’t slope outward as much as the standard WRX. Some of this could be due to the improved structure, but the stiffer springs are probably more to blame.
The ride is also noticeably stiffer, but not too strenuous. The WRX has a solid ride right out of the box and continues in that direction, so aspiring drivers should test drive it before purchasing.
While Subaru claims to have reworked the steering for a better feel, I would have to drive the TR and another WRX back to back to judge that. A Subaru spokesman said the change could be felt with a light grip on the steering wheel. Whether that’s true or not, the steering has the same quick 13.5:1 ratio, but it’s still too light for my taste.
Because I didn’t have access to the track or autocross, I never drove the WRX TR hard enough to challenge the braking performance. However, in the few corners I could find, they felt strong with a predictable pedal response. The larger rotors and calipers, along with a larger master cylinder, make the car more suitable for track use.
The feel of other controls remains unchanged, although perhaps they should change. Just as the steering is too light, the feel of the gear lever is also too light, which could also tolerate shorter distances. The clutch could also use a little more weight, but it feels natural and can be easily controlled. A little more weight all around would feel sportier.
Test report on the Subaru WRX TR 2024, Sicily
The engine is also unchanged. It’s the same 2.4-liter turbo-4 that makes 271 hp and 258 lb-ft of torque. It’s a strong engine, capable of 0-60 mph in about 5.5 seconds with the manual transmission, but it lacks the punch of the last WRX’s 315-horsepower 2.5-liter turbo-4 engine STI.
The WRX TR starts at $42,775, including a $1,120 destination charge. It’s equipped like the $40,135 WRX Limited, although it lacks that model’s sunroof. This suggests that the modifications made to the TR cost around $4,000. The price is also about $4,000 more than the last STI. To be fair, inflation has driven up prices across the board since 2021, although that doesn’t make it any less disappointing that a car without STI capability costs more.
While the WRX TR is not a full replacement for the WRX STI, TR now means “Track Ready,” according to the Subaru spokesperson. Its additional features support this claim. My recommendation to Subaru: Go half a step further by increasing the power, adding a body kit and tightening up some of the controls to bring the STI back. However, until Subaru decides that the STI should return, the WRX TR is as close as possible to a current-generation WRX STI.
