A Week With: 2025 Subaru WRX tS

Subaru’s heritage as a maker of off-road-ready vehicles was burnished late in the 20^th Century with the creation of the WRX. Now rally-sport royalty, the 2025 WRX tS offers drivers a chance to enjoy that legacy as part of their daily commute … or on backroad weekend runs.

While Subaru’s World Rally eXperimental model (WRX) has been a thing since 1992, the first iteration of the rally-based sport sedan came to the United States in 2002. Based upon the Subaru Impreza, the GD series WRX, as it was referred to internally at Subaru, was actually the second generation of the car. Some 23 years later, we now have the VB series WRX, which is technically the fifth generation of the model.

I say technically, because while the VB is the fifth generation to carry the WRX designation, it’s the second generation that isn’t based on the Impreza. What’s more, it’s also the first iteration of the performance-oriented Subaru sedan to be offered without an STi version.

Concerns that shifting emissions regulations could render the engine illegal before the capital investment to develop it could be recouped squashed that possibility — according to Subaru’s spokespeople. Thus, the highest performing version of the “VB” series WRX is the subject of this review; the new for 2025 Subaru WRX tS (tS = tuned by STi).

Sharp-eyed observers will note the gold brake calipers, black mirror caps, and shark-fin antenna as key exterior tS differentiators. There is also a small spoiler and a predominately pink WRX tS badge on its rear end. The tS also gets the same 19-inch satin gray road wheels and Bridgestone Potenza S007s found on the WRX TR.

Powertrains and Fuel Economy

The sole engine offering for VB-series WRX models is a direct injected, turbocharged and intercooled 2.4-liter flat 4-cylinder. The 16-valve powerplant is good for 271 horsepower and 258 lb-ft of torque. The all-wheel drive system eschews the variable center differential configuration of the most recent STi models, but the powertrain does offer a 6-speed manual transmission in tS trim.

The EPA says it’s reasonable to expect 19 mpg in the city, 26 on the highway and 22 combined. I saw 21 mpg overall, thanks to my predilection for reveling in the coarse yet endearing sound of that flat 4 at every reasonable opportunity. Yes, I tend to drive more for smiles than miles per gallon.

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Interior Accommodations

Differentiating the WRX tS passenger compartment from its less costly siblings are a 12.3-inch digital instrument panel behind the steering wheel. All other WRX models get analog gauges.  You’ll also find “Subaru Blue” interior accents and “STi” labels on the engine start/stop button, as well as at the bottom of the tachometer.

Recaro labels are proudly emblazoned upon the front seats and as is to be expected from that venerable purveyor of automotive thrones, they are supportive, nicely bolstered — and handsome. The seats were also heated. While Subaru WRX tS models come without a sunroof, CarPlay and Android compatibility are standard across the board for all versions of the WRX.

Additional standard features included heated front seats and exterior mirrors. “My” WRX tS also boasted aluminum pedal covers; multiple USB-C ports, and a 504-watt Harman Kardon audio system with 11 speakers.

Comfort, Convenience & Safety Tech

As is to be expected in the compact sedan class, rear seat passengers depend upon the generosity of front seat occupants for legroom. The amount ranged from next to none to somewhat reasonable, depending upon the largesse of those doling out the space. On the other hand, the rear seatbacks were configured for a 60/40 split, allowing cargo capacity to be expanded beyond the 13 cubic feet offered when the seatbacks were deployed.

An 11.6-inch touchscreen infotainment interface dominated the dash. HVAC controls were also incorporated into the bottom of it with native “buttons” for all primary functions. The top of the screen displayed driver selectable data such as oil and coolant temperature, as well as other useful information regarding the Subaru’s operating parameters.

Driver-assistance technology included automated emergency braking and lane-keeping assist. These were accompanied by forward-collision warning, lane-departure warning and adaptive cruise control. Each of those capabilities is offered as standard equipment across the WRX range.

Driving Impressions

Conducting my decidedly unscientific, impromptu zero-to-60-mph trials, I repeatedly clocked just under six seconds. That seemed reasonable, given the Subaru’s curb weight of 3,414 pounds and that its 258 lb-ft of torque was routed through an all-wheel drive system governed by a 6-speed manual transmission. While that was quick enough to be interesting, it was obvious the car ain’t intended for drag racing.

A rally-bred machine, the WRX tS is more at home clawing dirt trails into submission at high speed than screaming down a drag strip. It’s also quite competent on serpentine two-lanes. The chassis development team wisely specified adjustable dampers, so body roll was kept to a minimum at speed on pavement while compliance suitable for assaulting rutted two-tracks could co-exist.

I found its “Normal” setting to be a nice compromise between the stiffness of its “Sport” setting and the pliability of its “Comfort” setting in day-to-day operation.

The tS also benefitted from its oversized Brembo brakes and torque vectoring system. The former proved absolutely fade free as I attacked the twisties, while the latter helped the back end come around in fast corners. Although the steering could have been a bit more communicative for my tastes, it was accurate.

In Summary

For those of you eagerly anticipating the debut of the next STi, the tS appears to be as close as you’re getting with the VB series WRX. However, there does exist a plethora of aftermarket go-fast parts with which one could extract more performance from the flat four.

And frankly, given the handling and braking competence the 2025 Subaru WRX tS demonstrated, you could probably do so without upgrading anything else. The package already has a whole lot of headroom baked in. Pricing starts at $45,705.