2015 Subaru WRX

Base AWD 4-Dr Sedan H4 man trans

2015 subaru wrx Reviews and News

2015 Subaru Wrx Sti Vs 2014 Porsche Cayman Standing Mile
A lot changes after the quarter-mile mark. We started doing Standing Mile runs with the world’s newest, hottest cars to prove that point. Some are slow off the line but pick up steam quickly, some get out of the hole in a hurry but can’t keep truckin’ after the 60-mph mark, and some cook right from the start line and keep cooking until they cross the finish line, 5280 feet further down the runway.

An unlikely match-up that makes sense

Pitting a 2015 Subaru WRX STI against a 2014 Porsche Cayman in our Standing Mile might not make a lot of sense on the surface. Sure, both have boxer engines mated to six-speed manual transmissions, but the similarities sort of end there. The big, blue Subaru sedan with a giant rear wing has all-wheel drive, a turbo-four in the front of the car, and room for five. The low-slung Porsche sports car has rear-wheel drive, a flat-six engine in the middle of the car, and as many trunks as it has seats. But dig a bit beneath the surface, and you’ll discover that these two put down similar performance numbers, albeit in very different ways.

The snap-neck Subaru

With traction control totally turned off, we launched the 2015 Subaru WRX STI just south of its redline. Dumping the clutch in an all-wheel-drive car when its engine is screaming is a violent experience. All four tires slip, the whole car jolts forward, and you’re thrown into the back of the driver’s seat. That ferocity, though, also makes for vicious acceleration. We flew through first, second, third, and fourth gear in no time at all. Shifting into fifth, we looked at the STI’s rearview mirror and saw a small, white speck. It seemed like the Subaru would demolish the Porsche at the half-mile mark. In fifth gear, though, the STI’s forward charge slowed, and the speck in the rearview mirror got bigger.

The progressive Porsche

We did a hard launch in the Porsche, too, but the Cayman couldn’t get off the line like the Subaru. When it got going, it couldn’t match the turbocharged sedan’s brutal acceleration. Instead, it began to build speed gradually. The 2014 Porsche Cayman smoothly built speed until the gap between the Porsche and Subaru stopped growing around the half-mile mark. When the Subaru’s performance started to fall off, the Porsche continued to go faster and faster and faster.

Approaching the one-mile mark

The 2015 Subaru WRX STI saw top gear well before the one-mile mark. We shifted the 2014 Porsche Cayman in fourth gear halfway down the runway, and it stayed in fourth gear until just before the finish line when we had to upshift one last time. With every foot after the half-mile mark, the 2014 Porsche Cayman made up ground and gained on the 2015 Subaru WRX STI. As we approached the one-mile mark, we had no idea which car would win. Want to find out which one did? Watch the video below.
2015 Subaru Wrx Sti Rear Three Quarters In Motion   Copy
Have yourself declared sane before you buy a 2015 Subaru WRX STI. It’s the only way friends and family will believe that voices in your head haven’t smothered your good wits.

Prepare to be burned

People will make fun of the rear wing, then ask why the underbody neon lights aren’t on. They’ll rag on the ligneous shift linkage, hare-trigger clutch pedal, jerky slow starts, unpleasant interior materials, and stereo system that sounds like a boombox in an empty garage. They’ll say you’re making less rational decisions than Shia LaBeouf.

Fight the right fight

Don’t debate the STI’s shortcomings. Instead, fight what driving an Subaru WRX STI says about you. People will make you out to be a senseless goon, but what you really are is an automotive enthusiast that knows a good bargain. For $35,000, you get a spacious sedan with a 305-hp, turbocharged boxer engine and performance that merits a higher price. Shut off all traction systems, build the revs to 5000 rpm, and dump the clutch. The car will accelerate like a slightly turned-down 911 Turbo. It sounds like one, too.

WRC Blue paint, WRC handling

The Subaru WRX STI feels set up to go to a track day or run a rally stage at any moment. You never think you’re going through turns fast enough in this car. You’ll meet traction’s limit but when you do, you won’t go tumbleweeding—you’ll do controlled four-wheel slides. The steering will get light but won’t go limp, the engine will respond to each of your right foot’s taps, and the blow-off valve will spit out excess air when you lift to shift gears.

Get a grip

The Subaru WRX STI is unchained without being uncontrollable. It’s more polished than its predecessor, but not by much. It’s the STI’s performance per dollar that sells the car. If you buy an STI, your spouse or friend or Tinder buddy will look at you like you’re coming through a bathroom door with an axe, but reassure them you know what you’re doing. While it might not look like it, you’re sane.

2015 Subaru WRX STI Launch Edition

Base Price: $35,290
Price As Tested: $38,190
Engine: 2.5-liter turbo flat-4
Power: 305 hp
Torque: 290 lb-ft
Transmission: 6-speed manual
Drive: 4-wheel
Fuel Economy: 17/23 mpg (city/highway) (mfr's est.)
2015 Subaru Wrx Front Three Quarter 3
This is the latest in our new series of short-take reviews, in which we concentrate on a car or truck with a powertrain or trim level not previously detailed. –Ed.
Subaru fans are among the most passionate in the automotive community, and they’ve had a lot to say about the new 2015 Subaru WRX. That’s why we’re diving into one of the biggest conversations surrounding the latest iteration of Subaru’s rally standby—its new six-speed manual versus its continuously variable transmission option.
Car folks like to hate on CVTs, because this type of transmission is usually used in sluggish economy cars with a mind for maximum efficiency. Although the mechanism's lack of traditional gears improves fuel consumption, CVTs have a reputation for being loud, whiney, and tiresome to live with. It’s not surprising, then, that the thought of a CVT in a performance car like the WRX is anathema to Subaru enthusiasts. Guess what? Blasphemous it may be, but this Subie is still a riot — with or without a clutch pedal.
At higher throttle openings and in the sportiest “Sport Sharp” driving mode, the 2015 Subaru WRX’s CVT mimics the shifting of a regular automatic. “It certainly doesn’t equal a manual in terms of driving engagement, but it does a damn fine job of imitating a good, traditional automatic,” says digital platforms editor Jen Misaros. Even with the CVT, the WRX feels like a bona fide performance car with slingshot-like acceleration, direct steering, and a rewardingly rigid suspension.
As expected, the six-speed manual adds a whole new dimension of fun. Shifts are notchy, aggressive, and immensely satisfying to perform, and clutch take-up feels sharp and grabby. The best thing about the six-speed 2015 Subaru WRX is the persistent temptation to hoon it out — once you lay into the throttle and hear the turbocharger's jet-like whistle, engaging the boost becomes an itch you just love to scratch.
For people who want the capability and performance of a WRX but don't drive a stick or want to deal with manually shifting in city traffic, the CVT is a reasonable alternative. What fans should really bemoan is the lack of a hatchback option, which could end up costing Subaru a lot of buyers. “It's probably for the best,” associate web editor Evan McCausland reflects. “This much fun and five doors? I'd be throwing money at it the day it went on sale.”

2015 Subaru WRX Limited (CVT); 2015 Subaru WRX Premium (6-speed manual)

Base price $27,090
As tested $28,495/$34,490 (Manual/CVT)
Engine 2.0-liter turbocharged H-4
Power 268 hp @ 5600 rpm
Torque 258 lb-ft @ 2000-5200 rpm
Transmissions 6-speed manual/continuously variable transmission
Drive 4-wheel
Cargo 12.0 cu ft (rear seats up)
Fuel economy 21/28/24 -- 19/25/21 (city/highway/combined -- Manual/CVT)
2015 Subaru WRX STI Front Three Quarter 02
Carmel, California — Most of us would agree that the price of the $148,000 Porsche 911 Turbo is prohibitive. Even selling your house might not cover it. But could you raid the 401(K) and come up with $35,280?
That’s the buy-in for the new 2015 Subaru WRX STI.
What you won’t get for that bargain price is the 911 Turbo’s plush, around-town ride, because the 2015 Subaru WRX STI is on all-attack mode, all the time. The torque vectoring that rips you through turns and the turbo-punched, 305-hp engine in the STI is positively Porsche-esque. It’s awesome on a (relative) budget.
When Subaru execs talk about the 2015 model, it’s a lexicon of added stiffening, rigidity, and responsiveness. If the latest WRX is a massive step up in attitude and aggression over the proletarian Impreza, the STI is an armor-clad warrior.
It soon becomes clear just how serious the folks at Fuji Heavy Industries have become about their halo car’s chops. I’m handed the keys of the STI Launch edition—blue paint, gold wheels, and an STI short-throw shifter—and am pointed southeast on Carmel Valley Road.
Once it clears the posh golf courses, the lane wends along ridges and wiggles over hills, following the vagaries of California’s shifting tectonic plates. It narrows and widens capriciously and is hardly the smoothest stretch of asphalt in the West—an appropriate tarmac rally stage; the kind of shakedown road that either shows a sports car off or shows it up.
Those stiffened crossmembers, firmer control arm bushings, and 22-percent-higher front spring rates? Subie was not joshing. It takes about a tenth of a mile for the reality of that stiff frame to translate to your tailbone. This is the kind of suspension that will irk non-fanboy passengers to no end. I see messy breakups and endless recriminations as a result: “It seems like you love that crass car more than me.” “I adore, you honey, but the car is an STI.” “It’s me or the car.” “Well….”
In the hot moment, swept up in those sweeping corners, the stiffness seems like a fabulous idea. What do I, a backroad bombardier, care for comfort? The combo mechanical limited-slip and electronic differential pops the Subaru out of the deepest bends. The car’s scrabbling trajectory is impervious to broken pavement and roadside debris. The STI has real-deal sports car bite.
The reason for all that snap is hidden under the skin: the differentials, the active torque vectoring, and the symmetrical all-wheel-drive that normally operates with a 9 percent bias to the rear wheels. The systems work hand-in-glove, humming somewhere in the engineering ether, never giving the impression they’ve hijacked the process. The STI still seems analog.
That’s partly because of the six-speed manual (fittingly, the only transmission offered), which slips into gears with a firm, cradling confidence, plus old school hydraulic steering. The steering ratio has been quickened; it’s a tactile experience, giving plenty of feedback but not unsettling with harsh vibrations.
Halting at a stop sign, I discover smoke tendrils rising from the right front brake. I’ve been diving deep into corners, but not so deep as to warrant that. The Brembo system has 13.0-inch front discs with four-piston calipers and 12.4-inch rear discs with two-piston calipers. I experience very little fade, but several times during the day I am greeted by a smoke signal.
The new STI is not offered as a hatchback, only as a four-door. Still, the boy-racer stance and compact size feel right. If you’re hoping that the rear doors and seats will make it seem a more practical buy, well, best of luck. The sizable rear wing wouldn’t look out of place on a shogun warrior and will help ensure that newly single STI drivers stay that way.
The windshield gains more rake and the A-pillars are brilliantly thin, doing wonders for sightlines. You can see through corners perhaps better than almost any modern car. The standard alcantara sport seats are well bolstered and comfortable. Otherwise, the plastic on the doors is shabby and the leather highlights unconvincing. The cost for all the sharp-edged mechanicals has to come out of somewhere.
It’s a just trade, as this is a sports car, and so we detour from public roads and head to Mazda Raceway Laguna Seca. Here, decisions must be made. Which mode for the differential (there are three)? What throttle response (three) and traction control settings (three)?
It is rather overcomplicated, and the busy digital instrument cluster doesn’t help matters. The best racetrack mix is the differential in “auto minus” for smooth roads; the throttle left in “intelligent” mode, allowing the least jerky modulation of the accelerator; and the traction/stability control in track mode, which allows plenty of yaw and still gives you active torque vectoring.
Weight is almost the same as the outgoing base model, at 3386 pounds, and the boxer engine is plenty familiar. The 2.5-liter turbo puts out 305 hp at 6000 rpm and 290 lb-ft at 4000 rpm.
The one-two combo of Laguna Seca’s long front straight, which rises spookily over a blind crest, and the slow, deep Turn 2 speak plenty about how the STI handles power and weight. By the time you’ve arrived at the off-camber braking point at the end of the straight, your heart is in your throat. There’s power aplenty across the range, and the STI feels lithe and balanced through Turn 2’s double apex. You have to work hard to induce understeer, and it’s easy to correct a bad line.
Only 1000 examples of the Launch Edition -- with those gold-painted forged alloy wheels --will be sold for $38,190. The STI Limited, at $39,291, has a few more feature comforts but adds more than 50 pounds of weight.
So the real questions become: How badly do you want the semi-affordable, hard-edged sports car of your dreams? And how stable is your relationship, anyhow?

2015 Subaru WRX STI

On Sale:March/April (depending on market)
Price: $35,290/$38,190 (base/as-tested)
Engine:2.5L turbocharged H-4, 305 hp @ 6000 rpm, 290 lb-ft @ 4000 rpm
Cargo Capacity:12.0 cu ft
EPA Est. Fuel Economy:17/23/19 mpg (city/highway/combined)
2015 Subaru WRX Front Left View 8
Napa, California -- Subaru's gritty, turbocharged, all-wheel-drive WRX has been a favorite ever since it arrived on our shores in 2002. (we pined for it even before then.) The WRX offers unbeatable performance bang for the enthusiast buck, but it has suffered some not-inconsiderable faults, chief among them loosey-goosey steering, awkward clutch/shifter action, and a low-rent interior.
With the all-new 2015 WRX, Subaru has delivered the most changed version of its enthusiasts' standard-bearer, and the comprehensive update has effectively addressed the items on our punch list. The new car's polish and refinement will surprise some current WRX owners, but the formula hasn't been altered so much as it has been elevated.
The Hatch is Scratched
One big change that might upset some of the faithful is that Subaru is dropping the hatchback. It's an unexpected move given that the hatchback/sedan split has been running about fifty/fifty. Subaru product planners explain that they had to sacrifice the second body style in order to get the greater degree of differentiation from the Impreza that they were seeking with the new WRX.
Indeed, the WRX enjoys greater separation than ever from its Impreza starting point. The list of WRX-specific pieces includes the wide-body front and rear fenders, the front and rear fascias, all four doors, the headlights, and the hood. You'll recognize only the roof, the glass, and the trunk lid as shared with the Impreza. Impreza has even been dropped from the WRX's full name.
Of course, the mechanical package is unique, and it starts with a 2.0-liter turbo boxer four-cylinder. Replacing the previous car's 2.5-liter, the new engine is a version of the unit that premiered in the Forester XT. Modifications for the WRX allow the 2.0 to rev higher (6500 or 6700 rpm, depending on transmission) and increase output slightly. With 268 hp and 258 lb-ft of torque, the 2.0-liter barely exceeds the old 2.5-liter's 265 hp and 244 lb-ft, but it does so with 20 percent less displacement.
Two New Transmissions
That should lead to an increase in fuel economy, and with the manual transmission -- which has gone from five to six speeds -- it does. EPA ratings are expected to jump by 2 mpg in the city and 3 mpg on the highway, to 21/28 mpg. For the newly reintroduced automatic, testing conducted in its middle (sport) mode should bring ratings of 19/25 mpg. Subaru contends, however, that drivers who use the more efficient, "intelligent" mode could do better by 4 or 5 mpg.
The automatic, by the way -- the first in a WRX since 2008 -- is a CVT, again borrowed from the Forester XT. Its intelligent (I) and sport (S) modes offer stepless shifting at light throttle openings, but at larger throttle openings they imitate a conventional automatic with six speeds -- as they also do if you flick the lever into manual and start playing with the shift paddles. In sport sharp (S#), there's no stepless shifting and the transmission is always a virtual automatic, this time with eight speeds. It all sounds complicated, but the idea is that you get the smoothness and efficiency of a CVT at mild throttle openings, which won't trigger the droning that is such a CVT turnoff. Calls for greater acceleration bring responses similar to a conventional automatic. The automatic also offers launch control, and it's far more accessible than usual: just brake-torque it and let 'er rip. In practice, it all works quite well, and we have no doubt that an automatic option will open up the WRX to a wider audience -- even if Subaru is expecting only one in five WRXs to be so equipped.
We'll Stick With the Stick
We still prefer the stick shift, however, more so now that it's easier to row. The shift action still isn't as Teflon-slick as you'll find in a Honda, but we like the shorter throws and friendly clutch take-up. The manual version is also a bit quicker, reaching 60 mph in 5.4 seconds (the same as the current car), while the automatic does the deed in 5.9 seconds. That the manual time is the same as the outgoing car's is about what you'd expect given that the slight increase in horsepower corresponds to an equally modest increase in mass -- 59 pounds, with the base car now weighing in at 3267 pounds.
With either transmission, the WRX feels plenty quick. Although the new engine's power and torque peaks arrive slightly lower in the rev band, this remains an engine that relies heavily on the muscle of its turbocharger, which has been relocated to beneath the engine for quicker response. It's not huge off the line, but the turbo quickly comes into play and you're off to the races. Passing maneuvers are particularly invigorating.
Bombing from corner to corner on the mercifully empty and endlessly twisting two-lane roads near Napa Valley, the automatic even in sport-sharp mode isn't quite as aggressive and intuitive in its gear selections as one might hope (think Mercedes-Benz Speedshift MCT); shifting for yourself is the best way to keep the engine on the boil. What came into sharper relief on those roads, however, was the new car's improved chassis.
One Good Turn Deserves Another
The front and rear suspensions feature all-new components: subframes, springs, struts, antiroll bars, and bushings. With the car's stiffer structure, Subaru was able to firm up the suspension considerably (the front springs by 39 percent, the rears by 62 percent). An un-sports-car-like amount of body roll was the price you paid for the old WRX's long suspension travel, but no more, as the new car stays flat through corners. (Subaru claims that body roll is reduced 20 percent.) The ride can be busy and impacts are fairly sharp, but the way the WRX turns in aggressively and shrugs off midcorner bumps is impressive. The transformed steering may be the greatest improvement. Never mind that this is now an electric setup; the looseness has been banished, the ratio quickened, and efforts firmed up. Oh, and the new, flat-bottom steering wheel is smaller in diameter and features a thicker rim.
Nicer Digs
The nicer steering wheel is just one component of a much-improved cabin. The new seats have terrific lateral support. An available power driver's seat and keyless ignition are new. The interior isn't a design knockout; it's businesslike, but the cheapness is gone. Three round knobs control the HVAC, and the non-nav stereo has an easy-to-use traditional layout. The navigation unit (optional on Premium and Limited trim levels) is unfortunately the same one you'll find in other Subarus, with tiny buttons and touch points. A separate, 4.3-inch central LCD screen displays the image from the standard rearview camera, as well as other functions. With the move to the new Impreza's body shell, the WRX gets a one-inch-longer wheelbase that translates into greater rear-seat legroom; there's also a lower cowl and beltline making for better visibility.
More pleasant and more polished, the new WRX is definitely less raw -- but not at the expense of fun. Devotees of the hatchback might be disappointed, but otherwise Subaru's high-profile, low-volume sport sedan expands its appeal with this redesign. We expect all of this will come at some cost; how much the price will rise from the current $26,790 we'll find out closer to the car's on-sale date this spring. Look for a new WRX STI to follow shortly after.

2015 Subaru WRX

On Sale: Early 2014
Price: $27,500 (est.)
Engine: 2.0L turbocharged flat-4, 268 hp, 258 lb-ft
Drive: 4-wheel
EST. Fuel mileage: 21/28 mpg, 19/25 mpg
2015 Subaru WRX
2015 Subaru WRX

New for 2015

The Subaru WRX has been updated for 2015, gaining an updated front fascia, new turbocharged 2.0-liter flat-four, a six-speed manual, and a CVT that’s surprisingly good.

Vehicle Overview

The Subaru WRX is a compact high-performance sedan that features all-wheel drive, a turbocharged engine, and a whole lot of fun. The WRX is also available as the WRX STI, which keeps the 2.5-liter flat-four from years past, but makes more power and has an extroverted “look at me” style with its big rear wing. Though a hatchback model was available previously, the current generation of WRX is sedan-only.


The 2015 Subaru WRX is powered by a turbocharged 2.0-liter flat-four, first seen on the Forester XT, which produces 268 hp and 258 lb-ft of torque in this application. Backing up the Boxer engine is a six-speed manual and, for the first time since 2008, an automatic is available in the form of a CVT, which simulates a conventional six- or eight-speed automatic in more aggressive driving depending on the selected transmission program. EPA-estimated fuel economy improves over the outgoing model, with manual-equipped models getting 21/28 mpg city/highway and CVT-equipped just 19/25 mpg. We think it’s a good motivation to learn how to drive a stick-shift. That and the fact that the six-speed WRX is a blast to drive.
The 2015 Subaru WRX doesn’t eschew comfort entirely, offering a 6.1-inch touchscreen with navigation, heated front seats, automatic climate control, HID low-beam headlights, LED taillights, a power-tilt/sliding-glass moonroof, hands-free keyless acces with push-button start, and optional leather-trimmed upholstery.
The 2015 Subaru WRX has not been crash tested by the NHTSA, although the 2015 Impreza received a five-star overall safety rating, the highest possible rating. The 2015 Subaru WRX is considered a 2015 Top Safety Pick by the IIHS.

What We Think

The 2015 Subaru WRX and more powerful WRX STI earned itself a place on our 2015 AUTOMOBILE All-Stars list. In our review, we explained, “The formula is the same as ever: Turbocharge the Impreza to within an inch of its life, add a wing and some torque vectoring, and, voilà, you’ve got the STI, a rally car with a license plate and air conditioning.”
In a Driven review of a 2015 WRX we praised the revised suspension saying, “An un-sports-car-like amount of body roll was the price you paid for the old WRX's long suspension travel, but no more, as the new car stays flat through corners … The ride can be busy and impacts are fairly sharp, but the way the WRX turns in aggressively and shrugs off midcorner bumps is impressive. The transformed steering may be the greatest improvement. Never mind that this is now an electric setup; the looseness has been banished, the ratio quickened, and efforts firmed up.”
The new WRX/WRX STI are improved in more than just handling: “The new seats have terrific lateral support. An available power driver's seat and keyless ignition are new. The interior isn't a design knockout; it's businesslike, but the cheapness is gone.” We drove the new CVT-equipped WRX and admitted “it’s not terrible,” but we still prefer the six-speed manual, which has improved shift-quality.
"The best thing about the six-speed 2015 Subaru WRX is the persistent temptation to hoon it out," we wrote in a review. "Once you lay into the throttle and hear the turbocharger's jet-like whistle, engaging the boost becomes an itch you just love to scratch."
With Mitsubishi’s upcoming exit from the compact-turbo-sedan game we’re left with the Subaru WRX (and WRX STI), the upcoming Ford Focus RS, and the Volkswagen Golf R. We can’t wait to see how the segment evolves.

You’ll Like

  • Six-speed manual
  • More powerful and efficient 2.0-liter flat-four
  • Higher-quality interior

You Won’t Like

  • No WRX hatchback anymore
  • Ride can be a bit firm

Key Competitors

  • Ford Focus ST
  • Volkswagen Golf R
  • Honda Civic Si
  • Mitsubishi Lancer Evolution


2015 Subaru Wrx Four Seasons August Camping 20
Whining and complaining that the Subaru WRX no longer comes in hatchback form isn’t enough to convince Subaru to change its mind on the matter. The automaker says it used the money it saved on the hatch to make the WRX and STI more distinct from the Impreza, a strategy that seems to be working, as the WRX and STI are now outpacing combined sales of the old hatch and sedan.
STI Vs Evo 01
Turning onto Gingerman Raceway’s front straight, the 2015 Subaru WRX STI’s front-left tire ran over a snow mound, a thawing remnant from a relentless winter that beat on southwest Michigan. Slush flew through the air and landed on the windshield of the 2015 Mitsubishi Lancer Evolution nipping at the STI’s heels.
2015 Mitsubishi Lancer Evolution MR And 2015 Subaru WRX STI 09
Everything ends eventually, but we’re still caught off guard by landscape-shifting moments -- when inextricable ties break, when a fairy-tale romance fades, or when a raging rivalry flickers.

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2015 Subaru WRX Specifications

Quick Glance:
2.0L H4Engine
Fuel economy City:
21 MPG
Fuel economy Highway:
28 MPG
268 hp @ 5600rpm
258 ft lb of torque @ 2000rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
36,000 miles / 36 months
60,000 miles / 60 months
Unlimited miles / 60 months
36,000 miles / 36 months
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Best Pick
IIHS Rear Crash
IIHS Roof Strength
IIHS Front Small Overlap

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5-Year Total Cost to Own For The 2015 Subaru WRX

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Five Year Cost of Ownership: $36,225 What's This?
Value Rating: Below Average