If the WRX TR left you wanting more, Subaru aims to make amends with the 2025 Subaru WRX tS.
At last, the STI team has had the opportunity to work on the latest WRX, resulting in the WRX tS, which improves the suspension and rectifies steering issues that were present in the TR. However, it still doesn’t fully realize the potential of what a new STI could be.
Subaru handed me the keys to a WR Blue Pearl 2025 WRX tS to put it to the test at Sonoma Raceway and on the winding roads nearby, evaluating how it performed and whether it addressed the shortcomings of the WRX TR.
WRX tS: Enhanced by STI
It seems the STI team in Japan either found themselves with spare time or managed to convince someone, as they finally got the chance to modify the latest WRX. The tS denotes Tuned by STI—though it doesn’t carry the STI emblem. Some elements inside the cabin do feature STI branding.
As a reminder, the WRX STI was discontinued with the fourth-generation model in the U.S. (the fifth-generation elsewhere), primarily due to emissions standards and regulations. It will not be making a return.
The STI team incorporated the electronically adjustable dampers from the automatically equipped WRX GT and fine-tuned them for tS application, emphasizing both road performance and track capabilities. In Normal mode, the dampers are similar to those in the TR but become 30% stiffer in Sport mode to limit body roll and reduce pitch by 55%, as per Subaru’s claims. In Comfort mode, the tuning shifts to a softer and more forgiving setup than in the TR, allowing for a smoother ride over uneven surfaces.
Moreover, the steering system that our senior editor Kirk Bell found too light in the WRX TR has been updated to a driver-selectable option. STI has calibrated Comfort mode for a TR-like lightness, while Normal and Sport modes provide additional steering weight.
WRX tS: Adaptive and Tunable Setup
I made a right turn out of the hotel parking area, and it didn’t take many miles to notice the impact of the new adjustable dampers in the WRX tS. Switching the Mode button on the steering wheel from Comfort to Normal and finally to Sport+ progressively stiffened the dampers in a noticeable way. I skipped Sport mode, as it maintains dampers in the Normal setting without any adjustment.
Cruising through a construction site on milled asphalt that awaited repaving, Comfort mode effectively absorbed the uneven surface while Sport+ felt almost too rigid. I reverted to Comfort mode, as I can feel myself aging with every bump. However, even in Comfort mode, this isn’t akin to the WRX GT; it simply isn’t jarring.
The mode changes also adjusted the steering weight, although Sport+ never reached the point of being overly heavy as experienced in some recent offerings from South Korea, like the Genesis G70.
The short drive to Sonoma Raceway was sufficient to appreciate the extensive tuning performed by the STI team with the adjustable dampers. This setup promised a versatile experience for those seeking both a commuter-friendly ride and a weekend racer in the WRX tS.
As I entered Sonoma Raceway in the WRX tS, I switched back to Normal mode to establish a baseline for the suspension and steering dynamics. Navigating the first few turns revealed that Normal mode’s steering felt light, resulting in quicker-than-expected movements, though nothing felt alarming. The suspension’s calibration in Normal mode kept the car composed without feeling excessively soft, although the car didn’t rotate as freely as I’d hoped while navigating the corners. I wanted to induce some oversteer, yet the Bridgestone Potenza S007 245/35 R19S tires (the same as those on the TR) tried to maintain grip through the carousel and onto the straight leading to turn 7, where I hit a speed of 101 mph before engaging the robust Brembo brakes.
The Brembo brakes are identical to those found on the TR, featuring 13.4-inch cross-drilled front rotors paired with Brembo 6-piston calipers and 12.8-inch cross-drilled rear rotors with 2-piston calipers. After multiple lap sessions involving various journalists over two days, these brakes showed no signs of fading or underperformance. The pedal feel was progressive with a strong bite, boosting my confidence while braking at 101 mph entering the corners.
As I made consecutive laps, it quickly became evident that Sport+ mode was my preferred option on the track. The throttle response was slightly sharper, and the added steering weight made my inputs smoother. Additionally, the stiffer damper setup facilitated a little more ease in inducing oversteer while sliding through the turn 6 carousel toward the straight.
At one point, while passing the pits and entering turns 1 and 2, I switched to Comfort mode just to test it out. That turned out to be an error. The steering lightened and felt unstable. I immediately understood Bell’s critique of the TR’s steering. I switched back to Sport+ to regain the stiffer steering and damper settings for one final lap.
2025 Subaru WRX tS
Equipped with a 50:50 power-splitting all-wheel-drive system, the WRX occasionally found itself struggling to navigate corners without pushing its front end. I could sense the front tires working to guide the vehicle. Enthusiasts looking for an electronically variable center differential from the STI team will likely find themselves disappointed, as there’s no option to adjust the torque distribution.
The adjustable steering resolves concerns regarding weight, but the overall steering feel leaves much to be desired. It’s not something that will elicit enthusiasm, and it certainly won’t compare favorably to a Porsche driving experience.
I was surprised by the predictable performance of the Bridgestone Potenza S007 tires, which provided ample warning before reaching their limits. Typically, I have not favored Bridgestone summer tires due to their tendency to offer little feedback before losing grip, but that wasn’t the case here.
The WRX offers only a 6-speed manual transmission—something to cheer about for enthusiasts—and this familiar gearbox hasn’t seen any changes. This means that the throws are longer compared to what you’d find in a Honda Civic Si or Type R, featuring a somewhat notchier feel. Though options are limited in today’s automatic-dominated market, the Subaru manual doesn’t shift as smoothly from gear to gear when compared to Honda’s offerings.
On winding backroads in Sonoma, I encountered broken pavement along the way—whatever happened to California’s once pristine roads? The programmable Individual drive mode came in handy here, with the optimal setup being Comfort suspension combined with Sport steering and Sport throttle response. Activating the Sport mode for the dampers made the ride feel unpredictable and less stable, although it didn’t quite reach the kidney-jarring level of a Hyundai Veloster N.
Technological Upgrades for the WRX
The 2025 tS variant brings a digital gauge cluster to the WRX. Initially, I found it unappealing in the promotional images, but in person, it is quite attractive. While it may lack genuine depth, the display is exceptionally clear, and the red needles have a distinct STI-worthy appearance.
A nod to the past can be found in the 12.3-inch digital cluster, featuring an STI badge in the lower left corner, which pairs nicely with the red start button adorned with white STI lettering.
It had been a while since my last experience in a WRX—specifically in 2022—but the enhancements to the 11.6-inch touchscreen interface are significant. Controls for heating the seats are now readily accessible on the touchscreen, eliminating the previous two-tap menu navigation. This is a Subaru, after all. The interface is user-friendly, exhibiting comically oversized, iPad-like icons, and I found that wireless Apple CarPlay operated seamlessly.
The rest of the cabin maintains the traditional WRX style, aside from the excellent standard black Recaro sport seats at the front featuring blue accents. Each WRX tS is equipped with these Recaros, regardless of color choice—white, red, or blue. The driver’s side presents 8-way power adjustments, while the passenger seat is manual. My own 5-foot-10 frame snugly fit in the Recaros, though some wider individuals found them a bit restricting. Comfort levels can vary based on individual body types.
Fortunately, unlike the TR model, the tS does not include a sunroof, which not only contributes to better headroom but also helps reduce overall weight.
Pricing Concerns for the WRX tS
The WRX features a standard 2.4-liter turbocharged four-cylinder engine producing 271 hp and 258 lb-ft of torque. This capacity allows it to reach 0-60 mph in 5.5 seconds—quick, but not at the STI level. The outgoing STI boasted 315 hp and could achieve a 0-60 mph time approximately one second faster. Clearly, the tS lacks the power of the STI.
This raises a concern.
While Subaru has not disclosed specific pricing yet, they have indicated that the 2025 WRX tS will be priced similarly to or slightly below the top-spec GT model upon its early launch next year. The WRX GT starts at $45,335 after including a $1,120 destination charge, while the TR was priced just shy of that at $42,775.
This places the 2025 WRX tS firmly within competition territory alongside the Honda Civic Type R and Toyota GR Corolla, but it lags behind both in terms of power. Subaru asserts that its all-wheel drive is standard for all-weather performance that the Type R does not offer, alongside a more refined interior (including front armrest) compared to the GR Corolla.
The tS is a sensible choice for buyers who found the WRX TR’s steering unsatisfactory or desired the adjustable suspension features of the GT model. However, for those yearning for the full STI experience, the tS offers merely a glimpse, not the complete package.
Image Source: Melvin hilman / Shutterstock
