2024 Subaru WRX TR gets Brembos, Recaros, but it’s no STI
When Subaru trotted out the fifth-generation WRX in late 2022, we were thrilled that one of the most economical avenues to daily-driven performance was back for another round. Then, things quieted a bit. The cladding-heavy look did not prove popular, even in the context of past WRXs that have never been style statements. First-drive reviews came out and the car left some drivers rather cold. (You can read our two takes here and here.) Will the new WRX TR sweeten the pot?
Maybe. Consider the arrival of the 2024 WRX TR a modest but earnest attempt to reignite the WRX’s scruffy, fast-and-loose persona that won it hoards of fans in decades prior. The TR will top the existing WRX lineup, bringing with it a host of upgrades that, on paper, should sharpen what many felt was the softest version of the car yet.
Opt for the TR and you’ll get new six-piston Brembo brakes up front, along with two-piston stoppers in the rear. There are larger pads and rotors all around, as well as a new, larger brake master cylinder. That hardware is shrouded in new TR-specific 19-inch wheels, painted satin grey and wrapped in 235/35 R19 Bridgestone Potenza S007 performance rubber.
Revised suspension features stiffer springs and revised dampers, along with a retuned steering rack, which Subaru says will “provide the WRX TR with better body control and steering response while maintaining ride quality.”
Inside, the sunroof has been removed in the interest of weight savings. Driver and passenger will enjoy Recaro seats with gray ultrasuede material contrasted by red stitching. This bit is pretty important to WRX fans, as it’s the first time for this current-gen car that Recaros have been offered in conjunction with a six-speed manual; previously, you could only get chairs like that in CVT-exclusive WRX GT. A wise move.
The WRX’s 2.4-liter turbocharged boxer motor doesn’t get any tweaks for the TR. Peak power remains 271 hp available at 5600 rpm. The boxer’s 258 lb-ft of peak torque is available from 2000–5200 rpm. Of course, Subaru’s full-time all-wheel-drive system is standard, and the WRX TR will only be offered with a manual transmission.
Also standard on the WRX TR—and offered for the first time on a Subaru with a manual transmission—is the brand’s EyeSight driver assistance technology, which offers convenient features such as adaptive cruise control, pre-collision braking, lane departure warning, and more. Pricing will be announced closer to the time of launch, says Subaru. Expect the WRX TR to arrive in dealers early next year.
This is not the first time a TR badge has graced the WRX lineup. Back in 2006, Subaru offered the WRX TR (TR then stood for “Tuner Ready”) as an even cheaper entry point for the WRX family. For $1000 less than the contemporary WRX’s asking price ($23,995), the TR came with all of the mechanical goodies that made the WRX special, albeit with unpainted mirror caps, cheaper seats, and a steering wheel absent any leather wrapping. Not so with this 2024 WRX TR, which sits at the top of the trim heap.
Automakers dredging up old badges to spark some interest in a model is not a new thing. While the TR badge might now signify the peak of a model range rather than the bottom, we’re just happy to see Subaru take steps to inject the WRX with a little more fizz—especially since our dearly beloved STI isn’t coming back.
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