The 2022 Subaru WRX Is So Good It’s Almost Boring
The 2022 Subaru WRX Is So Good It’s Almost Boring
Few environments are better suited to shake down a new Subaru WRX than California's redwood country. These are the slick, pucker-worthy conditions, where this rally-bred sports sedan, rooted in the promise of confidence in any and every road condition, is meant to thrive. And thrive it does. The 2022 Subaru WRX Is So Good It’s Almost Boring
Subaru uncovered its fifth-generation WRX back in September, revealing a familiar, carefully iterated package. There's a turbocharged boxer-four upfront, six-speed manual or optional CVT (called the Subaru Performance Transmission). Of course, power is sent to all four corners, because Subaru. When first launched in 1992, the WRX started life as a souped-up version of a little ubiquitous economy car, but it’s since evolved into a separate beast entirely. The 2022 Subaru WRX Is So Good It’s Almost Boring
This is the first generation of WRX that shares no panels with the lesser Impreza sedan. But like every other Subaru except the BRZ, the new car rides on Subaru’s Global Platform. To beef up the chassis and structure for performance car duty, the automaker snuck in additional spot welds around the shell and added copious amounts of aerospace-grade structural adhesive (we simply call it "glue"), stiffening the WRX's torsional rigidity by 28 percent. The 2022 Subaru WRX Is So Good It’s Almost Boring
This means less chassis flex, allowing for a better-handling car. Subaru says the added adhesive helps with sound dampening and lessens vibrations over broken-up roads. The more rigid chassis means the suspension has less flex to compensate for.
The WRX pairs that rigid shell to a simple MacPherson strut suspension up front and a multi-link setup in the rear. The top-level, CVT-only GT trim can be had with all-new electronically adjustable dampers, while the manual-transmission cars we drove use conventional dampers.
So The 2022 Subaru WRX Is So Good It’s Almost Boring
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