Subaru

“This isn’t supposed to be an STI.”

I kept repeating that phrase to myself throughout the week I spent driving Subaru’s new 2025 WRX tS. This newest addition to the WRX lineup promises to be the fastest WRX yet, with new STI-tuned suspension and an assortment of other rally-inspired upgrades including big Brembo brakes and beefy Recaro bucket seats.

There’s no doubt that the new tS trim brings some major upgrades to the WRX, but for all of its improvements, it still feels like a step down from the STI-level performance that prospective buyers are yearning for. Nevertheless, as fans eagerly await the elusive next-generation WRX STI, Subaru’s top-tier WRX tS trim is the next best thing.

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The tS, which stands for "Tuned by STI," retains the familiar 271-horsepower turbocharged 2.4-liter flat-four engine but builds on the WRX formula with thoughtful handling, braking, and interior upgrades.

Elijah Nicholson-Messmer

Electronically controlled dampers, carried over from the WRX GT but tuned by the STI department specifically for the tS are the star of the new trim. The dampers can be adjusted through three modes—Comfort, Normal, and Sport—to reduce body roll and pitch significantly compared to the passive suspension in other trims. The result is a car equally capable of soaking up road imperfections around a city and attacking apexes on a closed course.

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Combined with the electronically adjustable suspension is a Drive Mode Select system, offering five distinct profiles: Comfort, Normal, Sport, Sport+, and Individual. The system, borrowed from the GT trim, allows drivers to personalize their experience with three steering settings—Comfort, Normal, and Sport—and adjust the powertrain between Normal and Sport modes, with the latter enhancing throttle responsiveness.

Elijah Nicholson-Messmer

Going fast also requires the ability to stop fast. Thankfully, the WRX tS comes equipped with Brembo brakes as standard. The upgraded brake set offers six-piston calipers in the front and two-piston units in the rear, larger pads, cross-drilled rotors, and of course, Subaru’s classic gold-painted calipers. The kit provides a confidence-inspiring pedal feel and fade resistance during extended track sessions while still being smooth and quiet around town.

Performance cars live and die by their seating, and Subaru delivers with the WRX tS. Up front, you’ll find Recaro bucket seats wrapped in black suede, complemented by blue leather accents and an embossed “WRX tS” logo on the headrests.

Elijah Nicholson-Messmer

The blue accents veer dangerously close to a "boy-racer" vibe, but they also inject some much-needed personality into a car that can otherwise feel too subdued. Once you're settled into the seat, you’ll also notice the new 12.3-inch digital gauge cluster. This customizable display goes beyond the basics of a tachometer and speedometer, offering options like a boost gauge, real-time fuel economy, and even navigation mapping.

Elijah Nicholson-Messmer

Subaru designed the WRX tS to excel in real-world driving conditions, and the results are impressive. The adaptive suspension provides a tangible difference in Comfort mode, softening the ride enough to make long drives manageable without losing the sharpness expected of a WRX. Steering, too, impresses with its responsiveness across all modes, though the heft in Sport mode feels the most natural for spirited driving.

Droning exhaust noise found its way into the cabin in pretty much every scenario, whether you’re cruising around city streets or gunning it while merging on the highway. At lower RPMs, I found the exhaust had a pleasant burble, but that quickly turned into a less nice whining noise under acceleration.

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Relatively short gearing makes good use of the standard boxer engine’s 271 horsepower while low-end torque makes acceleration in higher gears feel immediate. That said, power output left something to be desired.

Elijah Nicholson-Messmer

While the tS gets a host of upgrades to its handling, braking, and interior, it maintains the same exact engine as the rest of the WRX lineup. Given the $10,000 price difference between the tS and the entry-level WRX, I would find it hard to justify the costs without getting any boost in power. 

Granted, the current generation WRX offers virtually the same, if not better, power-to-weight ratio as models from 10 and 20 years ago, so maybe I’m just power-hungry.

The WRX tS faces tough competition from the likes of the Honda Civic Type R, Toyota GR Corolla, and Volkswagen Golf R. All three offer more horsepower, leaving the tS somewhat underpowered by comparison. Subaru’s inclusion of an STI-branded start button certainly doesn’t help you forget that you’re in the less powerful WRX.

Elijah Nicholson-Messmer

Subaru’s focus on braking and handling ensures the tS holds its own where it matters most to track-focused enthusiasts, but the lack of power leaves it feeling a little vanilla compared to its peers.

The Subaru WRX tS does a lot of things well. Handling is sharp, the interior feels premium and while down on power compared to some competitors, it still feels quick from behind the wheel. But, the biggest challenge facing the tS isn’t one of engineering but of psychology.

The desire for an STI is palpable among enthusiasts, so much so that you end up frequently comparing the tS to an STI-spec model that doesn’t even exist. As a WRX, the tS is top-tier. But as an STI tease, it’s subpar.

Related: The 5 best driver’s cars you can buy for $30,000 to $40,000

To follow up our story on The 5 best driver’s cars you can buy for less than $30,000, we are moving one step up the price ladder. The driver’s cars that are priced between $30K and $40K MSRP are not only more numerous, but they offer a great deal of variety in terms of which wheels are driven as well as a general driving character on the road or track.

Because there are more than five candidates this time, there will be the Top 5, followed by the runners-up. Your opinions, like your mileage, may vary, so here are our picks, in no particular order:

Toyota

There are some major changes in store for the 2025 version of the GR Corolla, not least of which is the fact that only one model remains under $40,000 - the Core model with the six-speed manual. The other big change is the option of an eight-speed automatic transmission with paddle shifters on all three models of the GR Corolla.

In addition to the Core and Premium trims, a new top-level Premium Plus has been added. All trims receive increased engine torque, retuned suspension, a new front bumper for improved cooling and aerodynamics, plus rev-matching and improved clutch feel on the manual transmission.

The Core model features all of the standard GR Corolla goodness like 300 horsepower from the turbocharged 1.6-liter three-cylinder, the GR-FOUR all-wheel-drive system with four modes of front-to-rear balance, 18” cast alloy wheels with Michelin PS4 Tires inside wide fender flares, front & rear limited-slip Torsen differentials, and fabric sport seats.

BMW

Just as with the GR Corolla, there is only one BMW 2-Series Coupe in our price range. The good news is that it is the rear-wheel drive model, giving you the throttle-balancing abilities that classic BMWs have become known for. It’s a feature, not a bug.

The 230i comes with a 2.0-liter four-cylinder turbocharged engine putting out 255 horsepower. Suspension is fully independent all around, with a lightweight five-link rear axle and vented discs at all four corners. An 8-speed Sport Steptronic is the only transmission.

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If you really want to keep this car under $40K, there is one relatively inexpensive option we’d suggest - one of the seven less-expensive optional colors priced at $650. The only standard color is non-metallic white, so knock yourself out!

Subaru

With the base model WRX discontinued for the 2025 model year, the Premium trim is now the entry-level WRX. Two WRX Premium models squeak in under $40,000, the six-speed manual version and the automatic SPT (Subaru Performance Transmission) with paddle shifters. There’s even room to add the upgraded 11-speaker Harman Kardon stereo and power moonroof package (only available on the six-speed) for $1,865 and still keep it under the limit.

The WRX Premium has the same 2.4-liter, 271 horsepower four-cylinder Boxer engine as all other WRX models, driving all four wheels through its Symmetrical All-Wheel Drive system. You also get LED fog lights, a trunk lid rear spoiler in body color, 18” alloy wheels with summer performance tires, aluminum alloy pedal covers, plus heated front seats and exterior mirrors.

Hyundai

The Hyundai Elantra N comes up as one of the better values here. Unlike the BMW, it comes fully equipped from the factory with your choice of a standard six-speed manual or an eight-speed DCT for $1,500 more. There are three no-charge exterior colors and three more with a $470 upcharge. Standard equipment includes a 2.0-liter, 275-horsepower, turbocharged inline-four driving the front wheels, along with vented discs all around and 245/35 Z-rated Michelin tires on 19” alloy wheels. The sports seats are finished in a combination of black leather and Alcantara.

Related: 2025 Toyota GR Corolla track drive review: Can an 8-speed automatic be awesome?

The Elantra N is one of Hyundai’s track-focused N cars, overseen by none other than Albert Biermann, the man who previously put the M in BMW. During his time at Hyundai, he placed his high-performance stamp on these N vehicles, making them exceptional driver’s cars. Zero-to-60 comes up in 4.8 seconds for the automatic and in 5.1 for the six-speed manual. Estimated top speed is 155 mph.

Volkswagen

Here's another decent value at the lower end of the price range. Unlike the GTI, which has dropped its manual transmission and won’t be available until early 2025, you can still get a six-speed manual in the Jetta’s high-performance variant. A seven-speed DSG is a no-charge option. The sole current trim level is the Autobahn, which gives you a 2.0-liter, turbocharged four-cylinder engine with 228 horsepower driving the front wheels through a limited-slip diff.

A multi-link axle brings up the rear, while adaptive chassis DCC with electronically-controlled shock absorbers keeps the wheels firmly planted. Dynamic steering, 18” alloy wheels with all-season tires, a power panoramic sunroof, leather seats (heated and ventilated sports seats in front), and LED lighting are also included.

Hyundai

We were limited to choosing five driver’s cars, but the field was much larger than that so we have included five runners-up to give you even more choices. By all means, shop them all and if one of these scratches your performance itch, go for it! In order of increasing price, they are:

• 2025 Subaru BRZ $31,095

• 2025 Ford Mustang EcoBoost Fastback $31,920 (Base) or $37,545 (Premium)

• 2025 MINI Cooper S 2 Door $32,200

• 2025 Acura Integra $33,000 (Auto) or $38,000 (Manual)

• 2025 Audi A3 $39,495

The base model Subaru WRX, long seen as a gateway to rally-inspired performance, is officially being retired for 2025. Subaru announced that the WRX lineup will now begin with the Premium trim, priced at $35,750, effectively raising the entry price of the brand’s beloved sports sedan.

The decision stems from consumer demand—or rather, the lack of it. According to Subaru, most WRX buyers opted for trims higher than the base model, particularly the Premium, which comes equipped with more advanced features. “Few buyers opted for the base trim level last year,” said William Stokes, Car Line Planning Manager for Subaru of America.

Zac Palmer

This move aligns with broader trends in the automotive industry, where manufacturers are trimming underperforming models to streamline production and focus on higher-margin offerings. For the WRX, it’s a sign that Subaru is leaning into the car's reputation as a performance icon rather than an everyman’s sports sedan.

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While the disappearance of the base model may disappoint purists, Subaru is compensating with a more feature-rich lineup. Every WRX now comes standard with an 11.6-inch multimedia touchscreen, a host of new driver assist and safety features, and, of course, a four-cylinder turbocharged boxer engine mated to a six-speed manual transmission—a combination we’ll never get tired of.

The 2025 WRX also debuts a new STI-tuned trim level called the tS. Featuring electronically controlled dampers, Brembo brakes, and a customizable Drive Mode Select system, the tS is Subaru’s most advanced WRX yet. Recaro seats with blue accents, a fully digital gauge cluster, and exclusive 19-inch wheels help distinguish the flagship trim, priced at $45,705.

Subaru

The WRX Premium, which now serves as the entry point, still delivers plenty of value. It includes heated front seats, 18-inch wheels, and Subaru’s hallmark all-wheel-drive system.

By removing the base model, Subaru is repositioning the WRX as a more aspirational product. It signals a departure from the stripped-down practicality that once made the WRX a standout option for younger enthusiasts or those new to performance cars.

Instead, the 2025 lineup emphasizes technology, comfort, and performance, catering to an older audience willing to pay for extra features. Raising the cost of entry may be a symbolic defeat for many young enthusiasts, but it’s not as if many young 20-somethings wanted to pay the insurance premiums on a new WRX anyway.

Related: Nissan may not survive 2025

Zac Palmer

The shift isn’t without precedent. Similar moves have been made by competitors like Honda and Volkswagen, both of which have consolidated their performance offerings in recent years. Whether this strategy resonates with buyers remains to be seen, but one thing is clear: the WRX is evolving, and Subaru is betting on its reputation to carry the model forward.

Subaru and Toyota, the automakers behind the beloved BRZ and GR86 sports cars, are facing a class-action lawsuit over allegations of engine failure. The legal battle centers on the boxer engines that power these vehicles, which have reportedly suffered from oil starvation and pressure issues.

The BRZ and GR86 are a joint venture between the two Japanese automakers. Besides aesthetic differences, they largely share the same components, including the four-cylinder boxer engine currently under scrutiny in both models.

Filed in July in the U.S. District Court for the District of New Jersey, the lawsuit accuses Subaru and Toyota of knowingly selling vehicles equipped with engines prone to premature failure. The suit covers both first-generation and current models, including the 2.0-liter and 2.4-liter boxer engines.

The lawsuit highlights complaints about the excessive use of room temperature vulcanizing (RTV) silicone gaskets in engine assembly. Unlike traditional gaskets, RTV can become brittle under heat, with fragments allegedly breaking off and clogging oil and coolant passages. This feature, the suit argues, leads to oil starvation and eventual engine failure.

One plaintiff, Laura Young, experienced an engine failure in her 2019 Toyota 86 at 64,000 miles—just beyond the vehicle’s 60,000-mile warranty. Young and others involved in the case are seeking $5 million in damages and extended warranties for affected vehicles.

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Both automakers deny that RTV usage is responsible for the reported failures. Despite these denials, customer frustrations have grown, with many calling for recalls and better warranty coverage. Subaru and Toyota have yet to comment on how they might resolve the issue if the court sides with the plaintiffs.

Model years included in the lawsuit span 2013 to 2016 for the Scion FR-S (the Toyota’s predecessor), 2017 to 2023 for the Toyota 86/GR86 and 2013 to 2023 for the Subaru BRZ.

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Since their launch in 2012, the BRZ and GR 86 have been celebrated for their affordable, fun-to-drive nature. A ruling against Subaru and Toyota could not only hurt the brands financially but also damage trust among loyal enthusiasts.

With potential penalties looming and the reputation of these sporty twins at stake, car lovers are watching closely. Fans hope for a resolution that preserves the legacy of these engaging, driver-focused machines while addressing legitimate customer concerns.

Even in the absence of a ruling, the allegations certainly put a damper on any prospects for purchasing a cheap example of one of the Toyobaru twins secondhand—here’s hoping the 2024 models have better luck.

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Driving the 2025 Subaru Outback Touring XT was an enjoyable – if sedate – experience. But what the wagon lacks in driving verve it more than makes up for in practicality and premium feel. The car is so practical that I felt it was necessary to pursue a continuation of the long-running Autoblog luggage test. Long story short: the 2025 Subaru Outback has some serious cargo space.

The spec sheet says the 2025 Outback has just over 32.6 cubic feet of cargo space behind the rear seats – which fold down for even more space. The Audi A6 Allroad and Volvo V60 Cross Country offer 30.0 and 26 cubic feet, respectively.

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Fold down the seats and the story remains the same. The Outback offers a superior 75.6 cubic feet of cargo space. The Audi A6 Allroad offers 63.8 cubic feet. The Volvo comes in last with 61 cubic feet. While I suspect the Subaru will more closely be cross-shopped with smaller economy SUVs rather than luxury wagons, it’s an interesting comparison and these are – technically – the closest competitors.

Steven Paul

In the photos, you’ll spot the following cargo. My trusty black duffel, measuring 11.5 x 18.5 x 9.0. My partner packs a lot heavier than me, and you’ll see a 21.3 x 10.3 x 11.8 striped bag, a 13.6 x 9.5 x 20.9 roller case, and a teal bag measuring 16.1 x 8.3 x 15.7. They all fit easily into the cavernous storage space. The load-in height felt about the same as my partner’s Toyota RAV4 at 28-29 inches.

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Steven Paul

An included cargo cover makes things a little tighter. Our stuff fits underneath it, and I reckon if we really needed to we could squish and get two – maybe three - more duffels in there. Of course, you can always remove it and stack bags as needed. Folding down the rear seats is also an option if you don’t have passengers. While the seats don’t fold completely flat, it’s pretty close, and a helpful 60/40 split gives the Outback even more versatility.

Steven Paul

As you can see, the 2025 Outback is eminently practical, and there’s quite a lot at this price point that it outperforms in the cargo space arena. The Mazda CX-5 offers less cargo space overall. The Volkswagen Tiguan gives up 10 cubic feet of cargo space with the seats folded down. The same goes for the Bronco Sport, which offers similarly outdoorsy perks.

Steven Paul

The 2025 Subaru Outback is, above all else, practical. That tracks as practicality is most of the appeal a wagon offers. Being lighter on its feet than SUV rivals, while still offering similar or superior cargo space, makes it worthy of consideration if you’re shopping in the small SUV segment.  

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The Subaru Outback is, technically, a wagon. One of the very, very few wagons you can still buy in the United States, and it costs about half what those from competitors like Volvo and Audi do. Perhaps in an effort to remain competitive with the aforementioned luxury marques, the top-trim Outback Touring XT sports dashing Nappa leather upholstery, a Harman Kardon sound system, heated and ventilated seats – all while offering more space behind the second row than both the Audi A6 Allroad and Volvo V60 Cross Country.

Subaru’s website says the 2025 Outback Touring XT is an “outstanding value at $42,795”, and they might actually be telling the truth.

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I was genuinely shocked when I opened the driver’s door. As someone used to BMW and Mercedes-Benz interiors, I certainly did not expect to see a leather dashboard on a Subaru. In fact, the overall fit and finish were excellent in general. There was a bit of road noise from inside the cabin, and the switches felt a bit flimsy, so I’d stop just short of calling the Outback Touring XT luxurious. But only just.

Steven Paul

Other niceties included with the Touring XT include ventilated seats, which we didn’t use in November in the northeast, and a front view camera, which we did use. The latter accomplishes its goal of giving you a better look at obstacles in front of and under you, but the resolution leaves a little bit to be desired. That said, for under $45,000 and considering the Subaru’s other formidable strengths, we’ll let it slide. Our test car also had the boxes checked for all-weather floor liners at $141, bringing the total (after the $1,420 destination charge) to $44,356.

The 2025 Outback offers around 32 cubic feet of cargo space with the folding second row in place. It had more than enough space to fit two people’s carry-on and checked luggage with no real Tetris-ing involved. We'll look at the Outback’s cargo dimensions in a dedicated luggage test elsewhere. I’m a pretty average-sized guy at 5-foot 9 inches or so and had no trouble sitting behind myself.

Steven Paul

Subaru has built a reputation on safety features, so it’s no surprise that the car is generally angry at you for something while driving. Blind spot monitoring works great – the indicators are bright and fill up your peripheral, so you don’t have to “check it” per se. The lane keeping is progressive, not overly intrusive, and is also easy to turn off.

DriverFocus – Subaru’s system that monitors the driver’s eyes – occasionally chirped at me to pay attention despite not taking my eyes off the road. The same goes for the adaptive cruise control, which twice told me to put my hands on the wheel even though they hadn’t left the 9 and 3 positions. Weird, but far from a deal breaker.

Steven Paul

All of the Outback Touring XT's trims get the spicier 2.4-liter turbocharged boxer engine that Subaru says makes 260 horsepower and 277 pound-feet of torque, delivered via a continuously variable transmission (CVT). Like most of the Subaru lineup, the Outback comes standard with all-wheel drive.

Steven Paul

The hotter engine (mostly shared with the current WRX) impressed passengers and provided more than adequate acceleration in town and on the highway. Subaru even included paddle shifters on the steering wheel, presumably for the same people who think the stripper really likes them. Passion is not where the Outback XT makes its strongest case. The CVT turned acceleration moments into a droning non-event, and there’s little communication from the feather-light steering.

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That said, the Outback is excellent if you’re looking to hit the trails. The Wilderness trim comes with more purposeful equipment, like skid plates and a lift kit, but our Touring XT’s 8.7 inches of ground clearance toughed out fire roads and forest paths without breaking a sweat. The suspension was shy of plush but far from uncomfortable, noticeably better than some SUVs at this price point (the RAV4 springs to mind).

The Outback comes standard with centered dual 7.0-inch screens with a larger 11.6-inch single screen coming on the Premium trim line and above. The simple, analog gauge cluster, with a small dual-LCD in the center, is clean and unfussy as well as a welcome change from overcomplicated digital clusters. Similarly, the cabin’s switchgear, like mirror adjustments and sunroof operation, are all intuitively placed. I felt right at home in the Outback within 30 seconds of driving it.

Steven Paul

No matter which Outback trim you choose, Apple CarPlay and Android Auto come standard, and if you’re like me, you’ll eschew the Subaru software in favor of your phone’s. Pairing the phone is quick and intuitive, but the Outback’s screen isn’t what I’d classify as snappy.

I’d also appreciate some more haptic feedback from the climate controls, which are split between buttons for the temperature and on-screen for the fan strength and zone control. This is largely a journalist problem since automatic climate control makes it a set-and-forget affair.

So, is the Outback Touring XT the “outstanding value” Subaru says it is? The turbocharged engine instills a little bit of fun, but the CVT and sleepy steering prevent it from being a true enthusiast pick. The premium-feeling interior isn’t quite luxury car level, but it’s mighty nice for just north of $40K. So what we have here is a series of compromises, or a pattern of exceeding expectations, depending on how you look at it.

Love allegedly makes a Subaru a Subaru, and I’m not sure this is love. But the 2025 Subaru Outback Touring XT is where I would start my search if I needed a dog-/cargo-/passenger-friendly ride. It gets out of its own way and feels more premium than econobox. And most importantly, it doesn’t command the dubious price tag – or attention – of a luxury brand. Now if only we could get one with a manual…

Related: 2024 Mercedes-Benz E450 wagon review: A family favorite with AMG power vibes

Toyota and Subaru have a partnership that has spawned just two vehicles over the past few decades, but the Japanese automakers aren’t cutting ties anytime soon as they've just announced they’re working on three additional electric vehicles. While their first entries into the electric segment aren’t the greatest, their past models have proven they’re capable of creating iconic vehicles.

Related: The 5 best driver’s cars you can buy for less than $30,000

Subaru

As of March 2024, Toyota owns just over 20% of Subaru, but it hasn’t always been that way. Nissan purchased shares of Fuji Heavy Industries, Subaru’s parent company, back in 1968. In 1999, Nissan sold its holdings to General Motors who then liquidated their stake in Fuji Heavy Industries in 2005. At that point, Toyota came onto the scene and purchased its initial 8.7% stake.

A few short years later, Toyota nearly doubled its stake in Fuji Heavy Industries, bringing its total stake to 16.5%. It was at that point the two companies announced they would jointly develop a compact sports car.

Scion

In 2019, Toyota added to its stake, bringing its total holdings to 20.42% of Fuji Heavy Industries. Now owning a fifth of the company, Toyota has a more influential say in Subaru’s operations. While Subaru can be considered a subsidiary of Toyota, Toyota has no plans to buy Subaru outright - for the time being, at least.

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The Toyota-Subaru joint partnership ultimately focused on sharing resources and production facilities. The two Japanese automakers have collaborated on a couple of vehicles, though. The Subaru BRZ and Toyota 86 were originally launched back in 2012, with the 86 also badged as the Scion FR-S. The sports car came equipped with a boxer engine and rear-wheel drivetrain packed into a fastback coupe body style.

The first generation ceased production in 2020 and the second generation quickly followed in 2021. While the Subaru BRZ kept its nameplate, the Toyota 86 became the GR86 thanks to work done by Gazoo Racing. Originally, the nameplate read “Toyota GR 86,” but the space was removed for digital marketing purposes. This time around, the sports car features more torsional rigidity thanks to elements from the Subaru Global Platform.

The Subaru Solterra and Toyota bZ4X were the result of the partnership’s first foray into the electric vehicle segment. The electric crossovers arrived for the 2023 model year and were met with mixed reception, largely due to their slow charging speeds and low driving range. While both models come equipped with all-wheel drive, a 227-mile driving range isn’t something to write home about. Fortunately, this won’t be the duo's only EV offering.

Toyota and Subaru are set on continuing their partnership, with plans to bring three more electric crossovers to market through 2026 with no further information on the revealed just yet. The Japanese automakers' collaborative efforts primarily serve to reduce their individual risk in a segment that’s subject to constant change.

“At the moment, it is quite difficult to predict how things will go from here with EVs,” said Atsushi Osaki, Subaru CEO, in May 2024. “There is a huge risk for us to go it alone in this field. We have held talks with Toyota and have agreed that it is better to reduce risks through joint development.”

Toyota

One of the benefits of a joint partnership comes in the form of saving resources, particularly space on production lines. For example, the Subaru BRZ and Toyota GR86 are built in Subaru’s Gunma factory, while the Toyota bZ4X and Solterra roll off Toyota’s Motomachi assembly line. Similarly, the duo’s next three electric vehicles will be built at Toyota’s production facilities in the United States. In doing so, those EVs will qualify for a federal tax credit, provided there is a tax credit in 2026.

While the joint partnership has only produced two vehicles over nearly 20 years, there’s more to their collaboration than meets the eye. Toyota and Subaru have come a long way behind the scenes, sharing production facilities to save space as well as reduce research and transportation costs. That’s a smart business move no matter what way you look at it.

While Toyota might not be ready or willing to acquire Subaru outright, its position as the parent company’s largest shareholder gives the world’s largest automaker major influence. Personally, I’m ready to see what the Japanese automakers have in store for their next three EVs. Toyota’s stance on EVs doesn’t exactly inspire confidence, but here’s to hoping they bring a competitive model to the market.

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In the US, the overwhelming majority of new cars sold have automatic transmissions. In fact, it is reported that only 1.7% of new cars sold in the US are manuals, with an estimated 82% of American drivers being unable to drive stick-shift at all.

While in other parts of the world, manual transmissions are still common and even the norm, here in the US they’re all but gone.

Subaru

However, while the trend may seem bleak for manual transmission cars, they’ve managed to hang on for longer than you might think. The 1950s saw automatic overtake manual transmissions in a precipitous shift from majority manual cars, but even as late as 2011 it remained stable at 9% or so.

The rate of decline has lessened, and there are still certainly enthusiasts, collectors, and those willing to take the road less traveled who keep the dream alive.

Related: Why buy a manual car in 2024?

As reported by Car and Driver, 83% of WRX sport compacts are sold as manuals, meaning more than eight out of ten are stick.

It was also noted that the percentage of those opting for the default manual configuration is growing year on year.

While most manual options are dwindling, the WRX has been selling strong in the US for almost a decade. Over 218,000 models have been sold since 2016, which assuming 83% were manual, around 180,000 manual Subaru WRX are already out on the road.

These healthy sales, coupled with how few are sold as the optional automatic version, point to the fact that for some drivers, manual driving is not only very much alive, but thriving.

Subaru

The WRX in the Subaru WRX stands for ‘World Rally eXperimental’, and that alone should clue you in to who might be interested in these cars. European rally racing is a high-performance sport, where manual transmissions are all but required to squeeze out every bit of performance.

In fact, as many as 80% of European cars sold are still manual, in sharp contrast to their American counterparts. Those who might consider a WRX might already be inclined towards more European preferences when it comes to driving style and what they want from a vehicle.

Subaru

While those who want a manual might already be drawn to the WRX, it doesn’t hurt that this iconic rally racing-inspired chassis has the powertrain to back it up.

With all wheel drive the standard, and a 271-horsepower turbocharged flat-four engine powering the relatively lightweight WRX, the advantage of manual over automatic is clear, assuming you know how to handle it.

There’s a lot of joy to be found in the 258 pound-feet of torque, and if you were already open to a manual, the WRX is a strong contender… but it doesn’t have as much on other competitors if you are locked into the automatic version.

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Before I even learned to drive, I learned to operate the stick shift. I have very fond memories of 8 year old me sitting in the passenger seat of my dad’s Saturn S-series, his hands on the wheel and his foot on the clutch, as I learned how to go from second gear through third, forth, and so on.

I haven’t gotten much practice since then, and never really got the hang of going from parked into first in difficult situations like, say, an incline or while parallel parked… but I can drive stick. I am proud to be able to drive stick.

Much like knowing how to write cursive in an age of typing, learning ham radio in an age of social media, or knowing how to care for and ride a horse in an age of planes, trains, and automobiles, there’s a special kind of pride that comes with knowing how to do things ‘the old way’, even if it isn’t strictly speaking the most practical skill anymore.

It is doubtful that manual transmissions will ever reclaim their throne in American markets… but I don’t think that really matters. As long as someone, somewhere, continues to make manual transmission cars, a small number of us will continue to be able to drive them. An anachronistic skill can and is still a lot of fun.

Related: Porsche unleashes the 99X — Is this the ultimate Formula E car?

Zac Palmer

Zac Palmer

Our year with the 2023 Subaru WRX is officially at its end. Well, it wasn’t a full year, but we got pretty close with just a few months remaining (to be clear: the early end was not the car's fault). It was still long enough to come to some real conclusions.

The final mileage tally rings in at 11,551 miles, with many of those being fun miles on various backroads throughout the Midwest. It’s been a blast from the beginning, and we even got to try out some intriguing STI accessories in the latter half of our loan. 

Love for the new WRX is practically universal amongst the Autoblog staff. The concept isn’t new for this latest generation, but Subaru’s execution makes it our favorite WRX generation in quite some time. Everything starts with that new 2.4-liter turbocharged flat-four engine. Start it up first thing in the morning near a house, and the whole structure begins to buzz. Arcing up the revs is a smooth, buttery sensation, which is not something you expect from a Subaru flat-four but is one of the reasons we love it. Redline comes early at just 6,100 rpm (sad), but you’re going to want to live in the upper ranges to get everything you can from the boxer. It pulls steadily and smoothly all the way to the top without any disappointing torque dip or massive fall-off at the end.

And then there’s the sound. The noise we hear in the cabin’s been a tale of two exhausts. Subaru’s stock exhaust is noisy at certain low rpms, but almost nonexistent in the high end. Meanwhile, the STI exhaust we had installed was just loud all the time. Plainly, you don’t want this exhaust if you foresee lots of highway miles due to incessant droning. But man, is it satisfying when you’re in it. Stab the throttle on a quick heel-toe downshift, and you’re rewarded with a single or multiple crackles and pops. It’s never the same, which makes it all the more fun to listen for. The personality missing from the exhaust previously is finally present, but boy, do you have to work for it.

Working for it is the WRX’s whole mantra, too. Its brakes require a strong pedal press before they do anything. The shifter is notchy and heavy through the gates. And the weightiness trend carries through to the steering, too. That last bit’s especially odd, though, as while there’s a lot of heft to the wheel itself, road feel is severely lacking. It’s a good thing, then, that the super-sticky Dunlop summer tires provide as much grip and stability as they do, as it’s damn tough to run out of grip on the road.

One consistent quibble from the staff throughout the year was simply how stiff the suspension setup is. Poor roads had us bouncing all over the place as it pogoed up and down, which is an especially big problem in Michigan. Subaru doesn’t offer adaptive dampers on our Limited trim (you need the CVT or tS for those), so you’re stuck with a single ride and handling setting. It’s more than stiff enough to support some serious canyon driving, but we don't have many canyons around Detroit, and it unfortunately punishes almost everywhere else.

Fuel economy’s never been a strong suit for the WRX, and it continues to be mildly acceptable in this new generation. The EPA ratings of 19 mpg city, 26 mpg highway and 22 mpg combined are where we found the Subie landing depending on the sort of driving involved. That said, you can achieve surprisingly good highway fuel economy on long trips. Our best stints saw the WRX return as good as 28-30 mpg. And while high-20s isn’t exactly something to cheer for, we’re plenty happy to see it considering the 272 horsepower and 259 pound-feet of torque it produces.

Thankfully, our long-term Subaru only needed to make one unscheduled dealer stop for a recall. That said, it was a serious one for a front driveshaft assembly that could “crack and break.” We were given the all-clear and sent on our way. Beyond that, we went for the 6,000-mile oil change service, to swap summer and winter tires, and for a screw that happened to find a home in one of the OEM Dunlop tires. Every trip to the local Subie dealer was pleasant and went off without a hitch.

On a less happy note, complaints about the Subaru’s tablet-oriented infotainment system never seemed to dry up. We were hopeful that Subaru finally put together a nice-to-use tech package, but alas, the screen is plagued by lag, input delays and glare from the sun. Even using Apple CarPlay or Android Auto is frustrating, as you’re subject to the same slow responses as the native system interface exhibits. The lack of wireless smartphone mirroring is another downside, forcing you to always plug your phone in. Its one saving grace is that not all the controls are stuffed inside the screen. You can adjust the climate temperature with buttons, change the volume or tune the radio with knobs, and there are the customary redundant radio controls on the steering wheel, too. But man, needing to use the touchscreen (and wait for its bootup process) to switch on the heated seats in the dead of winter never stops being frustrating.

At least the seats themselves are stellar, as our Limited trim model’s was upholstered with a nice mix of grippy materials to hold you in alongside well-sculpted bolsters. It sure feels a bit cheap to only make the driver’s seat power (no such luck for the passenger), but the easy adjustment is appreciated. The one negative note we kept coming back to on the seats is just how high you sit in the car. Moving from a Civic Si or GTI will have you feeling like you’re driving an SUV when you hop into the WRX. That vibes with the crossover-like plastic cladding outside the car, but it’s just not the seating position us enthusiasts desire out of a sport compact.

And if you were curious about how we felt about the new WRX's design, you’ll need to come to us individually. There are staunch supporters of the new rally look, and there are others who continue to be disgusted by the acres of black plastic all over the car. Our distaste is strongest around back where its rear chin stretches high up the bumper before we get to the gleaming Solar Orange paint. We sure were glad to have picked this exterior option, though, as it got constant looks and compliments over the course of the year. The gray-painted wheels are a lovely contrast to the orange, and the black-painted spoiler we opted for gives it one last dose of aggression as it flies past you.

Our prediction that a long-term WRX test would be a fun one most definitely came true. The parents on staff managed to get their kids and car seats into the back, but trunk space is undoubtedly limited given the small sedan shape. Maybe a GTI or other hot hatch is the answer if you need more cargo versatility. 

The car’s gotten better since we took delivery of our tester, too. Starting for the 2024 model year, Subaru added all the driver assistance systems missing on the 2023 to the fold. Our many highway trips would’ve benefitted from the now-standard adaptive cruise and lane-following. That said, it was also refreshing to drive around a car that didn’t beep at us for getting too close to another lane on occasion, so we’re not that mad about it.

We compared the Limited to the single-year TR that was promptly replaced by the tS for 2025. Of course, the better dampers and Brembos should improve the experience in the tS, but by our account, the regular WRX isn’t drastically inferior to those sportier models. We enjoyed the hell out of the optional CD player. We hooned it like crazy in the winter months on a set of Bridgestone Blizzak tires. And of course, we argued about it nonstop on the Autoblog Podcast. 

If you want to see all of our stories going into detail about our long-term WRX, make sure you head here.

The list of best coupes under $100,000 these days is full of some of our favorite cars on sale, period. That’s no surprise, as we’re all huge fans of sporty vehicles with questionable utility here at Autoblog. This list is capped at $100,000, largely to keep things in the reasonably attainable realm. If you want and can afford a McLaren 750S coupe, we’re not going to tell you no, but the decisions get much more difficult when it might be an only car or you’re working with a tight budget.

Of course, the definition of a “coupe” is even a controversial one these days. We have crossover coupes and plenty of four-door sportbacks that manufacturers like to call coupes, but we’re going to keep things simple here. If it has two doors and a hardtop, then it can be on this list. There’s a lot of commonalities between the cars on offer with rear-wheel drive and potent engines being a consistent theme. Most are designed with fun in mind, but don’t forget that style is one of the biggest reasons to choose a coupe over a comparable sedan or hatchback. Whatever your budget might be in the $30,000-$100,000 range, there’s going to be a great coupe below to fit the bill.

There isn't another car out there that can touch the Corvette in the bang-for-buck fight. And sure, we might be stretching the "coupe" definition slightly here because every Corvette has a removable roof, but it's close enough. Whether you're looking for on-track performance, a comfortable daily sports car or just the supercar looks, the Corvette is going to impress. That you can hop into one for just $69,995 to start is downright criminal. A fully-loaded 3LT might extend into the upper $80,000 range, but even that isn't a bad deal for what you're getting.

It doesn’t really get much better at the BRZ’s starting price point of just over $31,000. You get a high-revving boxer-four, notchy six-speed manual transmission and a simply joyous chassis. Amenities and tech features are predictably on the low side of things, but that’s not what you’re paying for in this low-slung 2+2 sports car. The debate between the BRZ and its sister car (next on this list) the GR86 will rage on, but we tend to prefer the BRZ for its improved ride quality versus the Toyota. Regardless of which you choose, though, the BRZ and GR86 are going to bring a lot of smiles for not a lot of money.

Most of what we said about the BRZ above applies to the GR86, too. Pick your badge preference, or maybe just pick your favorite color, and go! The GR86 is every bit as fun as the BRZ, and its stiffer rear end may just be to your liking depending on your car setup preferences. Some of the Toyota’s special editions may just be enough to swing favor in its direction, but don’t forget about the extra-spicy BRZ tS either. If you're OK with a semi-useless rear seat but a respectable amount of luggage space, this car may win you over.

The Mustang started to become a sports car in its previous generation where it transitioned from a solid rear axle to an independent rear suspension design. This brought the handling up to an elite level for American “muscle” cars, and with variants like the Shelby GT350, GT500 and others, you could well and truly call the Mustang a sports car. That’s true in its latest generation, too. We’d recommend opting for a standard GT, then adding the $4,995 Performance Package to the car that tacks on all the high-po goodies you can get, but the Dark Horse is the track rat coupe you want if you're going for maximum performance. As for how it handles daily activities as a coupe, it's one of the more useful ones out there with a large trunk and a rear seat suitable for small children.

This Toyota GR Supra will forever live under the burden of being labeled a BMW, but that doesn't make it a bad car. Quite the opposite, actually, as you'll be able to discern from the next couple of options in our list. The Supra has a firecracker of an inline-six engine, excellent manual or snappy automatic options and a lively chassis you can have some real fun with. Its interior is a bit of a coffin with terrible views out, and the tech interface is several-generations-old BMW gear, but those aren't the important parts of this equation. Among coupe options, the Supra is one of the greats today and belongs on any best-of list.

The 2 Series lineup is our favorite from BMW, largely because it's the smallest and lightest selection of cars you can pick from at the Bavarian automaker outside of the Z4. Whether it's the 230i with the M Sport add-ons or a fully-loaded M2, the 2 Series is going to be a fun coupe experience. Its looks are certainly on the controversial side, but most of us on staff like this design direction more than many of BMW's other recent designs. And while utility is a con, this coupe is more usable than most on this list since it has a proper backseat and sizable trunk. It just might be tough to use as an only-car should that be your use case.

The new CLE-Class is Mercedes' replacement for the old E-Class and C-Class Coupe and Convertible models, which were cars we dearly loved. Combining them into one excellent coupe (also available as a convertible) isn't so bad either, though. Snag one with the inline-six powertrain, and you're rolling around in one of the most stylish and luxurious coupe experiences under $100,000. There's even the AMG CLE 53 that spices things up to the point an enthusiast will be excited to drive it. Of course, all of the usual Mercedes tech comes with the experience, which is a big plus if you value tech above all else. This coupe certainly isn't the most thrilling to drive on the list, but it's classic Mercedes execution to the personal luxury coupe, which is something we've always loved.

Yeah, we saved the best for last with the Porsche 718 Cayman. Many of these cars are great to drive, but none can match the Cayman when it comes to pure driving enjoyment. The price is steep, and in many cases will surpass our $100,000 limit with options, but you don't need a super-expensive Cayman to have a fantastic time. Its small stature, lightweight chassis and excellent transmission choices will keep any driver entertained for years to come. There's even a respectable amount of utility on-hand for a mid-engine car in case you wanted to daily drive or vacation in a Cayman with its big front and rear trunks. If driving is your singular priority, there isn't a better coupe to pick on this list.