2025 Subaru WRX tS Review: Old Dog Gets New Tricks

It happened again. I was asked the question. Every time I drive a WRX model these past few years, especially special editions like the WRX tS, the inevitable occurs. Someone, at some point, asks me if this is a WRX STI replacement. The answer, as always, is no.

The STI was a different kind of animal. Raw to its core, terrible on fuel, polluting as all heck, and pricey. I absolutely loved it. But it’s time to move on. It’s time to give the WRX its own dues, without having to constantly compare it to the big-winged monster of old.

Subaru appears to be using the Ford Mustang as inspiration these days, churning out new special editions yearly. For the 2025 model year it is the tS, which may well be one of the best ones yet. The trim tS simply stands for tuned by STI. I know, I opened this article by stating we need to stop comparing the WRX to the WRX STI, and here I am driving a WRX with STI built right into the name.

This however is not a STI. It is indeed a WRX with various components cobbled to together to make a mature enthusiasts dream Subie. It has the electronically controlled dampers, Brembo big brake package, 19-inch wheels, and a special STI-tuned suspension.

The exterior of the WRX tS doesn’t dramatically deviate from regular WRX models, but there are some changes. The side mirrors, regardless of exterior color choice, come painted black. On the trunk lid is a tS badge and a low-profile black spoiler.

No moonroof option is available on the tS to help keep the center of gravity down and provide more helmet room on track days. Unique to this model are 19-inch wheels and the optional Galaxy Purple Pearl exterior paint that my tester arrived in. Yes, that is purple, just a really dark one. In fairness, under bright sunshine, it really does sparkle.

As I always need to point out, I will never warm up to the car’s plastic body cladding. Hopefully it disappears in a mid-cycle refresh.

The one area the WRX tS doesn’t change much at all is under the hood. Still mounted down low is a 2.4-liter turbocharged flat-four-cylinder engine making 271 hp and 258 lb-ft of torque. Those remain impressive numbers, but a bit of the shine comes off when considering these figures require premium grade gas, and fuel efficiency leaves a bit to be desired with ratings of 19 mpg (12.3 L/100 km) city and 26 mpg (9.0 L/100 km) highway.

On the positive, the old-school six-speed manual transmission remains which isn’t the most refined, but is easy enough to operate, grabbing gears with ease. Best of all, it continues to evenly split power 50/50 front to rear, allowing drivers to steer the car with the throttle on loose surfaces.

When on grippy asphalt, Subaru reckons the 3,430-pound (1,556 kg) WRX tS should go from 0 to 60 mph in under six seconds, with a top speed around 145 mph, even with the short gearing.

For what the WRX tS may lack in drivetrain upgrades, it makes up for with the rest of the mechanical components. The biggest difference is the STI-tuned 4-wheel independent suspension with the electronically controlled dampers. These are basically the same dampers featured on the WRX GT but now paired with the manual transmission and a wholly reworked suspension.

Another exclusive item for the tS is the Brembo brake kit with six-piston calipers up front along with vented and cross-drilled rotors all around. The tS also includes a unique steering rack, that keeps the same ratio but includes a slightly smaller turning radius. The 19-inch wheels are tS only as well, fitted with 245/35R19 summer tires.

The biggest surprise for me was how much more compliant the ride quality of the WRX tS is. When set to the Comfort drive mode, the suspension absorbs bumps better than any WRX has in recent memory. By no means is this a squishy cruiser, but the usual kidney-crushing ride experience evaporates when the electronic dampers loosen up.

The heated, power Recaro front bucket seats are very supportive, with good side bolsters to keep occupants in place when flinging the tS around bends. The seats are decently comfortable as well, but after a multi-hour drive, my thighs started to cramp up.

The tS shows off one of Subaru’s latest technology features, the fully digital and customizable 12.3-inch driver information center. It makes the car feel more modern and premium, with a better graphics set than the 11.6-inch infotainment screen. The tS comes fully loaded, so that includes niceties like the pounding Harmon Kardon sound system.

From a safety front, once again Subaru has thrown basically everything the manufacturer has at the WRX tS, including the full EyeSight active safety system, DriverFocus distraction mitigation, lane change assist, and more. One item still missing on the WRX though is a 360-degree view camera.

Pricing is an interesting quandary for the 2025 Subaru WRX tS. To make our point, we will use a non-direct competitor as reference, the Ford Mustang. In the United States as tested, the new WRX tS costs $49,270 including the $395 optional paint and destination charges. That puts it squarely on top of the entry level V8-powered Ford Mustang GT.

In Canada, the 2025 Subaru WRX tS becomes much more of a value play. Price as tested, including destination charges, is $50,090. The purple paint is no extra cost up north. That makes the Canadian-sold WRX tS nearly the same price as the USA, without taking any sort of exchange into consideration. Compared to the Mustang, in Canada, that price only gets an Ecoboost Premium.

Subaru continues to put out compelling special edition WRX models. The latest is quite possibly the best. It takes the performance of the TR and adds the flexibility and livability of the GT, assuming one likes to row their own gears.

The WRX is by no means a perfect car and does have its well-known drawbacks. But it ticks off all the right boxes for a certain car buying demographic, which includes this author. Those looking for the ultimate non-STI WRX, the new tS fits that bill.

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