2009 Subaru Impreza WRX

Subaru has redesigned the WRX for 2009 and brought back the spirit, thrills and - best of all - power that enthusiasts were expecting from the 2008 edition. No more squishy soft, caramelized suspension. No more wait-for-it-it'll-get-here-eventually turbo boost. And while its appearance still isn't exciting, at least the revised WRX looks a bit better.

The core change for the 2009 WRX comes in the engine bay where power production on the 2.5-liter expands from 2008's 224-horsepower to a robust 265-ponies for 2009. Peak torque is also up, now at 244-pound feet. However, that torque rating occurs at 4000 rpm instead of the 2800 rpm it took to get the most twist out of the 2008 WRX's flat-four.

How Subaru has achieved this output bump is rather straightforward. First, the 2008 turbo was heaved overboard in favor of a new turbocharger that's the same size as the blower hooked up to the 305-horsepower WRX STI. It isn't, however, the same turbo used in the much more expensive STI - it's trimmed out with a different compressor and impeller wheel. And Subaru lets the larger turbo heave in more boost than before, with the ECU re-programmed to accept up to 13.3-pounds of pressure compared to the 11.4-pounds let in before.

Compared to the 2008 WRX engine, the 2009 WRX engine actually feels like it's turbocharged. The 2008 powerplant made good low-end torque (Project WRX V.08 has expanded on this trait even further - JL), but it didn't have the top-end rush to redline that ignites the passion of people who love WRXs. On the other hand, the 2009 WRX engine (still hooked to a standard five-speed manual transmission) has more of its strength concentrated up near the top of its rev range. This thing absolutely sings near 6000 rpm as the boost comes on strong and the tach needle seems to swing over so quickly that it's surprising it doesn't just spin off the dash altogether.

How quick will the new WRX be? Good question. With a K&N intake and SPT exhaust, our 2008 WRX project car ran from 0 to 60 in 5.5-seconds and blew through the quarter in 13.9-seconds at 95.0 mph. We're hoping that the 2009 WRX can come close to these numbers factory stock. But that's just hoping, real tests will tell us later.

To go with the additional power, Subaru has tautened the WRX's suspension by stiffening up the spring rates 43-percent in front and 42-percent in the rear. Also aboard are larger diameter anti-sway bars with the front bar going up from 20- to 21-millimeters and rear rising from 15- to 16-millimeters. Throw in stiffer shocks and the upper strut mounts from the STI, and the total result is roll stiffness that's 22-percent firmer in front and 29-percent firmer in the rear.

While the steering has had a damper valve added to keep kickback in check, it remains the same ratio as in 2008 at 15:1. However, the tires have been upgraded from 2008's 205/50/17 all-season rubber to new summer-spec 225/45/17 radials. The result is that the steering feels stiffer and turn-in is nearly instantaneous right from the moment the steering wheel moves off center. No, this isn't kart-spec steering with all the nervousness that implies, but it's much better than before. And it's almost indistinguishable from the steering in the current STI.

On the road, the new WRX feels stable and eager to romp. Gone is the floating ride from 2008 in favor of a firm, controlled adhesion to the road. It's still a bit softer than would be ideal for autocrossing, but most WRX buyers need a car that's good for commuting first and a solid autocrosser second, third or fourth. This car strikes that balance.

While the discs, rotors and ABS systems return from 2008 unchanged, there should be some improvement in braking based solely on the larger and stickier tires.