2017 Subaru WRX

Every 2017 WRX trim (Base, Premium, Limited) uses the same FA20DIT 2.0L direct-injection turbocharged boxer-four rated at 268 hp @ 5,600 rpm.

FA20DIT peak torque is 258 lb-ft on a broad 2,000–5,200 rpm plateau across the entire 2017 WRX lineup.

Instrumented tests of the volume Premium/6MT trim landed at 5.3–5.4 s to 60; the Sport Lineartronic CVT is roughly 0.6–0.8 s slower.

The FA20DIT delivers strong midrange but reviewers universally flagged noticeable turbo lag below ~3,000 rpm, a coarse boxer note under load, and a peaky delivery that punishes lugging in high gears — competent but not seamless for a modern turbo four.

The standard 6-speed manual is direct with well-defined gates, though critics noted a rubbery/notchy feel versus best-in-class shifters; the optional Sport Lineartronic CVT (with 6- or 8-step manual mode and paddles) is more responsive than most CVTs but drones under throttle and remains the weaker choice for the volume enthusiast trim.

Symmetrical full-time AWD is standard on every 2017 WRX trim — a core brand pillar — with a viscous-coupling limited-slip center diff on 6MT cars and a Variable Torque Distribution planetary center diff (45:55 default) on Sport Lineartronic CVT cars. Not driver-selectable, unlike the STI's DCCD.

Single powertrain across every 2017 WRX trim (2.0L turbo boxer, 268 hp) with no hybrid, PHEV, or EV option — take-it-or-leave-it. The WRX STI (2.5L EJ257, 305 hp) is marketed and sold as a separate model.

EPA rates the 2017 WRX 6MT (volume trim) at 23 MPG combined and the Sport Lineartronic CVT at 21 MPG combined — well below the sedan-segment norm.

EPA city rating for the 2017 WRX 6MT is 20 MPG — at the bottom of the sedan normalization band; the CVT drops to 18 MPG.

EPA highway rating for the 2017 WRX 6MT is 27 MPG; the CVT is 24 MPG. Turbocharged AWD sport sedan makes highway efficiency modest.

15.9-gallon tank paired with EPA 23 MPG combined yields roughly 366 miles per fill on the volume 6MT; CVT drops to about 334 miles.

fueleconomy.gov's updated annual-cost figure for the 2017 WRX runs approximately $2,900 under current EPA assumptions (15k mi/yr, premium fuel) — at the top end of the sedan cost band because of premium fuel plus middling combined MPG.

Subaru's 2017 WRX owner's manual specifies 91-octane premium unleaded as the design fuel for full rated output; 87 octane is permitted with no durability harm but reduces performance. Meaningful ongoing fuel-cost penalty versus regular-fuel competitors.

NHTSA rated the 2017 Subaru WRX sedan 4 stars overall — 5-star driver frontal, 4-star passenger frontal, 5-star side crash, 4-star side pole, 4-star rollover.

IIHS rated the 2017 WRX Good in moderate overlap front, side, roof strength, head restraints, and small overlap front (driver). Front crash prevention was Superior when EyeSight was equipped. However, headlights were rated Poor across every trim, disqualifying it from Top Safety Pick — a notable weakness for a 2017 sedan when TSP required Acceptable/Good headlights.

The 2017 WRX volume trim (Premium 6MT) had no standard ADAS at all — no AEB, no lane keeping, no adaptive cruise, no blind-spot monitoring. Subaru's EyeSight suite was restricted to CVT-equipped WRX trims, and the enthusiast-oriented volume manual buyers were entirely locked out. Blind-spot detection was a Limited-trim Package option only.

When equipped (CVT trims only), Subaru EyeSight earned IIHS 'Superior' front crash prevention with 6/6 points in the 12-mph and 25-mph vehicle-to-vehicle tests. But because AEB was unavailable on the volume 6MT trim, most 2017 WRX buyers had no AEB at all — pulling this score well below the on-trim capability.

Blind Spot Detection with Rear Cross Traffic Alert was optional and gated to the top Limited trim as part of a package; not available at all on Base or Premium volume trims. Alert-only with no active intervention.

Lane departure warning and lane sway warning shipped with EyeSight — CVT trims only. No active lane keep assist and no lane centering on any 2017 WRX. Reviewers noted EyeSight lane systems were adequate warnings but not corrective.

Adaptive Cruise Control was included with EyeSight on CVT-equipped WRX trims and reviewed as competent full-speed-range with smooth follow behavior. Not offered on the volume 6MT — most WRX buyers had standard cruise only. No integrated highway assist.

No hands-free highway driving system was available on the 2017 WRX. Cadillac Super Cruise had not launched yet and Subaru did not offer any hands-off system.

IIHS rated headlights Poor on every 2017 WRX trim — both the halogen projector setup on Base/Premium and the steering-responsive units on Limited. This was the specific issue that kept the WRX out of Top Safety Pick contention for 2017.

Compact sedan sightlines are decent for the segment — thin A-pillars, low beltline relative to modern sedans, and a functional back window. A backup camera was standard for 2017 (federal mandate) but 360-degree cameras were unavailable. Reviewers cited good forward and side visibility.

Two full LATCH sets in the outboard rear positions with a tether for the center seat — standard compact sedan LATCH layout. IIHS rated LATCH ease-of-use as Acceptable for the Impreza-family platform. Rear-door opening and rear-seat space are tight, making car-seat installation workable but not spacious; not a three-across-friendly cabin.

Every 2017 WRX trim is a 5-passenger compact sedan with front buckets and a 60/40 split-folding rear bench.

Subaru's published front headroom for the 2017 WRX Impreza-based sedan is 39.8 in without moonroof; the optional moonroof (Premium/Limited packages) reduces it to 38.6 in.

Subaru's published front legroom for the 2017 WRX is 43.1 in, well within the sedan norm and generous for the compact class.

Rear headroom of 37.1 in is mid-pack for compact sedans. The tapered roofline behind the C-pillar and rear seat position leave adequate but not generous overhead space.

Rear legroom is a genuine weak point at 35.4 in — a full inch tighter than a Civic (37.4) and far behind a Camry-class mid-size. Two adults behind two adult front occupants is workable for short trips but cramped for long ones.

The 2017 WRX trunk holds 12.0 cu ft — small for the segment (Civic sedan is 15.1, Corolla is 13.1) largely because the sedan-only WRX lost the hatchback variant after 2014. Rear-seat pass-through helps for skis or long items.

In-cabin storage is functional but unremarkable — glovebox, small center console bin, two front cupholders, two rear cupholders in the fold-down armrest, and modest door pockets. No clever underfloor bins, sliding console, or standout organization. Reviewers routinely called out the WRX interior as utilitarian relative to a Golf GTI's smart storage.

The 2017 WRX front sport buckets have aggressive bolstering that grips well in corners but limits comfort for larger occupants on long drives. Limited trim added leather/Ultrasuede and 8-way power driver seat but no lumbar-support depth adjustment on any trim. Rear bench is firm and shallow. Praised by enthusiasts for the sporty hold, criticized by daily-driver reviewers for stiffness — a middle-of-the-pack comfort verdict.

Ride quality is the 2017 WRX's biggest comfort penalty. The stiffly damped sport suspension and standard 17-inch (Base/Premium) or 18-inch (Limited) wheels transmit road impacts sharply; broken pavement and expansion joints are felt clearly. Reviewers universally describe it as 'firm and busy' — acceptable for the enthusiast target but well below segment ride norms.

The 2017 WRX cabin is notably loud. The FA20DIT turbo boxer produces prominent engine noise, and thin sound insulation lets road and tire roar in — especially with the summer-oriented Dunlop Sport Maxx tires on Premium/Limited. Wind noise at highway speed is elevated. No acoustic glass or active noise cancellation on any trim.

Climate/comfort equipment is modest even at the top of the lineup. Manual single-zone A/C is standard on Base; dual-zone auto climate and heated front seats become standard on Premium and above; heated exterior mirrors and windshield wiper de-icer are standard. No heated steering wheel, no ventilated seats, no rear-vent HVAC, and no remote pre-conditioning on any 2017 WRX trim — well behind luxury-badge and even some mainstream rivals of the era.

The 2017 Subaru WRX Base sedan carried a $26,695 MSRP plus $820 destination for a $27,515 out-the-door base price with the standard 6-speed manual. CVT (Sport Lineartronic) added $1,200.

Premium was the volume trim in 2017 — it added alloy wheels, heated seats, dual-zone climate, and the 7-inch touchscreen that most buyers wanted. Premium 6-MT MSRP was $28,995 plus $820 destination = $29,815.

The turbocharged FA20DIT and full-time AWD drive higher-than-average service costs for a compact sedan — mandatory synthetic oil at 6-month/6,000-mile intervals, expensive Dunlop Sport Maxx tires, and more frequent brake wear from enthusiast use. Edmunds True Cost to Own for the 2017 WRX Premium projects roughly $4,500 maintenance and ~$2,000 repairs over the first 5 years.

WRX/STI models have among the strongest 5-year residuals in the compact segment — enthusiast demand, limited supply, and cult following keep used prices high. Kelley Blue Book and ALG have consistently ranked the WRX at or near the top of subcompact/compact resale, with 2017 models typically retaining ~55–60% of MSRP after 5 years.

Subaru's 2017 bumper-to-bumper coverage was the industry-standard 3 yr / 36,000 miles — matching Toyota, Honda, and Ford but well behind Hyundai/Kia's 5 yr and Mitsubishi's 5 yr.

Subaru 2017 powertrain coverage is 5 yr / 60,000 miles — standard for mainstream brands but well behind Hyundai/Kia's 10 yr / 100,000 mile powertrain warranty.

Subaru offered no complimentary scheduled maintenance on the 2017 WRX — unlike BMW (4 yr / 50k), Toyota (2 yr / 25k), or Jaguar (5 yr / 60k) of the era. Buyers pay for every oil change and service interval out of pocket. The only included perks were basic 3 yr / 36,000-mile roadside assistance and a 1-year SiriusXM trial. A meaningful gap versus the class competition.

$29,815 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $17,293) leaves about $12,522 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $19,022 in total.

Consumer Reports rated the 2017 WRX below-average for predicted reliability, with owner-survey trouble spots including in-car electronics/infotainment, drive system, and body integrity. J.D. Power VDS/quality studies place Subaru around industry-average — not a red-flag model, but well behind mainstream compact sedans like the Civic or Corolla.

Subaru brand ranks in the upper-middle tier for reliability — Consumer Reports typically places Subaru in the top 8-12 brands, and J.D. Power VDS ranks Subaru mid-pack (industry average or slightly better) in the 2016-2018 studies. Consistent but not a top-5 brand for dependability.

The 2017 WRX has had multiple NHTSA recalls, including the industry-wide Takata passenger airbag inflator campaigns and a Subaru-specific coil spring recall covering some 2016-2018 WRX/Forester units, plus TSBs for steering column rattle, transmission shifter feel, and Starlink infotainment glitches. Typical recall activity for the era with no fire-risk or safety-critical systemic issues specific to 2017.

The FA20DIT 2.0L direct-injected turbo flat-four has a mixed durability reputation — solid when driven gently and maintained on schedule, but known for ringland cracking and connecting-rod failures when tuned or driven hard on E85/high-boost, plus a carbon-buildup tendency common to DI engines. The 6-speed manual is robust; the TR690 CVT (used on non-manual WRX) is a stress point that many enthusiasts avoid. Well behind the previous EJ255's aftermarket-proven durability at stock power, and behind mainstream compact-sedan powertrains.

The 2017 WRX cabin is a common critique point — hard plastics dominate the dash and door panels, and switchgear feels behind price-competitive rivals like the VW Golf R and Ford Focus RS. Subaru added some soft-touch materials and a flat-bottom steering wheel for 2017 versus 2015-2016, but reviewers still call the interior the weakest part of the car relative to its ~$27K-$36K price range.

Assembly at Subaru's Gunma/Yajima plant is generally consistent — panel gaps are tight and initial-quality complaints are scattered rather than systemic. J.D. Power IQS places Subaru near the industry average. Some owner reports flag minor rattles from the dash and rear parcel shelf under boost, but nothing systemic.

Subaru operates approximately 630 US dealerships — adequate national coverage though notably denser in the Northeast, Pacific Northwest, and Mountain West than in the Deep South or Great Plains. J.D. Power customer service satisfaction ranks Subaru mid-pack (industry-average to slightly above). Owners of performance models sometimes report dealer techs being less experienced with WRX-specific service (turbo, AWD center diff, DCCD on STI).

The WRX has one of the strongest aftermarket support ecosystems of any compact car — COBB, Perrin, Grimmspeed, Invidia, and countless others make plug-and-play performance and maintenance parts. OEM parts are widely available at fair prices, though turbo-specific service (turbo replacement, boost-related repairs) and AWD driveline work costs more than a naturally-aspirated FWD compact. RepairPal estimates average annual repair cost around $700, above compact-sedan average (~$525).

Volume Premium trim has the 7.0-inch Starlink 7.0 touchscreen with HD Radio, SiriusXM, and smartphone-app integration (Aha, iHeartRadio, Pandora). Base trim uses a smaller 6.2-inch head unit; Limited also gets the 7.0-inch Starlink.

Starlink 7.0 was a modest step up from the 2015-2016 head unit but reviewers consistently called it merely competent — legible menus and physical volume/tuning knobs are welcome, but boot-up is slow, touch response lags, graphics are dated, and the smartphone-app aggregator (Aha) feels tacked on. Middle-of-the-pack for the 2017 mainstream compact class.

The 2017 WRX offers neither wired nor wireless Apple CarPlay or Android Auto — Subaru did not add those features until the 2018 model-year refresh (and then only wired). A significant handicap for a 2017 tech evaluation, though not surprising for a mainstream Japanese sedan of that vintage.

Voice control is a basic command-based system tied to Bluetooth phone dialing and Starlink audio — not natural-language. Native TomTom-based navigation is optional only on Limited trim as part of the Multimedia Plus/Navigation package; Base and most Premium trims ship without built-in nav. Voice recognition accuracy was widely criticized as slow and rigid.

Base and Premium trims come with a modest 6-speaker system that reviewers describe as adequate but unremarkable. An optional Harman Kardon 9-speaker premium audio system with a 320-watt amplifier is available on the Limited trim, and it earns positive reviews as a real upgrade. Solid but not exceptional given the loud cabin and exhaust drone at highway speeds.

The 2017 WRX uses traditional analog tachometer and speedometer gauges with a small 3.5-inch color TFT multi-information display centered between them showing boost, coolant, fuel economy, and trip data. There is a supplemental color LCD atop the dashboard for climate and audio info. No configurable full-digital cluster on any trim.

The 2017 WRX has no meaningful over-the-air update capability — Starlink 7.0 receives no whole-vehicle OTA firmware pushes. Any infotainment updates or maps refreshes require a dealer visit or USB stick from the Subaru map-update site. Standard for a 2017 mainstream Japanese sedan, but a real weakness against modern (and even a few contemporary premium) rivals.

Subaru Starlink Safety & Security (subscription-based) was available on Premium and Limited trims with 7.0-inch Starlink, providing SOS, stolen-vehicle recovery, remote lock/unlock, vehicle finder, roadside assistance, and remote engine start via app on higher subscription tiers. App interface is functional but basic; the free trial expires and ongoing use requires a paid subscription. No digital-key or advanced remote functions.

The 2017 WRX offers one USB-A port and an aux-in in the center stack, plus a 12V outlet in the console — no rear USB ports, no USB-C anywhere, no wireless phone charging, and no 110V household outlet. Basic even by 2017 mainstream standards; well behind the emerging norm of USB in both rows.

Push-button start with proximity keyless access is standard on Limited only; Premium can option keyless access with pushbutton start via the Popular Package or Performance Package, and Base trim uses a traditional turn-key ignition. Remote start requires a paid Starlink Security Plus subscription. No hands-free trunk release and no phone-as-key.

A rear-view camera is standard on all 2017 WRX trims (Subaru made it standard ahead of the 2018 federal mandate) with reasonable but not class-leading image quality. No front or rear parking sensors on any trim, no 360-degree surround camera, and no automated parking assist. Blind-spot detection with rear cross-traffic alert is optional on Limited only.

No head-up display is offered on any 2017 WRX trim, from Base through Limited. HUD is standard-equipment territory for the WRX's premium-priced sport-compact rivals (e.g., BMW/Audi/Mercedes at higher price points) but was not on Subaru's option sheet for this generation.

Five-seat compact sedan with 35.4 in of rear legroom (marginal behind a Civic's 37.4) and a 12.0 cu ft trunk that pinches stroller-plus-gear loads. Two lower LATCH anchors on the outboard rear seats are usable but not standout, and the front sport buckets have aggressive bolsters that make loading a rear-facing seat awkward. Handles a single car seat fine but is regularly compromised for two-kid family duty.

The 2017 WRX has real family-safety gaps at the trims most buyers choose. EyeSight (adaptive cruise, pre-collision braking, lane-departure warning) was available ONLY on Lineartronic CVT-equipped Premium/Limited trims — buyers of the volume 6-speed manual could not get any of it. Blind-spot monitoring and rear cross-traffic alert were not offered on any 2017 WRX. NHTSA gave the WRX 5-star overall and IIHS rated crashworthiness Good in every category, but with no AEB standard the WRX did not earn Top Safety Pick.

Compromised on almost every road-trip axis: firm sport suspension transmits pavement impacts sharply, cabin measures ~74 dB at 70 mph, rear legroom is tight at 35.4 in, and the 12.0 cu ft trunk struggles with four people's luggage. No rear HVAC vents, no rear USB, and no rear-seat entertainment prep on any 2017 trim. Fine for a couple on a weekend trip; regularly frustrating with kids on multi-day drives.

Genuinely more livable as a daily than most rally-bred sport sedans thanks to standard symmetrical AWD, a compact 180.9 in footprint, and reasonable outward visibility. The CVT trim smooths low-speed stop-and-go acceptably. But the volume manual has a notchy shifter and heavy clutch, the turbo has real off-boost lag below 3000 rpm, the sport suspension makes speed bumps and expansion joints an event, and the cabin is loud in traffic — meaningful daily friction versus mainstream compacts.

The FA20DIT requires 93-octane premium and EPA rates the volume 6-speed manual at 21/28/24 MPG city/hwy/combined (CVT is 19/25/21). Fueleconomy.gov estimates $2,400–$2,650 annual fuel cost — meaningfully above compact-sedan norms. RepairPal pegs annual repair spend near $712 versus a compact-car average around $525, and tires, brakes, and clutches all wear faster than a mainstream Civic/Corolla under enthusiast use.

At 180.9 in long with a 36.1 ft curb-to-curb turning circle the 2017 WRX is nimbler than most sedans and easy to thread through city streets. A rearview camera became standard on ALL 2017 WRX trims (previously Premium+ only), and outward visibility over the low beltline is above segment average. No 360-degree camera, front sensors, or self-park on any 2017 trim.

Subaru does not publish a US towing rating for the 2017 WRX — Subaru of America explicitly does not recommend the WRX for towing. No bed, no payload class, and the 12.0 cu ft trunk with a narrow aperture rules out jobsite loads. It's a performance sedan, not remotely a work tool.

Underlying Subaru chassis has a workhorse reputation, but the FA20DIT's known ringland-cracking and connecting-rod issues under sustained load, plus the fragile-under-abuse TR690 CVT, make the WRX a poor candidate for work-duty punishment. Cloth Base seats are the most wear-tolerant interior; Limited leather won't survive muddy boots. No fleet reputation to speak of.

No onboard 110V power, no bed tie-downs, no factory hitch, no factory roof-rail system, and no work-focused upfit ecosystem for the WRX. Aftermarket support is deep for performance parts but essentially nonexistent for work upfits.

About 380 miles of range from a 15.9 gal tank at 24 MPG combined (manual) is respectable for the segment, but nearly every other comfort axis pulls the WRX down as a long-haul tourer: firm suspension is fatiguing over hours of interstate, cabin noise (~74 dB at 70 mph) is high, front sport buckets grow uncomfortable on long stints per multiple long-term tests, and EyeSight adaptive cruise/lane-keep is unavailable with the volume manual gearbox. Better than a track-focused STI, still well behind mainstream sedan mile-eaters.

Standard Subaru symmetrical all-wheel drive — a genuine rally-heritage system with viscous-coupling center diff (manual) or variable torque split (CVT) — makes the WRX significantly more capable than any FWD or optional-AWD compact sedan on snow, gravel, dirt roads, and light unpaved trails. However, 4.9 in of ground clearance is passenger-car low, there are no factory roof rails on the sedan (no rack landing points), no factory hitch, and no camping-friendly power outlets. Capable snow-belt and gravel-road partner; not a genuine backcountry vehicle.

60/40 split-folding rear seat with center pass-through helps for skis or long items, and Subaru's SPT accessory line offers a bolt-in trailer hitch (light-duty, non-tow-rated). But the 12.0 cu ft trunk is small for the segment, no factory roof rails means racks require expensive fit-kit-specific clamp bases, and there is no underfloor storage or clever partitioning. Adequate for two people's weekend gear; a squeeze for bikes, kayaks, or camping loads.

The 2017 WRX pulls 0.91 g on the skidpad in Car and Driver testing — only 0.02 g behind the STI and well ahead of the Focus ST (0.87 g) — with tightly composed body control, big anti-roll bars, and standard Symmetrical AWD giving huge grip and mid-corner poise. A benchmark chassis for a sub-$30k sport sedan, tracking near the BMW 3 Series (82.2) and Alfa Giulia (78.3) rather than mainstream compacts.

Electric-assist rack is quick, accurate, and well-weighted with three driver-selectable modes (Intelligent/Sport/Sport#) and much better on-center feel than the pre-2015 WRX, but reviewers still note the EPS filters some road texture out versus the older hydraulic setup. Above mainstream compacts (Civic 74, Corolla ~64) yet a step behind the very best luxury sport sedans.

Car and Driver measured 156 ft from 70 mph — four feet shorter than the first WRX they tested and one foot better than their long-termer — with the standard 4-pot front / 2-pot rear vented setup (Brembos are STI-only, not fitted to the volume WRX). Pedal feel is firm and consistent through repeated hard stops, though a few reviews called the initial bite less sharp than expected for the price.

The FA20DIT punches hard on-boost but reviewers universally flag off-boost lag below ~3,000 rpm, a peaky delivery, and an abrupt clutch takeup on the 6MT that makes daily creep and hill starts fussy. Competent when driven with intent, but noticeably less polished than a modern DCT/hybrid drivetrain.

Boxer-four is characterful but coarse — the FA20DIT drones under load, buzzes through pedals at cruise rpm, and rings through a cabin with minimal sound deadening for cost reasons. Enthusiasts accept it; broader-audience reviewers rate it as intrusive and unpleasant on long trips.

Volume Premium/Limited trims turn curb-to-curb in 36.0 ft; the 17-inch-wheeled Base trim tightens that to 35.4 ft. Better than the class-mid Civic (37.4 ft) and typical for a compact sport sedan with a rally-derived AWD driveline.

Firm, well-bolstered sport seats, a tilt/telescoping wheel with a wide adjustment range, thin roof pillars for excellent outward sightlines, and large mirrors deliver a genuinely driver-focused cockpit that reviewers repeatedly single out as a WRX strength. Materials and infotainment placement are dated versus 2026 mainstream, but the seating position itself is excellent.

Rally-bred sport compact icon: 268 hp turbo boxer, standard AWD, quick steering, and a chassis that 'grips and rips with enthusiasm' — enthusiasts and buff books uniformly rate the WRX as one of the most engaging sub-$35k cars on sale. Character trumps refinement, and the 'take the long way home' quality is why the nameplate has a cult following.

Base WRX at $26,695 includes standard symmetrical AWD, 268-hp turbo boxer, 6-speed manual, LED taillights, 17-inch alloys, 8-way power driver's seat, backup camera, Bluetooth, and cruise — a lot of hardware for the money, but heated seats, sunroof, 7-inch touchscreen with CarPlay/Android Auto, and EyeSight all live on higher trims. The 2017 mid-cycle refresh added CarPlay/Android Auto on Premium+ and made EyeSight available on CVT models, but the base spec is still leaner than a Golf GTI's at similar price.

268 hp, symmetrical AWD, a 6-speed manual, and a legitimately sporting chassis for $26,695 is a standout performance-per-dollar package with essentially no direct rival — Golf GTI offers 210 hp FWD at similar money, Focus ST is FWD and less refined, and Golf R/Focus RS demand $10K+ more. The WRX's cheap interior is the trade-off, but the hardware-for-the-dollar math is class-leading.

Three WRX trims (Base/Premium/Limited) plus two STI trims (Base/Limited), with an optional Performance Package (Recaro seats, Brembo brakes on STI, moonroof delete) giving a reasonable spread from $26,695 to $41,595. Downsides are a single powertrain (2.0T only for WRX), no hatchback since 2014, and no wagon or off-road-styled variant — the lineup is deep but narrow.

US WRX/STI combined sales landed around 33,000-35,000 units in 2017, making it the clear volume leader of the sport-compact enthusiast segment — outselling Ford Focus ST/RS combined and dwarfing VW Golf R volume. Not a mainstream Camry-scale seller, but a segment kingpin with a stable, loyal buyer base and healthy trajectory through the mid-2010s.

Subaru's brand image surged through the 2010s on the back of the 'Love. It's what makes a Subaru, a Subaru' campaign, dog-friendly/adventure-lifestyle positioning, and enthusiast credibility inherited from WRC rally heritage (Colin McRae, Petter Solberg, Prodrive). The WRX itself carries a genuine cult following that props up resale and cross-shopping — the brand is a positive drag on the model, not a negative one.

Subaru ran one of the leanest incentive programs in the industry in 2017, and WRX/STI in particular sold at or above MSRP through most of the year on tight allocation — dealers routinely marked up STIs and popular WRX Limited configurations, and finance/lease offers were rare and modest. From a buyer's-benefit perspective this is a distinctly poor score, even though it reflects strength (not weakness) of the model.

Third model year of the VA-generation WRX (launched for MY2015) and the beneficiary of a meaningful mid-cycle refresh: retuned suspension, added sound deadening, revised steering wheel, updated Starlink infotainment with Apple CarPlay and Android Auto on Premium+, EyeSight now available with CVT, and a new Performance Package option. Not new, but current — replacement (VB generation) still five model years away in 2022.

Reviewers uniformly praise handling, AWD grip, and performance-per-dollar while consistently dinging the WRX for interior quality and NVH; the car earns 'buy it for the drive, tolerate the cabin' verdicts across Car and Driver, MotorTrend, and Edmunds. IIHS 2017 Top Safety Pick+ (with EyeSight), NHTSA 5-star overall, KBB Best Buy Award finalist for Sport Compact, but not on Car and Driver's 10Best list nor a NACTOY winner in 2017.