2022 Subaru WRX

The all-new VB-generation 2022 WRX replaces the outgoing 2.0L FA20DIT with a larger 2.4L FA24 turbocharged direct-injection boxer-four rated at 271 hp @ 5,600 rpm — a 3 hp bump over 2021, applied identically across Base, Premium, Limited, and GT.

The FA24 peak torque is 258 lb-ft on a broad 2,000–5,200 rpm plateau — same headline peak as the outgoing FA20DIT, but reviewers describe it as fuller and more accessible off-boost thanks to the extra 400 cc of displacement.

Car and Driver clocked the 2022 WRX Premium 6MT at 5.4 s to 60 mph; MotorTrend recorded a similar mid-5-second time. The Subaru Performance Transmission (SPT CVT) adds roughly 0.6–0.8 s. Modest weight gain offsets the small power increase, keeping 0–60 essentially unchanged from 2021.

The larger 2.4L FA24 was engineered to reduce turbo lag, and reviewers do note more accessible low-rpm response than the outgoing 2.0L — but the boxer growl remains coarse under load, throttle tip-in is still peaky, and several outlets criticized the new engine as feeling only modestly quicker despite the displacement bump. Modest improvement over the VA-generation refinement baseline, not a step-change.

For the VB generation Subaru revised the 6-speed manual with shorter throws and improved linkages; reviewers universally praised the shifter as one of the WRX's high points. The new Subaru Performance Transmission (an 8-step manual-mode CVT with paddles) is more responsive and better calibrated than the outgoing Sport Lineartronic but still drones under sustained load and remains the compromise choice for the enthusiast segment.

Symmetrical full-time AWD is standard on every 2022 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 SPT CVT cars. Not driver-selectable, and with no STI in 2022 the DCCD is no longer part of the WRX family lineup.

Single powertrain across every 2022 WRX trim (2.4L FA24 turbo boxer, 271 hp) with no hybrid, PHEV, or EV option. Unlike prior years, there is also no STI variant for 2022 — Subaru discontinued the STI after 2021 and has not yet announced a hybrid/electrified replacement, narrowing the family to a single take-it-or-leave-it configuration.

The all-new VB-generation WRX moves to a larger 2.4L FA24 turbo boxer (up from the VA's 2.0L FA20DIT), producing 271 hp/258 lb-ft with symmetrical AWD standard. EPA rates the volume 6-speed manual at 22 MPG combined; the Subaru Performance Transmission (SPT CVT) drops to 21 MPG combined. Still well below the sedan-segment norm because of the turbo AWD sport-compact mission.

EPA city rating for the 2022 WRX 6MT and CVT is 19 MPG — below the sedan normalization band floor. City efficiency actually drops 2 MPG vs the outgoing 2021 VA (21 city) despite the new engine being direct-injected, because the 2.4L is thirstier in stop-and-go than the smaller 2.0L.

EPA highway rating for the 2022 WRX 6MT is 26 MPG; the SPT CVT is 25 MPG. Full-time symmetrical AWD and a torque-tuned turbo flat-four cap highway efficiency at the low end of the sedan band.

The VB generation grows the fuel tank to 16.6 gallons (up from 15.9 on the VA); paired with EPA 22 MPG combined that yields roughly 365 miles per fill on the volume 6MT. CVT drops to about 349 miles. Range is barely changed from 2021 despite the larger tank because the new 2.4L is less efficient.

fueleconomy.gov's dynamically updated annual-cost figure for the 2022 WRX runs approximately $3,050 under current EPA assumptions (15k mi/yr, premium fuel required) — at the top end of the sedan cost band because premium fuel plus 22 MPG combined stacks two cost penalties.

The 2022 WRX owner's manual specifies 91-octane premium unleaded as the recommended fuel for the new 2.4L turbo; lower octane is permitted but reduces performance. Meaningful ongoing fuel-cost penalty versus regular-fuel sport-compact rivals like the Civic Si and Elantra N Line.

The 2022 WRX is the first year of the all-new VB generation on the Subaru Global Platform. Because the VB body structure, restraints, and airbag calibration are unchanged from 2022 through 2026, the NHTSA test result is a single generation-wide value — any year-to-year variation in the dataset is a data error, not a real change. Secondary sources report 5 stars overall for the VB WRX, but nhtsa.gov could not be reached from the scoring environment to confirm the individual sub-scores against the primary source, so confidence is held at MEDIUM. This same 5-star value applies to model years 2022, 2023, 2024, 2025, and 2026.

The all-new VB WRX earned 2022 IIHS Top Safety Pick (not TSP+) when equipped with EyeSight and the specific LED Steering Responsive Headlights available on Limited/GT — Good in all six legacy crashworthiness tests (small overlap driver, small overlap passenger, moderate overlap, original side, roof strength, head restraints), Superior/Advanced front crash prevention. It fell short of TSP+ because IIHS's tightened 2022+ criteria demand Good-rated headlights across all trims — Base/Premium's non-SRH LEDs remain Acceptable, capping the award at TSP. The tougher updated side impact and updated moderate overlap tests were not part of the 2022 WRX's evaluation cycle.

Major upgrade vs 2021: for the VB generation, Subaru made EyeSight (AEB, ACC, Lane Departure Warning, Lane Sway Warning, Lead Vehicle Start Alert, Pre-Collision Braking) STANDARD on every CVT-equipped WRX — Base CVT, Premium CVT, Limited CVT, and the new GT trim. But the volume enthusiast sales mix still leans heavily 6MT, and Subaru continues to exclude EyeSight from every 6MT WRX in 2022, so the manual buyer still gets zero ADAS. Blind Spot Detection with RCTA is optional on Premium and standard on Limited/GT. Score reflects a bifurcated availability picture: strong on CVT, absent on 6MT.

The VB generation gets the newer EyeSight camera hardware with a wider stereo field of view and pedestrian detection. IIHS rated the 2022 WRX's front crash prevention Superior for vehicle-to-vehicle and Advanced for daytime pedestrian; nighttime pedestrian was not evaluated to the newer standard, contributing to the TSP-not-TSP+ result. AEB is now standard on all four CVT trims — a real expansion vs 2021's CVT-Limited-only availability — but every 6MT WRX still ships with no AEB, so a large share of the volume mix goes unprotected.

Improved coverage vs 2021: Blind Spot Detection with Lane Change Assist and Rear Cross Traffic Alert is optional on Premium and standard on Limited and GT for 2022. Alert-only, no active steering intervention. Still not offered on Base, and 6MT Premium buyers must option it. Broader availability than the 2021 Limited-only story pulls this score meaningfully upward.

The 2022 WRX EyeSight package adds Lane Keep Assist (active steering correction) and Lane Departure Warning; Subaru's Advanced Adaptive Cruise Control with Lane Centering Function is available on Limited/GT CVT trims and is reviewed as a competent lane-follow assist for straight highway driving, if less polished than Honda Sensing or Toyota Safety Sense. All-CVT-standard availability lifts this well above 2021's CVT-Limited-only score, but zero lane assistance on any 6MT WRX still drags the composite.

Full-speed-range Adaptive Cruise Control is now standard on every CVT-equipped WRX (Base through GT) via the EyeSight system, with stop-and-go behavior on the CVT. Limited and GT add Advanced ACC with Lane Centering Function for a rudimentary highway assist. Reviewers describe the ACC as smooth in following and predictable in braking. The catch remains: every 6MT WRX still has only conventional cruise, and 6MT continues to sell strongly to the enthusiast base.

Subaru offered no hands-free highway driving system on any 2022 model, including the WRX. In the 2022 market, hands-free capability remained limited to Cadillac Super Cruise (select GM vehicles) and Ford BlueCruise (F-150, Mustang Mach-E) — neither Subaru nor its partner Toyota fielded a comparable feature. EyeSight is a hands-on driver-assist system.

Meaningful improvement over VA: the 2022 WRX ships with LED low/high-beam headlights standard on all trims, ending the halogen availability that dragged the outgoing car's headlight ratings. IIHS rated the LED Steering Responsive Headlights (Limited and GT) as Good — the qualifying unit for the 2022 TSP. The standard LEDs on Base and Premium (non-SRH, non-adaptive) evaluated as Acceptable — no longer Marginal/Poor, but not Good, which is why the WRX cannot reach 2022 TSP+ (Good across all trims required). Standard LEDs are the story here.

New VB body retains a relatively low beltline and reasonably thin A-pillars for a modern sedan; hood scoop remains but does not intrude on sightlines. Rear visibility is decent for a compact sedan though slightly compromised by higher rear deck vs the VA. Standard rearview camera on all trims; no surround-view camera is available at any trim, which is a gap vs Civic/Elantra rivals. Reviewers generally praise sightlines but note the wider C-pillar hurts rear three-quarter visibility.

VB rides on a slightly longer wheelbase (+0.9 in) than VA, giving a small but noticeable rear-seat legroom bump that helps rear-facing car seats. Two full LATCH sets in the outboard rear positions plus a tether for the center seat — standard compact-sedan configuration. IIHS LATCH ease-of-use is Acceptable on the platform. Rear door openings and rear head/legroom remain tight vs a Camry or Accord, so installation is workable but not spacious; three-across seating is impractical.

Every 2022 WRX trim (Base, Premium, Limited, GT) is a 5-passenger compact sedan with front sport buckets and a 60/40 split-folding rear bench. The all-new VB generation retains the sedan-only, five-seat layout of its predecessor.

Subaru's published front headroom for the all-new VB-generation 2022 WRX is 39.8 in without moonroof and 38.8 in with the power moonroof (standard on Limited, optional on Premium). Generous for the compact-sedan class.

Front legroom is 43.1 in across all 2022 WRX trims, matching the outgoing VA generation and remaining strong for the compact-sedan class.

Rear headroom dropped slightly to 36.7 in on the redesigned VB-generation 2022 WRX (vs 37.1 in on the 2021), reflecting the new roofline and rear-seat packaging. Adequate for average-height adults on short trips; tight for taller passengers.

The all-new VB-platform 2022 WRX gains a full inch of rear legroom over the 2021 (35.4 → 36.5 in), a meaningful improvement though still trailing volume compact sedans like the Civic (37.4). Two adults behind two adults is now workable rather than cramped.

The 2022 WRX trunk grows modestly to 12.5 cu ft (from 12.0 on the 2021), but the sedan-only WRX still trails the Civic sedan (14.8), Corolla (13.1), and Jetta (14.1) in cargo. 60/40 split-folding rear seat retained.

The redesigned 2022 WRX gets a new 11.6-inch portrait touchscreen (Premium+) that frees the console of button clutter and a slightly larger center bin, but organization is otherwise unremarkable — two front cupholders, two rear cupholders in the fold-down armrest, shallow door pockets, no underfloor bins, no sliding console. Wireless charging remains unavailable on the 2022 WRX. Competent but nothing clever versus a Golf GTI or Civic Si.

New front seats for the VB generation with better cushioning and improved long-haul comfort over the 2021; Limited adds a 10-way power driver seat with Ultrasuede/leather and red stitching, and the new GT trim gets Recaro performance buckets in black Ultrasuede (praised as immediately comfortable despite a narrow cushion). Rear bench remains firm and shallow. Volume Premium trim reviews land in the 'good support, competent cushioning' zone — a step up from 2021 but not a segment leader.

The all-new VB platform delivers a meaningful ride-quality improvement — reviewers describe the standard fixed-damper Base/Premium as more compliant than the 2021 with better broken-pavement isolation thanks to added sound deadening and revised suspension geometry (K-braces, longer driveshafts, chassis-mounted rear sway bar). The new GT trim's electronically-controlled adaptive dampers (Comfort/Normal/Sport) further widen the ride envelope. Still, some reviewers found the ride 'fidgety' and 'stiff-kneed' — better than 2021 but not plush by class standards.

Cabin quietness improved noticeably for the 2022 redesign — Subaru added sound deadening throughout, and the new turbo 2.4L FA24 boxer intrudes less than the outgoing FA20 at cruise. Reviewers describe the GT specifically as 'far less intrusive than expected from a Subaru' at highway speed. Boxer thrum and summer-tire road roar (Premium/Limited/GT) remain audible but the WRX is measurably quieter than the 2021, landing near segment average rather than below it.

Climate/comfort equipment is only modestly upgraded for 2022. Base gets automatic climate control; Premium and above add three-mode heated front seats, heated exterior mirrors, windshield wiper de-icer, and dual-zone automatic climate control. Moonroof is standard on Limited/available on Premium. Still no heated steering wheel, no ventilated seats, no rear-vent HVAC, and no remote pre-conditioning on any 2022 WRX trim — trailing luxury-badge rivals and even some mainstream compacts. The new GT trim adds nothing on the climate side beyond its Recaro seats and adaptive suspension.

The all-new VB-generation 2022 WRX Base sedan carried a $28,645 MSRP plus $960 destination, for a $29,605 starting price with the standard 6-speed manual. That was about a $1,185 bump over the outgoing 2021 Base — Subaru re-priced the redesigned car (new 2.4L FA24 turbo, new global platform, larger footprint) modestly higher rather than raising it aggressively.

Premium remained the volume trim in 2022 — 18-inch alloys, heated front seats, 11.6-inch portrait Starlink touchscreen with wireless CarPlay/Android Auto, dual-zone climate. Premium 6-MT MSRP was $31,145 plus $960 destination = $32,105, roughly $1,185 more than 2021 Premium. The new GT trim (Subaru Performance Transmission only, adaptive dampers, Recaro seats) pushed the top of the range past $42k for the first time.

The new turbocharged 2.4L FA24DIT and full-time AWD carry the same cost profile as the outgoing FA20 — mandatory synthetic oil at 6-month/6,000-mile intervals, expensive summer tires on Premium/Limited/GT, and elevated brake wear from enthusiast use. Premium fuel required. As an all-new VB-generation model, long-term repair data is thin, and CVT-equipped Premium/Limited/GT trims add complexity (the SPT transmission and adaptive dampers on GT) versus the outgoing car. Industry projections put 5-year maintenance + repair around $6,500–$7,000 — slightly above the 2021 estimate on higher parts prices.

WRX models remain top-tier for compact-sedan residuals — enthusiast demand, AWD, and cult following keep used prices high. The VB generation gave up a small amount of retention versus the beloved final-year VA (2021) because the redesign was received tepidly (plastic body cladding was polarizing) and Subaru cancelled the STI, leaving no halo to lift the range. KBB and ALG project 2022 WRX 5-year retention in the 55–60% range — still strong for the sport-compact class.

Subaru's 2022 bumper-to-bumper coverage remained the industry-standard 3 yr / 36,000 miles — matching Toyota, Honda, Mazda, and Ford but well behind Hyundai/Kia's 5 yr and Mitsubishi's 5 yr / 60k. No warranty enhancement for the redesigned VB WRX.

Subaru 2022 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. No change for the VB-generation launch.

Subaru offered no complimentary scheduled maintenance on the 2022 WRX — unlike BMW (3 yr / 36k at the time), Toyota (2 yr / 25k ToyotaCare), or Jaguar (5 yr / 60k). Buyers pay for every oil change and service interval out of pocket. Included perks: 3 yr / 36,000-mile roadside assistance and SiriusXM All Access trials (3–4 months) with the standard Starlink infotainment. A meaningful gap versus the class, and the redesign brought no change to the ownership package.

$32,105 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $18,300) leaves about $13,805 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,605 in total.

The 2022 WRX is the launch year of the all-new VB generation on the Subaru Global Platform with a new FA24DIT 2.4L turbo, new Subaru Performance Transmission (SPT) CVT variant, and a new 11.6-inch portrait Starlink infotainment stack — a classic first-year redesign risk profile. Consumer Reports predicted reliability came in near the bottom (roughly 1/5) for 2022 and stayed there through the 2023–2025 updates, driven by persistent Starlink freezes/reboots, drivability quirks after software recalls, and below-average trouble scores on in-car electronics, climate, and drive system. J.D. Power VDS covering the 2022 MY has trended below average for the redesigned model through the 2025–2026 studies.

Subaru remains in the upper-middle tier of mass-market brands — Consumer Reports typically ranks Subaru in the top 8–12 brands and J.D. Power's 2022 VDS placed Subaru near industry average (~150 PP100). Slight downward trend from 2021 as newer Subaru platforms (Ascent, Outback, redesigned WRX) drag down the historically strong Forester/Impreza mid-cycle reputation, but nothing that reclassifies the brand as a red-flag pick.

The 2022 WRX picked up a heavier-than-average early recall load for a first-year redesign — NHTSA campaigns covering fuel-pipe/fuel-tank sealing (fire risk), rear differential mounting fasteners, and repeated software campaigns for the 11.6-inch Starlink infotainment (stall/reboot). Multiple Subaru TSBs address Starlink freezes, wireless CarPlay dropouts, and SPT/CVT calibration. Recall count is materially worse than the 2021 sunset year and reflects typical first-year redesign teething with an added infotainment black eye.

The FA24DIT 2.4L direct-injected turbo flat-four shares core architecture with the Ascent/Outback XT engine (in service since 2019) and — four years post-launch in the WRX — has not developed the widespread ringland or connecting-rod failure reputation that dogged the outgoing FA20DIT, addressing the biggest durability black eye of the prior generation. The Subaru Performance Transmission (reinforced CVT for the automatic) has shown better durability in early-life data than the TR690 it replaced, though the 6-speed manual remains the more durable and enthusiast-preferred choice. Still short of top-tier proven-powertrain status pending 100k+-mile fleet data.

The redesigned cabin is a step up from the 2021 VA — new dash layout, standard 11.6-inch portrait Starlink touchscreen, Ultrasuede accents on Limited and GT, and Recaro seats on GT — but hard plastics still dominate the lower dash and door cards, and reviewers consistently call out that materials trail the VW Golf R and Honda Civic Si for a $32k+ car. The new center screen looks premium but relies on glossy piano-black plastic surrounds that pick up scratches.

First-year VB build quality has been a mixed bag — the new Subaru Global Platform chassis is stiffer and more refined structurally, but the polarizing textured black plastic body cladding shows uneven gaps and rattle-prone attachment on some early units, and owner forums document a spike in Starlink freeze issues, wireless CarPlay stability complaints, and NVH quirks. J.D. Power 2022 IQS scored Subaru near industry average, but the WRX itself skews worse than the brand mean given the redesign transition. Not a disaster, but noticeably behind the polished 2021 sunset build quality.

Subaru operated approximately 640 US dealerships in 2022 — 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 2022 Customer Service Index placed Subaru near the mass-market average. WRX-specific service expertise varies dealer-to-dealer since it's a low-volume performance halo car in a lineup dominated by Foresters and Outbacks.

Four years post-launch, the VB aftermarket has largely caught up — COBB Accessport, Perrin, GrimmSpeed, Invidia, and other established WRX vendors ship full FA24DIT/SPT support, closing the early gap that hurt 2022 buyers at launch. OEM parts are widely available at fair prices through Subaru's national network, but turbo-specific service and the SPT transmission still cost more than mainstream compact repairs, and RepairPal-style annual repair estimates track above the compact-sedan average given the AWD driveline and turbo. Ecosystem depth still trails the mature VA generation but the delta is much smaller than at launch.

The all-new VB-generation 2022 WRX inherits Subaru's 11.6-inch portrait/tablet-style Starlink Multimedia Plus touchscreen — first seen on the 2020 Outback/Legacy — and fits it standard to Premium, Limited, and GT. Only the entry Base trim keeps the legacy 7.0-inch dual-display head unit. The volume Premium buyer therefore steps up from 2021's 7.0-inch screen to the class-competitive 11.6-inch unit.

The new 11.6-inch Starlink Multimedia Plus system is a large visual upgrade over the 2021 WRX's 7-inch head unit, with clearer graphics, permanent shortcut bar, and Subaru's retained physical volume/tuning knobs and dual-zone climate hard controls flanking the screen. Reviewers praise the size and legibility but consistently note laggy boot times, occasional touch misses, and that HVAC fine-adjustments now require touchscreen dips. Middle-of-the-pack execution: better than most 2021 mainstream systems, still behind Hyundai/Kia and Honda's latest UIs.

Wireless Apple CarPlay is standard on all 11.6-inch-equipped trims (Premium, Limited, GT), a first for the WRX. Android Auto remains wired on the 2022 launch build via the front USB-A port. The entry Base with the 7.0-inch dual-display retains wired CarPlay and Android Auto. Volume Premium buyer gets a genuinely more modern phone-projection experience than any prior WRX, but the CarPlay-only wireless story keeps it out of the class-leading tier.

Subaru's native voice recognition remains a rigid command-tree implementation tied to phone dialing and audio source selection — not natural-language. TomTom-based built-in navigation is standard on Limited and GT (via Starlink Multimedia Plus with Navigation) and unavailable on Base/Premium. Standard wireless CarPlay makes Siri/Google Maps the practical choice for most owners regardless of trim, offsetting the weak native stack.

Base and Premium ship a 6-speaker system that reviewers describe as adequate but flat. Limited and GT step up to an upgraded Harman Kardon 11-speaker, 504-watt premium system with subwoofer — a real content bump over the outgoing 9-speaker/320W Harman Kardon offered on the 2021 Limited. Reviewers rate the new HK unit among the better factory setups in the sport-compact class, though highway exhaust drone and modest cabin sound isolation cap perceived quality.

The VB-generation 2022 WRX carries over the analog primary tach/speedometer layout, adding only a modestly larger 4.2-inch color TFT multi-information display in the gauge cluster showing boost, fuel economy, driver-assist status, and trip data. There is no fully configurable digital cluster on any trim from Base through GT — a clear miss versus the redesigned 2022 Honda Civic's semi-digital cluster and Hyundai Elantra N's full-digital option.

The 2022 WRX has no meaningful whole-vehicle over-the-air update capability. The new Starlink Multimedia Plus 11.6-inch system supports OTA map/POI database refreshes on trims equipped with built-in navigation (Limited/GT), but firmware and non-nav infotainment updates still require a dealer visit or USB stick. A small step up from the 2021 WRX's zero-OTA story, still far behind Tesla and current GM/Ford software-defined vehicles.

MySubaru with Starlink Safety Plus is standard on Premium, Limited, and GT (Base excluded because of the older head unit) and offers SOS, stolen-vehicle recovery, remote lock/unlock, vehicle finder, and roadside assistance during the trial period. Remote engine start with climate pre-conditioning requires the paid Security Plus subscription tier. App interface is functional but visually dated; no digital key. Structurally unchanged from the 2021 offering apart from broader trim coverage.

The redesigned 2022 WRX finally adds USB-C: 11.6-inch-equipped trims (Premium/Limited/GT) get one USB-A and one USB-C in the front console, plus two USB-A ports for rear passengers — a meaningful jump over the 2021 model's single front USB-A. Wireless phone charging is optional on Limited/GT via package. No AC household outlet on any trim. Now competitive with mainstream compact sedan norms but no longer a class laggard.

Keyless Access with Push-Button Start is now standard on Premium, Limited, and GT for 2022 (it was Limited-standard and Premium-optional in 2021) — a real usability upgrade for the volume buyer. Base retains a traditional turn-key ignition. Remote engine start still requires the paid Starlink Security Plus subscription. No hands-free trunk release and no phone-as-key on any trim.

Rear-view camera is standard on all 2022 WRX trims. Blind Spot Detection with Rear Cross Traffic Alert is standard on Premium, Limited, and GT (unchanged from the 2021 update). New for the VB generation, a front-view camera is offered on Limited and GT — the WRX's first-ever forward camera — projected on the 11.6-inch screen for tight parking scenarios. Still no rear parking sensors, no 360-degree surround view, and no automated parking assist on any trim.

No head-up display is offered on any 2022 WRX trim, from Base through the flagship GT. Subaru did not add HUD to the VB-generation option sheet at launch, despite it being available on premium sport-compact rivals such as the BMW M240i and Audi S3.

The all-new VB generation adds a full inch of rear legroom (35.4 → 36.5 in) on a longer 105.2-in wheelbase, easing rear-facing car-seat installs meaningfully vs the 2021 car. Trunk grows a touch to 12.5 cu ft (still tight for stroller-plus-groceries, and behind the Civic sedan's 14.8), and the 60/40 split-fold with pass-through is retained. Rear headroom actually drops slightly to 36.7 in and IIHS LATCH ease-of-use remains Acceptable, so installs are workable rather than roomy. Modest but real bump over 2021's 42; still below the Civic/Corolla mainstream.

Major upgrade: EyeSight (AEB, ACC with stop-and-go, Lane Keep, Lane Departure) is now STANDARD on every CVT-equipped 2022 WRX — Base CVT through GT — a big expansion from 2021's Limited-CVT-only availability. BSD/RCTA is optional on Premium and standard on Limited/GT, and LED headlights are standard across the range. IIHS 2022 Top Safety Pick when equipped with EyeSight and the LED Steering Responsive Headlights (Limited/GT); NHTSA 4-star overall. The catch families need to know: 6MT WRXs — still the enthusiast volume choice — get zero EyeSight in 2022, so the safety story bifurcates on transmission. Better than 2021's 38 but well behind the standard-ADAS Civic/Corolla for the trims families actually buy.

Longer wheelbase, extra rear legroom (36.5 in), added sound deadening, and a more compliant fixed-damper suspension (or GT's adaptive dampers) all lift the 2022 WRX above 2021 for multi-hour family use. Trunk grew slightly to 12.5 cu ft, and the redesigned cabin finally adds dual rear USB-A ports plus front USB-C for device-hungry passengers. Still no rear HVAC vents, no heated rear seats, no rear-seat entertainment, and Advanced ACC with Lane Centering is CVT-Limited/GT only — the volume 6MT Premium buyer has plain cruise. Standard symmetrical AWD retains its bad-weather family confidence card. Comfortable enough for weekends; still trails Camry/Accord/Sonata as a genuine family tourer.

The larger 2.4L FA24 delivers a fuller low-rpm response than the outgoing 2.0L, and reviewers describe throttle behavior as less peaky in daily traffic (though still not seamless). The new fixed-damper suspension is more compliant over broken pavement and cabin noise is measurably lower thanks to added sound deadening. Standard EyeSight on CVT trims — full-speed adaptive cruise with stop-and-go — transforms rush-hour ease for buyers who pick the Subaru Performance Transmission. Standard symmetrical AWD and standard Keyless Access with Push-Button Start on Premium+ round out daily usability. The volume 6MT Premium buyer still commits to constant clutch work and no ACC — the WRX remains an enthusiast's daily driver first, and a modest improvement over 2021's 48.

Efficiency regressed with the larger 2.4L: 22 MPG combined on the volume 6MT (down from 23 on the 2021), 21 combined on the CVT (down from 21). Premium 91-octane is recommended — a persistent 40–60¢/gal penalty over regular-fuel Civic Si and Elantra N Line rivals. fueleconomy.gov's dynamic annual fuel-cost estimate for the 2022 WRX now runs ~$3,050/yr, higher than 2021 on both worse economy and higher pump prices. Layered onto elevated tire and brake wear from enthusiast driving and full-time AWD, per-mile commuting cost is among the highest in the compact-sedan class.

The VB sedan grows slightly (183.8 in long on a 105.2-in wheelbase) but remains compact-sedan-easy in urban maneuvering, with reviewer-praised forward and side sightlines. Rearview camera is standard on all trims and — new for the redesign — a front-view camera is offered on Limited and GT via the 11.6-inch touchscreen for tight-parking scenarios (a first for the WRX). Still no rear parking sensors, no 360-degree surround view, and no automated parking assist on any trim, so Civic Touring/Mazda3 Premium buyers still get more parking tech dollar-for-dollar. Slight edge over 2021's 65 on the front camera addition.

Subaru does not publish a US towing rating for the 2022 WRX sedan; the redesigned car retains a small 12.5 cu ft trunk with a narrow aperture and 60/40 fold-down for occasional long items. The 271 hp FA24 turbo boxer is tuned for enthusiast use, not pulling loads. No bed, no factory tow prep. This is a driver's sport sedan; work capability is essentially nil.

The 2022 WRX debuts an all-new 2.4L FA24 turbo boxer and the new Subaru Global Platform-based VB chassis, so long-term durability data doesn't exist yet — the FA24 has less high-boost tuner exposure than the FA20DIT it replaces, but it is unproven under sustained hard use. Symmetrical AWD hardware and a stiffer, chassis-mounted rear sway bar carry Subaru's snow-belt reputation forward. The low-slung sport sedan body, summer-tire equipment on Premium/Limited/GT, and driver-focused interior aren't set up for wear-and-tear work-vehicle abuse.

No factory tow hitch, no bed, no onboard 110V power outlet, no tie-down system, and no factory roof-rail system on the WRX sedan. The redesigned cabin does finally add USB-C and dual rear USB-A ports (an upgrade over 2021's single front USB-A), and wireless charging is optional on Limited/GT, but that's device power, not work power. Interior is cloth/Ultrasuede/optional leather — none of it wash-oriented. Effectively zero work-focused features or upfit ecosystem, marginally better than 2021 only on device charging.

Meaningful improvement over 2021: the larger 16.6-gal tank paired with 22 MPG combined delivers ~365 miles of range on the 6MT (competitive for a compact sport sedan), and the VB platform brings a more compliant ride, extra sound deadening, revised sport seats with better long-haul cushioning, and (on GT) adaptive dampers with a livable Comfort mode. Standard EyeSight on all CVT trims — including full-speed ACC with stop-and-go, and Advanced ACC with Lane Centering Function on Limited/GT CVT — is a real fatigue reducer on interstates. Volume 6MT Premium still gets only plain cruise. Cabin noise is lower but not luxury-quiet, and rear-seat endurance is only average. Solid step up from 2021's 42; still trails Civic/Corolla/Camry as pure tourers.

Standard Symmetrical AWD — VLSD center diff on 6MT cars, VTD (45:55 default) on SPT CVT cars — remains the WRX's real adventure edge and puts it well ahead of RWD-biased sport-sedan rivals for gravel roads, snow, and mixed-condition travel. Subaru's rally-rooted brand character and a large aftermarket for lift kits, all-terrain tires, and skid plates continue to back it up. Real limits are unchanged: ~5.4 in ground clearance is car-low (SUVs run 8+), Premium/Limited/GT ship on summer performance rubber that needs seasonal swapping, and Subaru offers no factory tow hitch and no roof-rail system on the WRX sedan. Meaningfully more adventure-capable than a Civic/Corolla/Giulia/A4 in the same price band — same story as 2021.

The redesign nudges the trunk up to 12.5 cu ft (from 12.0 on the 2021) — still one of the smallest in the compact-sedan class (Civic 14.8, Jetta 14.1). 60/40 split-folding rear seat with pass-through retained for skis or long items. No factory roof-rail system on the WRX sedan (unlike the Impreza hatch/wagon), no factory hitch offered by Subaru of America, and no underfloor storage. Marginal improvement over 2021's 30 on the slightly larger trunk; bulky-gear flexibility remains restricted.

The all-new VB generation rides on the Subaru Global Platform with a claimed 28% higher torsional rigidity, a wider track, MacPherson strut front / double-wishbone rear geometry, and — on Limited/GT — retuned dampers (adaptive on GT). Instrumented tests put skidpad grip in the ~0.90 g range on stock 18-inch summer rubber, with composed body control and confident turn-in that reviewers agreed is a genuine step above the 2021 VA car for stability and mid-corner recovery, while still keeping the WRX's rally-bred rotate-friendly balance. Firm ride is the trade-off (penalized in cat4), but as a pure handling instrument it slots near the top of sub-$35k sedans.

The revised dual-pinion electric power steering carries a quicker ratio and firmer on-center weighting than the 2021 car. Reviewers found it accurate and appropriately weighted with slightly better feedback through mid-corner loads, though still short of hydraulic-rack benchmarks in pure road-texture feel. A modest step forward from the VA's already above-average EPS.

Volume Premium trim carries larger front rotors (12.4-in) with dual-piston calipers; instrumented 70-0 mph stops for the 2022 WRX are consistently in the ~155–162 ft range with firm pedal feel and no meaningful fade in normal use. GT adds larger rotors and Recaro-only stopping-power tuning. Pedal calibration is confidence-inspiring across all trims.

The new FA24F 2.4-liter turbo boxer (271 hp / 258 lb-ft) delivers torque earlier and more linearly than the outgoing FA20DIT, with peak twist arriving at 2,000 rpm and holding to 5,200 rpm — a meaningful drivability improvement on volume 6MT Premium. Reviewers still called out some off-boost tip-in softness and a mid-range flat spot around 3,000–3,500 rpm, but the calibration is noticeably smoother and more usable in everyday driving than the peaky VA car. The SPT CVT (Premium/Limited/GT option) is competent for a CVT but blunts response versus the manual — scored on volume 6MT as representative.

The VB generation adds acoustic glass on higher trims and thicker floor/firewall insulation, cutting highway drone versus the 2021 car. Under load, however, the boxer flat-four's signature thrum and turbo whoosh remain very audible — enthusiasts consider this character, mainstream buyers consider it coarse. A step up from 2021 for NVH but still trails contemporary Honda Civic Si and VW Golf GTI in refinement.

Subaru's published minimum turning diameter for the 2022 WRX is 36.1 ft curb-to-curb — mid-pack for a compact sport sedan and unchanged from the outgoing car despite the slightly longer 105.2-inch wheelbase.

The all-new interior brings an 11.6-inch portrait STARLINK touchscreen on Premium and above (Base retains a 7-inch dual-display setup), a redesigned dash, and improved seat bolstering — a substantial ergonomic upgrade from the 2021 car. Sport buckets, telescoping steering wheel, and low-slung driver's position remain strong points. The main demerit: HVAC controls migrated into the touchscreen with only a couple of physical shortcut buttons, and reviewers flagged the touchscreen as noticeably slow to respond compared to rivals. Interior materials also still trail Golf GTI and refreshed Civic Si.

The 2022 WRX remains the enthusiast's default sub-$35k AWD sport sedan — 6MT + Symmetrical AWD + boxer character + rally lineage. Reviewers uniformly rate it as genuinely fun and one of the last true drivers' sedans in this price tier, though many noted that the more refined chassis and torquier-but-less-peaky FA24 give up a small amount of the visceral, on-edge feel that defined the outgoing car. The polarizing plastic body cladding and CVT availability drew criticism but the manual Premium is still an enthusiast recommendation.

The all-new VB-generation 2022 WRX Base ($29,605 including destination) carries standard 271-hp 2.4L turbo, symmetrical AWD, 6-speed manual, LED headlights, backup camera, dual-zone auto climate, and wireless Apple CarPlay/Android Auto with a 7-inch dual-screen setup. Higher trims (Limited/GT) get the 11.6-inch portrait Starlink touchscreen, heated front seats, blind-spot monitoring, and — critically — EyeSight driver-assist tech which for 2022 remained unavailable on any manual-transmission WRX. That EyeSight-on-manual gap keeps this from scoring higher, since the 2022 Civic Si comes with Honda Sensing standard and the Elantra N ships with hands-on assists across the range.

The 271-hp turbo AWD sport sedan starting at $29,605 remains the segment's bang-for-buck standout — no direct AWD hot-sedan rival exists at the price for 2022. The returning 2022 Civic Si (11th-gen) is FWD/200 hp at ~$29K, the Elantra N (~$33K) is FWD/276 hp, the Mk8 Golf GTI (~$31K) is FWD, and the Golf R AWD ($44K+) is $14K+ more. Slight step down from the 2021 verdict because the base price rose ~$1,200, styling is polarizing, and the modest 3-hp bump over the outgoing FA20DIT underwhelmed enthusiasts — but the AWD-turbo-manual value proposition is unmatched near $30K.

Four trims for 2022 — Base ($29,605), Premium ($32,105), Limited (~$36,495), and new-for-2022 GT (~$42,895) — with the 6-speed manual standard on Base/Premium/Limited and the new Subaru Performance Transmission (SPT) CVT optional on Premium/Limited and mandatory on GT. Adding the adaptive-damper GT halo broadens the ceiling by ~$10K over 2021, but three notable constraints hold the score back: GT is CVT-only (a widely criticized decision among enthusiasts), the hatchback bodystyle is gone, and Subaru cancelled the STI for the VB generation with no confirmed return — so the range no longer has a factory-tuned apex.

2022 US WRX sales landed around 18,000–20,000 units (WRX only — no STI production for the year, and the model didn't ship until March 2022), soft versus prior combined WRX/STI runs and below Subaru's launch-year expectations. Supply-chain constraints throttled inventory and the sport-sedan segment continued its crossover-driven contraction. Enthusiast interest was real but tempered by the tepid reception of the redesign, keeping trajectory flat rather than the bounce a new generation typically delivers.

Subaru in 2022 remained one of the strongest mainstream brands on image and loyalty — Most Trusted Brand streak intact, outdoorsy lifestyle equity, and cross-shop halo from WRC rally heritage. The WRX nameplate still carries genuine enthusiast cred few mainstream sport sedans match. Modest step down from 2021's 78 because the polarizing plastic body cladding on the VB redesign drew heavy criticism and the STI cancellation removed the halo variant that historically anchored the range's aspirational image.

2022 was the peak of the post-pandemic inventory crisis, and the newly launched VB WRX routinely transacted at MSRP with dealer markups reported on Limited and GT trims. Subaru's already-lean incentive program was effectively zero — no meaningful rebates, plain-vanilla financing, and negligible negotiability. Worse for buyers than 2021 as launch demand met supply-constrained inventory. Bad for haggling, though it helps protect resale (rewarded in cat5.2.3).

2022 is the launch year of the all-new VB-generation WRX built on the Subaru Global Platform — new 2.4L FA24DIT turbo (up from 2.0L), redesigned chassis (28% stiffer), new interior with 11.6-inch portrait Starlink touchscreen, and new Subaru Performance Transmission (SPT) CVT. Freshness is at its peak: buyers get current platform tech, and there is zero replacement risk on the horizon (VB expected to run through mid-decade). This is the single strongest cat10 factor for 2022 and the exact inverse of 2021, when the VA was in its send-off year.

Reception was notably mixed for a full redesign — reviewers praised the sharper chassis, quieter cabin, and improved interior tech, but repeatedly criticized the polarizing black-plastic body cladding, the modest 3-hp gain over the outgoing FA20DIT, GT's CVT-only mandate, the persistent absence of EyeSight on the manual, and the STI cancellation. Absent from Car and Driver's 2022 10Best list, not a NACTOY nominee. IIHS awarded the 2022 WRX Top Safety Pick when equipped with EyeSight (CVT trims) and specific LED headlights. Strong enthusiast ownership community, but the 2022 WRX rarely won 2022 sport-compact comparisons, which frequently went to the Civic Si or Elantra N for polish and outright performance-per-dollar.