2023 Subaru WRX

The 2023 WRX carries over the VB generation's 2.4L FA24 turbocharged direct-injection boxer-four unchanged from 2022 — 271 hp @ 5,600 rpm across every trim (Base, Premium, Limited, GT). No STI variant offered; Subaru retired the STI after the 2021 VA generation and has not returned an ICE STI to market.

Peak torque is unchanged for 2023: 258 lb-ft on a broad 2,000–5,200 rpm plateau from the FA24 boxer. The wide torque band remains one of the powertrain's strengths but the headline number trails hotter turbo-four rivals (Golf R 295, Civic Type R 295).

With the identical FA24/6MT drivetrain and curb weight from 2022, the 2023 WRX runs the same instrumented 0–60 as the launch year — Car and Driver measured 5.4 s on the 2022 Premium 6MT, and the 2023 is mechanically unchanged. The Subaru Performance Transmission (SPT CVT) adds roughly 0.6–0.8 s.

The FA24 offers more accessible low-rpm response than the outgoing 2.0L FA20DIT, but the boxer growl remains coarse under load, throttle tip-in is peaky, and reviewers continue to note that the WRX feels only modestly quicker than the numbers suggest. No refinement changes for 2023 — mixed praise persists.

The revised 6-speed manual with shorter throws and improved linkages remains a genuine highlight — precise gate, well-weighted clutch, satisfying engagement. The Subaru Performance Transmission (8-step manual-mode CVT with paddles) is better calibrated than the outgoing Sport Lineartronic and now available across the range for 2023 (standard on GT), but still drones under sustained load and is the compromise choice for enthusiasts.

Symmetrical full-time AWD is standard on every 2023 WRX trim — a core Subaru brand pillar — with a viscous-coupling limited-slip center diff on 6MT cars and Variable Torque Distribution (45:55 default) on SPT CVT cars. Active Torque Vectoring is standard across the line. No driver-selectable low range (not the point of this vehicle), and no STI in 2023 means the DCCD is no longer part of the lineup.

Single powertrain across every 2023 WRX trim (2.4L FA24 turbo boxer, 271 hp) with no hybrid, PHEV, or EV option and no STI variant. The lineup is narrowed to a single take-it-or-leave-it configuration with only transmission choice (6MT vs SPT CVT) differentiating trims mechanically.

The 2023 WRX is a mechanical carryover of the 2022 VB generation — same 2.4L FA24 turbo boxer (271 hp/258 lb-ft), same 6-speed manual and Subaru Performance Transmission CVT, same symmetrical AWD. EPA ratings are unchanged from launch year: 22 MPG combined on the volume 6MT, 21 MPG combined on the SPT CVT. Sits below the sedan-segment norm because of the turbo AWD sport-compact mission.

EPA city rating for the 2023 WRX is 19 MPG regardless of transmission — below the sedan normalization band floor. City efficiency remains 2 MPG behind the outgoing 2021 VA (21 city) because the larger 2.4L is thirstier in stop-and-go than the smaller 2.0L it replaced.

EPA highway rating for the 2023 WRX 6MT is 26 MPG; the SPT CVT is 25 MPG. Full-time symmetrical AWD and a torque-tuned turbo flat-four keep highway efficiency at the low end of the sedan band — unchanged from 2022.

The VB generation's 16.6-gallon fuel tank carries over into 2023; paired with EPA 22 MPG combined that yields roughly 365 miles per fill on the volume 6MT and about 349 miles on the SPT CVT. Range sits at the low end of the sedan band because of the modest combined MPG rather than tank size.

fueleconomy.gov's dynamically updated annual-cost figure for the 2023 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. Essentially identical to the 2022 estimate because MPG and fuel-grade requirement are unchanged.

The 2023 WRX owner's manual specifies 91-octane premium unleaded as the recommended fuel for the 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, and there is no home-charging or alternate-fuel option to offset it.

The 2023 WRX is the second year of the VB generation — one body structure, one restraint calibration across 2022–2026, so item 3.1.1 must carry the same NHTSA result on every VB year. Secondary sources point to 5 stars overall for the generation; nhtsa.gov was not reachable from the scoring environment to confirm sub-scores against the primary source, so confidence is held at MEDIUM. Prior 2023 file listed 4 stars, conflicting with the 2022/2024/2025/2026 files' 5 stars — this re-score harmonizes toward 5 pending a primary-source pass.

For 2023 IIHS tightened its criteria — the updated moderate overlap front test (evaluating rear-passenger protection) and updated side test became required for the award. The 2023 WRX was NOT named a 2023 Top Safety Pick: it retained Good ratings across the legacy six crashworthiness tests but its updated moderate overlap front result graded only Marginal (weak rear-passenger protection), and the updated side test came in as Acceptable rather than Good. Front crash prevention remained Superior V2V / Advanced daytime pedestrian. Loss of any IIHS award (2022 TSP → no 2023 award) is the story of the year and drops this vs the 2022 score.

Direct carryover of the 2022 story: EyeSight (AEB, ACC, LDW, LKA, Lane Sway Warning, Lead Vehicle Start Alert, Pre-Collision Braking) is standard on every CVT-equipped WRX — Base CVT, Premium CVT, Limited CVT, and GT — but is not available on any 6MT WRX in 2023. Blind Spot Detection with RCTA is optional on Premium and standard on Limited/GT. Because 6MT still represents a large share of enthusiast sales, the volume-trim picture remains bifurcated: strong on CVT, absent on 6MT.

AEB hardware and behavior are unchanged from the 2022 VB launch — the same wider-field-of-view EyeSight stereo cameras. IIHS's 2023 front crash prevention evaluation of the WRX returned Superior for vehicle-to-vehicle (6/6) and Advanced for daytime pedestrian; nighttime pedestrian was not evaluated to the updated standard, keeping the WRX behind rivals that scored Advanced/Superior at night. AEB is standard on all four CVT trims and unavailable on any 6MT WRX, capping the composite score.

Unchanged from 2022: Blind Spot Detection with Lane Change Assist and Rear Cross Traffic Alert is optional on Premium and standard on Limited and GT. Alert-only, no active steering intervention. Not offered on Base at any drivetrain, and 6MT Premium buyers must option it. Availability is meaningfully broader than the pre-VB Limited-only picture but still short of always-standard rivals like the Civic or Elantra.

Carryover from 2022: EyeSight adds Lane Keep Assist (active steering correction) and Lane Departure Warning on every CVT WRX; Advanced Adaptive Cruise Control with Lane Centering Function is available on Limited/GT CVT trims. Reviewers describe the lane centering as competent for straight highway driving but noticeably less polished than Honda Sensing or Toyota Safety Sense in curve handling. All-CVT-standard availability lifts the score, but zero lane assistance on any 6MT still drags the composite.

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

Subaru still offered no hands-free highway driving system on any 2023 model, including the WRX. In the 2023 market, hands-free capability remained a Cadillac Super Cruise / Ford BlueCruise (and, on Tesla, supervised FSD) story — Subaru has no comparable feature in development for this segment. EyeSight is a hands-on driver-assist system.

Unchanged from 2022: the 2023 WRX ships with LED low/high-beam headlights standard on every trim. IIHS rated the LED Steering Responsive Headlights on Limited and GT as Good, while the standard LEDs on Base and Premium (non-SRH, non-adaptive) evaluated as Acceptable. Because 2023 IIHS awards require Good-rated headlights across the range for TSP+ and at least Acceptable for TSP, the split rating contributed to the loss of TSP status entirely under the tightened 2023 criteria.

Body and glass are unchanged from 2022 — the VB retains a relatively low beltline and reasonably thin A-pillars for a modern sedan, with the functional hood scoop not intruding on sightlines. Rear visibility is decent for a compact sedan but slightly compromised by the higher rear deck vs the VA. Standard rearview camera on all trims; no surround-view camera is offered on any 2023 trim, a gap vs Civic/Elantra rivals. Reviewers praise forward and side sightlines while noting a wider C-pillar hurts rear three-quarter visibility.

Unchanged from 2022. The VB rides on a slightly longer wheelbase (+0.9 in) than the VA, giving a modest 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 2023 WRX trim (Base, Premium, Limited, GT) is a 5-passenger compact sedan with front sport buckets and a 60/40 split-folding rear bench. Unchanged from the 2022 VB-generation launch.

Front headroom is unchanged from the 2022 VB launch: 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 2023 WRX trims, unchanged from the 2022 VB launch and strong for the compact-sedan class.

Rear headroom of 36.7 in carries over from the 2022 VB redesign — adequate for average-height adults on short trips; tight for taller passengers. No changes to the roofline or rear-seat packaging for 2023.

Rear legroom is 36.5 in, unchanged from the 2022 VB launch. Two adults behind two adults is workable but the WRX still trails volume compact sedans like the Civic (37.4 in).

The 2023 WRX trunk carries over at 12.5 cu ft. 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.

In-cabin storage carries over from 2022: the 11.6-inch portrait touchscreen (Premium+) frees the console of button clutter and a slightly larger center bin is included, 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 any 2023 WRX trim. Competent but nothing clever versus a Golf GTI or Civic Si.

Front seats carry over from the 2022 VB redesign with improved cushioning and long-haul comfort over the previous VA generation; Limited adds a 10-way power driver seat with Ultrasuede/leather and red stitching, and the 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 the outgoing generation but not a segment leader.

Ride quality carries over from 2022: the VB platform's revised suspension geometry (K-braces, longer driveshafts, chassis-mounted rear sway bar) and added sound deadening deliver a more compliant ride than the pre-2022 WRX. The GT trim's electronically-controlled adaptive dampers (Comfort/Normal/Sport) further widen the ride envelope. Still, some reviewers describe the ride as 'fidgety' and 'stiff-kneed' — better than the pre-VB WRX but not plush by class standards.

Cabin quietness carries over from the 2022 redesign — added sound deadening and the turbo 2.4L FA24 boxer keep intrusion at cruise below the pre-VB WRX. 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 lands near segment average rather than below it.

Climate/comfort equipment is unchanged from 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 2023 WRX trim — trailing luxury-badge rivals and even some mainstream compacts. The GT trim adds nothing on the climate side beyond its Recaro seats and adaptive suspension.

The 2023 WRX Base sedan carried a $29,605 MSRP plus a $1,000 destination charge, for a $30,605 out-the-door base price with the standard 6-speed manual — a roughly $1,000 bump over the 2022 launch year. Second-year VB generation with no mechanical changes (2.4L FA24 turbo, 271 hp), so the increase reflects industry-wide inflation and a $40 destination-fee lift.

Premium remained the volume trim in 2023 — 18-inch alloys, heated front seats, 11.6-inch portrait Starlink touchscreen with wireless CarPlay/Android Auto, dual-zone climate, sunroof. Premium 6-MT MSRP was $32,105 plus $1,000 destination = $33,105, about $1,000 more than 2022 Premium. Trim lineup and equipment carried over from 2022; the GT (Subaru Performance Transmission only, adaptive dampers, Recaro seats) still tops the range past $43k.

The turbocharged 2.4L FA24DIT and full-time symmetrical AWD carry the same elevated service profile as the 2022 launch — mandatory synthetic oil at 6-month/6,000-mile intervals, expensive summer tires on Premium/Limited/GT, elevated brake wear from enthusiast use, and premium fuel required. Second-year data is still thin but the CVT-equipped Premium/Limited/GT trims add the Subaru Performance Transmission and (on GT) adaptive dampers. Industry projections put 5-year maintenance + repair around $6,700–$7,100 — a modest lift over the 2022 estimate on higher parts and labor.

WRX models remain top-tier for compact-sedan residuals — enthusiast demand, standard 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. 2023 residuals track the 2022 launch year closely — KBB and ALG project ~55–58% 5-year retention, still strong for the sport-compact class.

Subaru's 2023 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 2023.

Subaru 2023 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 2023.

Subaru offered no complimentary scheduled maintenance on the 2023 WRX — a gap versus Toyota (2 yr / 25k ToyotaCare), BMW (3 yr / 36k of the era), and 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. Unchanged from 2022 — a meaningful shortfall versus most direct rivals.

$33,105 volume-trim price minus its estimated resale value after 5 years (56.5% retained, or about $18,704) leaves about $14,401 in depreciation. Add the projected $6,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $21,301 in total.

The 2023 WRX is the second model year of the redesigned VB generation and carries over the FA24DIT powertrain and 11.6-inch portrait Starlink stack from 2022 essentially unchanged. Consumer Reports continues to rate predicted reliability at or near the bottom of the class (roughly 1/5) through the 2023/2024/2025 updates, driven by persistent Starlink freezes/reboots, wireless CarPlay dropouts, drivability quirks after software campaigns, and below-average trouble scores on in-car electronics, climate, and drive system. J.D. Power VDS covering the 2023 MY trends below average for the redesigned WRX. A modest uptick vs 2022 reflects one more year of field data with no new failure patterns emerging, but this remains a below-average predicted-reliability pick.

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 2023 VDS placed Subaru near industry average (~150 PP100). No meaningful shift from 2022; the redesigned WRX and Ascent drag on the brand mean while Forester/Impreza/Crosstrek continue to prop it up.

The 2023 WRX carries a lighter recall footprint than the 2022 launch year but still has a meaningful list — NHTSA campaigns include software actions for the 11.6-inch Starlink infotainment (rearview camera image/stall issues), a rear-differential-mount fastener campaign carried over from 2022, and follow-on service actions related to fuel system sealing on affected VINs. TSB volume around Starlink freezes, wireless CarPlay dropouts, and SPT/CVT calibration remains elevated. Modestly improved vs 2022's first-year footprint but still below class average.

With five years of FA24DIT service across Ascent/Outback XT/WRX (2019–2026) and now two years in the WRX specifically, the 2.4L direct-injected turbo flat-four has not developed the widespread ringland or connecting-rod failure reputation that plagued the outgoing FA20DIT — the biggest durability black eye of the prior VA generation is effectively addressed. The Subaru Performance Transmission (reinforced CVT for the automatic) has shown better durability 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 broader 100k+-mile fleet data.

The redesigned cabin carries over from 2022 unchanged — 11.6-inch portrait Starlink touchscreen, Ultrasuede accents on Limited and GT, 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 center-screen surround uses glossy piano-black plastic that scratches easily. No 2023-specific interior upgrades.

Second-year VB build quality improves modestly on the 2022 launch — the polarizing textured black plastic body cladding is fit more consistently on 2023 units per owner-forum consensus, and the Starlink stability picture has improved (though not fully resolved) after mid-cycle software campaigns. Structural NVH from the stiffer Subaru Global Platform chassis remains a strength. J.D. Power 2023 IQS again scored Subaru near industry average. Still short of the polished 2021 sunset build quality but closing the gap vs 2022.

Subaru operated approximately 640 US dealerships in 2023 — 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 2023 Customer Service Index placed Subaru near the mass-market average. WRX-specific service expertise varies dealer-to-dealer since it remains a low-volume performance halo car in a lineup dominated by Foresters, Outbacks, and Crosstreks.

By 2023 the VB aftermarket had largely matured — COBB Accessport, Perrin, GrimmSpeed, Invidia, and other established WRX vendors ship full FA24DIT/SPT support, closing most of the launch-year ecosystem gap. 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 Edmunds True Cost to Own repair projections trend above the compact-sedan average given the AWD driveline and turbo. Ecosystem depth still trails the mature VA generation but the delta has narrowed further vs 2022.

The 2023 WRX is the second year of the VB generation and carries the 11.6-inch portrait/tablet-style Starlink Multimedia Plus touchscreen forward on Premium, Limited, and GT. Only the entry Base trim keeps the legacy 7.0-inch dual-display head unit. The volume Premium buyer therefore gets the class-competitive 11.6-inch unit.

The 11.6-inch Starlink Multimedia Plus system is unchanged for 2023 and continues to draw the same mixed reviewer feedback: crisp graphics and useful shortcut bar, with retained physical volume/tuning knobs and dual-zone climate hard controls, but laggy boot times, occasional touch misses, and HVAC fine-adjustments routed through the touchscreen. Middle-of-the-pack execution — better than most 2021-era mainstream systems, still behind Hyundai/Kia and Honda's latest UIs.

Wireless Apple CarPlay remains standard on all 11.6-inch-equipped trims (Premium, Limited, GT) for 2023. Android Auto is still connected via the front USB-A port — wireless Android Auto was not added to the WRX for 2023. The entry Base with the 7.0-inch dual-display retains wired CarPlay and Android Auto. Volume Premium buyer gets a modern phone-projection experience, but the CarPlay-only wireless story keeps it out of the class-leading tier.

Subaru's native voice recognition is unchanged for 2023 — a rigid command-tree implementation tied to phone dialing and audio source selection, not natural-language. TomTom-based built-in navigation continues to be bundled with Starlink Multimedia Plus with Navigation on Limited and GT and is unavailable on Base/Premium. Standard wireless CarPlay makes Siri/Google Maps the practical choice for most owners.

Base and Premium continue with a 6-speaker system that reviewers describe as adequate but flat. Limited and GT retain the upgraded Harman Kardon 11-speaker, 504-watt premium system with subwoofer — content is unchanged from 2022. Reviewers still rate the 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 2023 WRX carries over the analog primary tach/speedometer layout with a 4.2-inch color TFT multi-information display in the gauge cluster showing boost, fuel economy, driver-assist status, and trip data. No fully configurable digital cluster is available on any trim from Base through GT — a clear miss versus the Honda Civic Si's semi-digital cluster and Hyundai Elantra N's full-digital option.

The 2023 WRX has no meaningful whole-vehicle over-the-air update capability. The Starlink Multimedia Plus 11.6-inch system supports OTA map/POI database refreshes on nav-equipped trims (Limited/GT), but firmware and non-nav infotainment updates still require a dealer visit or USB stick. Unchanged from 2022 and far behind Tesla and software-defined GM/Ford vehicles.

MySubaru with Starlink Safety Plus is standard on Premium, Limited, and GT (Base excluded because of the older head unit) with a 3-year trial covering SOS, stolen-vehicle recovery, remote lock/unlock, vehicle finder, and roadside assistance. Remote engine start with climate pre-conditioning continues to require the paid Security Plus subscription tier. App interface is functional but visually dated; no digital key. Unchanged from the 2022 offering.

The 2023 WRX carries the 2022 port layout: 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. Wireless phone charging remains optional on Limited/GT via package. No AC household outlet on any trim. Competitive with mainstream compact sedan norms but not a class leader.

Keyless Access with Push-Button Start remains standard on Premium, Limited, and GT for 2023. 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 2023 WRX trims. Blind Spot Detection with Rear Cross Traffic Alert is standard on Premium, Limited, and GT. The front-view camera introduced on the 2022 VB launch continues on Limited and GT, 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 2023 WRX trim, from Base through the flagship GT. Subaru did not add HUD to the VB-generation option sheet for 2023, despite it being available on premium sport-compact rivals such as the BMW M240i and Audi S3.

Direct carryover of the 2022 VB-generation packaging: 36.5 in rear legroom, 36.7 in rear headroom, 12.5 cu ft trunk, 60/40 split-folding rear seat with pass-through, and IIHS LATCH ease-of-use rated Acceptable. The extra 1.1 in of rear legroom over the pre-VB car still eases rear-facing installs versus the VA generation, but the trunk stays tight for stroller-plus-groceries duty (Civic sedan 14.8 cu ft) and door apertures are narrow. Workable rather than roomy for family logistics; behind mainstream Civic/Corolla sedans, unchanged from 2022.

The story of the year is negative for families: the 2023 WRX LOST its IIHS Top Safety Pick award because the tightened 2023 criteria added the updated moderate overlap front (rear-passenger) test — which the WRX only rated Marginal — and the updated side test came in Acceptable rather than Good. Base and Premium standard LED headlights also grade only Acceptable. NHTSA 4-star overall carries over. Equipment is otherwise a 2022 carryover: EyeSight (AEB, ACC with stop-and-go, LKA, LDW) is standard on every CVT trim (Base CVT through GT), BSD/RCTA optional on Premium and standard on Limited/GT. Every 6MT WRX — the enthusiast volume choice — still gets ZERO EyeSight, so the safety story remains bifurcated on transmission. Loss of TSP on top of an already-split ADAS story earns a real drop vs 2022's 52.

Carryover of the 2022 VB package: 36.5 in rear legroom, 12.5 cu ft trunk, added sound deadening, more compliant fixed-damper suspension (or GT's adaptive dampers), and dual rear USB-A ports plus front USB-C for device charging. 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. No packaging or equipment changes vs 2022.

Second year of the VB generation and functionally identical to 2022: the 2.4L FA24 delivers accessible low-rpm response, cabin noise is lower than the pre-VB WRX thanks to added sound deadening, and standard EyeSight with full-speed ACC and stop-and-go on all CVT trims transforms rush-hour ease for buyers who pick the Subaru Performance Transmission. Standard symmetrical AWD and 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 — throttle tip-in is peaky, boxer grunt is coarse under load. The WRX remains an enthusiast's daily driver first, not a relaxing commuter — same as 2022.

Direct carryover: EPA 22 MPG combined on the volume 6MT and 21 combined on the SPT CVT are unchanged from 2022, and 91-octane premium remains 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 2023 WRX runs ~$3,050/yr. 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. Nothing improved for 2023.

Body and equipment unchanged from 2022. Compact-sedan-easy in urban maneuvering (183.8 in long on a 105.2-in wheelbase) with reviewer-praised forward and side sightlines. Rearview camera is standard on all trims; front-view camera continues on Limited and GT via the 11.6-inch touchscreen for tight-parking scenarios. 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.

Subaru does not publish a US towing rating for the 2023 WRX sedan, and the second-year VB 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 2023 model is the second year of the FA24 turbo boxer and VB Subaru Global Platform, so early ownership data is starting to accumulate — no major powertrain complaints have surfaced in the first year of fleet use, giving a very modest confidence bump over 2022's launch-year uncertainty. Symmetrical AWD hardware and stiffer chassis carry Subaru's snow-belt reputation forward. Still, the low-slung sport sedan body, summer-tire equipment on Premium/Limited/GT, and driver-focused cabin aren't set up for wear-and-tear work-vehicle abuse, and long-term durability data remains thin.

No changes for 2023: 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 11.6-in-equipped trims (Premium/Limited/GT) include front USB-A + USB-C and dual rear 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.

Carryover of the 2022 package: 16.6-gal tank paired with 22 MPG combined delivers ~365 miles of range on the 6MT and ~349 mi on the SPT CVT, VB platform brings a more compliant ride, added sound deadening, redesigned 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 tourer; still trails Civic/Corolla/Camry as pure long-haulers. No 2023 changes.

Standard Symmetrical AWD — VLSD center diff on 6MT, VTD (45:55 default) on SPT CVT — plus Active Torque Vectoring remains the WRX's real adventure edge, 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 from 2022: ~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. Still meaningfully more adventure-capable than a Civic/Corolla/Giulia/A4 in the same price band.

No changes for 2023: 12.5 cu ft trunk remains 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. Bulky-gear flexibility remains restricted — buyers hauling bikes, kayaks, or snowboards regularly need aftermarket solutions.

Chassis carries over unchanged from the launch 2022 VB car: Subaru Global Platform with ~28% higher torsional rigidity vs the VA, wider track, MacPherson strut front / double-wishbone rear geometry, and adaptive dampers on the GT trim. Instrumented tests continue to 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 again called a genuine step above the 2021 VA car for stability while retaining 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.

Dual-pinion electric power steering carries over unchanged from 2022 with the quicker ratio and firmer on-center weighting than the VA car. Reviewers again described it as accurate and well-weighted with good mid-corner feedback for an EPS setup, though still short of hydraulic-rack benchmarks in pure road-texture feel. Unchanged for 2023.

Brake hardware is unchanged from 2022: volume Premium trim carries 12.4-in front rotors with dual-piston calipers; GT adds larger rotors with performance pads. Instrumented 70-0 mph stops for the 2022 WRX were consistently in the ~155–162 ft range with firm pedal feel and no meaningful fade in normal use — the 2023 is mechanically identical. Pedal calibration remains confidence-inspiring across all trims.

The FA24F 2.4-liter turbo boxer (271 hp / 258 lb-ft) is unchanged for 2023, delivering torque earlier and more linearly than the outgoing FA20DIT — peak twist at 2,000 rpm holding to 5,200 rpm remains a meaningful drivability improvement over the peaky VA car on the 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. The SPT CVT (now available across the range, standard on GT) is competent for a CVT but blunts response versus the manual — scored on volume 6MT as representative.

NVH package is unchanged from 2022 — acoustic glass and thicker floor/firewall insulation on higher trims cut highway drone versus the VA car. Under load, 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 2023 WRX is 36.1 ft curb-to-curb — mid-pack for a compact sport sedan and unchanged from the 2022 VB car on the same 105.2-inch wheelbase.

Interior carries over unchanged from 2022: 11.6-inch portrait STARLINK touchscreen on Premium and above (Base retains the 7-inch dual-display setup), sport buckets, telescoping steering wheel, and a low-slung driver's position. The recurring demerit is unchanged for 2023 — HVAC controls remain in the touchscreen with only a couple of physical shortcut buttons, and the touchscreen is still noticeably slow to respond compared to rivals. Interior materials also still trail Golf GTI and Civic Si.

The 2023 WRX remains the enthusiast's default sub-$35k AWD sport sedan — 6MT + Symmetrical AWD + boxer character + rally lineage, unchanged from 2022. Reviewers uniformly rate it as genuinely fun and one of the last true drivers' sedans in this price tier, though many still note 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 VA car. The polarizing plastic body cladding and CVT availability remain criticized, but the manual Premium is still an enthusiast recommendation and no STI variant is offered.

Standard equipment carries over from the 2022 VB launch: Base ($29,605 + $1,000 dest.) ships with 271-hp 2.4L turbo boxer, symmetrical AWD, 6-speed manual, LED headlights, backup camera, dual-zone auto climate, and wireless Apple CarPlay/Android Auto on the 7-inch dual-screen setup. Premium and above get the 11.6-inch portrait Starlink touchscreen, heated seats, sunroof, and blind-spot monitoring. The EyeSight driver-assist limitation persists — still unavailable on any manual-transmission WRX for 2023 — which continues to trail the Civic Si (Honda Sensing standard across the range) and Elantra N (SmartSense standard).

The 271-hp turbocharged AWD sport sedan at $30,605 base / $33,105 Premium (both incl. $1,000 destination) remains the segment's AWD bang-for-buck standout — no direct AWD hot-sedan rival exists at the price for 2023. The 2023 Civic Si is FWD/200 hp at ~$29K, the Elantra N (~$34K) is FWD/276 hp, the Mk8 Golf GTI (~$32K) is FWD, and the Golf R AWD ($45K+) is $14K+ more. Slight step down from 2022 because Subaru added ~$1,000 across the range with no mechanical or content changes and the redesign's polarizing styling continues to blunt enthusiast enthusiasm — but the AWD-turbo-manual proposition near $30K remains unmatched.

Four trims carry over from 2022 — Base ($29,605), Premium ($32,105), Limited (~$37,495), and GT (~$43,395 including destination) — with 6-speed manual standard on Base/Premium/Limited and Subaru Performance Transmission (SPT) CVT optional on Premium/Limited, mandatory on GT. Same three constraints hold the score back: GT is CVT-only (still widely criticized by enthusiasts), the hatchback bodystyle remains discontinued, and no STI variant is offered for the VB generation — so the range has no factory-tuned apex. Roughly $13k spread from Base to GT is respectable but the missing halo and hatch cap the ceiling.

2023 US WRX sales landed around 22,000–24,000 units — a step up from 2022's constrained launch year (~18–20K) as inventory normalized, but still soft versus prior combined WRX/STI-era peaks in the mid-2010s. Sport-sedan segment overall continued to shrink as buyers migrated to crossovers. Enthusiast demand held up on the manual Premium, but the redesign's mixed reception and STI-shaped hole in the range kept trajectory flat-to-modestly-up rather than the surge a redesigned generation typically produces.

Subaru remained one of the strongest mainstream brands on image and loyalty in 2023 — Most Trusted Brand streak intact, outdoorsy lifestyle equity, and WRC rally-heritage halo. The WRX nameplate still carries genuine enthusiast cred few mainstream sport sedans match. Score held at 2022's level because the polarizing plastic body cladding on the VB continues to draw criticism a year in and the STI's absence continues to leave the range without its historical aspirational anchor.

Subaru's incentive program remained industry-lean in 2023 — no meaningful rebates, plain-vanilla financing, and negligible negotiability on the WRX. Slightly better for buyers than 2022 as post-pandemic inventory normalized and dealer markups on Limited/GT eased, so transactions closer to MSRP became achievable, but Subaru still declined to spiff the model. Bad for hagglers, but good for resale (rewarded in cat5.2.3).

2023 is year two of the VB-generation WRX on the Subaru Global Platform — still very fresh with the 2.4L FA24DIT turbo, 11.6-inch portrait Starlink touchscreen, and stiffer new chassis introduced for 2022. Modest step down from 2022's launch-year 90 because the model is no longer brand-new and reviewers had a full year to catalog the criticisms (styling, no manual EyeSight, CVT-only GT), but zero replacement risk on the horizon (VB is early in its expected mid-decade run).

Reception in year two mirrored 2022's mixed verdict — reviewers still praised the sharper chassis, quieter cabin, and improved tech, but continued to criticize the polarizing plastic cladding, the modest 3-hp gain over the outgoing FA20DIT, the CVT-only GT, the persistent absence of EyeSight on the manual, and the missing STI. Absent from Car and Driver's 2023 10Best, not a NACTOY nominee. IIHS again awarded Top Safety Pick when equipped with EyeSight (CVT trims) and specific LED headlights. 2023 sport-compact comparisons continued to go to the Civic Si or Elantra N more often than the WRX, which won on AWD traction and character rather than outright polish.