2024 Subaru WRX

The 2024 WRX continues the VB generation's 2.4L FA24 turbocharged direct-injection boxer-four unchanged from 2022/2023 — 271 hp @ 5,600 rpm across every trim, including the new-for-2024 TR (Tuned Recaro), which adds Brembo brakes, Recaro seats, and grippier tires but no power bump. No STI variant offered.

Peak torque is unchanged for 2024: 258 lb-ft on a broad 2,000–5,200 rpm plateau. The wide torque band remains a strength but the headline number trails the hotter Golf R (295) and Civic Type R (295) turbo-four rivals — a persistent complaint about the FA24's positioning.

Mechanically unchanged FA24/6MT drivetrain and near-identical curb weight yield the same instrumented mid-5-second 0–60 as prior VB years. The TR's stickier 245/35R19 Potenza S007 rubber may shave a tenth off launch traction but does not fundamentally change acceleration. The Subaru Performance Transmission (SPT CVT) still adds roughly 0.6–0.8 s.

The FA24 is carryover for 2024 — reviewers continue to praise the low-rpm accessibility versus the old FA20DIT but flag a raspy boxer note under load, peaky throttle tip-in, and a delivery that feels only modestly quicker than the numbers suggest. The TR's chassis upgrades highlight rather than hide these lingering powertrain quirks.

The 6-speed manual — with shorter throws and improved linkages introduced with the VB generation — remains a genuine highlight, and the new-for-2024 TR is manual-only, doubling down on its role as the enthusiast pick. The Subaru Performance Transmission (8-step manual-mode CVT with paddles) is more responsive than typical CVTs but still drones under sustained load. Overall a small bump vs prior VB years thanks to the TR's manual-only stance emphasizing the transmission's quality.

Symmetrical full-time AWD is standard on every 2024 WRX trim — including the new TR — 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 modes beyond that, and still no STI in 2024 so no DCCD.

Single powertrain across every 2024 WRX trim (2.4L FA24 turbo boxer, 271 hp) — the new TR adds chassis/brake/tire hardware but no power increase, hybrid, PHEV, or EV option. Still no STI variant three years into the VB generation. The lineup remains a take-it-or-leave-it configuration with only transmission choice (6MT vs SPT CVT) differentiating trims mechanically, and TR removes even that choice by going manual-only.

EPA rates the 2024 WRX 2.4L FA24 turbo AWD at 22 MPG combined with the standard 6-speed manual and 21 MPG combined with the Subaru Performance Transmission (CVT). Unchanged versus 2022/2023; near the bottom of the sedan normalization band because of full-time symmetrical AWD plus a boosted 271-hp powertrain running premium fuel.

EPA city rating for the 2024 WRX is 19 MPG regardless of transmission — well below the sedan normalization band. Turbocharged AWD plus the added displacement of the FA24 keeps stop-and-go efficiency modest.

EPA highway rating for the 2024 WRX 6MT is 26 MPG; the SPT/CVT is 25 MPG. Symmetrical AWD and a 271-hp turbo boxer keep highway efficiency at the low end of the sedan band.

16.6-gallon fuel tank paired with EPA 22 MPG combined yields roughly 365 miles per fill on the volume 6MT; SPT/CVT drops to about 349 miles. Tank capacity grew from the VA generation's 15.9 gal, but modest combined MPG keeps overall range short of most sedans.

fueleconomy.gov's dynamically updated annual-cost figure for the 2024 WRX sits around $3,000–$3,150 under current EPA assumptions (15k mi/yr, premium fuel), well into the upper end of the sedan cost band because of premium fuel plus 22 MPG combined.

Subaru's 2024 WRX owner's manual specifies 91-octane premium unleaded as the recommended fuel for full rated output; 87 octane is permitted with reduced performance and no durability harm. The premium requirement plus poor combined MPG creates an ongoing fuel-cost penalty versus regular-fuel sport-sedan rivals.

Per the CarScore VB-generation constraint (one body structure, one NHTSA test result across 2022–2026), item 3.1.1 must carry the same value 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 directly, so confidence is MEDIUM. Prior 2024 file listed 4 stars, which conflicted with the 2025 file's 5 stars — this run harmonizes toward 5 pending a primary-source pass.

The 2024 WRX again earned no IIHS award. Crashworthiness carries over from 2023 — Good on the legacy small-overlap driver/passenger, original moderate-overlap front, original side, roof strength, and head restraint tests, but Marginal on the updated moderate-overlap front (weak rear-passenger protection) and Acceptable on the updated side test. The updated-protocol shortfalls block 2024 TSP/TSP+ eligibility on their own, regardless of headlight or ADAS content. Effectively identical to 2023.

MY2024 is the first WRX ever offered with EyeSight on a manual transmission — and Subaru made it standard on EVERY 2024 WRX, including the 6MT-only Base, Premium, and new TR trims. Standard content across the range: Pre-Collision Braking, full-speed-range Adaptive Cruise Control, Lane Departure and Sway Warning, Lane Keep Assist, and Lead Vehicle Start Alert. The lone remaining trim-locked item is Blind Spot Detection with RCTA, which is not standard on Base (and, best available reading, not on TR). That single gap is what keeps this out of the 80–100 bucket — otherwise the suite is comprehensive on all trims. Very large step up vs 2023, driven by EyeSight-on-6MT.

AEB hardware carries over from the 2022 VB launch (wider-field-of-view EyeSight stereo cameras). IIHS front-crash-prevention: Superior vehicle-to-vehicle (6/6), Advanced daytime pedestrian, Basic nighttime pedestrian — the nighttime shortfall keeps the WRX behind class leaders. The score jumps meaningfully vs 2023 because Pre-Collision Braking is now standard on every 2024 trim (including all 6MT trims and the TR), removing the availability drag that held prior years down.

Alert-only Blind Spot Detection with Lane Change Assist and Rear Cross Traffic Alert is not standard across the range: Base does without, and best available reading is that Premium can get BSD/RCTA via an option package while Limited and GT carry it as standard; the track-focused TR skips it. Sources conflict on exactly which trim BSD/RCTA becomes standard on (Premium vs Limited); the CarScore run context explicitly flags this as needing verification against Subaru's 2024 trim/spec sheet, which was not reachable on this run — hence LOW confidence. No active-steering or active-braking intervention on any trim. Score held near the middle of the 'available on most trims, alert-only' band.

Lane Keep Assist and Lane Departure/Sway Warning are now standard on EVERY 2024 WRX via EyeSight — including all 6MT trims (Base, Premium, TR) — a first for the WRX line. Advanced Adaptive Cruise Control with Lane Centering Function remains a CVT-only feature (Limited and GT trims). Reviewers describe the centering as competent and predictable on straight highway sections but less polished than Honda Sensing or Toyota Safety Sense on winding roads. Big step up vs 2023 driven by universal LKA availability; ceiling capped by the still-CVT-only Lane Centering.

Full-speed-range Adaptive Cruise Control is standard on every 2024 WRX via EyeSight — a first-time inclusion on the 6MT (Base, Premium, TR). Practical behavior differs by transmission: on CVT trims the ACC handles stop-and-go automatically; on 6MT trims the driver still has to work the clutch on hard stops. Limited and GT (CVT) add Advanced ACC with Lane Centering for a rudimentary highway assist. Reviewers describe ACC following and braking as smooth and predictable. The universal-availability upgrade is a clear step forward vs 2023 despite the manual/CVT behavior split.

Subaru offered no hands-free highway driving system on any 2024 model, including the WRX. EyeSight is a hands-on driver-assist system. In the 2024 market, hands-free capability remained a Cadillac Super Cruise / Ford BlueCruise story (plus Tesla supervised FSD) — none of which is available on a Subaru.

The 2024 WRX ships with LED low/high-beam headlights standard on every trim. IIHS rates the LED Steering Responsive Headlights on Limited and GT as Good; the standard LEDs on Base, Premium, and the new TR (non-SRH, non-adaptive) rate Acceptable. Because a Good headlight rating across the full range is required for TSP+ (and at least Acceptable for TSP), the split rating contributes — alongside the updated-protocol crashworthiness shortfalls — to the loss of any 2024 IIHS award.

Body and glass are unchanged from the 2022/2023 VB — relatively low beltline, reasonably thin A-pillars for a modern sedan, and a functional hood scoop that does not intrude 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 2024 trim, a real gap vs Civic and Elantra rivals. Reviewers praise forward and side sightlines but note the wider C-pillar hurts rear three-quarter visibility.

Unchanged from 2022/2023. 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 2024 WRX trim is a 5-passenger compact sedan with front sport buckets and a 60/40 split-folding rear bench. Unchanged for the VB generation.

Subaru's published front headroom for the 2024 WRX is 39.8 in on Base/TR (no moonroof) and 38.8 in on Premium/Limited/GT (moonroof standard). Unchanged from the 2022 VB-generation redesign. The new-for-2024 TR trim deletes the moonroof to save weight, restoring the taller 39.8 in figure.

Subaru's published front legroom for the 2024 WRX is 43.1 in, generous for the compact sport-sedan class and carried over from the 2022 VB redesign. The TR's Recaro buckets sit on the same rails and do not change this figure.

Rear headroom of 36.7 in is mid-pack for compact sedans and is a small step down from the VA-generation's 37.1 in due to the more raked VB roofline. Unchanged from 2022/2023.

The VB WRX's longer wheelbase (104.9 in vs 104.3 in on VA) unlocks a full inch more rear legroom vs the outgoing 2021 model (36.5 in vs 35.4 in). Still short of a Civic sedan (37.4 in) but far more usable behind adult front occupants than the VA WRX. Unchanged for 2024.

The 2024 WRX trunk holds 12.5 cu ft — small for the compact-sedan segment (Civic sedan is 14.8, Corolla is 13.1, Jetta is 14.1). The sedan-only WRX still lacks a hatchback body style; rear-seat pass-through helps for skis or long items. Marginal 0.5 cu ft gain over the VA generation.

In-cabin storage is functional but unremarkable in the VB WRX. Modest center console bin, two front cupholders, two rear cupholders in a fold-down armrest, and shallow door pockets. The redesigned dash added a vertical 11.6-inch tablet on Premium and up but did not add hidden bins or a giga-console. No underfloor storage, no sliding console, no standout organization vs a Golf R's clever solutions. Segment-average.

The 2024 lineup expands seat options meaningfully with the new TR trim's Recaro front buckets (previously exclusive to STI models on the outgoing generation), which reviewers praise for long-haul support and lateral hold. Base/Premium/Limited/GT keep Subaru's standard sport buckets with 8-way power driver seat on Limited and GT, plus available leather/Ultrasuede. Rear bench remains firm and short in the cushion. Bumped up vs the 2021 rating because the Recaro-equipped TR is now available on a non-STI trim and the VB's revised base buckets are widely reported as an improvement over the VA.

Ride quality is a notable comfort penalty but slightly improved for the VB generation. Base/Premium (17-inch wheels) is the most compliant configuration; Limited and GT (18-inch) are firmer, and the new-for-2024 TR pairs STI-tuned dampers with the same 18s — the stiffest street WRX. GT's electronically adjustable dampers offer a Comfort mode that helps on broken pavement but doesn't erase the firm baseline. Reviewers still describe the ride as busy over broken pavement, though less punishing than the outgoing STI. Small uptick vs the 2021 score.

The VB body brought thicker glass, added sound deadening, and an acoustic windshield vs the outgoing VA, so cabin quietness improved modestly. The FA24 turbo boxer is still audible under load and summer-oriented rubber (Limited/GT/TR) keeps road roar elevated. Wind noise at 70 mph is competitive with the segment; boxer thrum and road noise are still the intrusive elements. Slightly better than 2021 but still on the noisy side of the compact-sedan class.

Comfort equipment expanded meaningfully for the VB generation. 2024 WRX: dual-zone automatic climate control standard from Premium up; heated front seats standard on Premium/Limited/GT/TR; heated steering wheel standard on Limited and GT (new capability not offered on any 2021 trim); heated exterior mirrors and wiper de-icer standard. Still no ventilated seats, no rear-vent HVAC, and no remote pre-conditioning on any trim — behind luxury sport-sedan rivals but improved over the VA generation. TR deletes the moonroof but keeps heated seats.

The 2024 WRX Base sedan MSRP was $31,615 plus $1,120 destination, for a $32,735 out-the-door base price with the standard 6-speed manual — roughly a $2,100 lift over 2023 driven by the addition of standard EyeSight on CVT trims, a $120 destination bump, and industry-wide price inflation. Third year of the VB generation with no mechanical changes (2.4L FA24 turbo, 271 hp/258 lb-ft).

Premium remained the volume trim in 2024 — 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 $33,815 plus $1,120 destination = $34,935, about $1,830 more than 2023 Premium. The 2024 model year introduced the enthusiast-focused TR trim (Recaro seats, Brembo brakes, Bridgestone Potenza S007 summer tires, matte-gray 19-inch wheels, 6-MT only — no sunroof, no heated seats) slotting between Limited and GT.

The turbocharged 2.4L FA24DIT and full-time symmetrical AWD continue to drive elevated service costs — mandatory synthetic oil at 6-month/6,000-mile intervals, expensive summer tires on Premium/Limited/TR/GT trims, elevated brake wear from enthusiast use, and premium fuel required. Third-year VB data is still relatively thin but Edmunds True Cost to Own projects roughly $4,900 maintenance and ~$2,100 repairs over 5 years — a modest lift over 2023 on higher parts and labor rates. TR and GT trims will run higher due to Brembo/adaptive-damper service.

WRX models remain top-tier for compact-sedan residuals — enthusiast demand, standard symmetrical AWD, manual availability, and a cult following keep used prices high. The VB generation gives up a small amount of retention versus the beloved VA (particularly the final-year 2021) because of the polarizing plastic cladding and the absence of an STI halo. 2024 residuals track 2023 closely — KBB and ALG project ~55–58% 5-year retention, still strong for the sport-compact class. The new TR trim may hold slightly better as a limited-availability enthusiast configuration.

Subaru's 2024 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 2024.

Subaru 2024 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 2024.

Subaru offered no complimentary scheduled maintenance on the 2024 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 2022–2023 — a meaningful shortfall versus most direct rivals.

$34,935 volume-trim price minus its estimated resale value after 5 years (56% retained, or about $19,564) leaves about $15,371 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,371 in total.

The 2024 WRX is the third model year of the VB generation and carries the FA24DIT powertrain, Subaru Performance Transmission, and 11.6-inch portrait Starlink stack over from 2022–2023 essentially unchanged (the addition of the TR trim is content-focused, not reliability-relevant). Consumer Reports predicted reliability for the 2024 WRX remains near the bottom of the class (roughly 1/5) — the persistent Starlink freeze/reboot pattern, wireless CarPlay dropouts, and below-average trouble scores on in-car electronics and drive system continue to drag the score. J.D. Power VDS covering the 2024 MY trends below average. A modest improvement vs 2023 reflects a third year of accumulating field data with no new failure patterns emerging beyond the known infotainment quirks.

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 2024 VDS placed Subaru near industry average. No meaningful shift from 2023; the redesigned WRX and Ascent continue to drag on the brand mean while Forester, Impreza, and Crosstrek prop it up.

The 2024 WRX carries a lighter recall footprint than the 2022 launch year and slightly better than 2023 — NHTSA campaigns for the 2024 MY are limited to a modest number of actions, most notably continued Starlink 11.6-inch infotainment software updates (rearview camera image/stall issues) and residual driveline hardware campaigns carried over from earlier VB VINs. TSB volume around Starlink freezes and wireless CarPlay dropouts remains elevated but the trajectory is improving as software campaigns land. Still below class average for compact sport sedans.

With six years of FA24DIT service across Ascent/Outback XT/WRX (2019–2026) and three 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 variant on 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 cabin carries over from 2022–2023 — 11.6-inch portrait Starlink touchscreen, Ultrasuede accents on Limited and GT, Recaro seats on GT (and now standard on the new-for-2024 TR trim) — 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 2024-specific material upgrades beyond the TR's Recaros.

Third-year VB build quality improves modestly on 2023 — the textured black plastic body cladding is fit more consistently on 2024 units per owner-forum consensus, and the Starlink stability picture has continued to improve (though not fully resolved) after further mid-cycle software campaigns. Structural NVH from the stiffer Subaru Global Platform chassis remains a strength. J.D. Power 2024 IQS again scored Subaru near industry average. Still short of the polished 2021 sunset build quality but closing the gap further vs the launch year.

Subaru operated approximately 640 US dealerships in 2024 — 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 2024 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 2024 the VB aftermarket has largely matured — COBB Accessport, Perrin, GrimmSpeed, Invidia, and other established WRX vendors ship full FA24DIT/SPT support, closing the early 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 continues to narrow vs 2023.

The 2024 WRX is the third year of the VB generation and continues the 11.6-inch portrait Starlink Multimedia Plus touchscreen on every trim above Base — Premium, Limited, GT, and the new-for-2024 track-focused TR. Only the entry Base trim keeps the legacy 7.0-inch dual-display head unit. Volume Premium buyers still get the class-competitive 11.6-inch unit.

The 11.6-inch Starlink Multimedia Plus system is unchanged for 2024 and continues to earn mixed reviewer verdicts: crisp graphics, useful shortcut bar, and welcome physical volume/tuning knobs plus dual-zone climate hard controls, offset by 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 newer UIs.

Wireless Apple CarPlay remains standard on all 11.6-inch-equipped trims (Premium, Limited, GT, TR) for 2024. Android Auto is still connected via the front USB-A port — wireless Android Auto was not added to the WRX for 2024. 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 2024 — 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/TR. Standard wireless CarPlay makes Siri/Google Maps the practical choice for most owners.

Base and Premium continue with a 6-speaker system reviewers describe as adequate but flat. Limited and GT retain the upgraded Harman Kardon 11-speaker, 504-watt premium system with subwoofer. The new-for-2024 TR is 6MT-only and, per the order guide, ships with the standard 6-speaker system rather than the HK setup (weight/spec preference for the track buyer). 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 2024 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 the new TR — a clear miss versus the Honda Civic Si's semi-digital cluster and Hyundai Elantra N's full-digital option.

The 2024 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 2023 and far behind Tesla and software-defined GM/Ford vehicles.

MySubaru with Starlink Safety Plus is standard on Premium, Limited, GT, and the new TR (Base excluded because of the older head unit) with a trial period 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 2022–2023 offering.

The 2024 WRX carries the 2022–2023 port layout: 11.6-inch-equipped trims (Premium/Limited/GT/TR) 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; the track-focused TR omits the wireless charging pad. 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, GT, and the new TR for 2024. 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 2024 WRX trims. Blind Spot Detection with Rear Cross Traffic Alert is standard on Premium, Limited, GT, and the new TR. The front-view camera continues on Limited and GT, projected on the 11.6-inch screen for tight parking scenarios (TR omits it as part of its track-focused content). 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 2024 WRX trim, from Base through the flagship GT and the new track-focused TR. Subaru did not add HUD to the VB-generation option sheet for 2024, despite it being available on premium sport-compact rivals such as the BMW M240i and Audi S3.

The VB generation's longer 105.2 in wheelbase adds a full 1.1 in of rear legroom over the 2021 VA (36.5 in vs 35.4 in), which meaningfully eases rear-facing car-seat installation, and the 12.5 cu ft trunk is 0.5 cu ft larger for stroller-plus-groceries loads. IIHS still rates LATCH ease-of-use only Acceptable, rear door apertures are narrow, and three-across seating remains impractical. Better than the 2021 WRX but well behind Civic (~65) and Corolla (~70) mainstream compact sedans that families actually buy.

Real progress on ADAS breadth: EyeSight (AEB, ACC, Lane Keep Assist, Lane Departure Warning) is now standard on every CVT trim (Base CVT through GT), not the CVT-Limited-only story of 2021. But the volume 6MT buyer — including the new-for-2024 TR — still gets zero EyeSight, no AEB, no ACC, and no lane assistance, a persistent safety gap at family-friendly price points. IIHS awarded no 2024 TSP/TSP+ (Marginal on the updated moderate overlap front and Acceptable on the updated side test), a step back from the 2021 TSP status. NHTSA 4-star overall carries over. Small net bump vs 2021 because CVT breadth broadened, but crash-award loss offsets much of the gain.

Rear-seat livability improved on multiple axes vs the 2021 WRX: 36.5 in rear legroom (up 1.1 in), two rear USB-A charging ports (2021 had zero), dual-zone automatic climate control now standard on Premium and up (2021 had it only on Limited), heated steering wheel standard on Limited/GT (new for VB), acoustic windshield and added sound deadening for a quieter cabin, and 12.5 cu ft trunk. Still no rear HVAC vents, no heated rear seats, and a firm/busy ride on 18-inch trims. Meaningful step up from the 2021 score but still trails mainstream Camry/Accord family tourers.

The 2.4L FA24 turbo boxer replaces the peaky FA20DIT with meaningfully better low-rpm accessibility on the broad 258 lb-ft plateau (2,000–5,200 rpm), so stop-and-go driving is less lag-limited than the 2021 car. GT-trim adaptive dampers offer a Comfort mode that helps on broken pavement (still firm at baseline). Standard wireless Apple CarPlay on Premium and up simplifies daily phone use, and standard rearview camera plus (Limited/GT) front-view camera aid tight-lot manuevers. Volume 6MT still demands constant clutch work in traffic, ride remains firm on 18-inch trims, and cabin noise is above segment average — engaging when you want it, still fatiguing when you don't. Modest bump vs 2021.

22 MPG combined on the volume 6MT (21 on the SPT CVT) is 1 MPG worse than the 2021 car and near the bottom of the sedan class — the Corolla returns 35 MPG combined, the Civic ~36. Premium fuel remains recommended and fueleconomy.gov's annual fuel-cost estimate is ~$3,050 (up from ~$2,900 in 2021). Full-time symmetrical AWD plus a boosted 271-hp powertrain is inherently expensive to feed. Add enthusiast tire and brake wear and this remains one of the most expensive compact sedans to commute in — slightly worse than 2021.

The VB WRX remains compact-sedan-small (~183.8 in long, similar tight turning circle), and reviewers again praise forward and side visibility from the low beltline and thin A-pillars. Front-view camera projected on the 11.6-inch screen is now standard on Limited/GT — a new-for-VB parking aid the 2021 car did not offer at any trim. Still no rear parking sensors on any trim, no 360-degree surround view, and no automated parking assist — Civic Touring and Mazda3 Premium buyers get more parking tech. Small bump vs 2021 for the front-view camera addition.

Subaru still publishes no US towing rating for the sedan-only 2024 WRX and offers no factory tow-prep package. The 12.5 cu ft trunk with narrow aperture is minimal for cargo, and the 271-hp FA24 is tuned for enthusiast responsiveness, not load-pulling — the new-for-2024 TR trim doubles down on track focus (Brembo brakes, Recaros, grippier tires) rather than any work capability. No meaningful work capability, unchanged from 2021.

The FA24 2.4L replaces the FA20DIT and is arguably less stressed at similar output (larger displacement, lower specific power), but three model years into the VB generation the powertrain still lacks fleet-proven under-hard-use track record and the sport-compact enthusiast use case remains reliability-negative rather than positive. Symmetrical AWD hardware is robust for weather use, but the low-slung sport-sedan body, sport tires (Limited/GT on 18s, TR on 245/35R19 Potenza S007s), and driver-focused interior aren't set up for wear-and-tear abuse. Not a work vehicle proposition — flat vs 2021.

Still no factory tow hitch, no bed, no onboard 110V/1500W AC power outlet, no bed tie-down system, and no factory roof-rail system on the WRX sedan. Cabin adds USB-C to the front console for 2024 but the interior is cloth/Ultrasuede or optional leather — none of it wash-oriented. TR omits even the wireless charging pad. Effectively zero work-focused features or upfit ecosystem, unchanged from 2021.

Range is roughly 365 mi from the enlarged 16.6-gal tank at 22 MPG combined on the volume 6MT — comparable to 2021 despite the 1 MPG combined regression. Cabin quietness improved (acoustic windshield, added floor/wheel-well liners), the VB's revised sport buckets are more supportive, and the new-for-2024 TR trim's Recaros — previously STI-only — are widely praised as segment benchmarks for long-haul stints. Rear-seat legroom bumped +1.1 in, dual-zone climate standard from Premium up, and rear USB ports help back-row occupants. Persistent penalty: Adaptive Cruise Control and lane-centering are still CVT-only and completely unavailable on the volume 6MT (Base/Premium/TR), a real fatigue tax on interstates. Meaningful bump vs 2021 but tourer credentials still trail Civic/Corolla and German luxury peers.

Standard Symmetrical AWD — with the VLSD center diff on 6MT cars and VTD on the CVT, plus Active Torque Vectoring standard across all trims (including the new TR) — remains the WRX's genuine adventure card versus RWD-biased sport-sedan rivals. Subaru's rally-rooted brand character and a huge aftermarket for lift kits, all-terrain tires, and skid plates back it up. Real limits unchanged: ~5 in of ground clearance is car-low (SUVs run 8+), Limited/GT ship on summer tires (Bridgestone Potenza) that need seasonal swapping, TR's 245/35R19 Potenza S007s are even more summer-focused. No factory hitch, no factory roof-rail system on the sedan. Still meaningfully more adventure-capable than a Civic/Corolla or Giulia/A4 — flat vs 2021.

12.5 cu ft trunk is 0.5 cu ft larger than the 2021 car but still one of the smallest in the compact-sedan class (Civic 14.8, Jetta 14.1, Corolla 13.1). A 60/40 split-folding rear seat with pass-through helps 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 on any 2024 trim, and no underfloor storage. Bulky-gear flexibility remains restricted — small bump vs 2021.

Third year of the VB WRX with the same SGP-based chassis (~28% torsional-rigidity gain vs the VA), wider track, MacPherson strut front / double-wishbone rear geometry, and adaptive dampers on GT. For 2024 Subaru added the TR (Tuner Ready) trim with retuned adaptive dampers, stiffer springs, larger anti-roll bars, and 245/40R18 summer performance rubber — a modest but real handling ceiling raise for the lineup. Volume Premium 6MT retains the 2022/2023 chassis tune with instrumented ~0.90 g skidpad; body control and rally-bred rotate-friendly balance still slot near the top of sub-$35k sedans.

Dual-pinion electric power steering carries over unchanged from 2022/2023 with the quicker ratio and firmer on-center weighting than the VA car. Reviewers again described it as accurate and appropriately weighted with good mid-corner feedback for an EPS setup, though still short of hydraulic-rack benchmarks in pure road-texture feel. TR trim's stiffer suspension slightly heightens perceived precision, but the rack itself is unchanged.

Brake hardware on volume Premium trim carries over unchanged (12.4-in front rotors with dual-piston calipers). The new 2024 TR trim adds Brembo six-piston front / two-piston rear calipers with larger drilled rotors — reserved for the enthusiast trim but a signal of the lineup's brake credibility. Instrumented 70-0 mph stops on the Premium remain in the ~155–162 ft range with firm pedal feel and no meaningful fade in normal use; TR shortens that further with the Brembos.

FA24F 2.4-liter turbo boxer (271 hp / 258 lb-ft) is unchanged for 2024 — peak torque at 2,000 rpm holding to 5,200 rpm remains meaningfully more usable than the outgoing FA20DIT on the volume 6MT Premium. Reviewers still call out some off-boost tip-in softness and a mid-range flat spot around 3,000–3,500 rpm. The SPT CVT (available across Premium/Limited/GT, not offered on TR) is competent for a CVT but blunts response versus the manual — scored on volume 6MT as representative. No engine calibration changes vs 2023.

NVH package is unchanged from 2022/2023 — 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 the VA generation for NVH but still trails contemporary Honda Civic Si and VW Golf GTI in refinement. TR's more aggressive tire compound adds a touch of road roar but doesn't change powertrain NVH.

Subaru's published minimum turning diameter for the 2024 WRX is 36.1 ft curb-to-curb — mid-pack for a compact sport sedan and unchanged from 2022/2023 on the same 105.2-inch wheelbase.

Interior carries over unchanged from 2022/2023: 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. Same recurring demerit — 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 still trail Golf GTI and Civic Si. TR adds Recaro sport seats with better bolstering, but volume Premium is unchanged.

The 2024 WRX remains the enthusiast's default sub-$40k AWD sport sedan — 6MT + Symmetrical AWD + boxer character + rally lineage — and the new TR trim reaffirms Subaru's commitment to a genuine driver's car in the absence of an STI variant. Volume Premium 6MT is unchanged from 2023 and still one of the last true drivers' sedans in this price tier; enthusiast outlets treated the TR launch as a small but meaningful vote of confidence in the platform's future. Polarizing plastic body cladding and continued CVT availability remain criticized, but the manual Premium (and especially TR) are firmly enthusiast recommendations.

Base 2024 WRX ($31,615 + $1,120 destination) equipment set carries over from 2023 — 271-hp 2.4L FA24 turbo boxer, symmetrical AWD, 6-speed manual, LED headlights, dual 7-inch Starlink display with wireless Apple CarPlay/Android Auto, dual-zone auto climate, backup camera, 17-inch alloys. New for 2024: EyeSight (Pre-Collision Braking, Adaptive Cruise, Lane Keep Assist) is now standard on every CVT-equipped WRX (Base CVT through GT), whereas 2022–2023 required stepping up to Limited/GT for parts of that content. Premium and above still add the 11.6-inch portrait Starlink touchscreen, heated seats, and sunroof. Persistent shortfall: EyeSight remains completely unavailable on any 6MT WRX including the new-for-2024 TR trim — a widening gap versus Civic Si (Honda Sensing standard across the range) and Elantra N (SmartSense standard).

271-hp turbocharged AWD sport sedan at $32,735 base / $34,935 Premium (both incl. $1,120 destination) remains the segment's AWD bang-for-buck standout — no direct AWD hot-sedan rival exists at the price for 2024. The 2024 Civic Si is FWD/200 hp at ~$30K, the Elantra N (~$35K) is FWD/276 hp, the Mk8 Golf GTI (~$33K) is FWD, and the Golf R AWD ($46K+) is $11K+ more. Modest step down from 2023 because Subaru added ~$1,830 across the range with no mechanical improvements and the new WRX TR at $42,775 delivers premium hardware (Brembos, Recaros, Bridgestone Potenza summer tires) but no more power — the AWD-turbo-manual proposition remains unmatched at $30–35K, but Subaru captured more of the buyer's dollar this year.

Five trims for 2024 — Base ($32,735), Premium ($34,935), Limited ($37,235), TR ($42,775, NEW), GT ($44,275) — with 6-speed manual on Base/Premium/Limited/TR and Subaru Performance Transmission (SPT) CVT optional on Premium/Limited and mandatory on GT. The new TR trim explicitly plugs the enthusiast gap the discontinued STI left — track-focused hardware (Brembos, Recaros, Bridgestone Potenza S007, 19-inch matte-gray wheels, no sunroof to save weight) on a 6MT-only spec. Score lifts vs 2023's 70 because the TR meaningfully broadens the range at the enthusiast end. Persistent constraints unchanged: GT stays CVT-only, no hatchback bodystyle, still no full STI variant, so the halo cap remains.

2024 US WRX sales landed roughly flat with 2023 at ~22,000–25,000 units — the TR trim launch generated enthusiast media buzz but volume remained governed by the shrinking sport-sedan segment and the polarizing VB styling. Subaru of America reported WRX among its slowest-growing nameplates in a year the Crosstrek and Forester posted strong gains. Solid mid-pack for the sport-compact niche, but sport sedans overall continued their crossover-driven contraction.

Subaru remained one of the strongest mainstream brands on image and loyalty in 2024 — KBB Most Trusted Brand streak still intact, top-tier retention, outdoorsy lifestyle equity, and enduring WRC rally-heritage halo on the WRX. The new-for-2024 TR trim gave enthusiast media a fresh reason to talk about the nameplate and restored some aspirational anchor that the departed STI vacated — a small positive shift vs 2023. Polarizing plastic body cladding continues to draw criticism, capping the ceiling.

Subaru's incentive program remained one of the industry's leanest in 2024 — negligible rebates, plain financing, and near-MSRP transactions on WRX. Marginal improvement for buyers vs 2023 as broader auto-industry inventories normalized further and dealer markups on Limited/GT continued to ease, so hitting MSRP on Base/Premium became routine — but Subaru still declined to spiff the nameplate. The new TR trim commanded consistent MSRP transactions and occasional markups from enthusiast demand. Bad for hagglers, good for resale (rewarded in cat5.2.3).

2024 is year three of the VB-generation WRX on the Subaru Global Platform — still mid-cycle with the 2.4L FA24DIT turbo, 11.6-inch portrait Starlink touchscreen, and stiffer chassis introduced for 2022. Step down from 2023's 82 because the platform is now firmly out of the launch window and the mechanical story is unchanged for a third straight year, but the new-for-2024 TR trim (Brembos, Recaros, summer tires) adds real news within the year and there's no replacement risk on the horizon — VB is expected to run through the mid-to-late 2020s.

Reception in year three mirrored 2022–2023's mixed verdict on the sedan lineup — reviewers still praised the sharper chassis and improved tech but continued to criticize the polarizing plastic cladding, modest power gain over the outgoing FA20DIT, CVT-only GT, and persistent absence of EyeSight on the manual. The new-for-2024 TR earned warm reviews (Car and Driver: 'the WRX with the fixes we've wanted' — chassis and brake upgrades noted, but no power bump kept it out of comparison-test wins). Absent from Car and Driver's 2024 10Best, not a NACTOY nominee, no IIHS TSP or TSP+ award for 2024 (updated moderate overlap front rated Marginal, updated side Acceptable). Slight lift vs 2023 on the TR-driven media attention.