The old guard didn't seem happy to see me.
It's the kind of reaction that happens when a time-honored tradition is changed to keep up with the times - such as a women-only school going coed.
But in this case, it was today's test car, the 2008 Subaru WRX, that evoked such a response, a sort of road rage early on a Saturday morning. The other driver was at the wheel of an electric blue WRX, several years old. We were heading through Boston to a daylong auto event in Middleborough where the WRX would be a contender in the New England Motor Press Association's Winter Vehicle of the Year voting.
As we drove our 2008 model across first the Tobin Bridge to the Zakim Bridge and into the Thomas P. O'Neill Jr. Tunnel, the driver of the older WRX took perverse delight in passing on the right, then letting me pass, before repeatedly dropping in behind me and zooming by on one side or the other. The invitation was clear. "Let's play in traffic and see what you've got." The unspoken slur was: "Your new WRX is a cop-out."
Sorry, I wasn't buying. I watched as the other blue WRX wove through traffic, eventually disappearing up ahead. Of course, I thought, my WRX was plenty capable of keeping up.
And there you have, in essence, the difference between the last version of the WRX and the new one. The former was more aggressive, while the new model takes the performance genes from that vehicle and repackages them in a variety of configurations designed to appeal to younger drivers on their way up in the world.
Performance and mechanical ability remain the same, but a layer of comfort and near-luxury is added. Our WRX wasn't cheap - the final price tag nearly hit $30,000 - but it was designed to appeal to an upscale buyer who appreciates a compact performance car equally at home in commuter traffic or on back roads.
Dual chrome exhaust tips and an understated (in size) rear spoiler tell other drivers this isn't an "econo-box." The turbocharged 2.5-liter, 4-cylinder boxer engine puts out 224 horsepower and 226 lb.-ft of torque, more impressive because it kicks in at low rpm (2,800).
That's impressive, but you could spring for the STI version and be driving a hotrod with 305 horsepower and 290 lb.-ft. of torque. That's a story for another driver on another day. Still, the fact that our turbo kicked in at 2,800 rpm was significant because it's 800 rpm sooner than the previous model's.
Our power went through a five-speed manual transmission and Subaru's symmetrical all-wheel-drive system. It handled an ice storm in Southern New Hampshire with the same restraint and control as it did on our trip through Boston, showing big steps forward in comfort and practicality, while keeping that "true blue" DNA.
Subaru has put the value where it should be - in the drivetrain and exterior bodywork. Inside, the WRX remains slightly Spartan, but all controls are intuitive, the seats are supportive and plenty comfortable (not to mention heated), and the instrument panel reflects the car's primary goal: capability with class.
The new WRX is 4.5 inches longer than the older model, with lower overall weight distribution, resulting in a quieter driving experience and smoother overall ride.
Inside, the navigation system is the focal point. The bright display clashes with the red-on-black gauges on the instrument panel, but it's designed to appeal to younger drivers, with gaming and MP3 inputs in the center console. The navigation system brings with it more complex audio system controls, however, the climate control system had "automatic" modes and could be controlled by three easy-to-understand knobs.
There was enough legroom in front and decent rear legroom, considering that this is a compact.
But despite all the tweaks, the main story line is unchanged: The WRX remains a driver's car.
