The 2024 Subaru WRX TR pays homage to the original WRX TR launched in 2006 as a stripped-down, basic trim offering.  TR back then stood for Tuner Ready but this new one is not so stripped down, so today I’m going to test it and see if it’s worth it. 

It is impressive that Subaru has not stopped producing this turbo-manual-AWD sedan since most other carmakers are killing them off and making awful crossovers. Weirdly they did stop selling the WRX in Europe in 2018.  There are a few left though and the Toyota GR, the Honda Civic Type R and the Golf R come to mind.  

What’s a TR?

So, you could call this an STi light but don’t get too excited, there’s no more power on offer. So, what is the new TR exactly? The brakes are the TR’s major upgrade, these big Brembos with six-piston calipers up front and two-piston fixed calipers at the rear. There’s a larger master cylinder (which is offered on all manual-transmission 2024 WRXs).  The other good news is that it comes as a manual only, which is bound to please the Save The Manuals brigade. Subaru’s own data suggests just about four in five WRX buyers opt for three pedals,

The 13.4-inch front rotors are an inch larger in diameter than the standard WRX ones, and the 12.8-inch cross-drilled rear discs are 1.4 inches bigger than the standard brakes. For the vain among you if someone doesn’t recognize your TR the calipers are painted bright red. You can also identify the TR by the unique 19-inch wheels, which are an inch larger to accommodate the larger brakes.  

The wheels are wrapped in Bridgestone Potenza S007 tires, (I hope they are good) which are new to the WRX.  They are 245/35s all round. The springs and dampers are about 5 percent stiffer, and the power steering has been re-tuned for more feedback. To save weight you’ll notice the TR doesn’t have a sunroof, the gods are smiling on me. The TR weighs within a couple of pounds of a manual-transmission WRX Limited. Curb weight is 3,400 lbs  


There’s no change to the exterior, it still has these love-or-hate, squared-off plastic wheel arches.
It also doesn’t have any badges saying it’s a TR.  

Under the hood

Sadly the WRX TR uses the same 271-hp 2.4-liter Boxer 4 as other WRX models. It has 258 lb-ft of torque and all four wheels are driven through a 6-speed manual.  Tread lightly and you should get 26 mpg on the highway.  


Settle back into the comfortable Recaros and push the start button, which is slightly obscured by the steering wheel, the boxer 4 burbles to life. It’s a familiar sound for anyone who has driven a Subaru. The shifter is a tad notchy but precise and the third pedal had a great engagement point, not too low and not too high.

I headed out for some twisty blacktop and also some gravel road, this is a rally car after all. Once on the move, it’s easy to drive and the updated steering is a little lighter than before but extremely precise. It may be a little too light for some since it’s easy to overdo it and turn a little too far but it’s really very good once you get used to it.

I’m not usually a fan of Bridgestone tires but these are an upgrade over the Dunlops on previous cars. They provided excellent road holding in even the tightest of turns, the WRX’s all-wheel-drive system allowing you to scythe through with never a hint of understeer.

Hitting the gravel section provided even more fun since the Bridgestones were quick to let go, especially in the tighter turns. A handful of opposite lock easily put you back on track. The firmer suspension is noticeable and on anything less than a perfectly smooth road you do get bounced around a little.

The upgraded brakes are undoubtedly the GTRs best feature, great pedal feel and they haul the car down from high-speed time after time with no fade or complaint.


Inside, the TR gets Ultrasuede-trimmed Recaro seats, and they are only available on this car and the GT. They do lack a little lumbar support but are otherwise very supportive and comfortable. 

The TR gets a single, 11.6-inch, portrait-oriented display with split-screen capabilities with almost no physical buttons except tune, volume control, the Start/Stop button, and temperature.

Apple CarPlay and Android Auto are standard and you have plenty of charging options with two 2.1-amp USB-A ports for both front and rear passengers but sadly no wireless charging. There are also two 12-volt outlets in the WRX, as well as a 3.5 mm auxiliary port, which is very typical on Subarus and comes in handy if you have older equipment that needs to be plugged in.

Storage is good with 2 cupholders in the center console and one in each door, rear-seat passengers have to hold on to their cups or simply not ride back there at all.

Cargo Space

It’s a shame Subaru doesn’t offer a hatchback but we’ll take what we get I suppose. Cargo space is around 12.5 cubic feet. 


Subaru has figured out how to add Eyesight to its manual models so now you get the full suite for 2024, which includes adaptive cruise control with lane centering, lane keep assist, and pre-collision braking, among it’s features.


A manual WRX Limited starts at $39,015, an automatic GT (with the nice Recaros) starts at $44,215, and the TR is $42,775 including delivery. That’s a lot more than a base manual WRX which is $32,735.  



I am still disappointed that there isn’t a WRX STI version, but I have to say this is the best version of the WRX so far, it’s an absolute joy to drive. It’s not really tuner-ready more like track ready but I’m not going to be the one to complain. The new steering is outstanding and the brakes are superb. There is a downside though due to the existence of the Corolla GR which has more power and is cheaper. What Subaru should have done is give the TR 300 hp+. That would put a smile on my face.

2024 Subaru WRX TR Numbers

BASE PRICE: $41,665
VEHICLE LAYOUT: Front-engine, AWD, 5-passenger, 4-door sedan
ENGINE: 2.4 liter turbocharged and inter-cooled DOHC 16-valve flat-4
POWER: 271 hp @ 5,600 rpm
TORQUE: 258 lb-ft @ 2,000 rpm
TRANSMISSION: 6 -speed manual
CURB WEIGHT: 3,430 lb
0-60 MPH: 5.2 seconds
CARGO SPACE: 12.9 cubic feet
PROS: Superb brakes, Suspension mods work well, More precise steering, Incredible grip
CONS: Needs 300 hp+, Fussy infotainment, Seats need more lumbar support