2013 Subaru Impreza WRX Special Edition First Test

“What’s so Special about it?” was the confused question I got repeatedly from friends and coworkers when I was testing the 2013 Subaru Impreza WRX Special Edition. “Well, it’s orange!” I’d reply, presenting it with my arms like a game show host. “What else?” “It also has black wheels and a sweet stripe. Oh! And they’re only making 200 of ’em,” I’d offer. “That’s it?” “Well, yeah,” I’d say back, “That’s pretty much it.”

That’s not entirely fair, though, because the WRX Special Edition really is quite special.

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It’s not the name that makes it special, but rather that this is the last version of the fantastic current-generation WRX. True, it may have taken a while for the WRX to get great. The 227-hp 2008 WRX was a major letdown, and the 2009 through 2011 WRX may have had the power, but it looked, well, lame – soft, even. Come 2011, though, the WRX got the STI’s kit, a wider track, and new wheels, turning it into the road-going rally rocket we know and love today. With the next WRX just around the corner, the Special Edition represents the end of an era. (We’ll come back to that in a second.)

Since the WRX’s 2.5-liter turbocharged F-4 had its power boosted to 265 hp and 244 lb-ft of torque in 2009, it’s been more than capable of dancing with its more expensive, advanced, and powerful big brother on the track. Seeing as our pumpkin-colored Subaru is the first post-face-lift WRX we’ve been able to test, we were curious to see if that fact remained true.

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The more things change, the more they stay the same. Right?

The WRX Special Edition launches hard, and accelerates from 0-60 mph in 4.7 seconds, beating the last WRX STI sedan we tested by 0.3 second. The WRX is faster in the quarter mile, too, racing down the dragstrip in 13.5 seconds at 100.0 mph, handily beating the WRX STI’s 13.8-second time. The trend continues to braking performance, where the WRX’s 106-foot stop from 60 mph beats the Brembo-equipped STI by 7 feet. About the only place the WRX STI held its own against its little brother was in the figure eight, where the WRX “only” managed to pull off a 25.6-second lap at 0.72 g (avg) time, compared with the STI’s 25.5-second time at 0.73 g (avg).

Unlike the STI, which was slower than before post-2011 because of excess grip, the WRX is faster than its predecessor, thanks to a 1.5-inch wider track and wheels that are not only an inch wider than before (now 17×8.0), but lighter as well. Unless you simply must have a six-speed manual and the trick (not to mention quite cool) driver-controlled center differential, it’s hard to find a reason to opt for the STI over the WRX.

Off the track and out on the street, the WRX is beginning to show its age. There’s a bit of gear whine, some body roll, and a notchy shifter. To be honest, I care about exactly none of that – these foibles are endearing, all part of this car’s charm. Close your eyes while driving the WRX – actually, please don’t – and it isn’t difficult to imagine yourself behind the wheel of a WRC car, rocketing down some twisty gravel road. The muscular boxer engine’s rumble, the turbocharger’s blow-off valve, and differential whine as power is routed through all four wheels just add to the primal sensation.

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That’s not to say the WRX couldn’t use a few improvements, as some touches from the BRZ would be more than welcome. For example, the WRX’s hydraulic steering rack, while offering great feel, was a bit too light for my taste. The BRZ’s sublime electric power steering rack would be an excellent addition to the Impreza. Another welcome addition would be the BRZ’s snick-snick shifter, since the WRX’s shifter is classic Subaru, with longish throws and a rubbery feel. While we’re at it, a sixth cog would also be welcome, considering the engine hums along at 3500 rpm at SoCal highway speeds.

Inside, the Special Edition is mostly typical WRX, with supportive and comfortable cloth seats, a few hard plastic panels, and a somewhat dated audio system. Remember how I said all the Special Edition WRX got was orange paint and some wheels? Well, that isn’t strictly true. It also rocks a dark interior (also from the WRX STI); orange stitching on its seats, doors, and shift boot; and unique orange-trimmed floor mats.

Pricing for all this orange awesomeness has yet to be announced, but Subaru tells us buyers should expect only a modest increase over the WRX Premium’s $29,065 base price. Given the limited 200-unit production run, getting your hands on a WRX Special Edition might prove challenging. Subaru says that allocation will be based on a particular dealer’s history of WRX and WRX STI sales.

All of this bodes well for the next-generation Subaru WRX, which is expected as early as the end of this year. The next WRX is expected to not only crank out 274 hp from a 2.0-liter turbocharged F-4, but be lighter to boot. The 2013 Impreza WRX Special Edition may be a fitting send-off for a car that started out on the bench and earned its way into a starting role, but we can’t wait for the next one.

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