2025 Subaru WRX tS First Drive Review: Almost an STI

The current Subaru WRX debuted in 2022 but hasn’t resonated with buyers as much as previous iterations, and there’s no higher-performance STI variant as in the past. But for 2025, Subaru is adding a version with more performance bits, albeit with the same power as a standard WRX. This isn’t a WRX STI; it’s a WRX tS (“tuned by STI”).

In 2002, 10 years after debuting in Japan, the U.S. market finally got the turbocharged, 227-horsepower Impreza WRX. In 2004, the U.S. also got the tarted-up WRX STI, tuned by the company’s rally-winning subsidiary, Subaru Technica International (STI).

Making 300 horsepower and equipped with a six-speed manual transmission (versus five), proprietary all-wheel-drive system, tuned suspension, and Brembo brakes, the STI became a top choice among enthusiasts and tuners. An STI variant continued through 2021, complete with its signature rear wing.

When Subaru debuted the new-for-’22 WRX, everyone wondered if there would be an STI. We were told it’s not happening.

What is being released, though, is the 2025 WRX tS, which stands for “tuned by STI.” And Subaru debuted this to enthusiasts in June 2024 at Wicked Big Meet, one of the largest Subiefest enthusiasts events in the U.S., and I was there.

The tS moniker actually debuted in 2018 on the svelte BRZ coupe and is still available. It affords better brakes, upgraded wheels and tires, and a host of aesthetic bits, among other things. Subaru is using this same recipe, albeit for the first time, on the WRX for 2025.

In short: The 2025 WRX tS adds performance parts to an already capable willing, sporty chassis to make it handle better, stop faster, and perform even more admirably without adding any more engine horsepower. While not inherently a looker, it’s a hell of a lot of fun to drive!

2025 Subaru WRX tS Review

The latest WRXs have been controversial thanks to a larger-size, SUV-like fender trim, lots of black exterior plastic, and Honda Civic-like taillights. It hasn’t been wholeheartedly embraced by the Subaru performance crowd like previous iterations. 

Like the STI of yore, the tS builds on the existing WRX platform. Unlike STI, there aren’t any changes to the tS’s engine — it’s the same turbocharged 2.4L horizontally opposed boxer four-cylinder making 271 horsepower and 258 pound-feet of torque. Power is routed through a six-speed manual transmission sending thrust to all four wheels.

What You Get With WRX tS

To the untrained eye, the WRX tS looks like any other 2022-2025 (the VB platform) WRX — but it isn’t.

On the outside, it showcases exclusive exterior bits and larger 19 x 8.5-inch matte gray wheels wrapped in sticky 245/35 R19 Bridgestone Potenza S007 rubber. It also offers high-performance Brembo Brakes with cross-drilled and vented rotors and distinct gold calipers.

The front brakes are 13.4 inches and have six-piston monobloc calipers; the rears are 12.8 inches and have two-piston calipers. There are also Denso-made STI-tuned electronically adjustable dampers at each corner, which are designed for U.S. road and track use.

Inside, the WRX tS also gets unique touches like Recaro Ultrasuede front seats with blue trim and other bright blue bits throughout. There’s a new full-color 12.3-inch LCD digital gauge cluster, STI-branded start button, and Drive Mode Select to adjust the dampers.

Drivers can choose comfort, normal, sport, sport+, and individual settings for varying degrees of firmness and performance. These modes also alter steering feel and throttle response. “Individual” mode lets drivers select parts from each mode for their own desired combo of driving dynamics. Torque vectoring is standard fare, aiding in cornering as well.

Additionally, WRX tS gets the latest version of the company’s STARLINK multimedia system (not related to Elon Musk’s Starlink) and EyeSight driver assist technology.

Spoiler Alert

The tS has a subtle decklid spoiler painted Crystal Black Silica (as are the mirrors and shark fin antenna). While I find the spoiler tasteful, it’s a far cry from the “LOOK AT ME! THIS IS AN STI!” rear wing.

Lest you forget, this isn’t an STI. Special “tS” badges adorn the trunk and headrests, so people will know you’re not just in a regular WRX. I think tS could also stand for “this is Subtle.”

A Case of the (Bright) Blues

No matter which exterior color you get, including the new tS-only Galaxy Purple Pearl, you get bright blue accents throughout the car’s interior. They’re on the seats, headrests, center console, and door trim; it’s a bit garish and boy-racer for my taste.

Despite my case of “the blues,” the Recaro seats, complete with tS embossing, are fantastic. They’re highly bolstered without being too much for a daily driver, and they’re supportive where they should be. The tS includes a power driver’s seat.

Other Interior Accoutrements

The new 12.3-inch digital gauge cluster is very good and easy to read with multiple layout configurations. iPhone users can also get CarPlay info here. Android users? Not so much. The general infotainment supports both platforms, however. It’s just the gauge cluster that’s Apple-only.

Other nice interior touches include Ultrasuede on the dash and the aforementioned STI starter button — one of two STI monikers on the car (the other is on the digital dash).

The Multitude of Drive Modes

No matter which of the preprogrammed drive modes is selected, the tS rides firmly with sporting intentions. The comfort setting makes this a livable daily driver. As you progress to Normal, Sport, and Sport+, the tS’s traits get stiffer and sportier.

On Napa, California’s back roads, especially some of which were rougher, Sport+ was a bit stiff. I preferred Normal or Sport. But on the track? It was Sport+ all the way.

Regardless of mode, WRX tS absolutely gobbles up corners faster than a competitive eater at a hot dog-eating contest. And like competitive eating, it can be shockingly entertaining to the right people.

Of note, I have a love/hate relationship with factory-supplied electronic adjustable shocks. I’ve had various vehicles with them. When they need replacement, they’re usually very pricey, if they’re even still available. I’ve always replaced them with nonadjustable units due to price.

Track Time With Mr. Scott Speed

After a spirited drive through the California countryside, we headed to Sonoma Raceway.

Before I hit the track, I rode with professional race car driver Scott Speed. Unless there’s someone named “Imma Wintherace,” he’s the most aptly named racer. Ever.

Once on track, Mr. Speed showed me how much potential the tS has on a closed course. There, he orchestrated a symphony of performance driving. The 19 wheels and sticky Bridgestone Potenzas (with a 300 treadwear rating) gripped the track harder than I hung onto the grab handle above me.

When he stomped the Brembo brakes, I briefly thought I might go through the windshield. With ridiculous precision, we hurtled around corners, launched over rises, and whipped through chicanes. Mr. Speed is a hell of a driver, and the WRX tS felt like a willing track car.

On the front straightaway, Mr. Speed hit at least 100 mph. I noted this as a barometer. Now, it was my turn to take the wheel.

Track Time With Mr. Not as Fast (Me)

Helmeted up and ready for action, I followed a Subaru BRZ tS pace car around the track for one lap, and then I was on my own, one other tS behind me. My intuition about the car’s reflexes as a passenger in Mr. Speed’s car was validated when Mr. Not as Fast (aka, your author) gave this a go on the track.

Sonoma Raceway has considerable elevation changes, with full-throttle ascents, sweeping off-camber corners, and hard braking into hairpins. The WRX tS was incredibly easy to drive fast. The combination of AWD, high-grip rubber, traction/skid control, great steering feel, and excellent brakes made this car a blast to drive hard.

I never felt like I needed more traction or brakes. And those Brembos are truly excellent — some of the best I’ve felt in a long time. The six-speed gearbox was easy to operate, with short enough throws, although clutch uptake is rather vague.

The chassis feels neutral with only mild oversteer in the sharpest of corners. I didn’t get any understeer — it was dialed and predictable. The WRX tS is clearly faster around a track (or a fun backroad) than a regular WRX (which is still lots-o-fun). Even without a power bump, all the parts work very well together, creating a versatile road and track vehicle.

By the way, the fastest speed I was able to clock versus Mr. Speed? I’m pretty sure I saw 90 at one point. Yeah, let’s say 90. Probably 90.

2025 WRX tS Review: Not an STI, but the tS Is Terrific

Whether you like the style or not, you can’t help but have fun driving this car spiritedly. The tS model takes the WRX up a notch from a very good canyon carver to a track tamer. While the VB-generation WRX isn’t inherently a looker, after driving the tS, I sort of don’t care. It might not be the prettiest car on the road, but it’s a hell of a lot of fun to drive.

The WRX tS is what some may call OEM+. It gets custom drive modes, a willing suspension package, excellent brakes, bigger wheels and tires, super seats — and the whole package can be financed, complete with a warranty.

Some would rather go the “built, not bought” route using aftermarket parts and a standard WRX, and that’s fine. For those who want the goods from the factory, tS offers an attractive package, so long as you like blue interior accents. For those itching to modify, the powertrain is still a blank canvas.

2025 WRX tS: Pricing & Availability

Pricing for the WRX tS has not been announced, but it will snag a premium over other WRX models. It will no doubt fetch a premium over the current top model WRX tR, which starts at $41,655.

Expect to start seeing the 2025 Subaru WRX tS on dealer lots starting in early 2025.

The WRX has always been a scrappy, formidable street fighter or track trooper. And while it’s not an STI with more power, the WRX tS ensures Subaru still has what it takes to inject more performance into its AWD icon.