Subaru Drops Wrx Prices, Brings Back Base Trim

Subaru has tweaked the pricing of the 2026 WRX following what looks to be one of the worst sales periods in the model’s history. Deliveries of the model fell by over 40 percent last year in the United States, spelling trouble for the all-wheel drive sport compact. In response, Subaru has brought back the base trim — lowering the WRX’s entry point by over $5,000.

While prices have also come down on some of the other trims, most of the heavy lifting is being done by the return of the base model. Subaru did away with it last year, effectively forcing customers to spend upwards of $38,000 to obtain a WRX.

Now, drivers can have a WRX at just $33,690. The Premium trim has also come down to start at $35,190. While that does incorporate an increased delivery fee, it’s also over $3,000 less than the brand was asking for the same car last year.

Both of these vehicles come with a 6-speed manual and a 2.4-liter Boxer offering 271 horsepower and 258 lb-ft of torque. Until Subaru changes its mind about the STI, that engine is actually the only option for the WRX. However, those willing to spend more can continue climbing the trim ladder in order to get a vehicle that doesn’t require knowing how to modulate a clutch.

Some of the more luxurious trims (e.g. Limited, GT) still surpass $40,000, whereas the buying into the upgraded suspension, brakes, and seating of the performance-focused tS (interior pictured below) will take about $47,000.

On paper, the WRX should probably be a huge success. There is presently a deficit of affordable performance models on our market right now and the same could be said of practical sedans. While this coincides with the industry pivoting toward crossovers and SUVs in an effort to court buying trends and maximize profits, there should be enough takers for the WRX to rationalize its continued existence.

But the current economic factors have made it harder to sell “fun” automobiles and the WRX now has legitimate and varied competition. Resting on its laurels was fine after Mitsubishi discontinued the Lancer Evolution in 2015. However, the rest of the field looks to have caught up to Subaru — even if none of them can do everything it does all at once.

Subaru’s WRX may still have a slight lead in terms of overall sales. But models like the scrappy Toyota GR Corolla took the old WRX STI recipe while Subie moved away from it, delivering more analog all-wheel-drive fun in the process. The front-drive Volkswagen GTI offered nearly as many thrills as the WRX for less money while feeling more like a premium car. The Hyundai Elantra N was boasting more horsepower at a significantly lower price point. Even the Honda Civic Type R (which I also think is overpriced) is inarguably better than the WRX when you’re running them both on clean pavement.

At the same time, there are certainly alternative models with lower MSRPs for those seeking nothing more than a peppy daily driver. The all-wheel drive Mazda3 Turbo does a lot of that the WRX does at roughly the same price and it feels like a more premium car. But there are loads of alternatives on sale for thousands less if all you want is a viable commuter sedan that isn’t abysmally slow (including the non-turbo Mazda3).

While there’s still a lot to like about the WRX, it does sometimes feel like Subaru botched the original formula. In an effort to bring in more mainstream buyers, changes were made to the vehicle. However, a lot of these decisions didn’t appeal to its enthusiast base and also failed to draw in fresh buyers. The net cast by Subaru may have simply been too broad.

For starters, the WRX hasn’t been directly based on the Impreza in over a decade. Pulling the model away from its economy car roots has certainly resulted in refinements and upgraded comfort. But it also tamped down the raw, sporting demeanor of earlier generations while raising MSRPs. Sadly, the resulting vehicle just felt somewhat overpriced and unfocused.

The all-wheel drive system remains excellent, allowing the car to blast through less than ideal road surfaces with sublime ease. Give a WRX complementary tires and it remains a truly impressive vessel. Driving dynamics are still excellent by modern standards. The cabin is likewise more comfortable and outward visibility is easily among the best of any new automobile. It’s inarguably good to drive.

Today’s WRX is also a better commuter vehicle than it used to be. It’s just not clear that’s what buyers were looking for. Subaru said it made the car stiffer and improved handling. The 2.4-liter FA24 turbo H4 likewise offers better low-end torque than previous engines and should make the car objectively quicker in most real-world scenarios — even though the vehicle weighs more than ever before.

But it hasn’t come together in a way that makes the car feel more exciting to those with past WRX experience. The current engine is good. But it still lacks some of the character of its predecessors. Handling is truly excellent. But feedback was still better in the older (admittedly rougher) models. The car may even be faster from a practical standpoint. But that hasn’t translated to outlets publishing smaller 0-60 times, which help convince the spec-sheet nerds to buy them. In a way, the WRX has become its own worst enemy.

While the continuously variable transmission (CVT) the current WRX uses is one of the most entertaining in the industry, most sport compact fans would have still preferred a traditional automatic. Granted, the car did retain a manual option for those wanting maximum engagement. But stick shifts and clutch pedals were curiously absent from some of the more desirable trims. Likewise missing is the hi-po STI variant, which Subaru seemed totally unwilling to build until very recently.

Our household actually had the WRX on our shortlist of new vehicles to purchase last year. But it never made it into the driveway due to a combination of factors. Price was certainly relevant. But my better half also bemoaned how unattractive she found the vehicle. The conspicuous touch screen was the final straw.

Despite Subaru installing the infotainment system to help modernize the WRX, it already looks a little dated and is hardly the nicest user experience available. I might have still bought one and just complained about the infotainment system. But she, despite being a part of the mainstream demographic Subaru changed the car for, wasn’t all that interested.

Some of those drawbacks would have been more easily forgiven if Subaru had been able to keep pricing more competitive. While my instincts tell me that the VB WRX will not go down as one of Subaru’s masterpieces, lopping roughly $5,000 off the starting price should help sell what is an otherwise good sporting sedan. Dumping the base model really hurt volumes, so bringing it back should help.

That said, it’s difficult to say whether the car will recoup all of the buyers it has lost in recent years. Subaru only sold 10,930 examples of the WRX inside the United States in 2025. Ten years ago, the brand could reliably count on roughly 30,000 annual deliveries. With rivals now subsuming a larger share of what could be a dwindling customer base, that’s a lot of difference to make up.

[Images: Subaru]

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