Subaru’s latest take on its rally-inspired AWD sport sedan is, as senior features editor Jonny Lieberman described it, “fun, if not great, to drive, shockingly competent at sticking to pavement, practical, and a true performance bargain. “

When we inquired at that drive event, the Subaru representatives were surprisingly tight-lipped regarding a 0-60-mph estimate. Not only that, but following the automaker’s announcement that it will not build a higher-performance WRX STI based on the same platform, it’s also curious that the 2022 WRX has almost identical power and torque figures to its predecessor.

Lucky for us, MotorTrend is one of the very few outlets in this industry to actually test vehicles. Allow us to offer a bit of a spoiler here: This is one of the slowest WRXs to 60 mph we’ve tested in the past 20 years. Why? Keep reading to find out.

Our introduction to the World Rally Blue Pearl WRX Limited that Subaru delivered for testing took place on the Angeles Crest Highway, which is one of the best driving roads in the nation and happens to be in our backyard. The wide, sweeping corners of ACH didn’t illuminate the WRX’s strengths the way the damp pavement in Sonoma County did during our first drive, but did highlight the Subaru’s high-speed stability.

The new WRX is a car that doesn’t feel as fast as it is. Subaru’s standard AWD system delivers unshakable grip through ACH’s fast sweepers even at higher speeds, allowing the driver to stomp the go pedal early and tug the would-be rally car through the apex.

That said, we didn’t feel the Subaru shuffling torque around the way we did in a front-drive car with a limited-slip differential like the Volkswagen GTI. As a result, on dry, open roads the handling characteristics are a bit dull; just get up to the limit, hang out for a second, and power out. Through any combination of tighter corners, wet pavement, loose gravel, or snow, the four-wheel traction would come alive.

This car’s 2.4-liter turbocharged flat-four feels like it’s producing every one of its 271 hp and 258 lb-ft, but you’ll have to work with it. Unlike a naturally aspirated engine that makes all its power at the top end or a conventional turbo I-4 with a torque peak at 2,000 rpm, the WRX powerplant is all midrange—keep it between 3,500 and 5,500 revs, or it can feel more like a base Impreza. More than one editor expressed wanting for a higher redline, too, but the narrow powerband keeps the WRX feeling distinct from its peers.

As for the engine note, it’s the classic bundle-of-bees soundtrack we expect from a WRX, and we wouldn’t change a thing. The shifter is also classic Subaru: too tall and begging for a short-shift kit, but precise, accurate, and mechanical.

A note about steering: The helm of the WRX is lighter than that of any of its competitors’, taking next to no effort to twirl in the direction of your next bend. Seriously—the steering is fingertip light, so much so that a sharp bump can see you making a big correction if you’re gripping the wheel too tightly. Once you loosen up, though, the feel is rich, almost like that of a hydraulically assisted steering setup.

As for the brake pedal, it’s seriously lacking in bite at the top of its engagement, which can be disconcerting when driving fast in the canyon but makes for easy limo stops around town. Actual braking performance is acceptable once you’re in the meat of the pedal travel, but the initial feel leaves us wanting.

Here’s where Subaru fans get disappointed. At 6.1 seconds to 60 mph, the new WRX is the second-slowest Subaru World Rally eXperimental we’ve tested since its North American debut for the 2002 model year. (The only example that took longer to reach 60 mph was a 2018 WRX Premium.) Even the original was quicker, and we tested a 2013 example that accomplished the same deed in just 4.7 seconds. So what gives?

According to road test editor and seasoned 0-60 specialist Chris Walton, it all comes down to the clutch, and specifically how it’s damped. Subaru protects its clutches now more than it did in the past. Older models allowed violent, 5,000-rpm clutch dumps that produced rapid acceleration times but also frequently resulted in broken press cars sent back to the manufacturer for repair. Today’s WRX clutch is heavily damped such that it won’t tolerate aggressive engagement either at launch or between gears. The modern car feels plenty quick in gear, but the adoption of more aggressive clutch protection keeps it from posting more impressive numbers.

Case in point: The new WRX posts a figure-eight number that’s much more competitive than its acceleration figures, partially because there isn’t as much shifting involved. The 2022 car posted a lap in 25.0 seconds at 0.74 average g, faster than any WRX without an STI suffix. This chassis could easily handle more power, though. Walton called it essentially neutral around the figure eight and praised how it put the power down. We’re excited to see what the aftermarket dreams up in the coming years.

Braking performance is midpack among WRXs of the past but hardly impressive. The 2022 WRX stops from 60 mph in 113 feet. Road test analyst Alan Lau mentioned decent braking distance but that the brakes themselves didn’t last long, fading over the course of testing and smoking at its conclusion. If you’re going to push your wannabe rally car, upgrade the stoppers.

Based on what we’ve said so far, it may seem as if Subaru has lost its way with the WRX, but that’s not the case. Sure, there’s room for improvement, but more than one staffer recalled the days when the WRX name was preceded by Impreza. The 2022 WRX will be familiar to anyone who’s driven its ancestors, from the fingertip-light steering to the beehive engine note, truck-tall shifter, and AWD performance. This may not be the generational leap in performance we were hoping for, but it’s 100 percent WRX.