The verdict: Starting around $30,000, the manual 2022 Subaru WRX is an inherently fun and unique all-wheel-drive performance car.

Versus the competition: Where the WRX lacks some sharpness compared with the competition, it makes up for it with standard all-wheel drive for all-season duty.

The previous-generation Subaru WRX was great: a four-door sedan with plentiful grip and an eager driving feel. But it was also an absolute brute of a car, with raw, unpolished driving characteristics that didn’t offer much in the way of everyday comfort. For 2022, the WRX receives a complete overhaul, now riding on Subaru’s Global Platform, which is claimed to improve dynamics and reduce noise, vibration and harshness (NVH). Given NVH is the three-letter acronym most synonymous with Subaru’s sport compact sedan (after WRX, that is), I was eager to drive the latest version to see if it offers a more polished experience.

New Engine You Gotta Feel

A new 271-horsepower, turbocharged 2.4-liter horizontally opposed four-cylinder engine replaces the previous 268-hp, turbo 2.0-liter four-cylinder. Looking at their peak numbers, you wouldn’t expect a significantly different driving experience between the engines, but that’s not the experience behind the wheel. The previous engine suffered from acceleration and turbo lag, requiring a good winding out to access its power. Now, thanks in part to more displacement and an electronically controlled wastegate, Subaru says the engine is more responsive and has a broader torque curve. The result is more linear power delivery that doesn’t take as much work to access — or leave you waiting for something to happen at lower engine speeds.

Perhaps thanks to that torque accessibility, as well as some other changes, the 2022 WRX with a six-speed manual transmission is significantly easier to drive than the 2021 version. Simply having a manual transmission isn’t good enough these days, but the new WRX’s manual is a good one. The old WRX was difficult to launch quickly; its clutch takeup was right off the floor, and engagement happened within an inch of clutch-pedal travel. Getting off the line quickly required high engine speeds of 4,000-plus rpm; too much throttle and the clutch would burn, but not enough throttle and the car would bog.

Subaru slightly tweaked the six-speed manual’s gear ratios and improved its shift qualities, and the new WRX’s clutch action is considerably more forgiving, making the car easy to drive and accelerate quickly from a stop. Like the old car, the manual is easy to shift quickly, and the brake and accelerator pedals are in good positions to execute heel-and-toe shifting — a good thing given there’s no auto rev-match feature for smoothing downshifts, as some competitors offer.

Full-on acceleration tested the traction limits of my test car’s all-season tires (Michelin Pilot Sport All Season 4s), which spun at the front before the rears joined the party. (The WRX comes standard with summer performance tires, but Subaru fitted all-seasons to this particular car because we drove it during a cold season in Chicago.) I also observed traction control or engine management pulling power after aggressive shifting — even with traction control disabled — with acceleration waning after a shift before the engine wanted to get moving again.

The WRX’s engine and exhaust don’t make many distinctive noises audible from the driver’s seat, though there are pops and spits when shifting at the engine’s top end. This is a common downside of modern turbocharged performance cars, where the turbocharger in the exhaust stream acts like a muffler and good NVH characteristics mean engine and exhaust noises are less likely to enter the cabin. Many automakers attempt to enhance the audible experience via electronic augmentation using the car’s interior speakers, but few do it successfully. Others, such as Hyundai N cars, have variable exhaust systems that provide multiple volume options. The WRX is a staple of aftermarket customization, though, so perhaps Subaru is letting owners figure it out for themselves; the 2022 WRX will likely be no stranger to aftermarket exhaust systems.

Ride and Handling

The redesigned WRX’s ride and handling is perhaps the most interesting change from the previous generation. With a new platform, Subaru says it’s increased chassis stiffness across the vehicle, providing more responsive steering and handling as well as a quieter ride. I can confirm that the WRX’s ride quality has improved, though that was with the previously mentioned Michelin all-season tires. All-season tires often have more pliability than summer tires, which tends to improve ride quality, so we don’t know yet how the new WRX rides with its standard tires.

Ride quality as equipped was excellent, with the standard fixed-firmness shock absorbers versus the WRX GT trim’s exclusive adaptive-firmness shock absorbers; the suspension prevents impacts from disturbing the cabin. The suspension is still firm, but there aren’t big hits that upset the car, and it’s quite nice to drive. There’s also more sophistication in how the car manages broken pavement and bumpy roads, while also being quieter than before — again, perhaps a product of the all-season tires. I recall a loud whirring at highway speeds in a previous-generation WRX with summer tires.

As you’d expect from less aggressive tires, handling at the limit seemed to take a hit. There was an unsettledness in fast sweeping onramps, and the car doesn’t drive with the immediate confidence of the new Civic Si on its all-season tires. At corner turn-in, the Civic Si tells you exactly what’s happening through steering-wheel feedback; there’s vagueness in the WRX’s steering, which uses a new dual-pinion power-steering system. The steering is quicker, though, with a 13.5:1 ratio versus the outgoing 14.3:1 ratio, resulting in fewer turns lock-to-lock: 2.5 versus 2.8 or 2.7 (depending on trim level).

On the inside, the WRX’s styling is unique versus the Subaru Impreza sedan on which it’s based, with a different appearance but very similar materials quality. There’s less rear-seat headroom versus an Impreza, however: 36.7 inches versus 37.2 inches in the Impreza.

The biggest difference inside the WRX is a new 11.6-inch touchscreen. It does some good things, like allowing Apple CarPlay to use a large part of the screen — rare in portrait-style systems — but it also does some strange things. You’d think the seat-heater button on the touchscreen would turn on the heated seats, but it doesn’t; it only accesses the heated seat menu from which you turn on the heated seats. Also, Android Auto smartphone connectivity doesn’t get the big screen view like CarPlay does, so Android users are stuck with a smaller interface. Subaru addressed these issues on its more recent 11.6-inch system, called Starlink Media Plus, which debuts on the updated 2023 Outback.

What About That Cladding?

Whether the WRX’s plastic cladding adds to or subtracts from the car’s appearance is up to you, but I suggest seeing it in person before making your decision; it appeared cheap to me in pictures, but it’s less offensive in person. The WRX has aggressive styling overall that’s pleasing to my eye, with broader fenders that look mighty aggressive in the flesh. What I think the cladding does well is give the wheel openings extra height, so they look better in proportion to the body. I always thought the ratio of the old WRX looked dinky, with wheel openings that seemed too small in relation to the body. The new cladding solves that by visually enlarging the wheel openings.

Is the 2022 WRX Worth It?

The WRX remains the only sport compact with AWD, which is a big advantage among its peers for all-season driving in wintry climates. The WRX also has a good mix of power and handling — the Civic Si very much has only handling nailed down — and the new Subaru is also a much better daily driver than it was before.

As equipped, however, the new WRX felt a little soft compared with the previous generation. Considering the previous car’s jarring ride, I didn’t find this completely offensive, but Subaru might have gone a little too far in making the WRX more daily-drivable, especially considering there’s no longer a WRX STI (it’s been discontinued) for those who want higher performance capabilities.

My final judgment is yet to come because I’d like to see how this car drives with its summer tires. I suspect it won’t change the overall demeanor, but a little extra grip and steering crispness would likely help it feel less tepid.

Versus the competition: Competitors from BMW, Land Rover and Mercedes-Benz are more luxurious and higher-tech, while Cadillac, Jeep and Lincoln offer SUVs that are more reserved in their styling and more comfortable in their spacious cabins.

Let’s face it: Big, full-size sedans meant to showcase the best the brand offers are no longer the flagships of any of the world’s top luxury marques. That distinction has been passed to the full-size SUV, a more popular — and usually more expensive — choice than a traditional sedan. It’s understandable; big SUVs are generally roomier, with the ability to carry both people and stuff, and over the last three decades, they’ve evolved from their off-roader origins into luxurious, technological tours de force.

The redesigned 2022 Lexus LX falls into this category. This new version of the LX is based on the latest global Toyota Land Cruiser, which is no longer offered in the U.S. This heritage gives the LX impressive off-road technology, a powerful engine and a commanding driving position that lets you see the world before you crawl over it with four-wheel-drive traction. As the flagship of the Lexus brand — more even than the LS 600 sedan — the LX also features attention-grabbing styling, new tech and an eye-watering price that should ensure some exclusivity. But is the new Lexus LX a worthy flagship for the Japanese luxury brand? Does it have the tech and touch to justify its lofty price tag?

First off, I have to talk about the most obvious styling element on the new LX 600: that grille. It employs Lexus’ controversial “spindle grille” theme, a design element that’s been present throughout Lexus’ lineup since it debuted nearly a decade ago. It’s spread like an invasive vine, seemingly becoming more intrusive with every new appearance. It’s culminated in this, the biggest spindle grille ever affixed to a Lexus — evidence of the brand’s insistence upon using it to define the entire aesthetic of its lineup.

I don’t think it works any better here than it does on other Lexuses with the possible exception of the stunning LC 500 coupe and convertible, where the grille actually fits with the spaceship-like styling of the rest of that grand tourer. Here, however, it’s distracting and ridiculously imposing, simply dominating the entire look of the vehicle. It means the LX’s best view is its rear three-quarters, but even from that angle, you’ll notice the odd proportions of this SUV. It has what looks like a short wheelbase with oddly long front and rear overhangs, especially when viewed from the side.

Complicating the aesthetic was the fact that my test vehicle was an F Sport Handling, a trim meant to be more sporty-looking and, potentially, more capable on-road. Cosmetically, it has blacked-out trim, a unique mesh version of the spindle grille, and unique badging, wheels and bumpers. All other trims have a chrome grille that’s more distracting than the blacked-out version on the F Sport, but frankly, you may as well just go for broke with this styling: Opt for the chrome look that emphasizes the grille instead of the one that blacks it out, leaving the front with a big gap where a grille should be.

Slightly Better Inside, But Still Behind

The LX’s interior is available in a couple of flavors. The F Sport trim I drove had a look best described as spicy given its Circuit Red leather interior. While I applaud Lexus’ chutzpah in including color in its interiors, I’m not sure the F Sport treatment really works on an SUV like this. With its odd mix of off-road equipment, upright driving style and copious mass, “sporty” is the last word I’d use to describe this behemoth SUV — and no amount of aluminum trim or flashy red leather will affect that. Other leather-laden trims are more in keeping with the LX’s ideals, featuring muted blacks, some lovely tans and even an unusual white/Peppercorn maroon treatment, all of which work better in this kind of vehicle.

The most unfortunate bit is that despite its various premium materials, there’s just a sense that the interior isn’t quite up to snuff for the LX 600’s price. Even the least expensive version is almost $90,000, while the most expensive one approaches $130,000, and the material quality and overall feel of the interior just don’t match that price. There’s too much hard plastic, too many cheap-feeling pieces — too much Toyota in this Lexus flagship. Even closing the doors, which are skinned in aluminum to save weight, makes the truck feel cheap thanks to their super-light feel; there’s no heft to them at all, which is not what one expects in what’s supposed to be a substantial SUV. Contrasting an LX 600 with a Mercedes-Benz GLS, for example, reveals a stark divide; perceived quality and perceived luxury is simply lacking from Lexus’ purported flagship.

Two Screens Are Better Than One?

The controls layout is also a bit busy, with two screens where one might have served better. A 12.3-inch upper screen includes Lexus’ new touchscreen multimedia system, which is a vast improvement over the old joystick-controlled version but still falls short of its competitors’ more sophisticated systems,  including BMW’s iDrive and Mercedes’ MBUX. Compared with those systems’ gorgeous graphics, slick menu transitions, and sheer volume of features and information, Lexus’ system seems basic and ordinary, with no more content than you get from your standard Apple CarPlay or Android Auto apps — which are also displayed on that large upper screen. The native navigation system is the same way, but using it now requires a monthly subscription — a daft idea when virtually everyone already has multiple navigation apps on their connected smartphones.

The lower screen is intended to display things like vehicle system status, climate control, four-wheel-drive equipment mode and more. Thankfully, Lexus hasn’t gone the “glass cockpit” route with its interiors (yet), so there are still buttons and toggles for the controls, making it decidedly easier to use than the latest touchscreen and touch-sensitive-control hijinks from Mercedes-Benz. But it seems unnecessary to have two screens in the vehicle, and Lexus put the one with the most used features farthest away from the driver. The whole thing could have been done better.

Comfortable Seating (for Some)

Comfort is decent only in the first row. The seats up there are thronelike, with an upright position that puts you high in the saddle, though the steering wheel feels rather low. This is great for outward visibility, which is top-notch, but it makes you feel a bit like you’re driving a bus.

Overall spatial efficiency in the LX is disappointing; it’s surprisingly small inside for an SUV this size. Second-row comfort has inadequate legroom for such a large vehicle, and the third row is nearly unusable for adults. Granted, the LX is on the smaller end of the full-size SUV spectrum, joined down there by the BMW X7, Infiniti QX80 and Land Rover Range Rover. American-style full-size luxury SUVs like the Cadillac Escalade, Jeep Grand Wagoneer and Lincoln Navigator dwarf the Lexus LX but aren’t as easy to maneuver or park. Still, this doesn’t explain why sitting comfortably in the LX 600’s second row requires front-seat passengers to move their seats forward and up; otherwise, there’s very little leg- or foot room in the second row. Nor does it explain why nobody can be seated in the second row while raising or folding the third row (the second row must be moved forward to accomplish this task).

The Saving Grace: Driving It

What saves the Lexus LX from being completely relegated to the “no thank you” pile is its driving experience. It may not feel as up to snuff in terms of opulence as many of its competitors, but its driving experience matches them. The LX is powered by a twin-turbocharged 3.5-liter V-6 engine (the V-8 is long gone) that pumps out a healthy 409 horsepower and 479 pounds-feet of torque. It’s mated to a super-smooth 10-speed automatic transmission that drives all four wheels through standard full-time four-wheel drive. The F Sport version also features a sport-tuned suspension, which is silly for a vehicle like this — and didn’t make much difference in how the vehicle handled versus the non-F Sport version I drove.

Everything about driving the LX is smooth. Acceleration, transmission shifts and the ride are all smooth and well controlled. In typical Lexus fashion, the idea is to not upset its passengers’ Zen, and the LX most certainly achieves this. It’s still a big, top-heavy, somewhat tippy-feeling SUV — really a Toyota Land Cruiser underneath — but it’s been so well massaged by Lexus’ ride and handling engineers that you’d never connect it with its lesser origins if you didn’t already know. Ride quality is excellent in spite of the F Sport’s big 22-inch wheels (20-inchers are standard), and there’s very little wind noise, just some whoosh from the sideview mirrors. Steering is precise (if rather numb in terms of feedback), and the LX is at home both performing around-town errands and cruising stately down the highway. It also has a significant level of four-wheel-drive equipment aboard thanks to its Land Cruiser roots, including a Multi-Terrain Monitor with under-vehicle cameras; Multi-Terrain Select, which can electronically control various drive systems for off-road driving ; and even a Crawl Control mode for getting unstuck from deep sand and mud. None of this is likely to be used outside the Middle East, but it’s there in case you’re feeling particularly adventurous on your way home from your local Prada boutique.

Priced to Keep It Rare

Top luxury SUVs are all capable of creeping over the $100,000 mark, and the 2022 Lexus LX is no exception. It’s priced to play squarely in the field, with a starting price of $88,245 (including destination fee) for a base LX 600. There are four trim levels above that one with varying degrees of additional standard equipment and different interior color options, culminating in the LX 600 Ultra Luxury trim, which costs $127,345. My test vehicle, an LX600 F Sport Handling, rang in at $105,005.

A Mercedes-Benz GLS450 is nearly $10,000 less expensive to start. It’s also less powerful, though it can be had in a top Maybach trim for well over $160,000 if you add everything. The same is true of the BMW X7, which is even less expensive to start and available in Alpina XB7 guise for nearly $150,000. The bigger American luxury SUVs are a better match price-wise, and they handily outclass the latest LX in interior space, onboard technology and sophistication.

The 2022 Lexus LX 600 is essentially a status symbol for people who absolutely must have one. Drivers looking for a better-packaged, more luxurious and more comfortable SUV might want to consider the bounty of other options.

https://www.cars.com/articles/2022-lexus-lx-600-review-a-flagship-needs-to-be-better-447862/