2022 Subaru BRZ Limited

2 0 2 2 S U B A R U B R Z L I M I T E D ~ B Y J A M I E K I T M A N

Youth Youth Movement Movement

Highs: Newfound power and refinement, still a lot of fun. Lows: Could be quicker.

Given the market’s tunnel vision for SUVs, we were too cynical to believe the Subaru BRZ and its nearly identical Toyota twin, the 86—small, lowpower, rear-drive coupes with limited appeal—would live long enough to see a second generation. What we didn’t account for is the power of youth. Subaru and To yota greenlighted the redesign of these sports cars because the BRZ and 86 drew in more young buyers than anything else in their portfolios. Car companies love a young demographic nearly as much as outright sales.

Playful and juvenile, the firstgen BRZ had a few rough edges. Most of the complaints fell on the peaky engine, which didn’t deliver power smoothly. To address that issue, Subaru upped the displacement of its flat-four from 2.0 liters to 2.4. Unlike the 2.0, this boxer- four makes the same power—228 horses—whether you choose the six-speed manual transmission or the extra-cost six-speed automatic. But it’s the 184 pound-feet of torque at 3700 rpm that really fixes this car. It gives the 2022 a midrange surge that the old car— which made 156 pound-feet at a high 6400 rpm—couldn’t provide. Pleasingly raucous as it runs to redline, the engine is far more refined and polished than its predecessor, yet it retains just enough flat-four waffling to give it a unique sound in a sea of inline-fours.

Power now builds meaningfully from lower rpm and without the big hiccup at 3500 rpm that plagued the old 2.0-liter. The manual BRZ sprints to 60 mph in 5.3 seconds, 0.9 second quicker than the outgoing model. Throws are short and positive, and the uprated gearbox accepts brutally fast shifts without complaint. In the rolling 5-to-60mph test, this new BRZ nearly matches the old car’s all-out run. If history is any indication, the automatic should be about a second behind in our acceleration tests.

Other changes improve the BRZ without diluting the purity of the original. Structural reinforcements increase torsional stiffness by 50 percent but also add weight. To help counter that gain, Subaru used aluminum for the front fenders and roof. The BRZ remains svelte at 2843 pounds, 66 pounds heavier than the outgoing model.

While the BRZ isn’t the quickest car in town, its low mass and adroit handling give it the ability to hustle through corners and put smiles on faces. Shut off the stability control and, as in its predecessor, tail-out antics are easy to call up. The car turns in eagerly with an instant response that initially struck us as nervous, but on the track the sensitivity feels right. Ride quality on the road, though firm, is entirely livable for something that corners so well. The entry-level model wears 215/45R-17 Michelin Primacy HP rubber, while the Limited gets a big upgrade with 215/40R-18 Michelin Pilot Sport 4 tires.

The BRZ starts at $28,955, and the Limited model we tested opens at $31,455. Those prices should continue to bring in the young customers Subaru craves, but we’re more interested in the 85 percent of BRZ buyers who chose the manual. That’s the demographic we love.

t h e n u m b e r s

Vehicle Type: front-engine, rearwheel-drive, 4-passenger, 2-door coupe Base/As Tested  $31,455/$31,455 Engine: DOHC 16-valve flat-4, aluminum block and heads, port and direct fuel injection Displacement  146 in3, 2387 cm3 Power  228 hp @ 7000 rpm Torque  184 lb-ft @ 3700 rpm Transmission: 6-speed manual

Dimensions

• Wheelbase  1014 in • L/W/H  1679/699/516 in • Curb Weight  2843 lb

t e s t R E S U L T S

60 mph  53 sec 1/4-Mile  140 sec @ 100 mph 130 mph  269 sec Results above omit 1-ft rollout of 0.3 sec Rolling Start, 5–60 mph  64 sec Top Speed (C/D est)  140 mph Braking, 70–0 mph  163 ft Braking, 100–0 mph  335 ft

Roadholding,

300-ft Skidpad  094 g

C/D Fuel Economy

• Observed  22 mpg

EPA Fuel Economy

• Comb/City/Hwy  22/20/27 mpg