New steering and suspension give the new 2022 Subaru WRX compact performance sedan the best combination of handling and comfort yet as the legendary all-wheel-drive sportster begins its fifth generation.

The horizontally opposed four-cylinder turbocharged boxer engine grows a full 20%, from 2.0L to 2.4L, but output is nearly unchanged.

The WRX’s body is entirely new, however, not sharing a single body panel with the Impreza sedan for the first time since the WRX badge arrived in the United States as a 2002 model.

The new model also adds safety and convenience features.

It’s expected to go on sale this spring. Prices will be announced closer to then.

The new engine develops 271 horsepower at 5,600 rpm, just three more than last year’s 2.0L. Torque is unchanged at 258 pound-feet from 2,000-5,200. The only noteworthy change in the specifications is that 91 octane premium gasoline is now recommended, where it was previously required. However, engine output and fuel economy will suffer if you use a lower grade.

The standard transmission is a six-speed manual. Continued availability of a manual is a badge of honor in the sport-compact class; 85% of 2021 WRX sales had the manual. Subaru will offer a continuously variable automatic transmission — CVT — in the WRX, but production was delayed by pandemic issues so I didn’t test a car with one. It’s expected to go on sale a month or so after the manual arrives this spring.

The manual is exemplary, with short throws for quick shifts and a light clutch you can work all day without tiring. A bit more torque would be welcome when passing, but the drivetrain includes a viscous coupling locking center differential dividing torque between front and rear wheels. Its base setting is 50/50, varying torque from there for optimum power delivery and traction.

Subaru added a GT trim level as the top of the WRX line for 2022. Only available with the CVT, the GT will also offer electronically adjustable dampers and customizable drive modes. The GT’s AWD system uses a center diff with planetary gears and a 45 /55 base torque split.

Subaru expects most GT buyers to be new to the WRX.

The 2022 WRX is 2.9 inches longer than the old model, 1.2 inches wider. The wheelbase grew about an inch. The roof is 0.3 inches lower, but head room remains good. Despite being bigger, weight increased just 3 to 19 pounds, depending on the trim level.

The WRX’s steering is quick and precise. The chassis is stiffer, featuring 26 meters of structural adhesives – more than three times what’s used on the less sporty Impreza. The stiffer chassis allowed Subaru engineers to dial in suspension compliance.

I drove a WRX Premium, the nicely equipped model in the middle of the price range. The WRX is quick and balanced around corners. The engine pulled smoothly in low gears on narrow winding roads in California’s Sonoma and Mendocino counties.

The front seat has good leg and head room. Aluminum pedals are available on all models but the base. The controls feature physical volume and tuning dials and buttons for temperature. Other features, including fan speed and heated seats, are accessed via touch screen.

The portrait-oriented screen’s layout is simple, with chiclets for various functions.

Rear leg and head room are fine. The trunk has a wide opening and 12.5 cubic feet of cargo space, compared to 14.1 for the Honda Civic, a front-wheel-drive sporty compact.

I’d guess the WRX Premium I drove will sticker around $32,000-$34,000, excluding whatever destination charge Subaru assesses for the popular model.

It should remain the most affordable AWD sporty compact.

All-wheel five-passenger sporty compact sedan

Engine:  2.4L turbocharged horizontally opposed four-cylinder

Output: 271 hp @ 5,600 rpm; 258 pound-feet of torque @ 2,000-5,200

Estimated EPA fuel economy rating: 19 mpg city/26 highway/22 combined. 91 octane premium gasoline recommended

Passenger volume: 97.5 cubic feet (with sunroof)