Northern Exposure: Subaru’s Lineartronic CVT vs 6-Speed Manual in the WRX

So, I sort of said something about WRX drivers valuing their manhood, and not wanting to set a bad example for young car-buff kids, and being sure to order their WRX with the manual. I was quick to dismiss the idea of CVT in a car like this. On principle. I essentially reduced myself to an internet troll by talking smack about something I had no real idea about, since I hadn’t driven the WRX with the CVT yet.

“RINGGGGGGGGGGGG…”

It was my cell. Subaru PR read my review on the manual WRX. They wanted to make me eat my words, standing behind their new CVT transmission technology.

They insisted that I drive a WRX CVT, and that I’d like it. I insisted that I wouldn’t.

They insisted right back on getting me into the same car, but with two pedals, not three, for a second opinion. I agreed – even though I figured I’d rather suffer scrotal frostbite than drive my most beloved of Canada-ready performance sedans with a transmission that had no gears.

2015 Subaru WRX CVT, paddle shifter, SI-Drive controls. Click image to enlarge

So a week later, I’m driving the WRX again. Same seats. Same interior. Same horsepower. Same everything – other than the paddle shifters sprouting out behind the steering wheel and the automatic shifter on the console and nothing for my left foot to do but sit there like a sucker.

I learned a thing or two. Or three. Or four.

Since a CVT can whip up a nearly infinite number of gear ratios between an upper and lower limit, proper programming to control this capability makes all the difference. When you accelerate gently, for instance, the WRX’s transmission glides seamlessly between a continually varied range of gear ratios that see engine revs lock steadily into position at, say, 2,000 rpm. The tachometer needle doesn’t flinch as you get up to speed. This saves fuel by eliminating the inefficient revving up and down characteristic of stepped transmissions. It’s smoother too, since there’s no shifting. You won’t notice this steady-rev acceleration if you’re not paying attention.

Press the throttle a little harder, and it pins the revs a bit higher, maybe 3,500 rpm, which gets the turbocharger all excited and fully spooled and keeps it there for maximum torque output. You know that happy place in the engine’s power-band where it’s making power galore? It gets the engine to that point, and keeps it there.

Drive with intent – that is, to hammer down, giv’er stink, or request the WRX to go like bananas, and the CVT adopts another control logic. It pretends to gear down, revs to near redline, and pulls off pretend upshifts in quick succession. Of course, it doesn’t actually do any of that that since there are no gears – but since it can whip up any ratio it likes, it pretends to, and does a damn fine job of it. It feels like a close-ratio, fast-shifting automatic. Maybe, even, a dual-clutch gearbox.

There are some toggle-buttons on the steering wheel that allow drivers to call up three modes, altering the throttle, transmission and other calibrations into distinct setups. It’s that programming, again. The standard mode is good for all-around driving, in town, or anywhere where an equal balance of fuel efficiency and performance is needed. A good stomp on the throttle is needed to get the transmission into its fast-shifting power mode, and the steady-revving, gas-saving acceleration is prioritized.