Even with everything disabled, the WRX is pretty easy to hold at the limit. After the braking runs, I suspect the tires were warmer, helping the clockwise run. Handling: Somewhat surprisingly, the WRX posted better figures with stability and traction control turned on than it did with the system off. I like the pedal spacing, too, for what it's worth. It bites well, though there's a lot of pulsing from the antilock braking at the limit. The WRX stops straight with a mild amount of nosedive. I sprinted back to the start line to prevent the brakes and tires from cooling too much. The Subaru's Dunlop summer tires like heat, so Run 4 was actually the shortest stop. The GTI and Elantra N are well under that mark. Braking: I expected a few runs under 110 feet given what some of the competition can do. Each upshift is harsh, too, as the tires want to chirp on the 1-2 and 2-3 shift. That said, I don't love the feel of this shifter and missed a shift on more than one occasion. You have to shift to third to hit 60 mph. It's geared short enough that you stay in boost on the upshifts. If you leave it on, the car just wants to buck and bog off the line. The best run was done with stability and traction control disabled. That means getting the ideal launch basically means dropping the clutch from about 5,000 rpm. Even with the new engine, there's a significant amount of turbo lag below about 3,000 rpm. The driveline shock when you drop the clutch is so harsh and severe that I half expected a pile of metal and fluid on the ground.
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