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The Subaru WRX STI – An Extremely Quick Daily Driver

8/27/2014 11:27:34 AM

It's been a long time coming, but we all knew this day would eventually arrive - Subaru's iconic rally-bred sports sedan has shorn off its rough edges and donned a sharp suit. With the arrival of the WRX earlier this year, we realised just how serious Subaru was about catering to a more sophisticated audience.

This audience includes, for example, petrolheads who originally bought into the WRX's motorsport heritage but have since grown up, married, had offspring and now carry all kinds of responsibilities ... but don't back down when a traffic light grand prix is "unavoidable". The new WRX, while toned down, still offered a glint of that old familiar hooligan it once was. But, with the STI on the horizon, we knew the Subaru's most explosive performance would be reserved for that three-lettered cherry-blossom decal.

The Subaru WRX STI is fast, grippy and offers immense value

The Subaru WRX STI is fast, grippy and offers immense value

Surprisingly, Fuji Heavy Industries decided to retain the previous model's powertrain and not utilise the new direct-injection 2.0-litre horizontally opposed engine that does service in the WRX. So, yes, the STI is powered once again by a 2.5-litre fiat- four that produces 221 kW at 6,000r/min and 407 Nm of torque at 4,000r/min. Drive is sent to all four corners via the brand's famed symmetrical all-wheel drive and the same six-speed manual 'box as before.

Some aficionados might be a bit disappointed by the fact that the engine's outputs remains the same, but even though the new STI weighs approximately the same as its predecessor, it is slightly quicker.

Cabin detailing is racy, but taller owners will find the driver's seat doesn't drop low enough

Cabin detailing is racy, but taller owners will find the driver's seat doesn't drop low enough

In performance testing, initially the STI was unable to match the 0-100 km/h time we achieved with its predecessor. However, after an inspection at our offices by Subaru, which reset the test unit's engine-management system, we headed back out to the test strip and immediately the STI managed 5.52 seconds - against a slight breeze. We could not, however, repeat the time during the second run (in the opposite direction) and all subsequent attempts...

But straight-line punt is not the flagship WRX's reason for existance - it is after all just one aspect of the driving experience. So, with the same engine and gearbox with which to work, just what have the Japanese engineers done to improve the appeal?

There's plenty of space in the WRX STI, and comfortable seating, both front and rear

There's plenty of space in the WRX STI, and comfortable seating, both front and rear

For a start, the STI arrived at our offices fitted with a styling kit (a $2,090 option) that significantly bumps up the STI's street cred and aggression. There's an STI-badged lip just underneath the front bumper that juts out a few centimetres, side sills that make the STI appear really low, BBS alloys that manage not to look too aftermarket, a sill just underneath the rear diffuser and alloy-look tailpipe housings at either end of the rear bumper.

On the inside, the STI's front seats, while comfortable, just didn't drop low enough for some of passengers and aren't quite as well bolstered as the old car's. The steering wheel is a flat-bottomed multi-function unit that features a grippy rim, while the gearlever boasts a satisfyingly short action. The only real letdown is the infotainment system, which feels a bit outdated compared with those of the STI's rivals. Its touch-function and Bluetooth functionality are clunky.

Boot space is intruded upon by the backs of the audio speakers, limiting the loading height a bit

Boot space is intruded upon by the backs of the audio speakers, limiting the loading height a bit

Fortunately, the driving experience makes up for most of the STI's shortcomings. The off-beat thrum at idle and at slightly higher engine speeds was missed by most of the team on the WRX but, peculiarly, the roar of the quad exhausts is less intrusive than before. On the other hand, road noise feels more apparent.

There have been definite improvements made to the ride quality. The STI is particularly well damped for a vehicle of its kind. The added torsional integrity comes by way of a 40% stiffer frame, while tweaks to the suspension have resulted in roll stiffness increasing by 14% and 10% front and rear. The difference from the WRX is immediately apparent through the steering, as the STI continues to make use of hydraulic assistance (the WRX uses an electric system), but benefits from a quicker steering ratio among other small tweaks.

Picnic-table spoiler is even bigger. It has had its upper surface raised so you can see underneath it in the rear-view mirror

Picnic-table spoiler is even bigger. It has had its upper surface raised so you can see underneath it in the rear-view mirror

On-road, the directness of the STI's steering makes a welcome return, as does the mechanical feel of the beefy clutch and six-speed gearbox. What's more, the STI instills driver confidence like few other performance cars. The surefootedness of the all-wheel-drive system, paired with a torque-vectoring setup that debuted on the WRX and pricey Dunlop rubber, all combine to grant the STI handling prowess that very few cars can match on a cross-country jaunt.

Test Summary

Subaru's range-topper hasn't exactly raised the bar, but has altered it slightly. The added refinement and improvements in areas other than just increased boost have gone a long way, but not enough. Unfortunately, at a smidgen under $56,990, the STI has serious competition on the wrong side of half a bar, even considering its jaw-dropping cross-country ability. It's not as premium as Subaru wants it to be, and its rivals offer driving experiences that are far more polished. Brand enthusiasts will love the STI, but at $14,245 less, perhaps the WRX is the better buy after all...

 

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