Subaru Impreza WRX and WRX STI 2011 Review

2011 Subaru Impreza WRX and WRX STI

What we liked
>> Improved handling
>> Lusty turbo engines
>> Auto STI at last

Not so much
>> Dull interior
>> No auto for WRX
>> STI auto gearbox dulls performance

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

About our ratings

The year was 1994, and there was a new high performance car on the block, the WRX. Blue Heelers hit Australian screens that year, the idea of a female Australian prime minister was scarcely conceivable, and Japanese carmaker Subaru was a relatively small player in this country, yet it had the audacity to release the WRX, a turbocharged four-cylinder small car with all-wheel drive.

It sounded too good to be true but in a matter of months the Subaru WRX's streetcred had skyrocketed. In a matter of months its reputation as a affordable sportscar was rock solid.

Its bold bonnet scoop – now a trademark feature – defined the vehicle as something far from regular and for around $40,000 you could get one from your local Subaru dealer. Whether you could hold on to it was another thing – theft was a significant issue in the early days.

Of course, this story can't be told without making mention of the WRX's more volatile sibling, the WRX STI. With more power and better running gear, the STI followed the WRX and was 'that' much closer to the rally weapons which forged Subaru's reputation. Think of it as taking the idea of the high-performance turbocharged banzai small car and adding habanero chilli-infused Tabasco for good measure. It was red hot...

Fast forward 16 years and though the crims are giving Rexs a wider berth, for the same $40k you can still get an all-wheel drive, turbocharged four-cylinder Subaru WRX that goes off like a frog in a sock. And for the record, the new 2011 Subaru Impreza WRX STI is still red hot!

Subaru Australia is very pleased with itself for keeping the price of the new MY11 Impreza WRX sedan and hatch at $39,990 (before statutory and delivery charges are added), a price that undercuts its closest rival, the ($43,890) Mitsubishi Lancer Ralliart, while matching the price of the original 1994 WRX.

There is only one gearbox available for the WRX, a five-speed manual. One option pack is offered – that kit adds leather seats, satnav and a sunroof for an extra $4000.

Standard equipment comprises climate control air-conditioning, front sports bucket seats, a 10-speaker stereo system (with in-dash CD player, MP3/WMA compatibility and an AUX jack for digital music players), alloy pedals, remote central locking, electric mirrors and windows, self-levelling xenon low-beam headlights, plus a multifunction leather steering wheel. Bluetooth phone and wireless audio streaming is also standard

Subaru's are seen as relatively safe cars, and the new WRX has attained a five-star ANCAP rating thanks to a range of features such as six airbags, antilock brakes, trademark “Symmetrical” all-wheel drive, hill start assist and what the company calls Vehicle Dynamics Control – another way of saying stability control. An alarm, immobiliser and DataDot security systems are also standard issue – hence the fact theft's no longer an issue.

Step up to the Subaru Impreza WRX STI and you'll get more, which is what you want when it commands a hefty $20,000 premium over the WRX.

Priced from $59,990, for either hatch or sedan, auto or manual, the WRX STI brings a lot more weaponry to the table, and slashes $2000 from the price compared to the previous year's model.

It adds a more powerful engine, big Italian brakes, stiffer suspension and bigger, fatter (but lighter) wheels. The all-wheel-drive system is more advanced too, boasting a Driver Controllable Centre Differential (DCCD), front and rear limited slip diffs, and the Subaru Intelligent Drive system that alters the throttle map.

But almost all of that's under the skin... You don't 'see' a lot for your STI premium. The interior of the new model is virtually identical to the standard WRX, save for some STI logos about the place.

There are at least STI spec.R models that pimp your ride somewhat. These add leather trim, a sunroof and satellite navigation and 18-inch BBS alloy rims that are slightly lighter than the standard issue ENKEI wheels. But budget on an extra $6000 -- or $7000 if you want leather Recaro seats – which offer a very snug fit it should be said.

And for the first time Down Under, there's now an automatic transmission option which is a no-cost option on the STI. So if you don't want the six-speed manual, it won't cost you extra for the automatic. It is a five-speed unit with a torque converter (not the dual-clutch technology that VW and Mitsubishi use) and Subaru says the automatic gearbox will take up the lion's share of STI sales each month, with 70 per cent of buyers expected to opt for the auto cog-swapper.

MECHANICAL

Both models are equipped with Subaru's all-wheel drive system and the same 2.5-litre turbo intercooled engines carried over from last year. The STI gets more herbs and better diffs than the WRX.

The WRX develops a very healthy 195kW at 6000rpm and 343Nm at 4000rpm, and has a combined city/highway fuel consumption of 10.4L/100km. The 2011 WRX also has more bark, with a more audible exhaust rumble emanating from quad exhaust outlets. Five-speed manual is the only gearbox option.

Both the WRX and STI share the same 2457cc engine block carried over from the previous models, but the six-speed manual STI outputs 221kW at 6000rpm and 407Nm at 4000rpm thanks to a number of engine upgrades.

Unlike the standard WRX, the STI features variable valve timing on both intake and exhaust cams -- the WRX gets variable valve timing on intake valves only. A larger intercooler, increased levels of turbo boost pressure, new injectors, conrods, camshaft profiles, crankshaft, throttle bodies and a tweaked ECU are also fitted to the STI. It's a more than just a mild warming over.

The new five-speed auto STI gets a slightly different engine setup with less torque so as to keep the gearbox in one piece. Called the 'A-line' engine in Japan, it outputs the same 221 kilowatts as its manual sibling (at a slightly higher 6200rpm) but takes a 57Nm hit, with peak torque of 350Nm instead of 407Nm.

The six-speed manual STI records an average fuel consumption of 10.5L/100km while the auto is drinks slightly more fuel, 10.6L/100km.

Performance figures are impressive for all models, the five-speed manual WRX hitting 100km/h from rest in 5.3 seconds flat. The five-speed automatic WRX STI takes 6.0 seconds to complete the zero to 100km/h dash, while the six-speed manual WRX STI is the fastest of the bunch, posting claimed times of 4.9 seconds between zero and 100km/h.

The major mechanical changes to the 2011 cars revolve around suspension. All models across the WRX and STI range feature independent front and rear suspension (coil McPherson strut-type at the front and double wishbone at the rear) with the WRX gaining a tweaked rear end including new rear suspension sub-frame bushings. The changes have been designed to increase high speed stability.

Like the fire-breathing STI, all WRX models get a touch more machismo thanks to wider body work, and this also has an impact on handling dynamics as the front and rear tracks are increased by 35mm and 40mm respectively to improve cornering stability. With its wider footprint comes more grip too, with 10mm wider rubber for the WRX.

However it's the 2011 Subaru WRX STI that gets the most changes to its suspension, which have been "completely revised" according to the Japanese company. The new STI sits 5mm lower than the WRX, and front and rear damping and spring rates have been increased to deliver better roll resistance. Thicker front and rear anti-roll bars also contribute to a flatter attitude through corners. The front suspension also gets new aluminium lower control arms.

While the Subaru Impreza WRX is not short of grip (utilising a Torsen limited slip rear differential and conventional front diff) the manual STI gets limited slip differentials front and rear – helical and Torsen respectively. With clever electronics governing the all-wheel drive system, the Subaru WRX STI's twin diffs give the range-topping sportscar fearsome grip in almost all conditions.

The WRX STI paired with the automatic gearbox is akin to the standard WRX, fitted with a conventional front diff and a viscous coupling at the rear.

If you're looking for hardcore grip levels, the manual version of the WRX STI is the way to go. But if you plan on commuting or using the vehicle as a daily drive, the auto might be a better option. Horses for courses, you could say.

Both STI variants also benefit from a driver controlled centre differential which can bias the torque split between the front and rear. This is useful if the road (or track) is wet, or dry, or has an abundance of particularly tight corners.

Sports-tuned antilock brakes and Subaru Intelligent Drive are also part of the STI's package, the latter having three settings that alter the throttle mapping/response. Stability control is an on or off proposition on the WRX, but has three settings in the STI – on; stability on and traction off, and completely off.

Brakes are carried over from the previous models, with the STI getting the more powerful Brembo calipers -- four potters at the front and twin pots at the rear. The WRX's wheels are wider in 2011 to provide the car with more grip: 7 x 17-inch with 235/45 rubber Dunlop SP1 hoops.

The STI sits on larger 18-inch alloys, fitted with Dunlop SP 600s with 245/40 aspect ratios.

The STI also gets a huge "look at me" rear wing, which is said to improve the car's negative lift at higher speeds. Moreover, Subaru claims to have improved the STI's drag co-efficient by 5% thanks to new underbody panels.

Once inside either vehicle, the ambience is fairly sporty, a large centrally-mounted tachometer dominating the instrument panel. The plastics used throughout the interior are easy on the eye, but are of an average tactile standard, hard and unforgiving. Subaru could learn a thing or two in this respect.

The seats, both cloth and leather buckets in the WRX, are well cushioned for longer journeys, but it's the optional Recaro leather seats of the STI spec.R models that take the cake. Comfortable but also excellently bolstered, the leather bucket seats hug your body, making them ideal companions for high-G manoeuvres.

Another memorable aspect of the interior packaging was the steering wheel, a leather wrapped affair in both models with an ideal girth and diameter for hard driving.

Interior room is average for a car that measures 4580mm long and 1795mm wide, with plenty of space for the driver and front passengers' legs, but headroom isn't best in class. Rear seat legroom isn't great for adults and after spending a hot lap in the back seat with Cody Crocker gunning it around Phillip Island, I wouldn't want to spend much more time there. That said, children will have plenty of room.

Like all Subaru models sold in Australia, these new hyperactive sporties have a five-star ANCAP safety rating, and an impressive four-star pedestrian rating.

Subaru also includes an immobiliser, car alarm, and DataDot security systems, which Subaru says have largely eliminated theft issues that plagued earlier models.

COMPETITORS

Volkswagen's Golf R, priced from $48,490, is another all-wheel turbo terrier, while there's a stack of hot hatches lining up to have a crack at the WRX, such as the Mazda3 MPS and the upcoming Ford Focus RS.

The auto STI perhaps adds some breadth to the target market of the MY11 Imprezas, and could be seen as a rival to vehicles such as the auto-equipped Audi S3 Sportback and Subaru now has a weapon with which to challenge the twin-clutch automatic version of the Mitsubishi Evolution.

ON THE ROAD/TRACK

The STI exhibited sharper initial turn-in than the WRX and also a much flatter attitude round corners – even at the higher speeds of the track. The brakes were also light years ahead of the WRX's stoppers.

Getting the power down in the STI was also effortless – and very enjoyable. Acceleration was arresting when you nailed the throttle, the little tacho light flashing in alarm along with an audible beep every time you near the redline. It's a very handy little feature that allows you keep your eyes on the next apex.

The engine is strong, no doubt about it, allowing us to hit almost 220km/h on the main straight on the Phillip Island circuit. The way the torque and power built markedly at around 3000rpm was addictive.  Though official figures were hard to come to by, the STI will take less than 5.0 seconds flat to reach 100km/h from standstill.

The most impressive aspect of the WRX STI sedan was its ability to get this power down effectively and keep the driver informed of what the four contact patches were doing. Driving the car hard and wringing the most out of the chassis was not difficult, a testament to the fine-tuning that has gone on under the car's sheet metal. Indeed, the STI flatters the driver, making high-speed cornering look (and feel) easy.

We tested both the five-speed auto and the six-speed manual on the track and latter is the pick for go-fast thrills. The auto variant felt lethargic due to a 57Nm deficit of torque; it was unable to hold gears mid corner (changing up in tiptronic mode) and didn't quite have the front end confidence of the manual thanks to the lack of a slippery diff at the front end.

Subaru reckons about 70% of WRX STI buyers will opt for the automatic transmission, which would be more suited to commuting, as drivers wouldn't need to constantly pump the clutch pedal for gear changes. But does that mean that only about 30% of STI's will driven on the racetrack?

Driving the six-speed manual was far more involving. Feedback through the steering wheel and also the seat of your pants was impressive and after some initial trepidation the banzai battler turned out to be incredibly satisfying to drive with all stability and traction controls switched off.

The Subaru WRX STI clearly telegraphs when it's getting close it grip limit as you navigate corners, and even when the grip limit is overcome and the car starts to lose traction and slide, it's hugely entertaining and very predictable. Subaru Technica International is certainly earning its keep.

In my case lift-off oversteer was creeping in frequently as a result of ploughing into corners too hot, then letting off the throttle. This caused the weight to shift away from the rear bringing about rear end traction loss. But instead of waiting for the car to slow down and correct itself by easing off, you can slam the throttle and keep the tail wagging without too much finessing, the chassis communicating clearly when things were about to get nasty.

The ride was very firm, but not unforgiving, which was a big surprise. But what purists need to know is simple – the 2011 WRX STI is a better vehicle through a corner than its predecessor.

With all the enthusiasm of our morning track drive, I expected the more affordable WRX to deliver an anticlimax of sorts, but in retrospect the drive was just as memorable.

Out on the highway the WRX is a relatively quiet, comfortable cruiser, ticking over at 2600rpm in fifth gear at 100km/h. An extra gear would improve fuel consumption and reduce cabin noise, but the experience was relatively pleasant. Everything about the car is easy to use, from the aircon controls to the smooth shifting five-speed manual gearbox.

The WRX's ride quality is better than the STI, and will smooth out more road imperfections than its highly-strung stablemate, but we did notice the suspension banged very loudly, almost painfully, when tackling nastier potholes.

This scribe would seriously consider saving 20 large and forgoing the STI to stay with a standard WRX. There was more body roll through fast corners than the STI but the grip was still sensational, and the ratios of the five-speed manual were perfectly measured to ensure the turbocharger could be kept on boost.

Fast? You better believe it. Turbo lag was minimal and the WRX felt remarkably fleet of foot, piling on the acceleration until the driver decides to pluck out the next gear. It'd be interesting to see how close it comes to the STI in terms of outright pace. Winding out gears was very enjoyable, and the new quad exhaust system gives the WRX more voice, its boxer burble most noticeable at idle.

Like the STI, the standard WRX has a neutral handling balance, with a touch of understeer if you push it too hard, but the wider track and fatter tyres give the car more confidence than any model before it.

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