Subaru WRX STI vs Volkswagen Golf R32 2008 Comparison

"And that's where a Porsche went off backwards ... and over there a guy in a Lotus hit a tree 10 feet above the ground..."

Cristian Brunelli is a pretty matter-of-fact guy. Great photographer and usually understated. But now he's unsettling me. As we slither upwards through the Mt Buller gloom, dark clouds and tree limbs over our roof, rain-sodden tarmac under our wheels, he seems to have a mishap for every corner.

"Perfect," I think. "Just what everybody needs in these conditions: a chronicler of local disaster."

But in a way, this is perfect. We're driving Subaru's latest WRX STi, hero of the somewhat controversial new Impreza range. Following closely is VW's Golf R32, which serves much the same role for the fifth generation of Wolfsburg's iconic small car.

All-wheel-drive hatches with horsepower. What better way to establish their claims to superiority than on this treacherous, writhing, slippery snake of a road?

And here's something that won't shock you: the STi is winning. Oh, the R32 is good, but the STi's grip borders on the insane. Turning in, the front Dunlop SP Sport 600 245/40R18s (up from the old car's 225/45R17 Potenza RE070As) stick to the sodden surface at a fanciful speed. Behind us, the R32 has slid into predictable understeer.

But that's the mere appetiser. Spy the exit - just glimpse it, not wait for it to come into full view - flatten the throttle and the STi squats on its new double wishbone rear end and simply devours the road. It's that easy and that overwhelming all in one.

It's as if the road is dry, fresh, virgin hot mix. As long as the turbocharged 2.5-litre boxer four is on boost above 3000rpm and you're in the mid-gears, the grip is as sure as a young Ali's footwork; acceleration is knock-out.

There's little driver skill involved in all this, just belief that the STi's amalgam of sensors and megabytes will harness this seething cauldron of kilowatts, Newton-metres, throttle percentage, yaw, pitch and G-forces.

That the STi repeats this awesome display at will, undoubtedly surprises no-one familiar with the pink badge. Fast has long been the very essence of Impreza WRXs upgraded by Subaru Tecnica International's band of performance-obsessed craftsmen.

But to fast you could add: noisy, harsh, flimsy and even unliveable. The STi has been nothing if not focused since it first showed up in Australia in 1999.

Now in its third generation, Subaru is making a big deal about this being a far more complete car. Not soft, not fat and old, but ageing gracefully like its buyers.

Yes, there's more power and more torque from an engine that now includes variable exhaust as well as inlet valve timing and a new intercooler. And a new chassis and stiffer body not only prompt claims of even sharper dynamics, but also significant improvements in refinement, noise minimisation and a better ride. Subaru's mixed in better cabin appointments, materials and more equipment as well.

The R32 is here to put all that to the test. Granted, its narrow-angle, naturally-aspirated 3.2-litre V6 falls significantly short in terms of both power and torque (184kW v 221kW and 320Nm v 407Nm) and its Haldex all-wheel-drive system lacks the sheer complexity and adjustability of Subaru's multi-mode throttle settings, stability control program and Driver Control Centre Differential (DCCD).

No doubt the VW also stands more formal and almost invisible next to the STi's explosion of angles, juts, spoilers, bulging guards, scoops, vents, quad pipes and cross-hatched plastic.

And, sure, the fundamental under- and over-statement continues inside. The R32 is recognisably a Golf with sportier seats, leather trim and a flat-bottom steering wheel. The STi is busier, cheaper, tackier, drenched in pink STi badges, dials and switches. But the link to the base car is still obvious in the dash design.

Despite all that, there is much that aligns these two cars. The STi has evolved into a hatchback; they are quite closely priced, the R32 at $56,490 and the STi at $59,990 (there is a more expensive $64,490 spec.R STi which has lighter BBS wheels and Recaro front seats); they are both six-speed manuals (the R32 can be optioned with a DSG) and they are similar in weight and key dimensions

And intriguingly, when Subaru launched the STi in Japan it rolled out the R32 for comparison rather than the new Mitsubishi Lancer Evo X. Sounds like the R32's cue, then. But for all the cogent reasoning, the differences rear their head immediately in the Buller sleet and spray. Its limits, while still high, are obviously lower than the STi. There is breakaway from the front end if pushed too hard, and a sudden lift will slide the rear through the tighter, twitchier corners.

But the 4Motion system's Haldex coupling is doing a good job of holding it all together. The difference is that the R32 feels more like a front-driver; the STi obviously gaining more from the rear end.

That's the advantage of DCCD. Left in auto mode it is vectoring power to the correct wheels at the correct times and doing one hell of a job. Stability control is also left fully on, rather than switched to the higher threshold 'traction' mode or switched off entirely. The only loosening of the safety net is switching to the most responsive 'Sports sharp' throttle mapping. The economy-oriented 'Intelligent' mode is a limp handshake, 'Sport' closer to the frenetic ideal.

Combine all that and the Subaru simply expands the gap to the Golf at every corner exit. The R32 is not bad at all; the throttle response is instant and precise, the range of power delivery broader than the STi, the tearing-metal induction note simply exquisite. It just doesn't have the sheer grip 'n' go of the Impreza.

Validation - if needed - comes at Tooradin airstrip the next day in (thankfully) dry conditions. In the 80-120km/h roll-on, the STi is significantly quicker in third, fourth and fifth gears. Only in sixth, where the turbo adds weight rather than boost, does the R32 gain a relatively meaningless victory.

Unsurprisingly, it's only other figures-related triumph is fuel consumption. But at 11.2L/100km versus 12.1, it's hardly unequivocal. Instead, it serves to back up Subaru's claim of the boxer's improved efficiency.

Neither car comes close to their claimed 0-100km/h times. No surprise considering two big blokes and a full tank of fuel are aboard. The STi's engine is also pretty tight, so a desire not to leave it and an Exxon Valdez-sized slick dumped on the tarmac limit us to three brutal, shuddering redline runs.

It's a frantic and familiar experience; chattering engine and front tyres, the bonnet jolting skyward, the dash along the edge of the cut-out, punching through the notchy, accurate short-throw gearbox.

The Golf is smoother and easier yet ultimately slower. Everything is slightly less brutal; the shift action is longer and a tad less accurate, driveline jolt obvious, but lacking the STi's violence and threat of self-destruction.

It's simply a friendlier, more refined car - something that becomes more obvious the further we get from Mount Buller or the dragstrip. It's simply better suited to the real world than the STi. Its more tractable engine is happier trundling the 'burbs, there's no evidence of engine hitching or driveline snatch and whine, it rides easier over lumps and patches and there's no doubting how much quieter it is.

Inside, there's also no doubting the superiority of its design, build quality and materials. It's all about soft touch, consistent panel gaps and efficient, understated ergonomics. The STi looks and feels cheaper. Despite the move to framed doors, for example, there's still a certain fragility that squeaks and rattles into your consciousness.

But it is certainly less crude than its predecessor, makes a nodding acquaintance with comfort, has front seats at least as good as the Golf and even outdoes it for rear-seat kneeroom and width of the luggage bay.

But the R32 intrudes on the STi's territory with its own advantages at speed. Its ride/handling balance is impressively imperturbable at most speeds, the weighting of the electro-mechanical steering rack offers just enough resistance to give the driver something to work with. The brakes, too, provide strong performance and reassuring feel.

Some low-speed ride choppiness is understandable, but the fundamental strains imposed by the R32's larger wheel/tyre combination and 20mm lowered sports suspension become obvious under corner load as tyres rub and graunch on inner guards. That's less forgivable and not something the STi, with its bespoke punched-out guards and extended track, is prone to.

Jump straight out of the R32 and you'll nearly steer off the inside of the first corner, so much faster and more direct is the STi's steering. The contrast is accentuated by the steering column's tendency to rattle and shake when pushing hard through a tighter corner. And you'll notice the STi's four-piston Brembo brakes don't offer enough pedal progression or feel. They repeatedly do the job, but without communication. It's a concern we've noted previously with Brembo anchors.

Then there's the ride. The set-up of the inverted KYBs up front is just plain harsh, the nose bucking and tramlining on ripply tarmac under hard braking. The rear-end is more civil but still inclined to bump steer.

It's just another confirmation that for all of its claims of civility, the STi is still a racecar for the road. In reality, the R32 shows it up in almost every non-performance measure.

But as Mount Buller demonstrates, STi is clearly an extraordinary car to drive, bringing with it gob-smacking performance and divine grip at an almost affordable price. The R32 is an impressive, cohesive and enjoyable achievement, it just pales as a sporting drive in comparison.

Irascible, lumpy, difficult, nasty, cheeky, loveable, thrilling, addictive, brilliant. What more could you ask for in a car? The STi's not perfect then, but all the more memorable for it.

Images: Cristian Brunelli