Subaru Impreza WRX STI 2008 Review

Fans of Subaru's performance flagship, the Impreza WRX STi, have grown accustomed to punching buttons before the business of driving can begin. Back in late 2001, Subaru Australia introduced a poorly integrated but very effective console-mounted security keypad, in a bid to make the STi more theft-proof.

Fast forward half a dozen years and fans of Fuji Heavy Industries' rally-bred rocket have an all-new hero to champion, now with even more buttons. But the good news is you can get on your way in the new STi without pressing anything, other than the starter button, or, in the case of Aussie cars, turning the ignition key.

Front and centre in the switching stakes is SI-Drive. Previously seen in Australia on Liberty GT and GT Spec B, SI-Drive provides three modes of throttle sensitivity: Intelligent (economy), Sport and Sport Sharp. Just behind the SI-Drive knob is a toggle for selecting any of the four different settings for the all-wheel-drive system's centre differential. And last, but not least, are three modes for the stability and traction control systems.

Unfortunately, Subaru's truncated drive program of Japanese-spec STi models at the Fuji circuit didn't permit a full exploration of all possible permutations, but we managed to trial a few during a frenzied 10 lap assault.

Between hot laps there was also time to take in the styling of this third generation STi. With its bulging front and rear guards, new rear doors, gaping bonnet scoop, deep front fascia, quad tailpipes and rear roof spoiler, the STi addresses many of the styling criticisms levelled at the cooking model Impreza and WRX.

The exterior's aggression continues inside the car, where sculpted and supportive bucket seats, drilled alloy pedals, a chubby leather-trimmed steering wheel and a sprinkling of hot pink STi graphics allude to the car's performance potential.

And of that there is plenty. Indeed, it seems a real pity that Australia will not get to experience the sweet-revving Japan-only 2.0-litre. With a redesigned twin-scroll turbo, enlarged intercooler, new equal-length exhaust pipes, revised muffler and a stiffer cylinder block among the headline changes, this engine now punches out an extra 21kW, to deliver 227kW at the same 6400rpm max power point as before. Max torque stays pegged at 422Nm, but the curve is now virtually flat from 2500 to the 4400rpm peak. The 2.0-litre engine, by the way, can spin happily to 8000rpm.

Once in the driver's seat the first thing to notice is the improved shift quality of the six-speed manual, thanks to new triple-cone synchros on first gear. Next up it's the engine's easy low-rev tractability in cruising pit lane. Then, once past the pits, and with the throttle buried, it's immediately obvious that the STi has lost none of its raw urgency. Like the new WRX, the power delivery is smoother and more progressive, but there's still a hefty shove between 3500 and 4500rpm.

Haring through Fuji's fast sweepers and switchbacks, the STi's sense of sure-footed fun inspired confidence to push harder. The steering quality feels to have improved, possibly due to revised castor angles, while other chassis changes - including widened front and rear tracks, the adoption of cast-alloy lower control arms and a redesigned stabiliser bar on the front suspension, and a move to a double wishbone rear suspension - all feed into a sense of greater on-limit composure. The front torque-sensing limited-slip differential also plays its part in what is a demonstrably better dynamic repertoire.

The quality improvements already seen in the Impreza range carry across to the STi to create a more mature, rounded take on Japanese all-wheel-drive performance. While some will rue the slight loss of aggression in terms of ride, power delivery and noise, we like this new-look STi a lot, and rate it a better all-round ownership proposition than its predecessors.

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