Subaru Impreza WRX STI 2008 Review - International

What we liked
>> Serious visual differentiation from WRX
>> Torquey, turbo mill
>> More civilized but still f-a-s-t!

Not so much
>> Still needs more interior pizzazz
>> Equipment levels light on for price

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW
The task of the Subaru WRX STI used to be easy -- beat Mitsubishi's Lancer Evolution. And the battle raged -- boy, did it rage: through the better part of five generations of Mitsu and over ten years of the Subie.

But the most telling change in the latest generation Subaru STI Impreza, launched last week in Japan, is not the car's softer and smoother hatchback lines, nor its more agreeable ride and manners. No, the biggest change was the car parked as a benchmark among the STIs lined up ready for test at the Honjyo circuit 80km north east of Tokyo. Rather than wearing a Mitsubishi badge and a boy-racer rear wing, the enemy at the gates was a Volkswagen -- a Golf R32 to be precise.

It's a measure of Subaru's plans for the STI that the latest Lancer Evo was hardly mentioned in the roll out of the new generation Subie. Like the all-new cooking model Impreza on which the new car is based, the latest STI is more refined, better equipped and arguably safer than ever. Indeed, if the standard Impreza range and the WRX have grown up, then the STI can be considered to have grown up, cut its hair, turned its cap around the right way and had the tats removed.

Our test drive of the new car was short and involved a veritable paper clip of a race circuit. That notwithstanding our limited and rather one-dimensional time behind the wheel, initial impressions indicate that this is a car that will be more comfortable than ever among the likes of the hot VW and even some of its more esteemed German road-mates.

Whether it can straddle the dual demands of keeping Subaru's traditional boy-racer constituency happy as well as attract new customers -- from the likes of VW and Audi, for instance -- remains to be seen.

PRICE AND EQUIPMENT
Should the boy-racers fall in love with the new STI, they will have to be well heeled. With the turbocharged 2.5-litre engined 'international' version of the STI hot off the production line at the time of our test (the 2.0-litre Japan-only WRC homologation model was launched two weeks ago at the Tokyo Motor Show), pricing is still to be confirmed. Subaru Australia boss, Nick Senior, will say no more than the car will be "in the $60-70,000 range".

Two models will be offered Down Under: the WRX STI and the WRX STI Spec R. The latter will not get any variant-specific badging, but will be able to be picked by the (very) sharp-of-eye thanks to its 18-inch BBS alloy wheels and Recaro sports seats. Expect to pay a $5K (approx) premium for the Spec R.

In safety terms, the STIs get all the equipment the 'normal' Imprezas boast including a full complement of six airbags (including Recaro-equipped version which gets sidebags for the first time), ABS with brake assist and a hill holder function, a new STI-specific three-mode stability system and the same five-star ANCAP crash rating.

Inside, it's a variation on the standard Impreza theme with leather and alcantara trim in the place of the standard WRX's cloth. There's a new, more elaborate centre console -- incorporating Subaru's SI-Drive controller -- and sports or Recaro front seats, with the rear bench re-trimmed to match.

Largely, the interior is unchanged from the $39,990 WRX. This is not necessarily good news, as we've already criticised the Impreza for not upping the ante enough in interior finishes over the last generation. If Subaru intends to compete with the likes of VW, its interiors need attention -- plain and simple.

Given the car's expected $60K-plus pricetag it's worth noting that while aircon, power windows and doors and a fuss-free security system are all standard, there's no sunroof, only a rudimentary trip computer and a manual rather than auto-dimming mirror. To get Bluetooth connectivity you need to specify the optional satnav system (see below).

Put simply, we'd like to see a few more creature comforts at this price. Heated seats, a soft dashtop pad and a better steering wheel would be a start...

Factory options will be limited, Subaru says, with the main addition available on both models being the same $2990 touch-screen DVD-based satnav and audio system currently offered in the cooking model Imprezas.

If we're pushed to nominate exactly where Subaru Australia will price the two variants we'd guess at $62,990 and $67,990. There remains a touch of doubt in our minds, however, that Subaru may surprise us all with a sub-$60K starting price. This would position the car better against the expected sub-Luxury Car Tax pricing of the base model Evo.

Oh, but that's right, we're not selling against the Lancer are we....

MECHANICAL
Underpinning the MY08 Impreza WRX STI is a strengthened version of the same body-in-white (base structure) that sees the standard Impreza achieve impressive safety ratings and much improved NVH (noise, vibration and harshness.) There's more detail about the Impreza at our launch review here.

In the STI, the monocoque scores additional bracing at the foot of the A-pillars as well as extra metal and welding around the corners of the rear hatch opening to ensure there's a substantial structure on which to bolt the STI's bespoke suspension set-up.

Key dimensions grow over the standard WRX, itself upsized on the last generation car (see link above for more info). The STI's wheelbase is a scant 5mm longer than the WRX (put that down to suspension geometry) though the track increases are a substantial 35mm at the front (to 1530) and 40mm at the rear (now 1540).

Overall the cars are the same length, but thanks to those controversial flared guards, the STI is 55mm wider than the WRX. At 1505kg it's also 110kg heavier -- which amounts to 10kg up on the last generation STI. You can blame extra equipment for the extra kilos -- Subaru says the body-in-white is actually lighter.

In terms of body panels this is the most differentiated STI ever. Only the front doors, bonnet and roof panels are carried over.

Guards have been flared WRC-style front and rear -- the former scoring vents that actually help cool the engine bay. At the rear there's a four-outlet exhaust system and an aggressively styled under bumper diffuser. Combined with the surprisingly subtle hatchtop spoiler, the diffuser generates enough downforce to negate any aero lift at high speed. Even the rear hatch itself is different.

The STI also gets unique headlamps (with xenon low beam) and it's the only Impreza to feature mirror-mounted front indicators.

Suspension is bespoke with KYB inverted MacPherson struts up front and a double-wishbone multi-link rear set-up. The front features new forged alloy lower control arms while the rear is mounted on a subframe to improve NVH.

Settings are significantly revised from the last generation car and bring benefits including more wheel travel and substantially increased traction thanks to more consistent wheel loadings.

Subaru Australia didn't come up with its own suspension settings (which was the case with the WRX) but it did have input into the STI's final spec and signed it off as Down Under friendly. We'll be keen to check on the handiwork once we get to drive the car Down Under.

Both the STI and Spec R share wheel sizes. The standard wheel is a five-spoke 8.5 x 18-inch with the Spec R getting a multi-spoke BBS upgrade. Brakes are STI-badged Brembos all around and feature a revised brake booster and new low expansion lines for more power and consistent feel.

At the heart of the new STI is a revised version of the 2.5-litre boxer engine that graced the last generation STI. The new engine complies with Euro IV emission requirements and pumps out an impressive 221kw at 6000rpm. Peak torque is 407Nm at 4000rpm. It requires 98 RON PULP fuel.

These outputs are 15kW and 15Nm up on the last generation STI and 52kW and 87Nm up on the standard WRX.

The engine's down on power and torque in comparison to the Japanese market 2.0-litre STI, however. That engine produces 227kW and 422Nm at 6400 and 4400rpm respectively but does not comply with Euro IV, nor is it offered outside Japan.

It's worth noting, although Subaru claims the 2.5-litre engine offers better torque across the rev range than the 2.0-litre, that fact is not born out in the published power and torque curves. More accurately, the 2.5 thanks to its extra capacity and Dual Active Valve Control System (variable valve timing and lift on both inlet and exhaust cams) delivers more torque at part throttle (graphs track full throttle torque). The result is better drievability, Subaru Australia's engineering crew claims.

This STI is the first Impreza to feature SI-Drive. First released on Liberty and Outback models, Subaru Intelligent Drive offers the choice of three throttle/engine control maps. Intelligent (I) mode improves economy, Subaru says (there's even shift-up indicator), while the Sport (S) and Sport Sharp (S#) modes offer better throttle response and unfettered access to the engine's full output. Unlike the system fitted to the larger Subarus, the STI's system allows full engine torque to be accessed in all modes.

Other changes to the STI's powerplant include a larger capacity intercooler and revised exhaust layout.

But the engine is only part of the STI's mechanical story. Much of the extra coin for the STI is poured into its drivetrain. Though the basic layout of the Symmetrical All-wheel Drive system is unchanged from the WRX, the STI features a close-ratio six-speed manual gearbox (WRX is a five-speeder), a taller final drive ratio, helical and Torsen limited slip front and rear diffs and the STI's raison d'etre, the new multi-mode electronically-controlled mechanical Driver Control Centre Differential (DCCD).

The new DCCD can apportion torque through a range from 50:50 (fr:rr) to a rear-biased 41:59 depending on conditions. Thanks to a blend of mechanical actuation and electronic control it responds in milliseconds.

In the latest STI, DCCD offers a manual mode, where the driver can select a fixed ratio split via a rocker control, and three auto modes. This is where the new model differs from the superseded STI. While the previous offered one auto 'map', the latest delivers the choice of: a loose surface biased Auto + mode; a more tarmac-focussed Auto -- setting; or the traditional Auto.

In all cases the system apportions and shift drive by sensing the attitude of the car and its progress through manoeuvres.

The new STI also offers a three-mode Vehicle Dynamics Control (VDC) system. The default setting is a conventional, if generously calibrated, stability system. The driver then has the choice to disengage the system completely (one touch of the lower dash-mounted button) or choose a Traction mode which allows more leeway for sideways antics.

Be warned, however, engaging Traction mode requires a l-o-n-g push of the button. A quick stab turns VDC off -- as this tester discovered after he waited for the system to correct a deliberately induced slide, almost too late... Oops.

ADR Combined fuel figures place STI at 10.3lt/100km -- 0.4lt/100km better than the less powerful WRX. No acceleration times have been published for our version of the STI, though the Japanese spec car is said to knock off the 0-100km/h sprint in under 5.0sec.

PACKAGING
Though a WRX sedan will be offered later in 2008 Down Under, STI will be five-door hatch only -- at least until something like a three-door arrives (see news story here).

We've written at length about the new generation Impreza's packaging. Suffice to say, the hatch has received the extra room it needed in this update. As noted above, we'd still argue the STI's interior needs more attention in terms of finish and accoutrements.

If this interior was offered on the WRX we'd be impressed. For a $60K-plus car, however, it's unconvincing.

SAFETY
Impreza delivers an impressive standard safety equipment suite and the STI's no exception. Stability control is standard across the range (though see some concerns in Mechanical, above) and the car scores a maximum ANCAP five-star crash rating and four-star pedestrian safety gong.

A full complement of airbags is included as are antilock brakes (with EBA, EBD and a hill holder function).

The STI's drivetrain offers inherent traction benefits and in the case of this generation it's not hampered by semi-slick standard tyres that cry enough at even a hint of rain. Aussie STI's will be fitted with all-weather Dunlop SP Sport 6000s rather than the racetrack-style rubber of the past.

COMPETITORS
Previous generations of STI have enjoyed a giant killing reputation -- on the road and track. There's little doubt the new STI will not continue that heritage and in the process attract a wide range of fans.

Where this new generation arguably differs is that where once the STI required significant sacrifices in amenity, now it's a much more civilised package. It takes more than a quick racetrack blast to confirm just what the new STI will be like to live with day-to-day but we're quietly confident it's a much more rounded package... And all without giving any performance away.

If this amenity translates to local conditions then STI could potentially attract a much wider audience than previous generations -- just as the new Impreza has generally. In models past Subaru Australia has sold 40- 50 STIs per month. With the new car it's looking at increasing that rate by around 50 per cent.

Buyers, Subaru says, will come from its existing customer base (the company's been without an STI to offer for more than six months) but they'll also come from Audi and Volkswagen ranks and even from brands like BMW or, dare we say it, Porsche.

Subaru is adamant that it is not targeting boy-racers. We're going to go out on a limb and say they'll still be happy to take orders from those who might have bought an Evo all the same.

ON THE ROAD
Barely a dozen laps of a short, tight and bumpy racetrack can't be considered as anything other than an initial impression in any car.

Honjyo is more kart track than grand prix circuit allowing just a brief snatch of fourth gear at its fastest point and amounting essentially to three straights, four corners and a squiggle. It would show most cars up -- especially all-wheel drives -- as understeering handfuls.

Though we had little time to play with the various combinations of the STI's DCCD and VDC locked into 'Auto -' and 'Traction' settings, with the SI-Drive set to Sport Sharp, the car was quick and wieldy. You could still generate prodigious understeer if you were greedy with the throttle, but stand on the brakes and get the car slowed and it turned in, nipped at the apex of the tight second-gear corners, and drove on out with alacrity.

We noted more body roll than we'd have expected from STIs of the past (see the pictures hereabouts), but the car was much more settled when we deliberately bounced it off kerbs than any previous generation STI could hope. On the makeshift gravel section Subaru laid on to show the better compliance of the STI, the car was markedly less jarring than the VW R32 that was on hand.

The STI's Brembo stoppers proved fade free (as they should be in such short stints) and both strong and consistent across the pedal travel. The VDC system was commendably unobtrusive, though the one-touch-to-cancel functionality might catch out the unwary.

On such a tight circuit the Recaro seats delivered strong location and accommodated the range of testers on hand equally. There's sufficient adjustment in the seat and wheel to get set just so, though we'd like the ability to raise the wheel just a fraction more.

The six-speed gearbox has a burly, industrial feel. That's not to say it's heavy, rather there's a strong 'metallic' feel to the shift. The gate is quite tight though we never worried about grabbing the wrong cog.

The necessity to be in exactly the right gear isn't as much of an issue with this car however. Thanks to a solid midrange we could lap happily in third gear with the engine building boost from low revs without a hiccup. It's wasn't particularly fast when you did this but it was definitely fuss free.

And this augurs well for what the car will be like in the real world. We'll reserve our judgement until we can drive the STI on a real road and a real racetrack but we're betting this car will not only be very quick point-to-point, but it will be so in all conditions.

In the process it'll probably ask less of the driver in terms of talent and sacrifice than any STI before it. Whether that's a good or bad thing probably depends on which way you wear your cap...

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