Subaru WRX STI 2014 Review

Feral. That’s what comes to mind when thoughts turns to the WRX STI.

A manic, noisy engine revving to the heavens; a stiff gearchange; an even stiffer ride that literally bounces you from one bump to the next... A confronting drive experience, but one on the right day, in the right place you can love… Passionately!

The new fourth generation STI isn’t quite like that. Oh, it’s still a hard bastard, but the edges have been softened noticeably.

Perhaps the ultimate acknowledgement of the... Well, let’s call it maturing… is the iconic surfboard rear wing is now a delete option. To some that might seem a travesty and Subaru says only about 10 per cent of STI customers are likely to tick that box.

It’s one of the few decisions buyers of Subaru’s ultimate sports model will have to agonise over, because the range is now very simple to understand, as we have already detailed.

But to quickly revise; the STI is now sedan-only, manual-only and comes with a whopping price cut. The STI manual is now $49,990, a staggering $10,000 cheaper than its predecessor. The Premium, which replaces the old r.Spec, is $54,990, a cut of $11,000.

In addition, Subaru has loaded the STI up with a claimed additional $7000 in standard gear, including dual-zone climate control and a bunch of Harmon Kardon audio components. It shares a pumped up Impreza body with the WRX as well as a more modern and soft touch interior, which also draws on the latest Impreza for its basis.

Technically, the EJ25 boxer four-cylinder 2.5-litre engine carries over with no change to power (221kW) and torque (407Nm) or acceleration (0-100km/h 4.9 secs). Fuel consumption also barely changes at 10.4L/100km. But if you buy an STI is that your primary concern? Let me answer that for you. No.

What you want to know is what the STI drives like and we have given you a hint of that already. It’s still hard core, but maybe now it's R rather than X-rated.

The reasons for this lie in the extensive work done to tune the chassis. There has been extensive body stiffening, which has boosted both torsional and bending rigidity significantly. That in turn has allowed substantial suspension re-tuning of the inverted Mac Pherson strut front set-up and double wishbone rear end. The idea is to still emphasise nimble handing but also looking for an improvement in ride quality.

The hydraulic steering has been quickened too, seeking superior cornering response. There’s also a range of driver aids that allow adjustment of the throttle map (SI-Drive), the all-wheel drive system’s centre differential (DCCD) and various levels of stability and traction control assistance.

There’s also the new addition of torque vectoring – which brakes and feeds torque to individual front wheels to aid turn-in.

On the road, the STI still lets you know how smooth the surface you are travelling over is, but overall it is more liveable. Call it tummy jiggling rather than shaking. Engine noise, even under hard acceleration, is more muted, although tyre roar off the 245/40R18 Dunlop Sport Maxx rubber is still noticeable.

The gearshift is less Bullworker, but still very short in its throws and quite narrow of gate. The steering has a weight and feel that reminds you that for all the advantages of electric assistance, hydraulic rack and pinion works just fine when tuned properly.

It all means that the STI has become a more even and harmonious package. That crackers engine with its punch-in-the-back shove no longer dominates completely. All-wheel drive is now more an offensive – rather than defensive - weapon.

But let’s be clear. The STI is still not an optimal day-to-day drive. Not with a manual gearbox, not with that still stiff ride and not with that still peaky and thirsty engine. No, where the STI should be driven daily – or as much as possible – is on a racetrack.

Here the true extent of its maturation becomes obvious. Ham-fisted early or late apexes, mid-corner braking, sudden throttle jabs. All are handled with class and skill by the STI.

There is a hell of a lot of gigabytes computing, shuffling and generally acting as a safety net, but what comes through to the driver is a willingness to stay on line, put power down and go forward… Hard. There are slides and some body wobbles, but you would not characterise this as untidiness, merely adjusting at speed.

The engine and gearchange are shown at their best too. The boxer loves to rev hard and the track suits that, while the short, sharp changes are a pleasure. The Brembo brakes also do their job with assurance.

There’s also no doubt the STI has taken a significant step forward in the cabin, where it looks and feels better and offers more space. The front sports seats are a highlight. It doesn’t come up to the best standards of rivals such as the Golf R but at least you are not being asked to pay a premium for less these days.

Externally, the STI definitely looks better in the metal than in pictures. It’s meaty and intense. It promises accurately what the STI is about to deliver: a memorable, exciting, still loveable, but somewhat more civilised drive than its predecessor.

2015 Subaru WRX STI:
Price: $49,900 (plus on-road costs)
Engine: 2.5-litre four-cylinder boxer turbo-petrol
Output: 221kW/407Nm
Transmission: Six-speed manual
Fuel: 10.9L/100km (combined)
CO2: 242g/km (combined)
Safety Rating: ANCAP Five star