2008 Subaru Impreza WRX STi

Shaun Keenan
Published: 08 07 2008

Despite changes, STIll a blast

For the uninitiated, STI is short for Subaru Technica International, the company responsible for transforming regular Subaru Impreza WRXs into ultra high-performance vehicles going on 16 years now. It also works closely with the Subaru World Rally Team (SWRT) and was instrumental in Subaru’s early WRC efforts in the late eighties.

Since its 1992 debut, STIs were sold only in Japan until 1999 when Australia and New Zealand were added. Europe followed in 2001 and finally North America, in mid 2003.

The current STI’s turbocharged and intercooled 2.5-litre flat-four with dual active valve control system churns out 305 hp and 290 lb.-ft. of torque through a six-speed manual transmission and full-time AWD drivetrain. Pricing starts at $44,995 plus taxes and delivery.

Supported by a host of multi-mode technologies, including Subaru Intelligent Drive (SI-Drive), a driver controlled centre differential (DCCD), vehicle dynamics control (VDC) system, traction control and big Brembo vented brakes (sized 326/316mm in the front and rear respectively) with ABS, this is Subaru’s most advanced high performance production vehicle to date.

STI also comes standard with three limited-slip differentials (LSD) – there’s a Helical type in the front, Torsen in the rear, plus the aforementioned DCCD in between, which allows drivers even more choice in settings to suit their driving style and/or road conditions. Auto mode automatically senses wheel slippage and speeds, yaw rates and more to select the best torque distribution ratio. “Auto +” (plus) gives a front bias 50/50 setup whereas “Auto –” (minus) gives a 41/59 rear bias. New this year for the expert driver is a manual mode that allows the driver to fine tune the torque distribution anywhere between 41/59 and 50/50.

Combine this with the multi-mode VDC system that offers three levels of stability control, traction control and ABS performance: on, almost off and off (actually Subaru calls the latter mode “traction” mode, the caveat being that it “minimizes the intrusiveness of VDC” but doesn’t actually turn it 100 percent off).

Most people will be plenty happy with the STI’s default settings.

I did not try the manual DCCD or so-called traction mode. I was, however, quite, impressed with the car’s exceptional road manners and overall driveability. There’s no torque steer and practically zero turbo lag when starting off. And, unless you’re carrying a ton of speed into corners, the car stays stable through all but the gnarliest of turns. Any front end push can be tuned out via the electronics.

I didn’t like that the rev limiter cuts in at about 6,450 rpm. This is right where most Hondas find their i-VTEC sweet spots. It felt early even though the STI’s torque peaks at 4,000 rpm. That said, the car does have a muffled grunt about it. It’s not nearly as menacing as the ‘06-07 model it replaces, but significantly quieter than the new Mitsubishi Lancer Evolution GSR.

By comparison, the 2.0-litre turbo four in the directly-competing Evo GSR develops 290 hp and 300 lb.-ft. through its closer-ratio five-speed tranny. Both cars have intelligent AWD systems, similar weights, footprints and target markets; as well as 18-inch BBS wheels with high performance vented Brembo brakes, super ABS, traction control and such; but, there are several things that elevate the STI above the GSR in my humble opinion.

First and foremost is the six-speed transmission (the only one available for STI), which just feels more refined; rev-matching on downshifts is a cinch with the large aluminum-rubber pedals.

Inside, the suede-covered, leather-bolstered sport buckets are sized for medium to large occupants. The more sculpted Recaros in the Evo could be a bit cramped for people this size. The interiors of both cars are plain and plasticky; and, although I found the STI’s more comfortable and ergonomic overall, I just can’t get over the black carpet-like headliner.

Both cars have seating for five, but the GSR can’t match the whopping 1,257 litres of (more usable) total cargo space STI offers when the 60/40 rear seats are folded down. Road and wind noise levels are well in check here too, though the sticky STI-specific Dunlop tires can get loud on broken, scraped and ready-to-pave highway sections.

Functionally stylish, this is the first STI hatchback. Subaru calls it a five-door. Regardless, it has a working hood scoop, Xenon HIDs, STI-specific skirts and bumpers punctuated in the rear by a roofline spoiler, clear-lens LED tails and quad tip exhaust exiting in the rear underbody diffuser. Bulging fenders and rear quarter panels help give the STI a 0.36 drag coefficient and direct connection to Subaru competition cars.

Subaru Canada’s VP of product planning and PR, Ted Lalka, says about 300 to 350 STIs have been sold across the country since it went on sale in December 2007 – a strong showing for a low production niche vehicle such as this.

The 2008 WRX STI is an easy choice for Subaru fans and for a hot hatch that gets you to work on time every day and can double as a formidable weekend racer, few sports cars can match it.

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