Subaru's WRX STI used to have a 'version'
tag but that all got a bit confusing with model year updates and the like, and
so now they go on generation, this new one being the fourth. Prior to the GFC,
it was thought the upcoming fourth-generation WRX and STI would sprout their
own model lines, something coupe-like and unique. But then everyone hit the
skids and R&D budgets evaporated. Focus shifted to mainstream models and we
had an eternal wait for a new and quite conventional WRX, and now finally we
have the new STI.
The
Subaru WRX STI is fast, grippy and offers immense value
Last time we tested one was back in October
of 2010, when Subaru reinstated the sedan, and the big wing. It was $61,990 and
we commented that performance rather than luxury had always been the focus of
the STI. But no longer. Like the WRX, the new STI is packing more. Lots more in
fact with many added convenience items and safety features, while being bigger
inside, ever so slightly more comfortable and more sure-footed than ever.
However, those expecting a surge in performance will have up turned noses upon
hearing the STI has no more ponies or Newton metres. But we'll get to that bit.
Now there are two models of STI, starting
out at $59,990 while the Premium version is tagged at $64,990. You can even
choose to delete that big rear wing if that's not your thing. But we reckon the
STI looks naked without it, and that the new car is a much better look with its
more swooping roofline and laid back windscreen. Based on the larger new
Impreza, the WRX STI is now even more practical and convenient. Cabin space
improves, the 25mm stretch in wheelbase helps with leg room, which is now
generous, while the boot's bigger too and with 60/40 split folding.
Gaping
central bonnet scoop feeds air directly to an enlarged intercooler
Quality moves up a gear with Subaru's once
trademark hard plastics now hard to find. There's part leather and Alcantara
trim on the standard car which also now benefits from dual zone air, a smart
key, reversing camera, Bluetooth and USB connectivity, and finally a decent
sound system with Harman/Kardon hardware, and sat nav too. The Premium adds
full leather (which isn't as special as the Alcantara trim), a set of lightweight
(by one kilo a corner) BBS alloys replace the standard car's multi-spoke
design, there's heated mirrors, a sunroof, seat heaters, and a powered driver's
seat too.
Cabin
detailing is racy, but taller owners will find the driver's seat doesn't drop
low enough
But of more importance for the STI is the
improved strength of the new lmpreza body with torsional rigidity up 40 per
cent, and this is then reinforced in key places for the STI. Everything
suspension-wise has been stiffened. There are more rigid cross members while
the suspension mounting points have been reinforced to provide a more stable
platform. Thicker sway bars front and rear (24mm on the front, 20mm on the
rear) complement constant rate springs that are, you guessed it, stiffer by 39
per cent on the front and 62 on the rear. Sounds like a recipe for a race car
ride, and as expected, it's firm on city streets, but it all works at stirring
speeds. AJI the stiffening removes the roll and so reactions to the steering
are immediate, and it remains well balanced under brakes. It doesn't ride the
bumps quite as well as the WRX, some big hits tickling the bump stops, but the
STI is also difficult to knock off line. The new model seems better at
following your orders too, rather than following the road, tracking more
predictably.
Multi-function
display is interesting but mounted too far from your eyeline to be of much use
New to STI is a torque vectoring function
for the stability system, neutralising understeer by braking the inner front
wheels in bends when you've got on the gas too early. But because the STI holds
its line better than even the WRX, thanks to the suspension work, the wider
rubber and its rear drive torque bias, it's not often you'll need the added
benefit of torque vectoring.
Unlike the WRX, the steering retains its
hydraulic assistance. Apparently this is to do with keeping more of the old STI
character intact. The column is more solidly mounted while the rack ratio is
quicker both versus the old model and the new WRX too (2.4 turns lock-to-lock
vs 2.8 in the WRX). This remains a good set-up, the wheel alive and the action
quick. With a truly planted chassis, the turn-in is fast and precise, again
even better than die WRX, though the steering does kick back over the bumpy
bits.
