Under the slotted bonnet lies a largely
unchanged 2.5-litre, port injected flat four. There's been some ECU tuning to
'optimise' response, fuelling, boost pressure (1.2bar max, which is 0.3 less
than the WRX), and the dual VVT operation. The air intercooler is larger and
reshaped and the exhaust flow improved. This sounds reasonable enough too, not
too loud, but with a bit of burble and a gurgle on overrun. The new car moves
to Euro V emissions standards but fuel use only improves a few drops from 10.5
to 10.4L/ 100km. And it still makes the same 221 kW at 6,000rpm and 407Nm at
4,000rpm.
There's
plenty of space in the WRX STI, and comfortable seating, both front and rear
The performance does impress though, like
before. This is a thrilling cross country weapon, with enough grunt to moisten
the palms when you're committed. What's missing is the low down tractability of
newer turbopetrols though. This old revver really does need to be in its zone,
that being 3,500 -6,000rpm, or it's off the boil quickly.
With no power improvement, and a small
weight increase thanks to all the new stuff on board, (the Premium model being
21kg heavier than last sedan we tested) performance remains static at 5.2sec
for the 0-100km /h run, and 3.2sec on the overtake. At least the added luxuries
haven't made for a slower, porkier STI.
Boot
space is intruded upon by the backs of the audio speakers, limiting the loading
height a bit
The six-speed manual remains the only 'box
on offer, having undergone its umpteenth revision to smooth the shift action.
It's not nearly as notchy as it has been in the past, but you can snag the gate
when rushing the lever. But then with so few sticks to play with these days,
maybe it's our left arm that is just a bit rusty. Certainly the heel and toeing
technique needs some work.
There are a couple of familiar buttons to
tamper with on the centre console, the ST-Drive altering the throttle map in
three stages; Intelligent mode helping smooth the throttle around town while
Sport Sharp has you ready for action. And the trick centre diff returns too;
see the sidebar for an explanation. We found running in the auto minus mode,
where it sends more torque rearward beneficial to progress, as it seemed to
make for a more predictable and consistent response than in full auto. On
sealed roads, the auto plus mode delivers too much power-on understeer.
LED
daytime running lights take a leaf out of Audi's books, looking like clasps
around the main Bi-Xenon headlights
The STI remains a thoroughly focused and
entertaining drive; it's one for the enthusiast. There are better engines out
there, and lots of so-called drivers like the convenience of an automated 'box
these days, so the gearbox will limit sales, as will supply apparently. And
perhaps the time has come where electric steering has surpassed the old
hydraulic set ups. I cannot believe I just wrote that. There's maybe that
pooftenth of additional feel at the limit with hydraulic systems, but the best
EPS set-ups are now excellent while also delivering a wider spectrum of
benefits, especially when used with a variable sports rack giving the advantage
of super quick turn in on the go and a reduced wheel effort in the car park.
The STI's steering is heavy at slow speeds, and it's easy to stall when you've
got full lock wound on.
Picnic-table
spoiler is even bigger. It has had its upper surface raised so you can see
underneath it in the rear-view mirror
Some form of adaptive damping would do
wonders to the low speed ride too. Like EPS, variable dampers broaden the
abilities of a car going from cushy commuters to hard and fast track day kings
at the press of a button. These additions would add to the cost though, and
that the STI now offers more, and is a better handler, for no increase in price
should be enough to keep the faithful interested. And at the price, it's hard
to find true competitors, especially with the demise of the Evo X here. The STI
still holds its unique place in the market by offering better performance than
its similarly priced non-Euro rivals, while still being $10k to $20k cheaper
than the similarly performing Continental cars. And that it's a bit old
fashioned has its appeal too.
