Subaru WRX STI Review
An Unbiased Hands-on Review of Subaru's Newest Rally and Drag Car
The new '08 Subaru WRX STI rally and drag car gets put through the real-world performance wringer by a veteran auto writer. A major problem for some is spotlighted.
A faster, better equipped and more practically shaped vehicle is what Subaru has begun offering for '08 with its new rally-targeted WRX STI. Output has been raised from 293 to 305 HP: its six-inch shorter, two-inch-wider hatchback style also provides much more usable room. Alas it's not cheap. At more than $35,600 base, $1,000 more than its ancestor, you'll still need to dig deep into your piggybank!.
Human Factors and Performance
This full-time all-wheel driver delivered 4.6 second 0-60 accelerometer times, running the quarter-mile in 13.4@102.3 MPH. That’s three tenths faster than ’07 but an extra variable has been introduced. How quickly can you shift the short throw six-speed manual transmission? Unlike last year’s single 0-60 up shift, two are required. This could be a deal-breaker!
The Engine and Fuel Efficiency
The STI employs a horizontally opposed 2.5 liter, inline four-cylinder powerplant with a turbocharger, intercooler and variable valve timing. It delivers more than two horsepower per cubic inch at 6,000 rpm, unusual as the aluminum engine also produces a generous 290 foot-pounds of torque at 4,000. That’s 400 rpms lower than ’07, a “streetability” enhancer. Fuel efficiency on high test was repeatedly measured at 20 miles per gallon both city and highway (EPA 17 city, 23 highway). Identical real-world city and highway readings during a week of hands-on testing indicates gear train optimization.
Handling and Ride
Contradictory traits though they be, this 3,395 pound hatchback meshes handling and ride well. It’s based on the plebian Impreza platform, Subaru states, which uses an adaptable double-wishbone suspension. Engineers have managed to keep the ride civilized while giving this rally car a skidpad potential of more than .9G’s. This figure is a mere indicator of what’s possible as tire type, inflation, the road surface and other factors make comparison difficult. It’s best to generalize: the STI isn’t in the same league as an Acura NSX or Chevrolet Corvette but it’s competitive with arch rival Mitsubishi Evo.
Tech Tricks
Subaru’s newest is one of the few cars that allows drivers some control over the engine’s “computer map.” Cars are electronically controlled and can be tuned by turning a dial. Subaru calls its system SI-Drive and offers “Intelligent, Sport” and “Sport Sharp” settings. In “Intelligent” mode drivers can dial back horsepower 20 percent, supposedly saving gas. Efforts to verify reduced fuel use proved fruitless.
The STI also integrates driver choice into the all-wheel drive system. By default it sends 41 percent of engine torque to the front wheels but can be adjusted by a few percent for dirt roads or snow. Conceivably it’s extremely useful but rally cars aren’t built for sand or precipitation.
Other features abound. Four wheel antilock Brembo disc brakes with Electronic Brakeforce Distribution, Brake Assist, Incline Start Assist (it keeps the vehicle from rolling backward on hills at lights), Vehicle Dynamics Control and tire pressure monitoring are pluses.
Surprises and Safety
Note the cold air induction hood is aluminum. The tires are sticky summer-type “gumballs,” exactly what’s needed. Inside the STI employs front, side and side curtain airbags. The interior is plain and the sport seats aren’t designed for wide girth. There’s a mediocre AM/FM/CD system; power locks, mirrors, windows and adequate capacity air conditioning are standard.
Last Words
The ’08 STI is unquestionably better than its ancestor, even its interior offering more usable room. Handling, ride and acceleration are competitive with the Mitsubishi Evo, its only true rival. Remember two up shifts are required for 0-60 sprints and can mean a competitive loss. When shopping take this into consideration.
