Pros :
- Understated styling.
- All-wheel-drive handling.
- Solid turbo power at high revs.
- Great braking performance.
- Cabin quality worthy of its price.
Cons :
- Styling not to everyone's tastes.
- Vague soft steering feel.
- Lacks kick at low-to-midrange revs.
- Tuned for understeer at the limit.
- Lack of brake-pedal feel.
Interior :
Press Coverage :
with a heavily-revised new 305 hp turbocharged 2.5L 'boxer' engine, totally new platform and suspension plus even more advanced symmetrical all-wheel drive system, the World Rally Championship look-alike is sure to satisfy Subaru traditionalists.
At the rear, four exhaust pipes twinned in pairs at either side of the body not only give a distinctive look but reduce exhaust air-flow resistance by 38 per cent, increasing power and reducing noise.
The new Impreza WRX STI boasts a much plusher interior than before, offering leather/Alcantara-covered sports seats as standard with Recaro seats as an option. Curtain airbags are standard and the audio system has been upgraded.
The braking system has been developed in conjunction with Italian specialist, Brembo, and features four-pot calipers at the front and twin-pot at the rear - both ventilated discs.
A multi-mode Vehicle Dynamics Control System allows the driver to select the best setting for the prevalent road conditions. For example, it can be turned off altogether or set to 'Traction' which delays artificial interference.
The award-winning 2.5L horizontally-opposed 'boxer' engine benefits from a thorough revision which includes a larger and more efficient intercooler which increases power.
The new STI also boasts stronger low to mid-speed torque thanks to variable-valve timing for the intake and exhaust system and a fast-warm catalytic converter for reduced emissions.
The much-praised six-speed manual transmission has been revised, with a shorter-throw gear-change and lighter movements, especially from neutral to 1st and 1st to 2nd gear thanks to a revised synchromesh.
A firm favorite with existing STI owners, the Driver's Control Centre Differential has been improved, giving even more choice of handling characteristics.
The DCCD is operated via a switch in the centre console, allowing the driver to manually select the torque distribution front to rear, reverting to automatic mode every time the ignition is switched off. For example, he or she can choose between having a sharper cornering turn-in or more stable straight-line running.
In Manual Mode, the driver can adjust the front to rear torque distribution through varying degrees to suit different road conditions such as loose gravel or soft snow.
Now, for the new Impreza WRX STI, the DCCD switch also allows the selection of three different types of 'Auto' Mode. Auto Mode is selected when the engine is started and covers most road conditions. Auto+ Mode places the emphasis on traction for slippery roads, sharing out the torque more evenly between all four wheels and enhancing straight-line stability. Auto- Mode increases agility by enhancing steering response through less torque-split interference.
Subaru of America
To reach the mile-a-minute mark in the Subaru requires two gearshifts, which eat up precious 10ths. The STI’s acceleration is further hampered by a lack of low-end torque. The engine almost bogs below 4000 rpm, but at higher revs and full boost, the thrust is dizzying. The quarter-mile sprint between the STI and Evo is close enough that picking a winner in a rematch is basically a coin flip.
The super Subie does not lack for power, even if some of the performance numbers look deceptively slow. Where it falls down is in the steering department, which is too light and far too vague. Most annoyingly, the only feel conveyed through the steering wheel is in the form of kickback from road bumps.
That’s a shame because the STI has a lot going for it. The interior also drew praise for its comfortable driving position and trim materials that inspire pride instead of apologies.
Around town and cruising on the highway, we find that Subaru delivers on the promise of a more refined and civil STI, but when the road turns all spaghetti-like, the STI comes up short. The aforementioned steering is the main culprit—it makes it difficult to figure out what’s going on at the wheels—even though the body motions are well controlled and the overall ride is the best in the group. The brakes, despite the best 70-to-0-mph stopping distance of 153 feet, lack feel as well. Both factors chip away at the driver’s confidence. Those still brave enough to push the STI will quickly discover understeer through almost any type of corner, and the many settings of the center differential don’t seem to offer a cure.
The STI is supremely capable, but we wish it were more inspiring away from the drag strip. It’s technically impressive, but the lack of driver involvement makes this Subaru a blunt tool.
Car and Driver
After testing the STI over the undulating and serpentine surfaces of Carmel Valley Road and Laguna Seca racetrack, it was evident Solberg had left his mark. The STI's revised suspension-inverted struts up front, multilink in back-displays a more forgiving, compliant ride than its forebear's, while allowing the contact patches of the wider 245/40R18 Dunlops to remain more intimate with the pavement, making it easier to push when exploring 10/10ths. The new STI holds on for 0.91 g on the skidpad, which equals that of the last second-gen STI we tested (December 2005), yet it feels more relaxed maintaining that level of adhesion. Further, the stiffer structure of the new five-door -- the only body style available and one chosen for its rallying aptitude (short overhangs, body strength) -- imparts a solidity that not only shames the tin-box feel from before but also begs for aggressive maneuvers.
For such maneuvers, the STI's all-wheel-drive system and its bevy of aids, including the Driver Controlled Center Differential (DCCD) with its nine settings (three auto, six manual), two limited-slip differentials (front helical, rear Torsen), and integrated Vehicle Dynamics Control (VDC), which boasts three levels of stability and traction control (full-on, less-restrictive VDC and disengaged engine-torque management, and full-off), help the driver push the envelope without needing the skills of one Petter. Further, the DCCD's auto modes-Auto, Auto Minus (for high-friction surfaces), and Auto Plus (low-friction) -- are similar to the Mitsubishi Evo's settings (tarmac, gravel, and snow) and were all we needed (or wanted) during our 1000-mile stint. For the rally nuts and techno geeks, the six manual settings can be sampled, with a maximum split of 50/50.
Motor Trend
History:
2006-2007 Subaru Impreza WRX STI
2,500 cc / 300 hp / 300 lb-ft / 3263 lbs / 0-60 mph 4.7 sec.
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