2004-2005 Subaru Impreza WRX STi

Pros :
- All-wheel-drive handling.
- Barely noticeable turbo lag.
- Great interior trim with high level of standard equipment.
- Really, really quick acceleration.
- Superb brakes, suspension, engine...a cut above the base WRX.

Cons :
- Front end does not suit everyone's tastes.
- Sub-compact rear passenger room.
- Stereo not included in base price.
- Dealer price mark-ups.
- Long-throw clutch.

Interior :

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Press Coverage :
Subaru of America Inc. released its 300-horsepower, Subaru Impreza WRX STi model in the States in mid-2003. The most powerful version of the turbocharged Impreza WRX, the rally racing-inspired STi has, until now, been sold only in Japan and Europe. The STi will be a 2004 model, incorporating new front styling. Specifically, the single round headlamps of the previous WRX are gone, replaced by four-element headlamps. The new design also features larger air inlets in the lower front fascia of the cars and new hood character lines. Inside, side airbags have been added for the front seats. The new, flagship STi—STi stands for Subaru Technica International—also is all-wheel drive. Numbers will be limited to 4,000-5,000 annually.
The STi engine is an advanced 2.5-liter, turbocharged and intercooled, double overhead cam, four-cylinder boxer unit with variable valve timing capable of generating a stunning 300 lb.-ft. of torque at 4,000 rpm. There's only one transmission offered—a close-ratio, six-speed manual. Not much is optional on the STi. A driver-controlled center differential, large rear wing, Brembo brakes, Super Sport antilock brakes and Bridgestone Potenza low-profile, 225/45 17-inch rims on gold-colored alloy wheels are standard. The STi driver also can manually operate a water spray feature for the intercooler during periods of hard driving.
The Impreza WRX STi proves its purpose with its driver-adjustable All-Wheel Drive system with DCCD (Driver Control Center Differential). In automatic mode, the computer varies the front/rear torque split automatically depending on driving conditions and driver input. In manual mode, the DCCD system allows the driver to vary the front-to-rear torque distribution for different driving conditions. Using a small control wheel on the car's center console, the driver can set the system to transfer as much as 65 percent of available torque to the rear wheels to increase handling agility.
Inside, seats are sculpted, sporty and finished in a unique blue Ecsaine fabric with black contrast. The STi tachometer goes to 9,000 rpm. For weight savings, a sound system is not standard in the 2004 car, but Subaru dealers could install an optional unit.
For 2005, the U.S. version of gets electronic yaw control, revised steering, new helical limited slip front differential and suspension updates to make it an better handler. A premium 6-speaker stereo with in-dash 6-disc CD changer is now standard. Other changes include body-color rear wheel arch protectors, and new 17-inch gold or silver BBS aluminum alloy wheels. Options include bumper-mounted foglights, turbo boost gauge and a short-throw shifter.
Despite the high engine output, these models from Subaru Tecnica International comply with Low Emission Vehicle Standards and are certified for sale in all 50 states. The Impreza line features a standard 24-hour roadside assistance coverage for 3 years or 36,000 miles.
ModernRacer.com

One look at the numbers demonstrates that it outperforms its capable, though less-costly, little brother on every front. The first thing you'll feel is the ultra-wide powerband, courtesy of both larger cubes and variable valve timing. The close-ratio six-speed means you can keep the engine on boil without having to flog it, and it's smooth right to its 7000-rpm redline. Steering is light, reasonably quick, and has adequate, if not race-carlike, feel. It understeers sooner than we'd hoped, but grips like Spiderman--anything over 69 mph through our slalom test is way impressive. The brakes are solid, easy to modulate, and highly resistant to fade.
Comparisons to the Mitsubishi Evolution are inevitable, and we're happy to make them, with these caveats: Although we tested both with the same driver and timing gear, we believe the surface on which we ran the Evo to be slightly grippier. This won't affect acceleration (these are AWD cars, so little wheelslip is involved), but would give the Mitsubishi a handling and braking advantage. Also, our STi was a barely broken-in, preproduction model. So, while these numbers are highly representative--and amazingly close--they're not 100 percent like-kind. A pure apples-to-apples comparo is in the works.
Overall, the Evo suspension is tuned more aggressively: It turns in sharper and rolls less. The STi is obviously a handler, but more supple, more tossable, and easier to live with on nasty road surfaces. The Subaru is better for high-speed work--less nibbling at uneven road surfaces--and the sixth gear makes cruising much more relaxed. We expected the STi's power advantage would prove it quicker, but the Evo's more aggressive gearing and manic boost levels served up slightly better acceleration numbers. Braking is about a wash.
Motor Trend

The STi comes only with a close-ratio 6-speed manual transmission. While generally good, that gearbox often shifts stiffly and works with a light—but long-throw—clutch. The STi is more comfortable than the Evolution, which has steering and handling that often seem better suited to the track than to public roads. This Mitsubishi also has a stiffer ride and less progressive power delivery because of its smaller 2-liter engine. World Rally Championship rules call for a 2-liter cap on displacement, but Subaru wisely figured that a 2.5-liter engine would be more suited for an American market production auto. If the engine is larger, it's generally more docile.
The STi has a supple ride and comfortable cockpit, with supportive race-style front seats, which could be a little more supportive, considering its performance. It has easily read gauges, except for a small turbo boost gauge stuck near the steering wheel as if an afterthought. Controls are conveniently located. The interior isn't plush, but has nicely finished materials and an appropriately straightforward design. Despite its competition orientation, STi standard equipment includes air conditioning, cruise control, remote keyless entry, height adjustable driver's seat, tilt steering column and power windows and locks. This small car has a rather tight interior and a fair amount of road noise from the high-performance tires. Four 6-footers fit, but have little room to spare. Leg room becomes tight behind a tall driver who moves his seat back enough to get comfortable. Trunk room is decent for a small car, and flip-forward rear seatbacks allow it to be enlarged.
The STi has superb agility, thanks to quick (but not too quick) steering, a competition-style suspension, wide 45-series tires on large 17-inch wheels and Subaru's well-developed all-wheel-drive system. Easily modulated anti-lock Brembo brakes—also found on exotic Italian sports cars—provide short and sure stops. Unless an STi owner lives in the middle of nowhere, he or she must often shift gears a lot for the fastest acceleration—and be in the right gear at the correct engine speed. For instance, there's virtually no acceleration if you floor the gas pedal in second gear with low engine revs. In that situation, with fast-approaching traffic behind you, a quick downshift to first gear and a floored throttle are needed to get out of harm's way. On the other hand, be in the right gear with the right revs, and the STi shoots forward as if it has booster rockets. Fuel economy isn't bad, considering the car's performance: an estimated 18 mpg in the city and 24 on highways.
MSN Autos

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History:
2001-2002 Subaru Impreza WRX STi (not sold in USA)
1,994 cc / 280 hp / 275 lb-ft / 3146 lbs / 0-60 mph 4.8 sec.