Subaru WRX STI Review

The rallying exploits are now part on WRC history, though the good news is that hair-raising Imprezas live on in the form of the Subaru WRX STI.

Clocking a near five-year vintage, the latest iteration of a nameplate that swerved (over crests, past pines…) into the mindset of a generation in the 1990s must serve another two years before an all-new model arrives.

The Subaru WRX STI (along with the similarly aged Mitsubishi Lancer Evolution X) has long gapped the affordable performance car spectrum, neatly sliding in between hot hatchbacks (VW Golf GTI) and sports coupes (Porsche Cayman). The $50-70K bracket, however, is now populated by the BMW M135i, while the all-new Audi S3 will arrive next year. Stiff competition, and a perfect excuse for a recap of this all-wheel-drive mega-hot hatch (or sedan).

The WRX STI is getting on a bit, and there are old-school aspects to this Subaru â€" the wicked turbo rush from the 2.5-litre turbocharged flat-four engine, the gritty snick of the long-throw six-speed manual, and the way the centre and limited-slip front and rear differentials lock and unlock to juggle torque between the axles and each wheel.

With 221kW at 6000rpm, and 407Nm at 4000rpm, the Impreza WRX STI engine presents a healthy, boosted set of numbers to shift 1520kg of hatchback.

Performance takes priority over efficiency, so while official fuel consumption is 10.5L/100km combined (and climbed to 15L/100km on test) the STI will rush to 100km/h in under six seconds (think 5.5sec).

Rush is certainly the word. Below its peak torque delivery, the Subaru feels as gutless as a naturally aspirated four-cylinder engine. Or, perhaps, just a 1990s turbocharged engine. There’s lag enough to make progress at low revs in taller gears frustrating, but the firecracker response as the big turbocharger spools up is addictive.

It quickly tapers off, though, running out of puff beyond 6000rpm, and hitting the cutout at 6200rpm. Its narrow window of supreme delivery â€" say, 4000-6000rpm â€" is diesel-like.

Keep the 2.5-litre in its mid-range, surfing the boosted torque with a mere right-ankle flex, and the WRX STI will despatch country roads faster than almost anything that doesn’t wear a Porsche badge. Even then, a ‘turbo’ badge might need to be glued to the rear hatch, too.

The suspension settings aren’t of the ultra-taut variety like a Lancer Evo’s, and the Impreza will roll, squirm and bob its way through corners. Use the centre console switch, though, to segue the centre differential settings from ‘lock’ at 50:50 front/rear to almost-all-drive-behind-you, and the WRX STI will act much like a rear driver, with the added bonus of some front-wheel traction to keep things pointed, planted … and ridiculously fast.

The differentials do their thing masterfully well, with no braking-wheel electronic wizardry (beyond stability control, which can be turned off) needed to help disguise a lacking chassis. If the WRX STI were any more raw, it’d be sold alongside sashimi at the fish markets.

Unfortunately, however, smooth and sweeping country roads (and dirt and gravel, naturally) are the only areas in which the WRX STI excels. Throw severe bumps and undulations into the mix, and the soft-ish suspension falters. Body control is poor by hot hatch standards.

The nose heaves over undulations, jolting the bonnet and bouncing occupants, while the the 18-inch BBS alloy wheels and tyres crash over larger sharp-edged potholes. Mid-corner bumps shiver through the steering rack, the hydraulic power steering system itself completely vacant on centre and slow on rotation.

Consequently, the pace needs to be slowed, and caution taken, with the STI unable to provide the driver with the same level of confidence of one, say, punting a Renaultsport hatch.

Four-wheel Brembo brakes fail to communicate their worth, thanks to a long travel brake pedal that softened after only moderate road use and begs a question about how they would fare at a track day.

Yet in addition to being not very good on bumpy roads, the WRX STI struggles at urban running, too. Beyond the frustrating turbo lag, the clutch is overly sensitive â€" more than one tester stalled it in traffic â€" and the acceptable ride quality over small imperfections turns nasty the larger the cavities grow. Over speed humps, the same rough-road body control issues appear.

Subaru attempted to benchmark the Volkswagen Golf with the interior of the previous-generation Impreza that not so long ago was part of the WRX’s badge name, and at the launch of the all-new base range, the company confessed it had been wide of the mark.

The all-new Impreza has massively improved plastics, which serves only to highlight the age difference and step down to this carry-over, half-decade-old WRX and WRX STI.

Scratchy plastics, a touchscreen audio and sat-nav with an aftermarket rather than integrated look, poor speaker quality, and thinly bolstered seats with full manual adjustment are disappointing for a car that costs from $63,000 in the Spec R trim we tested. (Spec R is a $3000 price hike over the standard WRX STi that adds sat-nav, BBS alloys and a sunroof.)

The trade-off in its rival Lancer Evolution X â€" which also features a disappointing cabin â€" is absolutely sublime handling on all roads and fantastic steering, but the Subaru only offers drivers huge rewards on one particular type of road.

The Subaru WRX STI is focused to a blur, and its old-school charms â€" not least the entertainment provided by the boxer engine’s manic mid-range performance â€" will certainly continue to have its appeal for some enthusiasts. But, particularly for the price, a greater level of polish is required â€" and can be found in comparable hot-hatches such as the more affordable Volkswagen Golf R (from $49,990) or, better still, the BMW M135i that costs from $68,400.