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Short test: 2011 Subaru Impreza WRX STi A-Line

Vehicle: 2011 Subaru Impreza WRX STi A-Line
Price as tested: CDN$44100 (Estimated)

So how does the optional 5-speed manumatic able to move the best bang for the buck performer? In fact, it moves it surprisingly well given its only the regular automatic transmission instead of the dual-clutch gearbox which has been ever so popular recently. In normal circumstances, those automatic gearbox usually make those turbocharged 4-cylinder engine produces annoying amount of turbo lag. In STi’s case, 305 ponies of forced induction spool up quickly and efficiently. The gear ratios are low enough for swift bottom-end acceleration while 5th gear is perfect for highway cruising. Mated with the paddle shifters that allow manual override, it gives driver far better way to control the engine’s sweetspots. The SI-Drive also has the ability to change the driving characteristics significantly. Put it into “Sport Sharp”, it makes the already sporty driving experience even sharper. The transmission changes gear at higher rpm while suspension tighten up.

The rest of the driving experience continues through STi’s dynamics. The recalibrated suspension matched with Si-Drive continue its hardcore dynamics for track driving, without losing any of the comfortably compliant for daily driving.

Along with its hatchback versatility and superb bucket seats, the rest of the interior is typical STi. That means its all about functionality.

Although we would prefer the real driving experience of a 6-speed manual, those who don’t want to have any left leg pain during traffic would definitely prefer this 5-speed manumatic. Its all about comfort and civility without losing STi’s legendary performance prowess.

Likes:
Overall execution
Performance-oriented 5-speed manumatic
Handling dynamics
Superb driving position

Dislikes:
Not a dual-clutch variety
Interior materials

Competitions:
Mitsubishi Lancer Evolution
VW Golf R

2011 Subaru WRX STi

Vehicle: 2011 Subaru WRX STi Sport Tech Package
Price as tested: CDN$41595

Performance: Don’t fix a mouse trap when the mouse trap isn’t broken. That’s exactly the dliemma Subaru had to face when its come to redesign their iconic WRX STi. Is the latest generation really the best WRX ever produced? We will have the answer after this review.

While the base WRX has 265 hp and 244 lb/ft of torque, which are more than capable to challenge many of those hot hatches in its price range. Its the STi’s uptuned DOHC 2.5 liter 16-valve flat-4, with 305 ponies and, more importantly, 290 lb/ft of torque, is the real deal. Both of these engines not only share the same distinctive engine note, which has been famous for Subaru’s flat-4 turbo powertrain. They are both lack of turbo lag when pushed. In the past, WRX with automatic has nasty turbo lag at around 3000rpm. On the STi, the turbo spools up quickly and efficiently without any hestiation. The “Sport Sharp” mode in Subaru’s SI-Drive has enhanced its throttle response dramatically. The “Sport” is more than enough for most daily driving. On the “Intelligent” mode, its best leave for enhancing the most fuel efficient driving manner during day-to-day traffic jam. On the other hand, the Active Valve Control enhances the middle and upper end performance. That makes the STi one seriously quick beast on all speeds, as long as you are willing to risk your driver’s licence. Mated with this world-class powertrain is the standard 6-speed manual gearbox. Not only does the clutch is progressive while offering good feedback. The gates are short and precise, while the gear ratios are perfectly match for STi’s performance character. On a side note, Subaru is developing a new series of flat-4 engines with direct injection technology. With STi’s engineering prowess put through anyone of those turbocharged flat-4, you can surely bet the next WRX STi will have even more serious fun than all those preceding it. That will be included the one we are testing here.

Handling: While the platform of the current STi remains the same one introduced back in 2008, the redesigned front strut front and rear double wishbone suspension have given the car an even more planted feel. Combined with the nifty DCCD, which is able to shift the power distribution of the center differential. Which has the ability to shift between 41/59 to 50/50. The best mode, however, is to leave it at “Auto”. Because its good enough even for aggressive track driving. The “manual” mode, however, is for those who is really hardcore on the racetrack. With the manual mode at the most aggressive setting, any enthuisast can have a beautiful rear-wheel drift when exiting a corner. The revised suspension combines sharp handling prowess with supple ride quality. The steering is sharp and precise, without all those twitches one expects from a performance car fo this caliber. While anyone would expect STi to ride like many of those rough riding sports cars. It does not. The suspension is comfortably compliant while absorbing those patholes and roughness of what we called Canadian roads. Its firm, European firm but its certainly far from being harsh. There are minimal body rolls, while understeer is well-tempted. Then add the uninstrusive electronic stability control, which is an added security shield on top of Subaru’s famed assymertrical AWD. Its really hard to get the STi out of control except for some reckless driving manners.

Brakes: With 4-wheel Brembo discs and standard ABS, the STi has to be considered as one of the best brakes I have ever tested. The stopping distance is short, while pedal feels firm and reassurring. Even after a couple of harsh stops, it remains fade-free. At this end of the price ladder, you can hardly find any brake pedal better than this combination.

Interior: WRX interior used to mean austere and basic. With the introduction of the STi Sport Technology Package, you can load it up like any luxury car does. With the airy sunroof and efficient auto climate control, its extremely well-equipped for such a performance car. What really impressed me are those superb bucket seats. They hug driver in all the right places without feeling confining. Same as the sports steering which provide excellent grip for driver’s hand. The leather-stitches on the steering are top-notch in its execution.

After a 3 year demise, the STi sedan is back! Even though customers are always right when they are wrong, Subaru has no choice but to bring back a “sedan with a trunk”. Hatchback is the most practical when you have the same dimensions. But unlike those in Europe, American (unlike Canadian) dictate sedan is a more “appropriate” choice in the mainstream.

While we already lamented the awkward proportion of the current Impreza sedan, adds STi’s typical “hanger” type rear spoiler, make the back looks even more terrible. While this large rear spoiler adds huge benefit to the downforce at high speed, its blocking half of the visibility from the rear-view mirror.

On top of that, the trunk is mostly well-layout with fold-down rear seats. That’s despite of the instrusive trunk hinges and narrow side sills.

Conclusion: On the top, I have asked the question on whether this is the best WRX ever produced. The answer is a definite yes. You won’t be able to find any car costing the same as STi, is able to provide the same bang-for-the-buck. In a nutshell, the WRX STi will continue to be on my “I have to own” list of favourite cars.

Competitions:
Mitsubishi Lancer Evolution
VW Golf R

OVERALL VERDICT FOR 2011 Subaru WRX STi
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2009 Subaru Impreza WRX 265

Vehicle: 2009 Subaru Impreza WRX 265 5-doors
Price as tested: CDN$34895

Performance: When Subaru introduced the current WRX last year, who would have thought they will come out with a more powerful and tigther version of its very likeable performance car.

While all of them are all based on Subaru’s tried-and-true 2.5 liter flat-4 DOHC 16-valve turbocharged engine block, there are 3 different flavors between the base WRX to the flagship STi. While the base WRX has 224hp and STi scores 300hp, its the middle 265hp that is the subject to this review.

So how does the extra 41 horses and 18 lb/ft of torque measure up? It makes the already potent WRX a much more responsive and willing car from the same motor. The message on the powertrain through engine mapping and exhaust really have this matter. Even if Subaru has upped the turbo boost, it doesn’t have the annoying turbo lag one associates with small turbocharged motor especially those from Subaru. The result is the turbo spools up as soon as you step on the willing gas pedal. In terms of throttle response, let’s just say its as good as the engine. 5-speed manual gearbox is the only transmission on the 265 version. While the 224′s gearbox feels a bit notchy and rubbery, 265 has much better shifting feel. Clutch is light and progressive with a ideal bipping point. Even if both the shifting and clutch feel aren’t as engaging as the superb unit on STi, it really does improve a lot over the 224 version. However, we still wish for an additional gear on both 224 and 265 for a less buzzy highway ride.

Handling: Other than the extra ponies under the hood, 265′s biggest highlight has to be its Dunlop 225 series 17″ tires. It provides plenty of grip when pushing the 265 through corners. Subaru has managed to correct the much criticized body rolls on 224 with the 265. The 265 has much tighter body motions. That means there are fewer body rolls than those with the 224. As it enters a corner, the body is able to take a set quickly and efficiently with minimal body rolls. Both understeer and oversteer have been kept to a minimal when pushed. With stiffer springs and upper strut mounts taken out from STi, it doesn’t come as a surprise that 265 received as much attention as its more race-breed silibing. The steering is quick while providing all the right feedback and resposiveness we expect from a Subaru. On another note, combining Subaru’s famous assymetrical AWD and an electronic stability control, have added active safety to the already entertaining dynamic package. In short, a job well done.

Brakes: With large 4-wheel discs and standard ABS, 265 has as much braking prowess as one expects from a WRX. The stopping distance is short while pedal is easily modulated. ABS doesn’t step it unnecessarily is an added bonus.

Interior: Slip behind the wheel of 265, its typical WRX fanfare. The biggest highlights are the red stitching and WRX logos on the awesome sports seats. It remains a very functional interior with all the right instrumentation and switches placed at a perfect place. While it certainly lacks emotion in terms of interior design, its more than make up for its excellent ergonomics and superb driving position.

Conclusion: With the introduction of the 265, Subaru’s WRX family is about completed. The 265 worths every dough over the standard 224. It got a swifter engine, a much tighter handling package and even a more cheerful interior. If you find the 224 just a bit too blend and STi is out of your reach, 265 could well be the perfect compromise in the WRX family.

OVERALL VERDICT FOR 2009 Subaru Impreza WRX 265
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2008 Subaru Impreza WRX STi

Vehicle: 2008 WRX Subaru Impreza WRX STi
Price as tested: CDN$44995

Handling: Driving dynamics has always been STi’s trademark, the new one is no exception. With the advanced DCCD, or Driver Control Center Differential, set in “auto” mode. This STi is just about unbeatable in every curvers and corners, any enthuisastic driver can do a beautiful 4-wheel drift by just using this setting. Along with Subaru’s nifty SI-Drive. My personal preference is to set DCCD at “auto” and SI-Drive at “sport sharp”. Steering feel is sharp and precise, with the usual full of feedback both on and off-center as one expects from a Subaru. It got tons of grips when pushed through corners. As experienced on a tight track, this STi could well be one of the quickest cars I have ever driven through the autocross track. Only take a backhand to lighter handlers like MX-5 Miata and Elise. On the open road, its as capable without losing its daily drivability through the smart setting of its capable suspension. It doesn’t ride like its on an unladen full-size truck. In fact, it rides quite comfortably for a sports car as capable as this STi. The cornering is flat and confidence-inspiring. Best of all, its multi-mode VDC, or Vehicle Dynamic Control, really customizes to every driver’s needs and wants. Whenever you want to push this STi into the limit on a racetrack or just cruising on the highway, this system truly adapts to your needs. “Traction” mode would be my favourite through the track while “normal” mode best leave for daily driving. As one expected from STi, or WRX in general, there is a slight understeer when pushed into the envalope. When it reached the outer end of the limit, it begins to oversteer. However, all of these are done in a much more civilized manners than all the STi have gone before.

Performance: As with the previous STi, this latest iteration uses the 2.5 liter horizontally opposed 4-cylinder DOHC 16-valve turbo with strengthened components. It bumps out 305hp and 290 lb/ft of torque. Even though the numbers might seem lacking compares to many of those V8 supersedans, in real life experience, it doesn’t. The throttle response is brisk and response astonishing. With 0 to 100 km/h in 4.9 seconds, this little hatchback could eat many of those sports cars for lunch. The whole turbo delivery is so linear, it doesn’t have any turbo lag. The turbo always in the sweet spot whenever driver needs it. Equally impressive is its close ratio 6-speed manual gearbox. The throws are short and gates precise. Clutch is light and progressive.

Brakes: As with its dynamic abilities, STi’s braking performance is equally astonishing. The standard brake calipers are all wrapped up in Brembo, with large discs around and Super Sport ABS. It has one of the best braking performance I have ever experienced. The stopping distance is short and pedal feel is just about damn perfect. Firm, solid, reassuring are just about the descriptions for the whole braking system.

Interior: The biggest highlight of STi’s interior has to be its leather/Alcantara sports seats. It provides plenty of back and thigh supports whenever an enthuisastic driver pushed this puppy hard into every corners. The automatic climate control is effective enough to provide warmth in minus degrees weather. The rest of the instrumentation gauges, use of materials and ergonomics are typical WRX fare.

Conclusion: With the introduction of the new STi, Subaru is just about to make a great car even better. Its more civilized to drive for most ppl. More comfortable without losing its composure. More power without sacificing the fuel economy. And, best of all, its more practical thanks to its hatchback configuration.

OVERALL VERDICT FOR 2008 Subaru Impreza WRX STi
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2008 Subaru Impreza 2.5i/WRX

Vehicle(s): 2008 Subaru Impreza 2.5i Sport Package 5-door with automatic
2008 Subaru WRX 4-door sedan
Price as tested: CDN$25995 (2.5i) CDN$32995 (WRX)

Performance: Medium and spicy are best descriptions for Impreza’s engine choices. The entry-level 2.5L SOHC flat-4 16-valve best describes as medium, as it pumps out 170 horses and pounds feet of torque. Even if its maximum torque arrives at 4 grand, as well as matched with 4-speed manumatic, it still has plenty of go despite of AWD’s hefty weight penalty. As with all Subaru’s normally-aspirated 4-cylinder engines, this powerplant has that distinctive “boil water” engine note. Even at 300 meters away, one can still notice there is a Subaru flat-4 driven by. Its performance at high rpm is an equally delightful surprise, as it is willing to rev to 6000 rpm. What we are little disappointed is Subaru refused to put out 5 or 6-speed manumatic consider all of its rivals already got one. The 4-speed automatic has a tendency to hunt for gears despite the up/downshifts are smooth. Given Subaru is an engineering-driven company runs by driving enthuisats, they better give consumers 5-speed automatic sooner better than latter.

However, its the spicy 224 hp 2.5L DOHC turbo flat-4 which really makes a difference. With the torque of 226 pounds feet arrives at 2800rpm, power has never been an issue with WRX. While the outgoing WRX always seems to have some turbo lag, all the lag has gone for smooth turbo spools up. The rawness of turbo kicks in after lag has become one smooth transition in its latest iteration. Matched with this spicy engine is the 5-speed stick shift. The clutch is light and progressive, as well as having a very user-friendly grabbing point. This stick shifter has nicely defined gates if the throws are bit too long for my liking. However, WRX’s turbo-4 is crying out loud for a 6th gear even though its revving at 2400rpm @ 100 km/h. The extra gear would make it a more comfortable highway cruiser. It just doesn’t feel refined enough consider Subaru wants new WRX to be a refined highway cruiser as much as a capable handler as it used to be.

Handling: Subaru products have always been known for exceptional driving dynamics, the new Impreza is no exception.

Even with the standard suspension and 16″ wheels on the 2.5i, it remains as a capable handler. The steering has the Subaru hallmark feedback and precision, while the stability control remains as uninstrusive until it reaches the end of the envalope. Ride quality is comfortable yet absorbing all the roughness on the pavement. The biggest criticism, however, its the base 2.5i doesn’t even come with stability control as an option. One has to pay $2500 to upgrade to sport package to get stability control. Even though Subaru has an excellent symmertical AWD system, a stability control is a very important active safety feature these days.

To make things even better, WRX scores with an extremely capable sports suspension and 17″ wheels. As capable as standard car does, this one is just make a good car a great car. The cornering is flat and body rolls are minimal. Stability control is even less instrusive than in the 2.5i. Steering ratio is faster, which makes WRX’s steering sharper and more precise.

The outgoing WRX, especially STi, had been very easy to reach limits but equally easy to lost control for unskilled drivers above limits. The new version, however, is much more controllable at and beyond limitations. The contributing factor is Subaru engineers have dialed in more understeer before oversteer starts to occur. Some might called it too forgiving but others might said its better for insurance purpose.

Brakes: Before we start praising Impreza’s braking prowess, we should started questioning how Subaru Canada packages the safety feature. On the base 2.5i, you got front discs/rear drums with ABS. Only you have to upgrade to sport package in order to get 4-wheel discs with stability control. Yes, you got lots of extra features for that extra 2k. But can we just make all the necessary safety features as standard even on base car??

Packaging aside, both 2.5i and WRX have proven to be as capable on its braking performance as its dynamic abilities. The stopping distance is short while pedal feels firm and solid. 4-wheel discs with 4-channel really have a desired effect on this aspect.

Interior: The new Impreza’s interior is very well layout if a bit blend for my liking. All the Subaru’s quirkness has gone for mainstream. The use of materials and fit-and-finish have taken a huge step forward at the same time. Although its still not yet reached the best-in-class standard, its possibly the most delightful Impreza interior ever built.

The instrumentation gauges are clear and analog. When starting the ignition, the speedometer would give it a nice dance for a complete check-up of all the components. WRX’s tachometer remains on the center of the dashboard.

Both the manual and auto climate controls are very effective. The ergonomics on the center console has been very well done, with stereo placed on top of of climate control.

With the 40/60 split fold-down rear seats, Impreza’s cargo area is very versatile despite of the high liftover. We found sedan’s trunk a bit swallow but a surprise for hatchback.

Conclusion: Subaru has managed to make each succeeding Impreza a better car than its predecessor, the same goes for the new version. This has to be the best Impreza ever produced.

On the other hand, there have been lots of controversies when Subaru decided to ditch its proven sportswagon for the sake of hatchback. As well as tempting of WRX’s raw driving feel for the sake of a more refined driving experience. Will all of these changes a successful move for Subaru? Time will tell. But the debates will certainly going on for years to come!!

OVERALL VERDICT FOR 2008 SUBARU IMPREZA/WRX
=======================================
Performance: 4/5 (2.5i) 5/5 (WRX)
Handling and ride/fun-to-drive: 4.5/5 (2.5i) 5/5 (WRX)
Interior/ergonomics/user-friendliness: 4/5 (2.5i) 4/5 (WRX)
Fit-and-finish/build quality: 4/5 (2.5i) 4/5 (WRX)
Cargo/accessibility/layout: 4/5 (2.5i) 3/5 (WRX)
Value-for-money: 4/5 (2.5i) 5/5 (WRX)

Overall ratings: 4/5 (2.5i) 4.5 (WRX)

2006 Subaru Impreza WRX

Vehicle: 2006 Subaru Impreza WRX
Price as tested: CDN$35495

Performance: The biggest change underneath the WRX has to be its engine. The new 2.5L flat 4 has replaced the outgoing model’s 2.0L engine as WRX’s sole engine, on the other hand, the awesome STI remains using the higher boost version of the 2.5L turbocharged flat-4 as in the more mainstream WRX. Thanks to the extra displacement, the annoying turbo lag at 3000rpm in outgoing WRX has become a thing of history. In with the more smooth delivery of 230 horses and 235 lb/ft of torque. The throttle response is just “right away” as you take it off-the-line. Due to the lack of turbo lag, the acceleration is much more linear and user-friendly. Its also offer much better control of the powerband through the rev range. There is no shortage of power at every rev range in this powerplant. With its well-matched gear ratios and decently feel clutch, the 5-speed stick shift works magically with this powerplant.

Handling: The outgoing WRX has always been a great driver’s car, this revised version is no exception. While it retains its handling sharpness and driver feel that have become a hallmarks of WRX, its rebound damping has made for a better ride quality than before. Pushed through the corners, WRX reacts like a sports car does. The aces on the cake has to be its wonderful symmetrical AWD. The symmetrical AWD combines with the lower center of gravity of horizontally opposed engine are just 2 of the reasons why WRX aces through the corners. The cornering is flat and predictable. Steering feel is excellent with lots of weight and feedback. Its overall crisp feel with plenty of grips really made WRX a lots of fun-to-drive.

Brakes: As expected, WRX’s 4-wheel discs with ABS and 4-channels/sensors system provide braking performance as its handling. The stops are short and straight, while the pedal feel solid.

Interior: Although WRX has gone through its 3rd revision in its life cycle, its interior ambience still lacking. While Subaru has put some better materials and features into its latest revised version, it still feels cheap. On the other hand, the driving position and controls are as easily find as before.

Conclusion: The more refined transformation of power from the new 2.5L really transformed WRX from a good car to a great car. All of this extra performance without losing its hard-edged character and affordable price tag will surely make it more appealing than ever.

OVERALL VERDICT FOR 2006 SUBARU IMPREZA WRX
=======================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4/5

2004 Subaru Impreza WRX STi

Vehicle: 2004 Subaru Impreza WRX STi
Price as tested: CDN$46995

Performance: STi uses different turbo engine than the “garden variety” WRX. It uses 2.5L horizontally opposed DOHC 4 cylinder turbo engine that bumps out a whopping 300 horsepower and 300 lb/ft of torque. The power delivery is nothing short of amazing as it screams through the 0 to 100 km/h in under 5 seconds, that is faster than both Audi S4 and BMW M3. Unlike the standard WRX, STi doesn’t have the obvious turbo lag that makes the car so dreadful to drive at somewhere below 3 grand rpm. The throttle response is superb as it provides breathtaking acceleration and responsivenss as every touch of the pedal. 6-speed stick shift is a joy to use. It has decent ratios through all gears. It also has nice and solid gates without any freeplay. As for the clutch, its progressive while providing the right weight.

Handling: Combine the stiff chassis, Subaru’s proven symmertical AWD and DCCD. The result is an astounsing dynamic package. DCCD is a system that allows the driver to control the AWD percentage distribution by the press of a button. However, this system is so good that you can basically put it in “auto” and let the computer does the rest. Steering has tons of steering feel and great response. There are almost no body rolls through corners as the DCCD provides plenty of grip with the use low-profile tires. However, STi’s capabilities are not without drawback. While its really fast to let the driver go into a cornering limit, its tricky to drive as you push it out of the limit. For an unskilled driver, the last 10% of cornering limit is extremely hard to detect because its too easy to oversteer. While the first 80-90% of going into oversteer is fun because it feels like drifting, last 10-15% can get you into a crash easily. My suggestion: learn to drive an STi safely through any driver control course before taking it to the last 10% of the cornering limit. Or, better yet, stay away from the last of the limit to have fun with its grip. There have been many WRX crashed thanks to its tricky cornering limitations, STi has taken this a step further.

Brakes: With 4 wheel Brembo brakes and ABS, STi’s pedal feel is simply great. It has wonderful braking distance, modulation and pressure point.

Interior: Inside the STi, its all about business. There are great sets of bucket seats and a thick-rimmed MOMO sports steering with a cool STi emblem. Just like the WRX, its easy to find a good driving position with all sorts of adjustments. The usual WRX goodies like easy to use climate control and stereo remain intact. On the other hand, STi’s use of materials still feel cheap thanks to its econocar Impreza origin. There are tons of cheap plastic abound the center console and dashboard.

Conclusion: WRX STi is simply one of the best sports cars I have ever driven on the other side of Ingolsdadt, Munich and Zufferhensen. It has exceptional grip, a great engine, strong chassis and an interior that truly means business. Before I go, I am still going to suggest to anyone who is going to buy an STi learn how to drive properly as you go into corners before its too late. If you know how to drive an STi well, its tons of fun. If you can’t handle an STi the right way, there is a disaster waiting to happen.

OVERALL VERDICT FOR 2004 SUBARU IMPREZA WRX STI
=========================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5