Subaru WRX STI AWD 2014 review

The key question is more complex than that - more like, how does the WRX STI fit into the performance-car market today?

Times have changed since the introduction of the WRX in 2001 and the WRX STI in 2004. And with the all-new WRX we tested recently going in a somewhat edgier direction - with more power and a stiffer suspension - it's an increasingly tough opening act to follow for the STI.

Engine / transmission

What Subaru's rolling out in the STI looks very familiar on a spec sheet. Versus last year's STI, it's the same 2.5-litre turbocharged, horizontally opposed ('boxer') four-cylinder engine, with 228kW of power at 6000rpm and 392Nm at 4000rpm. It's mated to an improved six-speed manual gearbox, with the same six forward ratios. And power is delivered via what's essentially the same all-wheel drive system, with a Driver Control Centre Differential (DCCD) bringing a helical limited-slip front differential and Torsen limited-slip rear diff.

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The four-piston front discs are the same size as those of the last-generation STI, while the rear discs are slightly smaller (12.4 inches vs. 12.6 inches). Front and rear track remain exactly the same as last year's STI, too.

Don't forget, the WRX got a new direct-injection boxer four this year; it also now has a six-speed manual (or a performance-tuned CVT that can mimic an eight-speed automatic if you want), as well as a simpler version of Subaru's all-wheel drive system that we've found, is still a hoot to drive - and, probably, cheaper to fix if something breaks. The new WRX engine actually gets more peak turbo boost than the STI (15.9 versus 14.7 psi). And the WRX weighs about 60kg less than the STI in their respective base forms.

STI features

What does the STI have over the WRX? In addition to the performance-oriented all-wheel drive system, you get a bigger Brembo brakes, a larger (18-inch) standard wheel size, hydraulic-assist steering with a quicker ratio (13:1 versus 15:1), and a revised (inverted front strut) suspension that's tuned even a step stiffer.

You of course get a lot of other extras, like leather and Alcantara (faux-suede) seating, dual-zone climate control, an improved centre console, and LED headlamps and turn-signal mirrors; and these altogether help erase some of the price differential.

Design / styling

That said, more aggressive front and rear detailing, the well-placed rear wing, and especially the Launch Edition's gold wheels (and classic WR Blue Pearl paint) do altogether give the design more punch. The only aesthetic aspect of the STI that we have a harder time looking past is the excessive front overhang - and the rear styling here is no more flattering here than in the WRX.

Driving

Climbing into the STI for our road drive, it was immediately apparent, in the first km, that some things haven't changed; the STI still rides stiffly (more so than the WRX), and has a noisy interior. Taking on the challenging surfaces of Carmel Valley Road, the suspension conveyed plenty of busy and jittery over the worst kinds of uneven patchwork, and crashed hard over some potholes and especially rough bits. There's also a lot of simple road and tyre roar, on nearly every road surface - way more than in other sharpened small performance cars such as the Ford Focus ST or Volkswagen GTI.

The din from underneath is a bit surprising, as Subaru has put a lot of attention into how the engine sounds from inside. It's joined the legions of sporty cars to offer an intake resonator that pipes pulses from the intake manifold (via a damper) into the cabin.

Such a system, which seems right at home in the BRZ, smacks of too much boy-racer for a car with an estimated price tag of $60,000 when it lands in Australia. There's no way to defeat it, and we like listening to the exhaust and turbo-whistle sounds more; but it's tuned to only add to the chorus of sounds at higher revs and when you're really pressing your right foot into it.

On a curvy road, we quickly forgot about the road roar and jittery ride. If you can look past those awkwardly fast-and-furious elements, the STI is a hoot to drive, with a flexible powertrain, excellent steering, and more grip and poise than you might ever need or sanely tap into on dry (or damp) public roads.

The steering here is way better than what you get in the WRX. Although the one very meaningful change is that the steering ratio for the STI has been shortened to 13:1 from 15:1 (2.5, giving the hydraulic assist (yes, there's no EPS here) a nice, relaxed center, great weighting off-centre, quick responsiveness, and more feel from the pavement than you'll find in nearly any other performance cars today.

The gearbox you get in the STI - a heavy-duty one, with a parallel-rod linkage (and a short-shift kit in the Launch Edition) - is a lot sweeter than what you have in the WRX’s lighter-duty gearbox and cable linkage. Engineers admitted that it’s considerably more expensive.

Just as with the WRX, and the STI’s predecessor, this is a car that you can simply get into and drive very, very rapidly. You easily gain confidence, and with the tremendous grip of the performance tires, and the poise of the all-wheel drive system, you lose track of exactly how quickly you’re moving down the road until you wonder why that BRZ can’t keep up with you.

Verdict

If commute duty is part of it, there are plenty more enchanting options nowadays, especially considering the price. But if track time is a priority, the STI will put a grin on your face as well as it ever could.

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