2008 Subaru Impreza Reviews

You can save a motza on a late-model used car, because the first owner has already taken the biggest hit... usually 30-50 percent, in depreciation. Ideally, you want to be the second owner, and hang on to the car for a few years, to maximise the value you get from your motoring dollar. We've picked our top five used

Ewan Kennedy reviews the Subaru Impreza from 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2009, 2010, 2011, 2012, 2013, 2014, 2015 as a used buy.

Subaru Impreza is a small-medium car imported from Japan and one that has a well-deserved reputation for long life and high resale ratings. Subarus in general give the feeling they are designed by people who are more interested in engineering and driving than in marketing and over-the-top styling. Ride and handling

NEW - The WRX rally weapon inevitably comes to mind when you think of the Subaru Impreza, but the smallest member of the Subaru family is much more than that.If the WRX is the one young tearaways buy, the regular Imprezas are the ones bought by regular people. The new model that arrived in 2007 as a hatch only boasted all-wheel drive like all Subarus, and that’s what separates it from its rivals.Subaru made the smart move to all-wheel drive many years ago when it was struggling to find a place in the market, and has gone gang-busters ever since. Two body styles were offered; initially it was only a hatch in 2007 before a sedan arrived a year later.It was longer, higher and heavier than the previous model, with reasonable boot space. Power was provided by a 2.0-litre horizontally-opposed four-cylinder engine that had a little less power than the engine in the previous model, but more torque.In total it had 110 kW and 196 Nm, which was enough to get the job done without causing any excitement. In standard guise the Impreza came with a five-speed manual transmission with the option of a four-speed automatic, and the final drive was through all four wheels.On the road the Impreza showed the advantage of all-wheel drive in the poise and traction is had on all surfaces. It particularly came into its own on slick surfaces where other two-wheel drive cars struggled.There were three models offered before you got to the sporty ones like the WRX, these were the R, RX and RS. The RS had previously been a sporty model in earlier Imprezas, but was now a regular model with the same mechanical package as the rest of the regular range.NOWThe Impreza doesn't have any issues that need concern a used car buyer; the trade gives them its tick of approval. But one thing to be aware of is that, like all boxer engines, they use oil and you need to keep on top of it by regularly checking the oil and topping it up as needed.Don't leave it thinking that it will be right to leave it until the next service, because you might run it out of oil in the meantime and that could mean a big repair bill.It's important to check the oil level on any car under consideration for purchase, if down ask why. Some owners become less focussed on servicing once the warranty runs out, often skipping or delaying services and that can be where trouble starts, so be particularly attentive when inspecting a car when the warranty is up.SMITHY SAYSGood solid car that won't give trouble if it's properly serviced.Subaru Impreza - 2007-2010Price new: $26,490 to $31,490Engine: 2.0-litre 4-cylinder petrol, 110 kW/196 NmTransmission: 5-speed manual, 4-speed automatic, AWDEconomy: 8.8 L/100 km, ULPBody: 4-door sedan, 5-door hatchbackVariants: R, RX, RSSafety: 5-star ANCAP

You only have to mention the Subaru Impreza and images of the hot rod WRX come flooding to mind. The WRX rally rocket has come to define   the small Subaru, but to forget the rest of the range would be unfair.The Impreza has long been a well-built, reliable and popular small car and the new model introduced in 2007 was even better than those cars it replaced.There was a sense of change about the new Impreza, a fresh approach that spelt a change in direction for the Japanese carmaker that had built a solid reputation for quality, drivability and reliability.MODEL WATCHThere was always something off-putting about the way Impreza doors closed, a feeling of flimsiness that suggested a lack of quality.  That was before the new model in 2007, which for the first time had frames around the windows in the doors. Now, with the windows supported by frames, the doors closed with a solid feel that made the Impreza experience much more satisfying.You might think that adding doorframes is a small change, but in terms of the impact it had on the Impreza it was a major revision.  While it was a most welcome change it also seemed to signal a major change in thinking at Subaru.It was as if Subaru had decided to come in from the cold; it was the final step from being a somewhat quirky outsider to being a solid mainstream carmaker.Subaru only offered a five-door hatch at the Impreza's launch, but there were three models, plus the WRX, which we'll hold over for another story. The R provided the entry point to the range, with the RX and RS as you climbed the tree.With a look reminiscent of Europe the new Impreza was more attractive. It was also shorter, taller, wider, and lighter, with more cabin and boot space.Inside the cabin, there was a fresh new dash, upgraded seats and trim, better insulation and isolation, and a height and reach adjustable steering column.Under the bonnet was the familiar 2.0-litre flat-four, but with 20 per cent more power and seven per cent more torque. That meant that at its best it was putting out 110kW at 6400 revs and 196Nm at 3200 revs.On the road that translated into more urge and better drivability, and motor-noters reckoned it was also smoother.  Bolted to the back of the engine was either a five-speed manual gearbox or a four-speed auto, while drive was directed through all four wheels.IN THE SHOPCarsguide has received few complaints about the Impreza, and those that have landed here have been of a minor nature and not to be too concerned about.Check around the engine for oil leaks and make sure the required servicing has been done. There is nothing more damaging to an engine than missing services. Oil can quickly clog an engine's vital internal passages, and blockages quickly wreck an engine. Brake and tyre wear doesn't appear to be an issue for owners, as it can be with some other makes and models.IN A CRASHANCAP handed the Impreza a five-star rating on the back of its array of airbags, which provided front, side and curtain protection, along with its impressive active safety package. In addition to anti-lock brakes the Impreza also boasted electronic stability control.AT THE PUMPSubaru claimed the Impreza would do 8.9-10.7 L/100 km and owners back that claim up, reporting that their cars are quite economical to run.OWNER'S SAYPam Baker loves her 2008 Subaru Impreza RS. She says it handles well on all terrain, particularly on wet dirt roads, it looks good, the fuel economy is good, and the bucket seats are comfortable. On the other hand she says the auto transmission is sluggish on takeoff, the body sheetmetal feels very thin and flimsy, and dents easily, and there's too much plastic on the interior. All in all she says it's about an eight out of 10.LOOK FORFresh Euro lookSolid feelMore powerful engineLarger cabinUncomfortable seatsTHE BOTTOM LINEThe popular small car got even better with new looks, an improved cabin and a more solid feel.

We dare you to say that to its face… this is still a tough little warriorDrivetrainsThe six speed manual, all wheel drive STi is powered by a 2.5 litre, four cylinder, DOHC, turbocharged boxer engine that puts out 221kW at 6000 rpm and 407Nm at 4000 revs. This is a 7.3% increase of power and 3.8% increase in torque from the outgoing model.The engine is mated to a fully synchronised, close-ratio six-speed manual transmission, and SI-DRIVE (Subaru Intelligent Drive) enables the driver to choose three different engine settings on the move. Intelligent mode provides a smooth, economical drive. Sport firms up the suspension for all round performance and Sport Sharp mode squeezes out every inch of anger from the engine for an even more dynamic experience.Subaru’s multi-mode control centre differential allows you to play around with the limited slip differential strength for additional traction and handling response.On its way to a top speed of 250km/h, it will scream to 100km/h in a rapid 5.2 seconds. A combined 10.3 litres of fuel will be sucked from its 60 litre tank every 100km.ExteriorMaintaining a permanent and rippled flex, the STi is like an Impreza on the juice. A big bonnet scoop, hulking wheel arches, flared guards, and a rear roof spoiler make it quite a different looking car — and one you wouldn’t want to upset at the pub.Subaru’s performance powerhouse is shorter and wider too, complemented by 18 inch alloys and quad exhausts that yield a stance brimming with purpose and aggression.Interestingly, the only things shared by both the STi and the popular WRX are the bonnet, the front doors and the roof.InteriorSubaru have kept the interior simple in the STi. The Impreza swooping line design and three large air con dials are the only noticeable elements on an otherwise featureless dash.A large LCD screen displays the trip details and outside temperature plus the air conditioning and six stacker, MP3 compatible audio system.Power steering and windows are standard, as are aluminium pad sport pedals, leather Recaro race bucket seats and a leather multi-function steering wheel and gear knob.There is plenty of storage space throughout the cabin in the form of cupholders, door pockets, a centre console box, and six cargo hooks. The rear seats are foldable, split 60/40 to allow for more room in the boot.SafetyThe Subaru WRX STi has achieved the maximum five star ANCAP crashworthiness rating thanks to a feature-packed safety list. You get a comprehensive airbag package plus anti-skid brakes with brake assist and force distribution, vehicle dynamics control and traction control.PricingThe Subaru WRX STi starts at $59,990.DrivingWhen Subaru ripped the covers off the latest Impreza hatch, it felt a little bit like that forgettable Christmas when dad proudly watched you tear the wrapping off a brand new water pistol, blissfully ignorant that every other kid had a super-soaker.No matter how many times we tell ourselves that it’s a mature and ballsy new direction for Subaru, and no matter how many angles from which we look at it, the new shape is just plain…boring.But somehow the STi version, with its chunky squat stance and big alloys gives it a toughness that helps you get past all that and tempts you nearer for a better look.Squeezing into the low, leather Recaro buckets, strapping yourself in and looking out over the big bonnet scoop is a physical suggestion of this car’s potential. From the steering wheel to the gear shifter and the noticeable lack of visible distractions, the STi is set up for a quick, firm ride – and your full attention.The short trip from the middle of the city to its outskirts was bearable at best even in Intelligent mode as the STi managed to find every hole and rut, banging and knocking in disapproval.We got to our destination – kilometres of long, windy tar – and let the beast off the leash. The difference between Intelligent and Sport mode was a nice kick of adrenalin when the turbo rolled in and pushed us firm into our seats. Sport Sharp was another cog up in performance. After a tiny lag, the high pitched turbo whine began and like a punch in the guts we were shot hard down the road, joined by the familiar boxer engine note.With Sport Sharp in place and the differential control in auto, the Macpherson strut front and double wishbone rear suspension stuck us to the bitumen and we never feared the car would stray from the direction we pointed it. Diving both in and out of corners produced the same silly grin and the lack of body roll and strength in the big Brembo anchors was impressive.Having a car with this much speed on tap is unsettling, given the constant dangers we face on our crowded roads every day. It’s also frustrating not being able to use it when we know how much fun it is on full squirt. What to do, what to do…Verdict: 8/10

The build quality and ever-improving safety technology is first class. The sedan version they have produced is no exception.DrivetrainsThe RS is powered by a two-litre, four-cylinder, horizontally-opposed (boxer) engine that produces 110kW at 6400rpm and 196Nm of torque at 3200rpm.A choice of five-speed manual or four-speed Sportshift automatic transfers power to the wheels. The manual uses 8.9 litres of fuel per 100kms and the automatic point one less at 8.8 litres.Across the range, bar the WRX, the manual produces 210gms/100kms of CO2 and the auto expels 208gms.ExteriorAs the second to top in the Impreza range, the RS receives exactly the same exterior treatment as the WRX except for the bonnet scoop.The sports body kit is standard, as are 17 inch alloys, a rear spoiler and an exterior model badge. Plus you get privacy glass in the rear door, rear quarter and rear windscreen.Then there are the standard features across the range like body coloured mirrors and door handles, twin tail pipes and roof rails.InteriorInterior features have not changed from the hatch version of the RS to the sedan. The existing swirl pattern across the dash has been transferred across, same for the leather wrapped steering wheel and gear knob.The RS and WRX are the only cars in the line-up with sports bucket seats but most other interior features are shared among the four variants including a multi-function steering wheel, cruise control, power mirrors and windows, and a six stacker sound system (not in the R model). There is an option to install a sat nav and DVD but only in the RS and WRX models.The rear seats are 60/40 split fold and there is plenty of storage space throughout the cabin with luggage hooks, cup holders, a centre console box, door pockets and a front centre tray.SafetyOn top of the comprehensive air bag package and the much publicised five-star ANCAP occupant safety rating, the AWD Subaru RS sedan safety feature list comprises electronic stability control, anti-skid brakes with brakeforce distribution, electronic throttle control and hill-start assist.PricingSubaru’s RS Impreza sedan starts at $28,490 which includes a 3 year unlimited kilometre warranty.DrivingPincott says…The RS has traditionally held the middle ground for Imprezas – not as punchy as the Rex but with more bite and better trim than the entry level variant. But the latest version has softened more, in both appearance and performance.While it’s fine under most circumstances, the 2-litre boxer engine feels like it needs either more capacity or output when you tackle challenging hills or stretch an overtaking run on the highway. And despite having all-wheel drive, the RS lacked absolute certainty when my co-driver chucked it through some hard corners, showing more tendency to body roll than we would have seen in the predecessor.Part of this was probably due to the much more compliant suspension, which makes for a softer ride overall, but undermines the handling through the bendy bits. The payoff for this was that over a section of rougher dirt and gravel, the car was very well composed, smoothing out most of the jagged sections of road and even soaking up a few bad potholes.While it doesn’t feel as sporty as the previous model, it still seems supremely confident in normal driving, and the AWD system would be an advantage in the wet.It’s also very well packaged with good quality finishes – although some of the design features are entirely a matter of personal taste – and an extremely comfortable vehicle. It’s surprising how much room is available both front and rear for what is essentially a fairly compact size.Wigley says…No, it hasn’t set the world alight – in fact it’s probably drowned the world in thick, foamy fire-retardant – but Subaru has certainly played a ballsy card with the new Impreza design, fixing the crosshairs on Gen-Yers and middle-aged women.The crew here at Carsguide remain staunch supporters of the ‘original’ shape of a decade ago, but are equally rigorous in their support of Subarus in general as a make that prides itself on quality workmanship, safety and affordability.So, aside from the look of thing which is a matter for personal opinion and isn’t going to save your life in a crash, we think the RS sedan is a very good car.The aforementioned dash swirl isn’t pretty but the rest of the cabin is put together well – it’s spacious, comfortable and generally a nice place to be. The bucket seats seem a little firm at first – particularly if you’ve driven the R or the RX – but they soon give and mould to your curves.Buttons on the steering wheel reduce the clutter on the dash and you’re essentially left with three large air con dials and a couple of stereo knobs.Two large males will fit in the back without trouble, but you may have to ask a third to collapse his hip and remove his legs below the knee.On our trip from inner Sydney to the Central Coast, the RS performed dutifully. We were concerned the stiffer suspension would be too harsh getting out of the city but it wasn’t a problem. Pot holes and bumps were accommodated for too thanks in large part to the comfy buckets.On the freeway the cabin was quiet but for a small amount of wind rush around the side mirrors and the noise from the road up through the floor was negligible.The RS held its line without feeling the need to follow gouges or ruts and the wheel provided good feedback as well as being direct and true.Merging and overtaking was easy given the excellent acceleration right across the rev range, and thanks to the sedans good visibility all round.Knowing the effort Subaru put into making their cars safe is a real comfort and becomes yet another ticked box for this already impressive, capable car.

The US v the Soviet Union, Catholics v Protestants and Star Wars v Star Trek ... but all of these pale in comparison with the fearsome rivalry of the Subaru STI and Mitsubishi Evo. These two small cars have been waging war on rally tracks and in showrooms from the mid 1990s.Mitsubishi has just unleashed its Lancer EVO X, which joins the new Subaru Impreza STI that arrived here in February. It was only a matter of time before the two lean fighters took each other on in a Carsguide battle royale.The cars are remarkably similar. They both have turbo four-cylinder engines and complex all-wheel-drive systems, they are based on more modest small cars, and both will shake your bones and rattle your kidneys thanks to their overtly sporty suspension.Both start about the $60,000 mark and have similar power and torque outputs (that is, lots).The big differences relate to body shape and what's under the bonnet.Subaru switched from sedan to hatchback because that shape was deemed better suited to its WRC campaign as it allowed for less overhang at the rear.Mitsubishi, with no WRC campaign to worry about, stayed with the sedan.Both cars have continued with their respective engine configurations, although both of these have been substantially improved.That means a transverse mounted in-line four-cylinder with a front-mounted intercooler for the EVO and a horizontally opposed four-cylinder with an intercooler mounted on top of the engine. Subaru has managed to squeeze 221kW and 407Nm of torque out of its 2.5-litre engine.Mitsubishi's EVO has 217kW, but falls well short when it comes to torque, with 366Nm.The STI is only available with a six-speed manual gearbox. The Evo has a five-speed manual as standard, but is also available with a new dual-clutch automatic transmission that is similar to Volkswagen's DSG gearbox.Shifting faster than a human can with the manual, the Mitsubishi auto is a great option, but it is also an expensive one at $5000. Ouch.We opted for the standard manual EVO, which means $59,490, and resisted the temptation of the brake, suspension and wheel upgrades of the performance pack. The STI usually costs $59,990 but is fitted with the optional BBS alloy wheels and leather seats, which adds $5000. A satellite navigation adds another $2990. Both the EVO and the STI look menacing.You can see a clear resemblance to the cars they are based on, but they are meaner and more muscular — as if they've spent the past three years doing nothing but pumping iron.The EVO and the STI both have unique panels. Bulging wheel arches allow for wider wheel tracks which means a greater road footprint.So, which one looks better?Well, that is really up to personal preference. For me, it's the EVO — which looks as though it has just swallowed a bottle of angry pills.But the interior of both cars look cheap and disappointing considering how much they cost.The STI's fussy dashboard, with its sloping lines and metal-look plastic, looks ordinary and, unless you buy the $2990 satellite-navigation screen, the info display could have come from the base car. It has nice Recaro seats, but so it should given that they cost a bit extra.The EVO's interior looks and feels cheaper still. The dashboard is plain jane and some of the plastic surfaces, especially on the doors, are of a Daewoo quality. Even so, the base Recaros look great and are extremely supportive.Both cars take some effort to live with.The STI's tyres are loud around town, and the gearbox makes the kinds of mechanical whirring and groaning you associate with a works rally car and not a prestige car.However, the EVO's tyres are not so loud around town. But they hit the coarse chip surfaces of country roads and drown out everything with an infernal roar. Indeed, its tyre noise is so loud you can't hear the engine buzzing away at close to 3000 revs at 100km/h. That's quite high because the EVO has to make do with a five-speed manual.The previous six-speeder just couldn't handle the extra grunt on the improved engine. But with its sixth cog, the STI can cruise along doing 2100 revs. Fuel consumption ranged from 8.5 litres per 100km to about 14 litres when pressed, with the EVO tending to use about a litre per 100km more than the STI in most conditions.Both cars felt harsh during country driving, but the STI is more uncomfortable.Despite having a softer suspension set-up with much more vertical movement, the STI still manages to pick up imperfections in the road. It wiggles, jolts and carries on a bit more. However, the upside of all this is that the STI has the stronger engine. Floor the throttle andit lunges forward with stunning force, while emitting a meaty boxer note. The suspension also exacerbates the acceleration as it squats at the rear — it's not a huge amount, but you can feel it.Even so, the EVO is no slouch and can sling away from standstill in a way that will scare most V8s, but it just doesn't feel as fast as the STI.It is a smoother engine than it has ever been, but it still needs a touch more torque.The STI is faster in a straight line.But the real test involves corners on the way to Victoria's Great Ocean Road. It's important to note both of these cars are at home in this environment of twisting roads, some of them wet and extremely slippery, and both will have no problems holding impressive corner speed.They both pull up incredibly well thanks to their relatively low weight and hefty Brembo brakes with four-pot front calipers and two-pots at the rear, which are standard on both cars.The STI's softer suspension sees it lean in to corners with a level body roll that really doesn't belong to such a performance car. Hit a bump mid turn and there will likely be some rattle through the steering wheel, accelerate and you can feel the diffs trying to work out where to send the power. Sometimes there is a tug at the steering wheel as it sends a bit more to the front axle.The EVO is a race car in comparison. It sits super flat, with hardly any body roll, and changes direction much easier. You don't notice the switching of power from front to rear or across the rear axle using the cutting-edge yaw sensing system. Its AWD system is seamless and feels a generation ahead of the Subaru, and its body also feels rock-solid, with no steering rack rattle.It might have less punch out of the corners, but you can carry more corner speed and get all the power down on the way out without any fuss.CONCLUSION I own a two-door '98 STI and love it, but loyalty doesn't count here. The EVO might be a bit slower in a straight line, have one less gear and look cheaper inside, but it's clearly the better car. It has a superior AWD system, better-sorted suspension, stiffer body and handles like a race car. No need to collate the points: the Mitsubishi wins by a knockout.SNAPSHOT SUBARU WRX STIPrice: $67,980 as testedEngine: 2.5L/4-cylinder turbo 221kW/407NmTransmission: 6-speed manual0-100km/h: 5.2 secondsEconomy: 10.3L/100km claimed MITSUBISHI LANCER EVOPrice: $59,490 as testedEngine: 2.0L/4-cylinder turbo 217kW/366Nmtransmission: 5-speed manual0-100km/h: 5.7 secondsEconomy: 10.2L/100km claimed 

I've driven this car both on and off the track. There's no doubting it goes hard and the smoother ride is a godsend, but at the end of the day I find myself drawn back to the same question. That is, does the STI cut it as a hatchback?The answer, in an Australian context, perhaps not.That's because hot hatches, as nice as they may be, are really training wheels before you have the money for a real car.Personally, I miss how raw the STI was, the glitzy gold wheels and outrageous rear wing, even if it did block rear vision.Subaru argues the new, more refined STI will appeal to a different buyer, to well-heeled young execs who don't want to be tagged boy racers.The company could be right, but it might have also inadvertently abdicated its throne to arch rival the Mitsubishi Evo a sedan.The point is Subaru buyers have proved notoriously fickle in the past when it comes to style.STI has only been on the market since February, so it's early days yet, but Impreza sales are down 21 per cent this year, maybe because the standard Impreza is available only as a hatch.Priced from $59,990, the STI finds itself under siege from a host of competitors, more so now that it's a hot hatch.In Spec R form, it's an even bigger ask at $64,990.The competition even VW's V6 all-wheel drive Golf R32 is cheaper.There's no word yet on prices for the Evo X, which was to have been launched last month but here's something to consider. For the same money you could buy a full-sized, fully-blown Falcon GT and have spare change.Questions of styling aside this third generation STI is tangibly more refined than its predecessor.The greatest step forward is undoubtedly the smoother ride.It's also more livable and much easier to drive. You no longer need to be a body builder to operate the clutch and the six-speed manual transmission is a snack to use.Having said that, it still takes some finessing to get off the line cleanly and things don't really start to happen until the top end of second gear, or about 4000rpm.Sixth gear is for freeway use only and the car makes some odd pops and whistles as the turbo does it stuff.The 2.5-litre turbocharged four-cylinder engine kicks out 221kW of power and 407Nm of torque (up from 206kW and 392Nm).Weighing in at 1505kg (just 10kg more in Spec R form), the STI blasts from 0-100km/h in 5.2 seconds (0.2 seconds quicker than before).Fuel consumption is lower at 10.3 litres/100km but it takes 98 strength unleaded, which can be difficult to find.For the enthusiasts there's intelligent drive, switchable traction and more centre diff settings to play with.However, for most of the time the defaults will do.Our test car was the top of the line Spec R, which adds leather and lightweight BBS alloys.It's a bit plastic inside and for the price, we expected to see Bluetooth and an auto-dimming mirror.Finally, it would be nice to see larger Recaro seats fitted for the fuller Aussie figure, and it's unfortunate that the spare is a space saver. 

The debate about whether performance cars should be allowed on our roads has been keenly argued for years. Those who consider excessively powerful muscle cars a danger to many, are quickly educated by performance enthusiasts who retort that those same cars are completely safe unless placed in the wrong hands.There is no doubt that the third generation Subaru WRX STi slots into the performance car category easily, but does it stand up to the rigours of every day driving? And is it safe enough for the every day driver with all that added grunt? Let’s have a closer look and find out.ExteriorThe STi has slipped into the new Impreza shell beautifully - and then flexed. The result is an aggressive, bulging ball of muscle with flared guards and wheel arches, but with underlying style and elegance. Apparently, the only bits kept from the Impreza are the bonnet, the front doors and the roof. Add to those, big 18 inch alloy wheels, a rear roof spoiler, quad exhausts and a big bonnet scoop, and you have a hot looking brawny monster, ready for action.InteriorSubaru have kept it pretty simple on the inside, but they’ve retained the new Impreza’s swirly sweeping lines across the dash, which is unfortunate because it really didn't look good in the first place. Three big dials are the only real features apart from the big-screen interface above them. The screen displays the GPS and allows you to peruse various performance statistics and radio stations. It is a little fiddly and forces you to take your eyes off the road for too long - a bit dangerous in a car like this.Compared with the entry level Impreza, the finish in the STi is of higher quality and seems less plastic. The Recaro seats on this spec R model are extremely comfortable and supportive. They sit low and give you that proper race feel.SafetySafety as always is top priority for Subaru and once again with the WRX STi they have snagged the top five star ANCAP crashworthiness rating and the equally impressive four star pedestrian safety rating.Engine and TransmissionPower and torque are up by 7.3 percent and 3.8 percent respectively, compared with the last STi. The 2.5 litre, four cylinder turbo engine gives you 221 kW at 6000 rpm and 407 Nm at 4000 revs.With a top speed of 250 km and a mind blowing 5.2 seconds for the hundred, it really does push you back in the seat and doesn’t feel like it’s going to pull up….ever. The six speed manual transmission has been refined and feels tighter, allowing for smoother changes. At high revs, the turbo sound like a jet plane firing off an aircraft carrier.On the roadThe STi mark III introduces Subaru Intelligent Drive (SI-Drive) which lets you choose between three settings depending on the performance you are looking for.‘Intelligent’ provides a comfortable smooth ride, with slow power output.‘Sport’ is the default mode and optimises performance according to your driving conditions.You get a firm ride regardless of which of the above two modes you choose but you get used to it quickly, and it certainly won’t dislodge your fillings. The improved wishbone rear suspension lends weight to that statement.Handling is superb given the shorter, wider stance. True, responsive steering and the new multi-mode Vehicle Dynamics Control with three automatic Limited Slip Differential (LSD) settings make driving the STi a very enjoyable and comfortable experience.But it’s the ‘Sport #’ mode, the third of SI-Drive settings, that sets this car apart from the rest of the Impreza range. The press kit claims that it “boosts engine revolutions for sharp, sporty driving. Provides dynamic performance for true driving enthusiasts through highly responsive engine and throttle control”. A rather polite way of saying that it totally kicks a**e. ‘Sport #’ truly is an incredible hike in performance that quite literally rams your insides up into your throat and flashes everything outside - and your life – before your eyes.And it’s this last piece of information that makes me uneasy about this car as an every day drive. I like Subarus. I like the engine, I like the reliability and generally I like the look of their cars. And I do like this new STi – a lot. But I don’t like that in the wrong hands, it is potentially a very dangerous bit of kit on our roads.All in all though, an impressive benchmark has been set. Let’s see how the Mitsubishi Evo X measures up when it’s released in May.Prices for the Subaru Impreza WRX STi start at $59,990.