Road Test : Subaru Impreza WRX STI sedan

Review by Jay Williams - 27/January/2011

Having driven both the WRX and WRX STI, I can happily report that thanks to the stiffer springs, thicker sway bars, lighter wheels, and new suspension bushings (designed to increase handling response without excessive harshness) the WRX STI is my new preferred weapon of choice.

The WRX STI also boasts 26 Kilowatts more power and a few more Newtons of torque, but it's the sheer handling performance that will bring a smile to your face.

Like it's arch nemesis the Mitsubishi Evolution, this 4WD sports car takes turbocharging to the extreme, and in the process delivers massive acceleration from a relatively modest engine size.

Let's find out how this puppy drives!

Drive: 3.5/5

Grip, that's right grip! There is plenty on offer with the 2011 Subaru WRX STI, the 18-inch alloys, fitted with Dunlop SP 600s with 245/40 deliver some extreme levels of grip. This is also helped by the completely revised suspension.

The new STI sits 5mm lower than the WRX, and front and rear damping and spring rates have been increased to deliver better roll resistance. Thicker front and rear anti-roll bars also help keep the car flatter through corners. The front suspension also gets new aluminium lower control arms. 

In short this gives the car increased handling response without excessive harshness.

The steering is very direct, so you don't need to turn the wheel much to get the vehicle to change direction, and this only adds to the STI's feeling of agility.

The sense you get you when firing through corner after corner at nine tenths in the WRX STI is unbelievable. I found myself thinking 'how can I be hitting these corners at these kind of speeds and make it out the otherside?'.

Gear shifts via the 5-speed auto transmission are sharp for the most part, it's the down changes that had me screaming for a lower gear, it's not what I'd call an outstanding gearbox especially when you consider the Volkswagen Golf R's 6-speed DSG and even the Mitsubishi Lancer Ralliarts' dual-clutch SST gearbox.

For mine however, the most impressive aspects of the vehicle were tyre and mechanical grip.

Though the car does have a tendency to mildly understeer in some situations, where the front outside wheel will try to push wide, a touch more steering lock and sometimes even a bit more throttle will pull its nose back into line. This may make inexperinced drivers feel a little nervy.

Engine: 4/5

The Subaru WRX STI has a turbocharged horizontally-opposed 4-cylinder Boxer, petrol engine that pumps out 221kW of power and 350Nm of torque. If you choose to go with the manual transmission you get an extra 57Nm of torque.

Unlike the standard WRX, the STI gets a larger intercooler, increased levels of turbo boost pressure, new injectors, conrods, camshaft profiles, crankshaft, throttle bodies and a tweaked ECU.

The engine also features dual AVCS (active valve control system) that works on intake and exhaust valves and is supposed to improve torque generation at lower revs while improving fuel economy. The latter it does with unrivalled success - this thing chews 10.6L/100km on average which is quite surprising.

The WRX STI also features Subaru's SI-Drive system that allow you to maximise engine performance, control and efficiency by choosing from three modes - 'Intelligent', 'Sport' and 'Sport Sharp' - using a rotary dial on the center console.

In 'Sport' mode, the WRX STI gets quick throttle responses and powerful, linear acceleration. The linear acceleration characteristic of this versatile mode makes it ideal for driving on freeways and suburban streets or for climbing mountain roads.

While in 'Sport Sharp' mode, SI-Drive modifies the engine’s electronic throttle mapping to deliver lightning quick throttle response and more power sooner.This mode is ideal for tackling twisty roads and for merging or overtaking other vehicles on the highway with confidence.

There is some minor turbo lag that comes into play but once the turbo hits boost it's "Away she goes!", acceleration is quick and addictive however this same enthusiasm isn't felt by the engine note or exhaust note. I hate to say it but the standard WRX manual sounded a lot more like how a Rexy should sound.

Exterior: 4/5

Both the WRX and WRX STI share the new sporty flared guards that set all performance variants apart from the normally aspirated Impreza range.

The sedan versions add a large aerodynamic spoiler that further sets it apart from the Impreza range. The WRX spoiler is slightly more modest when compared to the massive wing found on the STI model.

All models feature sharper bumper corners and new design foglight surrounds and the bigger, dark finish grille blends with the headlight lines, for a sleeker look. 

The WRX and STI Sedan models feature a rear diffuser that includes a centre rear fog light houses four exhaust tailpipes. 

The WRX STI features lightweight 18-inch Enkei alloys as standard.

Interior: 3/5

The interior of both the WRX and WRX STI remains largely unchanged from their predecessors, with the exception of some minor details such as new dark metallic trim panels and a new stereo system are featured, along with Bluetooth audio and hands-free, iPod compatibility and USB and aux inputs.

The WRX STI test vehicle we drove boasted excellent leather Recaro sports seats with extended and firm side bolsters to keep you from moving around during high intensity high-G manoeuvres, they are also surprisingly comfortable and would suit longer journeys.

There's plenty of STI badging in the cabin - on the steering wheel, the centre console, the seats, the tachometer etc.

Another memorable aspect of the interior packaging was the leather wrapped steering wheel, in both models the steering wheel felt very tactile under hand.

Interior room is average for a car that measures 4580mm long and 1795mm wide, with plenty of space for the driver and front passengers' legs, but headroom wasn't the best. Rear seat legroom isn't great for adults, however, kids won't have any problem stretching out.

Overall: 3.5/5

Sure the Subaru WRX STI offers some great thrills when it comes to acceleration and cornering performance, but is it really worth the extra 20 odd grand more than its WRX sibling? The simple answer is no. I found myself having just as much fun, if not more in the manual WRX.  Sure, it didn't corner quite as well as the STI, but unless you are frequanting track days you really aren't going to notice that much of a difference.

There is also the competition that has to be taken into account, the Mitsubishi Evolution and Lancer Ralliart, Volkswagen's Golf R and the Ford Focus RS are all worthy contenders.

Don't get me wrong the WRX STI is a great performance machine, but for the money there is a lot of competition on offer for a lot less money.

* Price is the manufacturer's recommended retail driveaway price (RRP) and includes the vehicle price, 12 months registration, stamp duty, luxury car tax (if applicable), CTP insurance cost estimate (based on private purchaser with good driving record) and a recommended charge for dealer delivery.