Subaru Impreza WRX 5D 2.5 STi A-line (A) Review
04 Dec 2009|43,024 views
For a long time now, I’ve been a huge fan of Subaru’s series of road-legal rally machines under the WRX STi moniker. The offensive throaty grumblings of the engine at idle, the sighing turbo capping off each swap of the cog, the serious and straight lines that dominated the design of the GC series and the more flamboyant and aggressive GDB, and the characters that drove them always kept me in secret admiration of the boy-racers and their midnight past-time.
Having missed the chance to sample the madness of the newly launched WRX STi hatch earlier in the year, I jumped at the chance to take the A-line version out for a spin in the name of being relevant and up to date.
Announced to only be available in the Japanese Domestic Market, local distributor Motor Image managed to score a good portion of models for sale in our local market.
When asked about how they managed to convince their Japanese counterparts, they said it was relatively easy since the car did meet LTA requirements, was compliant with the EURO 2 standards and that the car was right-hand drive, perfectly fit for the local market. They’re also quick to add that Singapore is the only other country to get this model outside Japan.
Only available in manual up till recently, the A-line brings to the market an automatic option for those who prefer their drives a little less involving but still want the power and grunt of the legendary rex on demand under their right foot.
Having missed the chance to sample the madness of the newly launched WRX STi hatch earlier in the year, I jumped at the chance to take the A-line version out for a spin in the name of being relevant and up to date.
Announced to only be available in the Japanese Domestic Market, local distributor Motor Image managed to score a good portion of models for sale in our local market.
When asked about how they managed to convince their Japanese counterparts, they said it was relatively easy since the car did meet LTA requirements, was compliant with the EURO 2 standards and that the car was right-hand drive, perfectly fit for the local market. They’re also quick to add that Singapore is the only other country to get this model outside Japan.
Only available in manual up till recently, the A-line brings to the market an automatic option for those who prefer their drives a little less involving but still want the power and grunt of the legendary rex on demand under their right foot.
 |
Exterior
We’ll get to that at the end of the article, but for now let us talk about the gorgeous looks of the STi.
Yes, I actually like the way the new car looks – much more than the last one. In fact, I think apart from the beautifully serious GC series, this has to be one of, if not, the best looking rex we’ve seen plying our roads for some time.
I’ll like to think of it as having matured, grown up together with the boy/girl racers it infected early on in their adolescence.
The silver bird cage grill from the WRX has been subbed (thankfully) out for a more apt black mesh set inside the black highlight sitting between the two stylized head-lamps housing the self-levelling HID lamps.
 |
Bumpers and body panels, especially the wheel arches, have been given the sporty treatment with blistered and creased panels taking precedence over any flat sheets of metal found on the STi and for good reason.
Not only are the dimensions of the car different from the base Impreza, things like aerodynamics and effective cooling do play a huge part in this car’s performance.
So you’ll find the traditional hood scoop where it should be, a gash at the side of the font bumper to direct the cooler air over the brakes, air outlets right behind the front wheel arches to give the heated air from the engine bay some escape, rear spoiler tucked neatly behind and a rear diffuser housing a pair of dual, no-nonsense exhaust pipes.
The 18-inch aluminium alloys fill the void left by the enlarged wheel arches much better than the manual STi since the rims are an inch larger than the latter, topping off the car’s muscular physique in one aggressive and angry bundle.
Interior
Seated in the comfortable leather race seats, you get a first hand view of the silver and black plastics Subaru has chosen to fit around the dashboard. Not the best quality mind you, they still feel cheap when you gently prod and knock them with your fingers. And if I were given a choice, I’d do away with the silver, sticking to black throughout and making for a much cleaner interior dash.
In the STi, the seats have been set up so that you sit lower than you usually would in an otherwise ordinary car, making finding your optimal driving position very easy.
They’re supportive through corners (as I found out) and comfortable enough to keep you appeased on trips up north. Rear seating is predictably spacious with the rear bench collapsing in 60:40 fashion.
Not only are the dimensions of the car different from the base Impreza, things like aerodynamics and effective cooling do play a huge part in this car’s performance.
So you’ll find the traditional hood scoop where it should be, a gash at the side of the font bumper to direct the cooler air over the brakes, air outlets right behind the front wheel arches to give the heated air from the engine bay some escape, rear spoiler tucked neatly behind and a rear diffuser housing a pair of dual, no-nonsense exhaust pipes.
The 18-inch aluminium alloys fill the void left by the enlarged wheel arches much better than the manual STi since the rims are an inch larger than the latter, topping off the car’s muscular physique in one aggressive and angry bundle.
Interior
Seated in the comfortable leather race seats, you get a first hand view of the silver and black plastics Subaru has chosen to fit around the dashboard. Not the best quality mind you, they still feel cheap when you gently prod and knock them with your fingers. And if I were given a choice, I’d do away with the silver, sticking to black throughout and making for a much cleaner interior dash.
In the STi, the seats have been set up so that you sit lower than you usually would in an otherwise ordinary car, making finding your optimal driving position very easy.
They’re supportive through corners (as I found out) and comfortable enough to keep you appeased on trips up north. Rear seating is predictably spacious with the rear bench collapsing in 60:40 fashion.
But with the A-line offering such things as “effortless driving” and “convenience”, they’ve stuck in an 8-way electronically adjustable driver’s seat to back up that “convenience” claim.
Driving with SI-Drive
The “effortless driving” part is delivered by the SI-Drive, or Subaru Intelligent Drive. With three settings, Intelligent, Sports and Sport Sharp mode to choose from, it has the same theory behind it as Volkswagen’s DCC (Dynamic Chassis Control). Sports mode will probably be used the least since it sits as the setting in between you wanting a hardcore drive and an economical one. My guess is most who buy it will have the car in either of the two and not the one in the middle.
In Intelligent mode, the electronics apply economical settings on the car to offer shorter-shifting to keep the revs low and the fuel consumption in the green. For days when you just to unwind to some soft music on the cruise back home. Unfortunately the stock sound system isn’t any good.
In Sport Sharp however, you get a taste of exactly what the turbocharged 2.5-litre DOHC Boxer engine is capable of on the WRX’s chassis. Certainly Subaru’s trump card in the handling department is the pairing of the flat boxer engine and their famed AWD system, giving the STi enviable traction and composure over bumps and undulating parts of the road.
But it should be known that the car feels absolutely lifeless when moving off from standstill.
You’ve got nothing under you until the needle touches close to 3,000 rpm and that’s when you feel the twisting potential of 350 Nm (57 Nm less than the manual) of torque kicking in through all four tyres and forcing your head back into the firm headrests.
The relentless acceleration doesn’t stop until 6,000 rpm, seeing peak horsepower of 300 bhp coming through the Prodrive developed 5-speed automatic box and peaking at a high 6,200 rpm.
Driving with SI-Drive
The “effortless driving” part is delivered by the SI-Drive, or Subaru Intelligent Drive. With three settings, Intelligent, Sports and Sport Sharp mode to choose from, it has the same theory behind it as Volkswagen’s DCC (Dynamic Chassis Control). Sports mode will probably be used the least since it sits as the setting in between you wanting a hardcore drive and an economical one. My guess is most who buy it will have the car in either of the two and not the one in the middle.
In Intelligent mode, the electronics apply economical settings on the car to offer shorter-shifting to keep the revs low and the fuel consumption in the green. For days when you just to unwind to some soft music on the cruise back home. Unfortunately the stock sound system isn’t any good.
In Sport Sharp however, you get a taste of exactly what the turbocharged 2.5-litre DOHC Boxer engine is capable of on the WRX’s chassis. Certainly Subaru’s trump card in the handling department is the pairing of the flat boxer engine and their famed AWD system, giving the STi enviable traction and composure over bumps and undulating parts of the road.
But it should be known that the car feels absolutely lifeless when moving off from standstill.
You’ve got nothing under you until the needle touches close to 3,000 rpm and that’s when you feel the twisting potential of 350 Nm (57 Nm less than the manual) of torque kicking in through all four tyres and forcing your head back into the firm headrests.
The relentless acceleration doesn’t stop until 6,000 rpm, seeing peak horsepower of 300 bhp coming through the Prodrive developed 5-speed automatic box and peaking at a high 6,200 rpm.
 |
In the handling department, the suspension setup has been set a couple of notches down from hardcore stiff, while the steering feels more relaxed than what I would have expected from such an animal. Rest assured, you still have the confidence hitting the corners and accelerating hard over undulating surfaces, but I would have loved it if both elements were made stiffer and more responsive respectively.
Then again, this is the “comfort version” of the STi isn’t it?
Should you even consider this?
Yes. But only if you want the performance and image without the intention of really driving this car.
You see, as ignorant as I sound, someone who really loves his/her cars and the performance of it, will by default head for a manual transmission.
Sure you’ve got a slick shifting auto box with fancy pedal shifters behind the steering wheel, but that doesn’t even come close to the effort spent to manually shift through the gates, and the satisfaction after.
Then again, this is the “comfort version” of the STi isn’t it?
Should you even consider this?
Yes. But only if you want the performance and image without the intention of really driving this car.
You see, as ignorant as I sound, someone who really loves his/her cars and the performance of it, will by default head for a manual transmission.
Sure you’ve got a slick shifting auto box with fancy pedal shifters behind the steering wheel, but that doesn’t even come close to the effort spent to manually shift through the gates, and the satisfaction after.
With technological advancement comes the widening gap from being involved.
But automatics do have a more sensible side. They make more sense in a start-stop traffic environment such as ours. They also cater to the Class 3a license holders which are seeing increased rates the younger the students get.
At $118,500 (as of 1st Dec 2009), the A-line is priced $6,500 more than it’s manual alternative and comes with a slightly tweaked engine (smaller stroke and less torque), an 8-way electronically adjustable driver seat and a new “Satin White Pearl” body colour.
It’s still a great car. Manic acceleration past 6,000 rpm, very stable composure, practicality in both boot and passenger space and aggressive looks that make many cower at the very sight of it in the rear-view.
But the driver in me imagines a more satisfying drive in manual trim.
But automatics do have a more sensible side. They make more sense in a start-stop traffic environment such as ours. They also cater to the Class 3a license holders which are seeing increased rates the younger the students get.
At $118,500 (as of 1st Dec 2009), the A-line is priced $6,500 more than it’s manual alternative and comes with a slightly tweaked engine (smaller stroke and less torque), an 8-way electronically adjustable driver seat and a new “Satin White Pearl” body colour.
It’s still a great car. Manic acceleration past 6,000 rpm, very stable composure, practicality in both boot and passenger space and aggressive looks that make many cower at the very sight of it in the rear-view.
But the driver in me imagines a more satisfying drive in manual trim.
For a long time now, I’ve been a huge fan of Subaru’s series of road-legal rally machines under the WRX STi moniker. The offensive throaty grumblings of the engine at idle, the sighing turbo capping off each swap of the cog, the serious and straight lines that dominated the design of the GC series and the more flamboyant and aggressive GDB, and the characters that drove them always kept me in secret admiration of the boy-racers and their midnight past-time.
Having missed the chance to sample the madness of the newly launched WRX STi hatch earlier in the year, I jumped at the chance to take the A-line version out for a spin in the name of being relevant and up to date.
Announced to only be available in the Japanese Domestic Market, local distributor Motor Image managed to score a good portion of models for sale in our local market.
When asked about how they managed to convince their Japanese counterparts, they said it was relatively easy since the car did meet LTA requirements, was compliant with the EURO 2 standards and that the car was right-hand drive, perfectly fit for the local market. They’re also quick to add that Singapore is the only other country to get this model outside Japan.
Only available in manual up till recently, the A-line brings to the market an automatic option for those who prefer their drives a little less involving but still want the power and grunt of the legendary rex on demand under their right foot.
Having missed the chance to sample the madness of the newly launched WRX STi hatch earlier in the year, I jumped at the chance to take the A-line version out for a spin in the name of being relevant and up to date.
Announced to only be available in the Japanese Domestic Market, local distributor Motor Image managed to score a good portion of models for sale in our local market.
When asked about how they managed to convince their Japanese counterparts, they said it was relatively easy since the car did meet LTA requirements, was compliant with the EURO 2 standards and that the car was right-hand drive, perfectly fit for the local market. They’re also quick to add that Singapore is the only other country to get this model outside Japan.
Only available in manual up till recently, the A-line brings to the market an automatic option for those who prefer their drives a little less involving but still want the power and grunt of the legendary rex on demand under their right foot.
|
Exterior
We’ll get to that at the end of the article, but for now let us talk about the gorgeous looks of the STi.
Yes, I actually like the way the new car looks – much more than the last one. In fact, I think apart from the beautifully serious GC series, this has to be one of, if not, the best looking rex we’ve seen plying our roads for some time.
I’ll like to think of it as having matured, grown up together with the boy/girl racers it infected early on in their adolescence.
The silver bird cage grill from the WRX has been subbed (thankfully) out for a more apt black mesh set inside the black highlight sitting between the two stylized head-lamps housing the self-levelling HID lamps.
|
Bumpers and body panels, especially the wheel arches, have been given the sporty treatment with blistered and creased panels taking precedence over any flat sheets of metal found on the STi and for good reason.
Not only are the dimensions of the car different from the base Impreza, things like aerodynamics and effective cooling do play a huge part in this car’s performance.
So you’ll find the traditional hood scoop where it should be, a gash at the side of the font bumper to direct the cooler air over the brakes, air outlets right behind the front wheel arches to give the heated air from the engine bay some escape, rear spoiler tucked neatly behind and a rear diffuser housing a pair of dual, no-nonsense exhaust pipes.
The 18-inch aluminium alloys fill the void left by the enlarged wheel arches much better than the manual STi since the rims are an inch larger than the latter, topping off the car’s muscular physique in one aggressive and angry bundle.
Interior
Seated in the comfortable leather race seats, you get a first hand view of the silver and black plastics Subaru has chosen to fit around the dashboard. Not the best quality mind you, they still feel cheap when you gently prod and knock them with your fingers. And if I were given a choice, I’d do away with the silver, sticking to black throughout and making for a much cleaner interior dash.
In the STi, the seats have been set up so that you sit lower than you usually would in an otherwise ordinary car, making finding your optimal driving position very easy.
They’re supportive through corners (as I found out) and comfortable enough to keep you appeased on trips up north. Rear seating is predictably spacious with the rear bench collapsing in 60:40 fashion.
Not only are the dimensions of the car different from the base Impreza, things like aerodynamics and effective cooling do play a huge part in this car’s performance.
So you’ll find the traditional hood scoop where it should be, a gash at the side of the font bumper to direct the cooler air over the brakes, air outlets right behind the front wheel arches to give the heated air from the engine bay some escape, rear spoiler tucked neatly behind and a rear diffuser housing a pair of dual, no-nonsense exhaust pipes.
The 18-inch aluminium alloys fill the void left by the enlarged wheel arches much better than the manual STi since the rims are an inch larger than the latter, topping off the car’s muscular physique in one aggressive and angry bundle.
Interior
Seated in the comfortable leather race seats, you get a first hand view of the silver and black plastics Subaru has chosen to fit around the dashboard. Not the best quality mind you, they still feel cheap when you gently prod and knock them with your fingers. And if I were given a choice, I’d do away with the silver, sticking to black throughout and making for a much cleaner interior dash.
In the STi, the seats have been set up so that you sit lower than you usually would in an otherwise ordinary car, making finding your optimal driving position very easy.
They’re supportive through corners (as I found out) and comfortable enough to keep you appeased on trips up north. Rear seating is predictably spacious with the rear bench collapsing in 60:40 fashion.
But with the A-line offering such things as “effortless driving” and “convenience”, they’ve stuck in an 8-way electronically adjustable driver’s seat to back up that “convenience” claim.
Driving with SI-Drive
The “effortless driving” part is delivered by the SI-Drive, or Subaru Intelligent Drive. With three settings, Intelligent, Sports and Sport Sharp mode to choose from, it has the same theory behind it as Volkswagen’s DCC (Dynamic Chassis Control). Sports mode will probably be used the least since it sits as the setting in between you wanting a hardcore drive and an economical one. My guess is most who buy it will have the car in either of the two and not the one in the middle.
In Intelligent mode, the electronics apply economical settings on the car to offer shorter-shifting to keep the revs low and the fuel consumption in the green. For days when you just to unwind to some soft music on the cruise back home. Unfortunately the stock sound system isn’t any good.
In Sport Sharp however, you get a taste of exactly what the turbocharged 2.5-litre DOHC Boxer engine is capable of on the WRX’s chassis. Certainly Subaru’s trump card in the handling department is the pairing of the flat boxer engine and their famed AWD system, giving the STi enviable traction and composure over bumps and undulating parts of the road.
But it should be known that the car feels absolutely lifeless when moving off from standstill.
You’ve got nothing under you until the needle touches close to 3,000 rpm and that’s when you feel the twisting potential of 350 Nm (57 Nm less than the manual) of torque kicking in through all four tyres and forcing your head back into the firm headrests.
The relentless acceleration doesn’t stop until 6,000 rpm, seeing peak horsepower of 300 bhp coming through the Prodrive developed 5-speed automatic box and peaking at a high 6,200 rpm.
Driving with SI-Drive
The “effortless driving” part is delivered by the SI-Drive, or Subaru Intelligent Drive. With three settings, Intelligent, Sports and Sport Sharp mode to choose from, it has the same theory behind it as Volkswagen’s DCC (Dynamic Chassis Control). Sports mode will probably be used the least since it sits as the setting in between you wanting a hardcore drive and an economical one. My guess is most who buy it will have the car in either of the two and not the one in the middle.
In Intelligent mode, the electronics apply economical settings on the car to offer shorter-shifting to keep the revs low and the fuel consumption in the green. For days when you just to unwind to some soft music on the cruise back home. Unfortunately the stock sound system isn’t any good.
In Sport Sharp however, you get a taste of exactly what the turbocharged 2.5-litre DOHC Boxer engine is capable of on the WRX’s chassis. Certainly Subaru’s trump card in the handling department is the pairing of the flat boxer engine and their famed AWD system, giving the STi enviable traction and composure over bumps and undulating parts of the road.
But it should be known that the car feels absolutely lifeless when moving off from standstill.
You’ve got nothing under you until the needle touches close to 3,000 rpm and that’s when you feel the twisting potential of 350 Nm (57 Nm less than the manual) of torque kicking in through all four tyres and forcing your head back into the firm headrests.
The relentless acceleration doesn’t stop until 6,000 rpm, seeing peak horsepower of 300 bhp coming through the Prodrive developed 5-speed automatic box and peaking at a high 6,200 rpm.
|
In the handling department, the suspension setup has been set a couple of notches down from hardcore stiff, while the steering feels more relaxed than what I would have expected from such an animal. Rest assured, you still have the confidence hitting the corners and accelerating hard over undulating surfaces, but I would have loved it if both elements were made stiffer and more responsive respectively.
Then again, this is the “comfort version” of the STi isn’t it?
Should you even consider this?
Yes. But only if you want the performance and image without the intention of really driving this car.
You see, as ignorant as I sound, someone who really loves his/her cars and the performance of it, will by default head for a manual transmission.
Sure you’ve got a slick shifting auto box with fancy pedal shifters behind the steering wheel, but that doesn’t even come close to the effort spent to manually shift through the gates, and the satisfaction after.
Then again, this is the “comfort version” of the STi isn’t it?
Should you even consider this?
Yes. But only if you want the performance and image without the intention of really driving this car.
You see, as ignorant as I sound, someone who really loves his/her cars and the performance of it, will by default head for a manual transmission.
Sure you’ve got a slick shifting auto box with fancy pedal shifters behind the steering wheel, but that doesn’t even come close to the effort spent to manually shift through the gates, and the satisfaction after.
With technological advancement comes the widening gap from being involved.
But automatics do have a more sensible side. They make more sense in a start-stop traffic environment such as ours. They also cater to the Class 3a license holders which are seeing increased rates the younger the students get.
At $118,500 (as of 1st Dec 2009), the A-line is priced $6,500 more than it’s manual alternative and comes with a slightly tweaked engine (smaller stroke and less torque), an 8-way electronically adjustable driver seat and a new “Satin White Pearl” body colour.
It’s still a great car. Manic acceleration past 6,000 rpm, very stable composure, practicality in both boot and passenger space and aggressive looks that make many cower at the very sight of it in the rear-view.
But the driver in me imagines a more satisfying drive in manual trim.
But automatics do have a more sensible side. They make more sense in a start-stop traffic environment such as ours. They also cater to the Class 3a license holders which are seeing increased rates the younger the students get.
At $118,500 (as of 1st Dec 2009), the A-line is priced $6,500 more than it’s manual alternative and comes with a slightly tweaked engine (smaller stroke and less torque), an 8-way electronically adjustable driver seat and a new “Satin White Pearl” body colour.
It’s still a great car. Manic acceleration past 6,000 rpm, very stable composure, practicality in both boot and passenger space and aggressive looks that make many cower at the very sight of it in the rear-view.
But the driver in me imagines a more satisfying drive in manual trim.
Also read our comparison article on:
Subaru WRX 2.5 (M) 2007 vs WRX 2.5 (M) 5 door 2008 Review
Car Information
Subaru Impreza WRX 5D 2.5 STi A-Line (A)
CAT B|Petrol|6.4km/L
Horsepower
224kW (300 bhp)
Torque
350 Nm
Acceleration
-
This model is no longer being sold by local distributor
All Used Subaru Impreza WRX 5D
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