Subaru has always been known for its might in the World Rally Championship (WRC), thanks to Colin McRae, the late Englishman who won the World Rally Championship Drivers' title in 1993 with the Subaru Legacy (it was later replaced by the Impreza). It was also because of his exceptional performance that led the Subaru Rally Team to win the Manufacturers' Championship three years running (1995, 1996 and 1997).
Today, Subaru is known for something a little quirkier - its radio advertisement starring Ah Seng, 'the boss', and Ah Huat, the 'worker'. While the ad can be quite irritating, it's quite addictive. The more I listen to it, the more I can appreciate how it's actually working. People are actually talking about Subaru now.
What people should also be talking about is the WRX STI (Subaru Technica International). The brand that's often associated with Ah Bengs (and now Ah Sengs and Ah Huats) has brought about subtle changes to the car that's actually worth talking about.
For starters, Subaru has decided to drop the Impreza moniker to separate the mighty WRX and the even mightier WRX STI from the regular Joe, which should pretty much answer your question as to why we don't refer to the car here as the Impreza WRX STI but just the Subaru WRX STI.
The driving gurus at Subaru have also decided to increase the car's torsional rigidity and stability by swopping more rigid pillow ball bushings, an increased spring rate as well as stiffer front and rear stabiliser bars. As if those aren't enough, the STI's chassis has been made 40 percent stiffer too.
Today, Subaru is known for something a little quirkier - its radio advertisement starring Ah Seng, 'the boss', and Ah Huat, the 'worker'. While the ad can be quite irritating, it's quite addictive. The more I listen to it, the more I can appreciate how it's actually working. People are actually talking about Subaru now.
What people should also be talking about is the WRX STI (Subaru Technica International). The brand that's often associated with Ah Bengs (and now Ah Sengs and Ah Huats) has brought about subtle changes to the car that's actually worth talking about.
For starters, Subaru has decided to drop the Impreza moniker to separate the mighty WRX and the even mightier WRX STI from the regular Joe, which should pretty much answer your question as to why we don't refer to the car here as the Impreza WRX STI but just the Subaru WRX STI.
The driving gurus at Subaru have also decided to increase the car's torsional rigidity and stability by swopping more rigid pillow ball bushings, an increased spring rate as well as stiffer front and rear stabiliser bars. As if those aren't enough, the STI's chassis has been made 40 percent stiffer too.
Exterior
The other significant change is the increased road presence, thanks to its improved looks that has evolved into something more stylishly seng than brashly beng. The squinted but no less sleek headlamps look focused (almost like a predator watching its prey) while the angular scoop on the bonnet completes the STI's good front end looks.
Of course, it's at this point in time when you realise that the car has somehow evolved into something modern, which does require some time to get used to. And this includes the larger-than-life spoiler that looks slightly out of shape and the stunted taillights that look a tad out of place on a car that's measures 1,795mm wide.
But these are small quibbles because at 4,595mm long and 1,475mm tall, the WRX STI retains its ability to capture the attention of other road users. And that stands true even when you're not practising hooliganism on the road.
Interior
The interior, as what you'd expect, has been refined with a tightened fit and finish, richer surfaces (which include some flashings of decorative carbon fibre bits on the centre console) and digital gauge readings (power boost) located on the dash. Still, we'd much prefer the old school gauges by the A-pillars or on the dashboard taking centre stage.
All that's said and done, the STI sports a sweet balance between being a practical hauler and a sporty driver. Body-hugging benches are a mixture of leather and Alcantara material while red stitching surround the steering wheel. More relevantly, controls and buttons are ergonomically positioned, straightforward to use and operate with a slick action.
The interior, as what you'd expect, has been refined with a tightened fit and finish, richer surfaces (which include some flashings of decorative carbon fibre bits on the centre console) and digital gauge readings (power boost) located on the dash. Still, we'd much prefer the old school gauges by the A-pillars or on the dashboard taking centre stage.
All that's said and done, the STI sports a sweet balance between being a practical hauler and a sporty driver. Body-hugging benches are a mixture of leather and Alcantara material while red stitching surround the steering wheel. More relevantly, controls and buttons are ergonomically positioned, straightforward to use and operate with a slick action.
Speaking of controls, driving modes are also conveniently made available via the Subaru Intelligent Drive system (SI-DRIVE). There are three modes to select from: Intelligent (I), Sport (S) and Sport Sharp (S#), with each mode meeting different requirements from the driver.
In terms of space, the STI doesn't disappoint. There is certainly a sense of airiness here, even if it's in the absence of a sunroof. There's ample space for a 1.8-metre tall passenger in front and the 2,650mm wheelbase translates to sufficient legroom for rear occupants.
In terms of space, the STI doesn't disappoint. There is certainly a sense of airiness here, even if it's in the absence of a sunroof. There's ample space for a 1.8-metre tall passenger in front and the 2,650mm wheelbase translates to sufficient legroom for rear occupants.
The Drive
Fire up the street racer and the 2.5-litre four-pot Boxer engine lets out a nice deep burble from underneath the bonnet. While the engine makes for a good and solid 296 horses and 407Nm of twisting force, it's the six-speed manual shifter that makes the drive such an engaging one, thanks to its gunshot throws and smooth, silky slots.
Set the car to S#, fit it with a swift left foot and a foolhardy right, and the STI will zoom off the line with some serious competence. The 5.2-second century sprint may not seem like such an impressive figure but it certainly feels fast, especially when you're busy slotting the short, slick shifter into the correct gear. Predictably, the car sounds alive, especially when you're breaching the redline limit.
The car is further complemented by a meaty clutch that makes you feel right at home. It doesn't come up too short or feels hasty in that sense, especially when you're trying to get a good feel of the biting point at the lights before you smoke the Mitsubishi Evolution beside you.
The car is surprisingly sublime and neutral around bends. You can push it hard as you go in, enjoy the breakneck, and then follow immediately by the strain of the brakes at the last minute and still manage to get out of the bend in one piece. There is a huge amount of grip that just keeps urging you to push harder and harder.
Conclusion
At a cost that's nearing $200,000, there are other choices such as the Renault Megane RS and the Opel Astra OPC. But cars like these lose out to the WRX STI in terms of practicality as they come up short with the number of doors.
Plus, once you're out of song (and tune), you can still take the STI out for a relaxing drive around town. It doesn't make you feel drained, having to constantly door-handle the car like a madman. Although we reckon this is one car that prefers to be driven hard, it is easy to live with on a daily basis too.
Conclusion
At a cost that's nearing $200,000, there are other choices such as the Renault Megane RS and the Opel Astra OPC. But cars like these lose out to the WRX STI in terms of practicality as they come up short with the number of doors.
Plus, once you're out of song (and tune), you can still take the STI out for a relaxing drive around town. It doesn't make you feel drained, having to constantly door-handle the car like a madman. Although we reckon this is one car that prefers to be driven hard, it is easy to live with on a daily basis too.
