Alter WRX: Subaru Impreza WRX STI

No serious automaker can deny that adding a performance division is the key to upping the competitive edge in the sports-saloon market. This where Japanese carmakers have traditionally outfoxed their European rivals: For a small cut in refinement and technology, they'll provide elevated performance that's easy on the pocket.

In the UAE, Mitsubishi's Lancer Evo X was first to arrive in the Japanese compact-car slot, and is readily available. But the Evo X isn't going unchallenged, with the third-generation UK-spec 2009 Impreza-based WRX-STI available on order for the country's avowed Scooby heads.

STI like

Much of the model's development is thanks to Subaru Tecnica International, hence the STI in the name, a division created in the late Eighties to help prepare cars for Subaru drivers competing in FIA World Rally Championships and other motorsports series. While fellow tuner Prodrive's rally Subarus dominated the arena, winning three manufacturers' titles at the World Rally Championships.

As a barely-disguised race car for the street, the first-generation WRX STI saloon sat as the top model in the Impreza line-up.

Launched last year, the latest-generation Impreza WRX STI is only available as a hatchback. It's been substantially fortified and is a big improvement over its predecessor, which had several shortcomings, like a lack of power and weak traction — especially in the rear, despite having permanent all-wheel drive.

In comparison with the outgoing saloon, the styling of the hatch has been toned down and the result is more consumer-friendly.

Instead of an overdone interior, you get a clinical two-tone black-and-silver trim layout, complete with Recaro front seats.
The well-bolstered sport seats have Alcantara suede inserts, and are comfy and body hugging.

The steering wheel and instrument cluster are STI-specific, and the rest of the interior is typical Impreza when it comes to functional utilities, such as split fold seats and cargo space.
And despite exterior revisions, the STI still manages to look more aggressive than its Evo counterpart: Flared mudguards accommodate the signature 18in BBS gold alloys; a lower diffuser at the rear wraps around four exhaust pipe tips; the flared rear doors, specific to the STI, complement the car's wider rear track.

Everything about the bodywork seems to serve a purpose. The large scoops set ahead of the front wheels divert and expel radiator air and help reduce drag, while the vents behind them remove air from the intercooler and the front valance helps reduce lift.

It's clear that the STI is not simply an Impreza with a bigger engine and different badging. The car's chassis, engineered from the ground up, is stiffer and a quick-ratio steering system ensures you can take corners at speed.

Aluminium A-arms in the front suspension have lightened the WRX STI load, as has the compact double-wishbone configuration of the rear suspension.

Under the bulge of the bonnet, the engine has been lowered slightly to bring down the centre of gravity, and the scoop moves down on the bonnet to improve air flow and aid better visibility.

Boxing clever

The 2.5-litre Boxer engine is carried over in this model, but it has been revised with variable timing on the intake and exhaust valves and a new exhaust system.

With a gain of 41bhp, it's now rated at 305bhp, while torque remains unchanged at 393Nm. The torque peaks at 4,000rpm (as opposed to 4,400rpm in the old model) through a six-speed manual transmission. The short-throw shifter, a carry-over from the old model, retains its close ratios to make the best of a lively engine.

As with most force-fed cars, unless it has a light pressure set-up, you don't get to feel the impact of the turbo immediately. The engine can feel a bit lifeless below 3,500rpm and has to be pushed to reveal its true colours.

On road, the STI is noisier than the previous car but acceleration is still brisk: Zero to 100kph in 5.2secs. Keeping the car's turbocharged engine cool is the 5.7-litre air intercooler, and to slow you down, large Brembo disc brakes.
Centre forward

But the really fascinating aspect is the driver controlled centre differential (DCCD) interface. The Subaru offers three automatic settings, in addition to six manual ones. The system integrates the vehicle dynamics control (VDC) system, which itself has three selectable modes, including the ability to turn it off.

I was particularly impressed with the DCCD's modes, which can shift the weight bias from 50:50 to 41:59. This means that, in full auto mode, the system distributes torque as necessary, according to the driving conditions.

In Auto(+) mode, it tightens the limited-slip differential for slippery surfaces, while in Auto (-), it shifts torque to the rear and opens the differential. That translates into some serious fun, and it's really enjoyable tossing the car into fast corners.

Although there's AWD, I could feel some understeer, but there's always the assurance of an incredible amount of tyre grip.

Flexibility in the car's computer driven SI-Drive, a feature that Subaru rally drivers swear by, was an absolute delight, despite the fact that it essentially alters the engine mapping, and includes two sport modes, as well as an intelligent setting that calms down the response for smoother driving in everyday traffic.

And that's the car's USP in a nutshell: It's a searing-hot hatch which you can commute to work in and then set fire to the track with at the weekend. And, in my opinion, does so more stylishly than its arch foe, the Evo X.

The STI is as fast as it is good value — which is very. But just how fast needs a comparison with the Evo. Sadly we weren't allowed to compare it to anything. But with a car this good, you wonder what Subaru could be scared of.