Autoworld Blog

To all Subaru fans and most petrol heads, the six-letters W-R-X S-T-I represent a very magical combination. Any car bearing such a badge is bound to turn heads and is almost universally admired, if not at least respected. Around the world, the Subaru Impreza WRX has an almost cult-like following, and its eternal battles with the various incarnations of the Mitsubishi Lancer Evo have filled pages upon pages of motoring magazines.

Further up the food chain than the Impreza WRX is a model that bears an extra three alphabets in its designation: the Impreza WRX STI. Don’t be fooled by this designation. If you don’t already know, the STI is more than just a souped up variant of the WRX, it is the WRX to own for many enthusiasts. Go and do a search in Wikipedia, the entry titled Subaru Impreza WRX STI is actually longer than the one titled Subaru Impreza WRX. The entry titled just Subaru Impreza is even shorter.

The acronym STI which stands for Subaru Tecnica International is a subsidiary of Fuji Heavy Industries, Subaru’s parent company. It was formed in the 1980s to help run Subaru’s participation in world rally championships and now also injects its motor sports expertise into cars like the WRX STI, Forester STI and Legacy STI.

The first two generation of Imprezas came mostly in four-door sedan or five-door estate guise – the first gen even had a two-door coupe version. The WRX and WRX STI of course came with the same body options, but massively more powerful engines. This relationship between the variants were maintained as the third generation Impreza rolled out in 2007, but its composition was drastically altered – this current generation rolled out in a five-door hatch body style, with the four-door sedan only being introduced recently.

It was a curiously conservative styling exercise by Subaru, yet it has become one of its most controversial – its styling splitting opinions among journalists and enthusiasts alike, who have yet to come to terms with a five-door hatch Impreza. While retaining the outgoing model’s core DNA in the form of the boxer powerplants and symmetrical all-wheel drive system, the current Impreza also did away with frameless windows which were an integral element in Subaru’s design language.

Nevertheless, the WRX STI of this controversial generation was as eagerly anticipated a model as any of its predecessors during its world debut in the 2007 Tokyo Motor Show. Since then, we have read review after review of this car, while waiting for it to arrive on our shores. Well, ladies and gentlemen, the wait is over, for Motor Image Sdn Bhd has officially launched the Subaru Impreza WRX STI for sale in the Malaysian market.

WRX STI makes its Malaysian debut

The launch was carried out at the new wing of Petaling Jaya’s 1-Utama shopping complex yesterday. Present at the launching ceremony were Mr Glenn Tan, CEO of Motor Image, and General Manager Mr John Lim, who both unveiled the car from under a yellow covering to a crowd of eagerly anticipating motor journalists invited to the event.

Retailing for RM298,035.20 OTR (private registration with insurance), the STI comes with a list of equipment that includes automatic air-conditioning, remote keyless entry, cruise control with steering mounted switches, HID headlamps, bucket seats in front, 60/40 split folding rear seats, six-disc CD changer, and others.

Much has been written about the new looks and body style of the Impreza. As said earlier, despite its conservative approach, this Impreza also succeed in being the most controversial. Truth be told, this writer is still beginning to accept the new styling direction, but some arguments about the car being plain ugly sounds too biased and unfounded.

The interior was not much to shout about, being not too dissimilar looking from the cheaper 2.0 S-GT version sitting not more than three metres away, although the littering of STI badges at certain areas remind you of the extra potency you have at your command, and some potency it is.

Interior hardly feels special, though STI badges almost convince you

Nice instrument panel, though 6,700rpm redline surprisingly low.

Under the hood lies a 2,497 cc twin cam flat four turbo delivering 221kW(296hp) of power at 6,000rpm, and achieving a maximum torque of 407Nm at 4,000rpm. Despite its big bore (99.5mm) short stroke (79.0mm) dimensions, Subaru has set a rather conservative 6,700rpm redline for this engine.

The engine features Dual Active Valve Control System (Dual AVCS), which is Subaru’s answer to the growing armies of variable valve timing systems out there, and like any good variable valve timing system, it offers all the usual increased torque, greater horsepower and improved fuel efficiency. 

Subaru also apparently paid extra attention to the increased cooling capabilities of the engine, devoting a quarter of a paragraph mentioning an enlarged intercooler and noting that all the extra air outlets you see on the fenders and front bumpers are not just there for show.

More than aggressive details, these air outlets work for real!

Transmitting all those dollops of power and torque to all four wheels via Subaru’s famous Symmetrical All-Wheel Drive is a good old six-speed manual transmission. Under showroom conditions, the gear action was short, but surprisingly on the rubbery side – a major dent in the STI’s formidable armour. It’s not that bad, but in this end of the market, there is no excuse for not having a sharp and precise gear change.  

Fortunately, the drivetrain does have other tricks (not to mention a lot of creative acronyms) up its sleeve, which come in the form of the Subaru Intelligent Drive (SI-Drive) which has three settings – Intelligent, Sports and Sport Sharp – which changes the response of the drive-by-wire throttle, thus varying the car’s overall performance.  

Then there are also the multi-mode Driver’s Control Centre Differential (DCCD) and Vehicle Dynamics Control (VDC). The DCCD allows the driver to choose from different modes of control for the centre differential while the VDC is essentially the traction control system.

Six-speed shifter feels rubbery in showroom conditions. SI-Drive controller allows driver to determine throttle response.

All those electronic wizardry to rein in the car’s behaviour would be absolutely useless without some sizeable hardware backing them up, and in this area, the STI does not disappoint either. Up front, the wheels are suspended by inverted MacPherson struts, while the rear end gets double wishbones. On paper, this promises to be a sweet-handling setup.

Indeed, Subaru goes on and claim that other design elements such as lower mounting of the engine, increased body rigidity and even the reduced front overhang, all contribute to improving the current generation Impreza’s handling. Word has it that Petter Solberg had more than a hand in the design direction of this Impreza, influencing its switch from sedan to 5-door hatch, and also argued that the shorter front overhang significantly reduces the car’s polar moment of inertia thus improving the car’s handling. Don’t ask me how.

All four wheels are anchored by powerful Brembo performance brakes, with each wheel getting ventilated discs. The car is equipped with (get this) Super Sports ABS with Electronic Brake-force Distribution. The 17” rims on the display car were wrapped with 235/45 R17 Dunlop SP Sport O1 tyres. It is uncertain whether other brands of tyres would be included in the supply pool for this model.

 
Huge Brembos with STI-badged callipers. Dunlop SP Sport 01 tyres wrap around 17” rims.

The general consensus among the motoring fraternity is that this new generation Impreza as a whole is more grown-up and refined than its predecessors. While some have accepted this change in good grace, others accuse it of losing the potency of its predecessor, and it is likely to continue splitting opinions in time to come. For now, let’s welcome a new and competent player to the fold of our automotive industry.

 
Looks more civilised, but has it lost its potency? Specs sheet says no, but only a test drive will tell

Despite all said, don’t underestimate the might of the humble-looking pink badge.

See also: New Subaru WRX STI launched in Malaysia

Last weekend I preached the Gospel of Type R the lesson was on Civic performance. By early Sunday afternoon a few members of the Subaru clan were near conversion. At least one of them had experienced the combined rapture of VTEC and Honda’s sublime tuning of their nondescript family car.

The day had started with a quick gathering at a petrol station near the junction towards Batu Dam. The first to arrive were three Subaru Impreza, a WRX, STI and STI Spec C Type RA followed by the championship white silhouette of the Civic Type R.

Everyone assembled took a look at the car and asked me about the message from Honda so I told them: “ This is the most amazing front-wheel drive car you will ever drive. It has the balance of a gymnast and the delicacy of a ninja.

“Sure or not?” was their skeptical response. Understandable really, their cars had more scoops and wings than a fighter jet and packed enough power through a world rally championship winning all-wheel drive system.

“Trust me,” I said half doubting my own claims.

The owner of the Spec-C, a balding middle-aged man with petrol in his veins asked for the keys.

“I just want to drive it a bit to see what it’s all about,” he said.

Before I could tell them not to bend anything, he had dragged another Subaru believer into the car and headed towards Batu Dam.

I stood there with the other Subaru fan speechless for a few moments before saying; “It really is a fast car you know”.

He nodded sagely, knowing that the really reliable verdict would come back in a few minutes.

In a few minutes two more Impreza turned up, an STI and a WRX and after a while the Type R came back.

The driver stepped down and he declared that it would be hard for the STIs to keep up with the Type R and this drew frowns from his clan.

“You really think so?” for I was surprised to hear such a strong verdict.

We started the first leg with the Type R in front and I wasted no time to start pushing the car on the twisty double backs that made the Ulu Yam road so famous with weekend drivers.

With one eye in the rear view mirror I could see the red Spec C keeping up with the Type R but that is to be expected. I opened up a gap in some corners but he would quickly find the pace and catch up.

We went on like this for the first leg which ended at the junction to Genting Highlands were we stopped to compare notes.

“I had to use 95 per cent of the car and my abilities to keep up with you, that is one fast car,” said the Spec C driver, his clan frowned but said nothing for he had the most powerful car with nearly 300 horsepower. Actually the Spec C has been dyno-ed to slightly more than 300 horses so it was quite hard to believe that it had to break a sweat chasing a front wheel drive Civic with 225 horses on tap.

“And it sounded great,” he added.

A veteran of the Ulu Yam twisties, he said that it is easier for him to keep up with a Porsche 911 GT2 that the Type R. But then again Porsche owners would probably be more careful than a road tester in a borrowed Type R.

After a short break we decided that the Spec C would lead and the Type R would give chase on the more twisty second leg. I thought it was a foregone conclusion, with better grip from all-wheel drive and more horses to put down on the tarmac, surely the Subaru would run away from the Honda.

We took off and it was immediately clear that our friend was keen to set things right for Subaru. He braked late and powered hard out of corners so I had to keep up pace and took advantage of the Type R’s excellent brakes and front-end traction.

The Scooby would open up a bit on the straights but we would catch up again in the braking zone, in the tight corners he had a small advantage and could power out slightly earlier but the Type R’s amazing suspension and lack of torque steer meant that I could also power out hard and take advantage of the non-turbo VTEC to claw back advantage before the Subaru’s turbo kicked in.

Until….

I cant tell you the details but suffice to say it slowed everyone down afterwards.

With the Type R’s prodigious grip I am always aware of my own skill limitations so I braked early and powered out early. Slow In fast out was my mantra.

I remember seeing the digital speedometer indicating a speed around 96 or 97 kilometres pre hour as dropped from fourth to third to set up my approach for the corner and began powering out.

At that speed the Civic was stable and you could feel the front tyre fighting for grip. Amazingly the front never washed out and simply tucked in nicely under power. This is the typical behaviour of the Civic Type R.

On the way down we swapped cars with the Spec C chap driving the Type R and me in his beast. He belted it and qucikly opened up a lead while another blue Spec C kept up. I decided to stay back and observe the two cars and it was quite obvious that the Type R was having a better time than the Subaru.

This was later confirmed by both drivers.

The Spec C had its suspension in its softest setting and felt a bit nervous rounding corners. Mind you it was still a firm ride and the car turned in without fuss but the soft setting sapped my confidence slightly.

By the time we hit Gombak Toll, everyone was impressed with the way the Type R ran away from everyone else.

“I can’t believe the grip on that car and on tyres that are two-thirs worn,” said our converted Spec C driver.

“I could have driven with just one hand on the wheel, the car was just so stable. The steering and chassis is so communicative I could tell exactly what the front and rear tyres were doing at all times. It is amazing how Honda minimized torque steer and made the steering so talkative. The limited slip differential just kept everything in check,” said our new convert.

Those are his words not mine. I just smiled.

His friends were scratching their heads by now. They cannot believe that the Type R is such a fast and nimble handler, not in this exalted company.

This is the best handling and fastest front wheel drive car in the world. Full stop.

I don’t care if show me a car with three litres and all the fancy gadgetry in the world I would still prefer the Type R.

I know you are thinking that I made this all up. Well, I didn’t it is the truth the whole truth and nothing but the truth.

If the Spec C had worn its stiffest suspension setting and had the same Potenza RE070 then it probably could have run away from the Type R but then again the Civic was on worn tyres with rounded shoulders that dulled its turn-in.

With a really good driver in command, I really do not think that a weekend warrior in a Spec C Type RA could keep up with the Type R. Honestly.

Note: If anyone asks, I made all this up