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2008 Subaru WRX STi

Laguna Seca, California - I still recall the first time I was sitting at a light and looked over to catch a glimpse of a most unusual car. It was definitely a Subaru, but I figured someone had taken it to the aftermarket shop and installed the huge wing on the back.

I later discovered it was an Impreza WRX STI of course, and in time that enormous spoiler became the key to immediately picking out the testosterone-enhanced STI from its more sedate WRX sibling. But that wing might have been a little too over-the-top for some buyers, and its absence on the all-new 2008 version is part of Subaru's overall plans to market the STI - it stands for Subaru Tecnica International, and is written in "all caps" - to an audience that's now past its boy-racer years.

Another major factor in the wing's disappearance is that there's no place to attach it: the STI is all new, starting with its configuration. Previously a four-door sedan, it's now sold only as a hatchback.

2008 Subaru WRX STi. Click image to enlarge

That's due to rally racing, which is the STI's reason for being: the wheelbase is longer than the last generation, and race drivers say the hatchback's proportions are much better balanced than a sedan when combined with the new chassis.

Although it shares the new styling cues of its less-potent brethren, the STI is not simply an Impreza with a bigger engine and different badges. It's engineered from the ground up to be an STI, including a stiffer chassis, solid engine mounts and quick-ratio steering system. Everything serves a purpose: vents ahead of the front wheels expel radiator air and reduce drag, vents behind them remove air from the intercooler, and the front valance reduces lift. The rear doors are specific to the STI, with bulges that accommodate the wider rear track. The engine has been lowered slightly to bring down the centre of gravity, and the scoop moves down on the hood, to improve air flow and visibility. The intercooler is bigger - 5.7 litres, replacing the 5.5-litre version - and cools strictly with air; the neat manual water-spray system is gone. On the underside, the front A-arms have been changed from steel to aluminum, and the rear inverted-strut suspension is now double-wishbone, which improves rear-end adhesion and also enlarges the trunk space.

2008 Subaru WRX STi. Click image to enlarge

The 2.5-litre boxer engine is carried over, but it's been revised with variable timing on both intake and exhaust valves and a new exhaust system. Power rises to 305 horses, from the previous 293; torque remains constant at 290 lb-ft, but it now peaks at 4,000 rpm, instead of 4,400 rpm. (Yes, you read that right - three hundred and five ponies from four cylinders. Tell me these aren't the good old days.) The six-speed manual transmission is carried over from 2007, with the same gear ratios as before. The overall result is zero to 100 km/hr in 4.9 seconds.

Perhaps the most important change for drivers is the ability to dial in the STI even more precisely than before. The Driver Controlled Centre Differential, or DCCD, is still there, but there are now three automatic settings in addition to six manual ones, and the system integrates the Vehicle Dynamics Control (VDC) system, which itself has three selectable modes, including the ability to turn it off entirely. Finally, there's SI-Drive, which first made an appearance on the Legacy spec.B; it alters engine mapping, and includes two sport modes, as well as an "intelligent" setting that calms down the response for smoother driving in everyday traffic.

That's important, because while this car is meant to be taken to the track, Subaru is counting on buyers who will consider it as an all-around first car, not as a toy that will blow the budget on top of the commuter car's monthly payments. As a Subaru rep told me, the toned-down styling, more comfortable interior and the ability to dial it back are keys to a car that an executive can confidently bring to the door when it's time to take his boss to lunch.

2008 Subaru WRX STi. Click image to enlarge

The ability to switch between track and traffic should also make it easier for some to justify the STI's price: while pricing will be announced closer to the car's launch later in December, given that the 2007 model was $48,995, it's probably safe to peg it near $50,000. Of course, if you're looking at it strictly in terms of performance per dollar, this car's a bargain.

What you get for the money is a car that's very quick and carves up the racetrack like a knife, but is also easy to drive in traffic. Set back into "Intelligent" mode, throttle tip-in is tempered; the clutch, while firm, is easy to modulate. There's none of the "champing at the bit" that can make performance cars overly tiring to drive everyday; Subaru has hit the mark for a car that can do double duty for practicality and fun. The ride is firm, but it's not overly harsh.

Dial up one of the two sport modes, and the drive-by-wire electronic throttle responds: Sport is more linear, while Sport Sharp puts the power under your foot right away.

2008 Subaru WRX STi. Click image to enlarge

The DCCD's modes can take bias from 50/50 to 41/59. In full Auto, the system distributes torque as necessary for the driving conditions; the Auto(+) tightens the limited-slip differential for slippery surfaces, while the Auto(-) shifts torque to the rear and opens the diff. That's the fun one, and it makes the car a joy to toss into the curves. There's some understeer, but there's also an incredible amount of grip, and no matter how hard it's pushed, it never gets skittish or nervous. That helped me out on a winding mountain road, where a blind curve turned into a hairpin turn that I took too fast: it wasn't graceful, but the STI stayed flat and we never crossed the yellow line. (If things hadn't turned out so well, curtain airbags are a new-for-2008 addition, along with seat-side bags.)

Brakes are by Brembo, with four pistons up front and two behind, and the rotors and rear calipers are larger than in the previous model; they bring the car down quickly and there's no fade, even after several hard laps. The sticky Dunlop SP Sport tires were designed specifically for the car, and in keeping with the company's goal of an all-around vehicle, there's an SP WinterSport 3D performance fitment available.

The interior has matured along with the exterior, and the STI comes in a single, fully-loaded trim line. The well-bolstered sport seats have grippy Alcantara suede inserts, and they're extremely comfortable. The steering wheel and instrument cluster are STI-specific (the speedo goes to 260 km/hr), but the rest of the interior follows Impreza lines: the rear seat folds 60/40 to accommodate cargo (the company says the new body structure is stiff enough that additional bracing was not required to compensate), and there are bottle- and cupholders. There's also a standard navigation system, premium CD stereo, and an input jack that accommodates both MP3 players and portable gaming devices, which can be played on the navigation screen when the vehicle's parked. (Given the STI's fun factor, it's hard to imagine that happening much.)

2008 Subaru WRX STi. Click image to enlarge

Along with the new interior add-ons, the STI has something else new to it: competition. Its rival in the U.S. compact turbocharged all-wheel market is the Mitsubishi Lancer Evolution, a model that couldn't be sold here because its front end wouldn't meet Canadian bumper standards. That changes with the redesigned 2008 Evo, making 291 horses and 300 lb-ft of torque, and with a choice of six-speed manual or twin-clutch automated manual. The STI has the benefit of brand recognition, while the Evo has the allure of the new kid on the block: the world's supply of computer pixels may well run out once auto journalists get a chance to take these two head to head.

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