2002 Subaru WRX STi - Driving Impression

It's still dark when we pick up our test car at Subaru's U.K. headquarters. It's an STi Type-UK, which means it has been upgraded by Subaru Technica International from the Japanese-spec STi to cope with the U.K.'s more demanding driving conditions. Even sitting in a gated compound, covered in an irritating drizzle, it looks sensational. Whereas the EVO VII has been aesthetically detuned compared with the VI, the STi shouts its intent with the enthusiasm of Don King. If it's not the vast monoplane rear wing that grabs your attention first, then it will be the gold alloy wheels or the lurid WR blue paint.

The exaggerated rear wing is part of the Prodrive Style pack, which sells alongside the standard STi in the U.K. and adds $2,145 to the already hefty $37,135 price - about $6,430 more than a standard WRX, but still $5,715 less than a Mitsubishi EVO VII. Prodrive, you may remember, is not only the company responsible for the rally cars, but also developed the U.K.-only P1, which was arguably the finest of all the old-style Imprezas. Its contribution this time is purely cosmetic and amounts to the wing, some side skirts and a more aggressive grille and front bumper. Together with the smoke glass projector beam headlamps, they transform the look and feel of the standard car, giving it genuine presence.

This impression continues inside. The basic cabin architecture remains, but the standard chairs have been thrown out in favor of a pair of more aggressive buckets. The Momo steering wheel is more familiar, even if it now comes dressed with red stitching. In the best Impreza tradition, it first feels overly large, but this impression recedes with familiarity. Its generous circumference also permits a clear view of the instrument cluster, which is dominated by the rev counter.

This panel also includes one of the STi's more comic features. By twiddling what looks like an odometer knob, it's possible to alter the point at which the shift light and warning buzzer become active. Anything from a mother-in-law friendly 2000 rpm to a less than responsible 7500 rpm can be selected. Subaru claims it helps prevent over-revving, which is nonsense; the rev limiter cuts in at 7750 rpm irrespective of where you set the beep. It does, however, contribute to the impression that this car is really something special.

With some of England's twisting blacktop awaiting us, we're in no mood for mechanical sympathy. We set the beep to occur at 7500 rpm and we're off.

Within the first few yards, it's clear the STi is a dramatically different creature than the WRX. There's a sense of driver-focused intensity that's lacking in the lesser car. The speed sensitive power steering, for example, has been quickened from 2.75 turns lock-to-lock to 2.6, which might sound like a token gesture, but has a major effect on the driving experience. Immediately, the car feels more agile and some extra weight in the rim promotes greater precision.

Another earlier indicator of the transformation is the ride. The STi team has heavily revised the WRX's suspension set-up. Having upgraded the bushings, together with the front and rear suspension arms, it replaced all four struts with inverted Bilstein monotubes. The latter was a trick learned in the forest and offers superior geometry control and damping performance in extreme conditions.

The result is a noticeably less pampering ride. Minor surface imperfections that would go unnoticed in the standard car reverberate through the STi's cabin. But the effects of this must not be overstated. This Impreza remains on the acceptable side of harsh and it's a much more comfortable companion than earlier high-performance Imprezas, notably the limited edition 22B. Another factor to the benefit of the Impreza's all-around versatility is its high-speed refinement. Even at U.K. motorway cruising speeds-80 to 90mph-the STi suffers from little wind or engine noise. Only the tire rumble over concrete surfaces disturbs the tranquility.

This refinement is doubly impressive given the STi's sprint gearing. The engineers ditched the five-speed box found in the WRX in favor of an all-new six-speed unit. The ratios have been selected to maximize acceleration-fourth in the STi is almost identical to third in the standard car and its sixth gear, which equates to 24.5mph/1000rpm, is actually shorter than fifth in the WRX. All Subaru gearboxes have a tight, mechanical feel, but the STi's box takes this to a new extreme. The throw is extraordinarily short and each ratio slots home with a satisfying 'clunk.' It's even more positive than the rifle-bolt shift found on an EVO VII.

The gearbox is attached to an engine that's 80 percent new when compared with the WRX. The four-cylinder 1994cc unit features a larger air-to-air intercooler and an Active Valve Control System (variable valve timing). The intercooler also features a water spray, activated by a button to the right of the steering wheel. This has high poseur value but is only of real use in an exceptionally hot climate.

The net result of all these changes is a power output of 261 hp at 6000 rpm and 253 lb-ft of torque at 4000 rpm, which represents a 34 hp and 36 lb-ft jump from the U.S.-spec WRX and a 46 hp and 38 lb-ft improvement over a U.K.-spec WRX. However, this is still 15 hp and 29 lb-ft less than an EVO VII; that deficit is compounded by the STi's mass, which is 3,241 lbs.

We were unable to test the STi, but Subaru claims it will sprint from 0-60 mph in 5.2 sec and reach 148 mph. That's a half-second quicker than the last U.S.-spec WRX we tested and compares well with the 5.2 sec 0-60 mph run we recorded in the Euro-spec Mitsubishi EVO VII tested on page 78.

On the road, the STi is intoxicatingly rapid. For an engine that places such a strong emphasis on a single turbo, its power delivery is also impressive. Just as in the U.S.-spec WRX, the blower is dormant and performance is tepid below 3000 rpm. However, between 3000 rpm and 7000 rpm, the STi responds with a constant stream of torque.

Fourth gear, in particular, is beautifully placed for dispatching the swarms of traffic that litter England's congested highways. It's a while before we find a quiet twist of road and an opportunity to push the STi's limits. It responds immediately. Unlike many so-calledperformance cars, the Subaru actually gets better the harder you try. It encourages spirited progress, flattering mistakes but rewarding the skilled. It never feels as manic as an EVO VII and for some, this will be a disappointment, but others will revel in its greater fluency.

The grip from the 225/45R-17 Bridgestone Potenza RE040s is nothing short of extraordinary. Balance the car to the apex, then feed in the power and the Scooby just squats and goes. The STi employs a unique Suretrac limited-slip differential on both axles with a viscous limited slip in between. As the Impreza hauls itself out of tight bends, it's possible to feel them at work, but the driver retains a clear sense of control.

Be too brutal with the throttle and the STi responds with power understeer. Power oversteer, on the other hand, requires extreme provocation. But exponents of a tail-out driving style should be reassured that by abruptly lifting off the throttle during turn-in, the STi's rear will step out of line. And then, by returning to the throttle, it's possible to hold the car in a satisfying four-wheel drift.

The only slight dynamic disappointment is the brakes. There's nothing wrong with their ultimate stopping power and it takes a determined shove before the ABS is activated, but there's 3 inches of sloppy pedal travel before anything happens. This seems a minor and pedantic point, but its effect is exacerbated because the rest of the car's controls are so exquisitely honed.

Bottom line, we love this car. Sure, there have been faster and more focused Imprezas than the new STi, but none have ever been sold in the United States for fear of having too hard an edge for our automatic transmission-loving public.

The STi is different, however. It offers an enticing blend of qualities, including a nice bit of refinement. It's a more accomplished all-rounder and a more desirable everyday car. Around 1,000 will be imported into the U.K. this year. Please, Subaru. Give us a break. Don't water it down when you bring it to the United States.