Even though the 2008 STI uses wider 245 tires, Project WRX V.08 still has the advantage with 225 super-sticky Yokohama Advan Neova tires that outperform the already amazing OEM Bridgestone RE070s on the STIs. Distances for all three dropped into the 200-foot ballpark, on par with an R-compound-equipped Lotus Elise Sport.
Figure eight
Complaints and speculation on the relative softness and 'disconnectedness' of the '08 STI were put to the test through our figure eight test. This is made up of two 200-foot diameter circles set 500 feet apart (from center to center)-large enough to test turn-in, lateral grip (in both directions), acceleration, braking, transitional response and the overall balance of any car. It's consistent, simple and easy to read.
By the advertised specs, the '08 STI should have the clear advantage with more tire, horsepower and a smarter vehicle dynamics computer. By the seats of our pants, it should be the slowest. While none did so well as to break into the 24-second Ferrari supercar range, the 0.2-second spread was enough to retain trust in our well-calibrated butts.
While it looks like we're splitting hairs, based on the speed and lateral-g traces of each car's hot lap, the '08 STI shows its advantage with acceleration out of turns and with higher cornering speeds. But its softness comes into play with earlier, harder jabs at the brakes, earlier turn-in, more time for the chassis to take a set on account of the softer suspension and a delayed steering and throttle response used to balance the car when completely loaded in the turns. The '07 didn't post remarkable peak values, but is faster, edgier, and quicker to set and balance. It's still the driver's car with the least understeer, best gearing and power delivery.
The big upset comes from Project WRX V.08. While we'd like to say its Airtab vortex generators helped, our WRX beat its big brothers by showing that smooth is fast. It had less peak speed, slower acceleration and the dumbest of all the all-wheel-drive systems, but the stickier tires, wider gears (which could be stretched all the way to the braking zone) and low-end torque (to launch it out of corners) made all the difference. Feather-light steering feel with the TEIN suspension also changed the WRX's characteristics by giving it an instant set with minimal roll.
There's still more room for improvement with Project WRX V.08. We tested it with the TEIN suspension still set at SEMA show-car height. With more wheel travel, a higher spring rate and more front camber, we should be able to eliminate corner-exit understeer and make the car even easier to rotate.
Rumination
Ultimately, differences in performance boil down to traction, power and driving dynamics. Each car has its own character. It's hard to blame Subaru for making a more mass-market-friendly car, but the newest STI leaves the edge off what was once an exclusive heritage. Still, it's made of the right stuff, just massively detuned from the factory. With less environmentally friendly ECU tuning, a more uncompromising suspension and bigger exhaust pipes, the '08 STI could definitely have the upper hand, even against a tuned 2007 STI.
With an idea of Project WRX V.08's strengths and weaknesses, we'll reformulate a plan of attack. We'll look at some more bolt-on power parts, proper ECU tuning, an updated suspension and possibly some way to stuff in more tire.