It Will Make You a Believer

By Peter Lyon, Contributor, Japan Email
Date posted: 11-09-2007


When the first Japan-spec Subaru STI hit the scene back in 1994, it was all about all-wheel drive, rally heritage and dirt under the tires. Now we're in the Japanese-spec 2008 Subaru Impreza WRX STI, there's fresh pavement under the high-performance tires and the end of the straightaway at this road-racing track is a distant speck in the windshield.

And between here and there we have 304 horsepower and 8,000 rpm to play with.

This is an all-new STI, and we don't mean just its provocative hatchback shape. There's still rally-style hardware built in, but this STI is being shown to us at Fuji International Speedway, Japan's newly refurbished Formula 1 track.

The 2008 Subaru Impreza WRX STI is an all-new deal.

Welcome Back, Surface Excitement
After months of squabbling by Subie fanatics about the look of the new Impreza WRX, the STI should finally shut everybody up.

With new five-door hatchback packaging and nondescript styling, the Impreza targets a whole new customer base — drivers more interested in 4WD safety and interior roominess than rallying heritage. But you'd never believe the STI is essentially the same car.

Subaru designers have penned a hatchback that looks like it's on steroids. It's not beautiful, but it does have generous servings of visual drama, and, well, that's really what this car is all about. Pure kinetic drama. The well-defined edges look menacing, although we can't help feeling that Subaru's designers could have extended themselves more to improve the generic grille and headlights.

Boasting specially designed body panels (including a front spoiler and chunky blistered fenders), a roof-mounted spoiler and a rear underbody aero diffuser, the STI is more muscular and edgy than the WRX. In fact, it is a completely different car. The only body panels it shares with the WRX are the hood, front doors, roof and rear liftgate.

Seeking Balance
As it turns out, the STI's hatchback configuration has been no accident. We know because Petter Solberg, 2003 WRC driving champion and Subaru factory driver, tells us.

"I had something to do with Subaru settling on a hatchback design for the new Impreza," the Norwegian rally ace blurts out. Then he laughs, "Don't tell Subaru, but I drive lots of different cars, and my experience tells me that hatchbacks have the best aero balance and handling performance at the limit. Because it's all about balance, you see. And a wider track and shorter overhangs complete the package."

Compared to the previous-generation WRX STI, the new car's front overhang has shrunk by 3.1 inches, while the rear overhang has dropped by 4.7 inches. The wheelbase has been stretched stretched by 3.3 inches. And compared to the new WRX, the STI gains three-quarters of an inch in the front track and seven-eighths of an inch on the rear track. It all adds up to the balance Solberg is talking about.

Hiroshi Mori, Subaru's project general manager for the STI, says, "The main difference between the WRX and the STI is the wider track. For the front suspension the lower arm has changed from steel to aluminum to make it lighter for better handling. Also we switched to inverted dampers for a more rigid suspension layout."

Nailed to Your Seat
The STI's turbocharged 2.0-liter horizontally opposed four-cylinder is the first Subaru engine to break the unofficial 300-hp limit that has been observed by Japanese car manufacturers since 1989. With 304 hp available at 6,400 rpm and 311 pound-feet of torque at 4,400 rpm, this engine is more powerful than we expected a year ago.

The major modifications over its predecessor are the addition of a twin-scroll turbocharger, a bigger intercooler and the variable valve timing now on both inlet and exhaust sides. There are minor changes to the block for improved strength and cooling.

This boxer unit is a superb piece of hardware, producing prodigious pace much lower in the rev range than the outgoing model. At low rpm, power delivery is smooth if not restrained, but once the tachometer needle passes through 2,800 rpm, a mighty punch of torque lunges forth, nailing you to the back of your seat.

Keep your foot buried and that torrent of torque begins to taper off as you shoot through 4,500 rpm, but there's still plenty on tap to maintain progress all the way up to the 8,000 redline. At the same time, a throatier engine note fills the cabin with a retuned but characteristic flat-4 burble thanks to Subaru's redesigned dual equal-length exhaust system.

For Speed, Stir This
Matched to the engine is a more refined six-speed manual gearbox. Boasting newly fitted triple-cone synchros for 1st gear and double-cone synchros for the rest, the gearbox is most notable for slipperier sleeves in the gates. The new gearbox feels notchier than before, but the positive gear engagement makes the shift action seem more precise.

Subaru tells us the 3,263-pound 2.0-liter STI will reach 60 mph in 4.9 seconds. This is just as quick as the current Japan-spec STI Spec C — not bad considering the new STI is 23 pounds heavier and the engine delivers both better fuel economy and cleaner air emissions.

In the U.S., however, we will get a turbocharged 2.5-liter boxer engine with a single-scroll turbo. We hear that its peak power will be similar to the Japanese 2.0-liter at around 300 hp, while more torque in the midrange should produce a more linear and progressive throttle response. The U.S.-spec model is expected to sprint to 60 mph in the low 5s.

Hiroshi Mori says, "In the Japanese market, people love the rev-happy type engine, so we have the 2.0-liter. Also it is the WRC homologation. For the export model, low-end torque is the priority, so there is the 2.5-liter."

Techno Tour de Force
Behind the gearbox is Subaru's DCCD (Driver Controlled Center Differential), which now gets three automatic modes controlled by a switch on the center console.

Automatic is the standard setting, with 59 percent of engine power sent to the rear wheels and the rear differential set neutrally. Auto-plus tightens the rear diff for more traction in slippery conditions. Auto-minus loosens the rear diff for navigating challenging, twisty roads where you need sharper turn-in and less traction at the rear.

The manual mode is still there, with six settings allowing the torque going to the rear wheels to be varied between 50 and 59 percent. The helical front differential helps the front tires carve through the corners, while the Torsen rear differential adapts to conditions.

Borrowed from the Legacy, the other big news is called SI-Drive (Subaru Intelligent Drive). This system alters the engine and throttle mapping to three settings: basically Icy, Sport and Sport Sharp. It tailors the action of the throttle-by-wire system and the turbo boost to driving conditions, offering better traction when you need it and more aggressive torque when you want it.

Also inherited from the current Legacy is VDC (Vehicle Dynamics Control), Subaru's own stability control. It can be switched off in two stages. The first stops the engine intervention and relies solely on the brakes, allowing some sideways action. Switch it off completely and you let the STI strut its stuff without electronic interference.

Strutting for Wishbones
Focus on these high-tech gizmos and you can easily forget one other critical aspect of the new STI that contributes to both razor-sharp handling and improved ride quality. The switch from rear strut-type independent suspension to double wishbones helps deliver better camber control of the rear tires, while the inverted Kayaba dampers also improve wheel location.

The more you play around with the traction control systems and engine mapping, the more you will appreciate what Subaru has done with the car's handling. It's simply superb. Turn in and the STI stays flatter in the corners with less body roll than ever before, as all four 245/40R18 Bridgestone Potenza RE050A tires work hard to retain maximum grip. Chief engineer Mori reminds us that new double wishbones up the back suppress roll when compared to the ousted struts.

After a few hot laps around Fuji, we know exactly what he means. The car corners sharper, understeers less at the limit, and feels more planted going into and coming out of corners.

Jump on the skids and there's plenty of stopping power at hand as the brakes offer loads of feel and progression and show little fade under heavy use. Though the calipers wear STI badging, Brembo provides the braking, with four-piston calipers up front, two-pots at the rear. The brake lines are reinforced for firmer pedal feel and the brake booster has been more firmly located in place for the same reason.

A Good Place To Be a Driver
Recaro seats are an option for the STI 2.0, but until they can be adapted to airbag sensors, they will be only for Japan. Fortunately the driving position is great thanks to a new power-operated tilt and telescoping steering wheel. Taking the 2.0-liter STI toward the prestige part of the market is a selection of premium features, including a starter button, keyless entry and a hard-drive-based satellite navigation system.

At the end of the day, the new 2008 Subaru Impreza WRX STI 2.0 is a brilliant piece of kit. This STI is a direct descendant of the STI bloodline. It's still blindingly quick and has the footwork to match, but now it's less raw around the edges and has some more road manners.

When secrets started leaking out about the new STI and the Evo X a year ago, public opinion was swayed by the Mitsubishi's sharp styling, new dual-clutch automated manual transmission and upgraded all-wheel drive. But now that we've driven both cars, we can safely say that the perceived gap between the two doesn't exist, as both cars offer superior levels of handling and performance. The levels of technology in both are outstanding and the driving experience is second to none.

And there should be more to come for the STI. Project Engineer Hiroshi Mori tells us that while his team is looking into a dual-clutch gearbox, Subaru is not happy that such systems still do not deliver a rewarding experience. We think you can expect to see Subaru's own interpretation of a dual-clutch gearbox in late 2009 when the Impreza comes in for its two-year face-lift.

And speaking of WRC homologation, Subaru decided that a hatchback body is the best way to go, so the STI is a hatchback only - no sedan. The hatch's shorter overhangs reduce yaw inertia, and its shape allows for better front-to-rear aerodynamic balance. And, compared to the last STI, the wheelbase is 85 mm longer and the track is 40 and 45 mm wider front and rear, respectively.

Date posted: 11-16-2007


LOS ANGELES — Subaru of America on Thursday said the 2008 WRX STI will start at $35,640, including a $645 destination charge, when it goes on sale in early January. That base price reflects a $1,520 increase over the outgoing model, which started at $34,120, including a $625 destination charge.

The '08 STI with the BBS wheel package starts at $37,640. The top-of-the-line '08 STI with the BBS wheel package and a navigation package — a new option that includes an integrated vehicle information center — starts at $39,440, including shipping.

Standard items include new side-curtain airbags, high-intensity-discharge low beams with manual height adjusters, and an AM/FM premium stereo with six-disc in-dash CD changer and 10 speakers.

The '08 STI is equipped with the revised 2.5-liter Subaru boxer engine that produces 305 horsepower at 6,000 rpm, a gain of 12 hp over the previous model.

What this means to you: It's a bite, but not a giant one, as Subaru prices its 2008 WRX STI. — Anita Lienert, Correspondent

What Would Petter Solberg Drive? (WWPSD)

By Dan Edmunds, Director of Vehicle Testing Email | Blog
Date posted: 11-30-2007


We know you. If someone tossed you the keys to a spanking-new 2008 Subaru Impreza WRX STI for the weekend, you'd make a beeline for the nearest winding road leading into the mountains. So would we.

But would you also bring along your wife, two kids and mother-in-law, all prone to carsickness? Not if you could avoid it. But we couldn't. Such is married life. Besides, Mom was the one with keys to the cabin.

Normally, the mere sight of an old-school STI or Evo complete with a boy-racer wing would have been enough to elicit a Pavlovian response from this bunch, with the gut-churning getting into high gear even before we reverse out of the driveway — but such was not the case this time.

Because the 2008 Subaru Impreza WRX STI is based on a sensible wagon-esque five-door hatchback body instead of a sedan, it somehow managed to slide under the radar of civilians. Good thing, since this revised, turbocharged 2.5-liter flat-4 engine puts out 305 horsepower and it makes the 2008 STI go like stink.

It Had To Be Done
Subaru has been getting its butt kicked in WRC rallying of late, losing out most often to hatchbacks from Ford; and Citröen. Petter Solberg, Subaru's WRC rally ace, convinced the brass at Fuji Heavy Industries that a five-door hatch was the way to go this time, citing aerodynamic benefits and "better handling."

In fact, despite sitting on the same 103.3-inch wheelbase as the new WRX sedan, the five-door's overall length is 6.5 inches less, representing a substantial reduction in polar moment of inertia, which is a big chunk of the "better handling" part of Solberg's argument.

Since the STI exists to homologate the car used in FIA WRC and Group N rally competition next season, that's why we've got an STI wagon, er, hatchback today.

Besides, in STI garb, the five-door Impreza body actually looks mean. Substantially wider fenders are rendered in steel on a unique unibody and complement a track that's wider than that of the WRX by 1.3 inches in front and an amazing 2.5 inches in the rear. Last year's STI was some 1.5 inches slimmer.

Let's Get Functional
The five-door decision pays dividends on the run up to Grandma's house, as the five of us, plus baggage, fit with ease. With fewer aboard, the 60/40-split rear seats fold down — a first for the STI — opening up some 44 cubic feet of cargo space.

Space for our drivers proves ample, and a telescoping steering wheel and height-adjustable seat accommodates all. Handsome seats clad in a combination of artificial suede and leather strike a good balance between comfort and support for daily use, but we can see how hard-core track-day addicts might want something more suitable for high-G maneuvers.

So it's a shame that the ultrasupportive Recaro seats available in Japan are not on the options sheet here. Word is that a version incorporating the U.S.-required passenger-detection sensor for airbag use hasn't been certified, but Subaru may decide to do so in the future.

Punch It Already
Even at sub-puking cornering speeds on our drive through the mountains with the family aboard, the positive effects of the new STI's longer wheelbase and wider track are readily felt as excellent steering precision, a lack of pitch and improved driver confidence — not to mention no carsick companions. Once the passengers were dislodged at our destination, we were able to do some driving at a more furious pace. The STI came alive — but not like the old one.

Push a bit harder and the conversion of the Impreza's rear suspension from struts to a double-wishbone layout instantly makes sense. Midcorner bumps and heaves don't break the car's composure, either. This WRX STI stays dead stable and the grip is tenacious. The chassis feels slightly softer over seams and cracks than before, but it's that extra compliance — and a more favorable camber curve for the rear wheels — that keeps the car's tires planted on the pavement.

At the test track, the sum of these changes helps the 2008 STI to a 72.0-mph slalom run, blowing the 2006 STI's 68.1-mph speed out of the water. The last Mitsubishi Evo IX we tested went 70.7 mph, which is closer, but still no cigar.

Our 2008 STI's 0.90g skid pad performance (while exceptional) is slightly below the old car's 0.93g effort. Perhaps the 245/40R18 Dunlop Sport SP 600 tires don't have as much ultimate grip as the Bridgestone Potenza RE050s of old. At the same time, we couldn't feel the difference on the open road, where real corners that feature direction changes more closely mimic the slalom.

Beneath the Bonnet
The 2008 edition of the STI's turbocharged DOHC 2.5-liter flat-4 now has variable valve timing on the intake and exhaust cams, facilitating both a wider torque band and an increase in power. Consequently, the STI now makes 305 hp (up from 293 hp) at 6,000 rpm. Torque remains fixed at 290 pound-feet, but it now punches in earlier, peaking at 4,000 instead of 4,400 rpm.

Squeezing the throttle produces a surge of thrust that begins deeper in the rev range and bolts straight for the 6,700-rpm redline (the redline was 7,000 rpm last year), especially in 1st gear. By the time we see the tach-mounted shift light, it's too late. Note to self: Shift earlier next time.

All-wheel drive launches the STI through the wider 245/40R18 rubber now and this makes for demon starts, and our STI cleared 60 mph in just 4.8 seconds and rendered the quarter-mile history in 13.3 seconds at 102.3 mph. Getting to 60 mph requires two deliberate upshifts (and pauses in progress), as the six-speed transmission has rather short gearing and doesn't change gears quickly, either.

The Japanese-specification WRX STI is equipped with Subaru's turbocharged 2.0-liter horizontally opposed four-cylinder. The major modifications over its predecessor are the addition of a twin-scroll turbocharger, a bigger intercooler and variable valve timing now on both the inlet and exhaust side.

The Japanese 2.0-liter engine's output is almost the same as the U.S.-spec 2.5-liter engine, with 304 hp available at 6,400 rpm and 311 lb-ft of torque at 4,400 rpm, but this engine has a narrower power band. Subaru engineers tell us that Japanese drivers like the smaller engine's livelier personality, while American drivers prefer the larger engine's drivability.

Gas and Go
Subaru recommends 93-octane fuel for the best performance — the 305-hp rating was earned using the stuff — but here in California we can only get 91 octane, the STI's minimum requirement. Clearly, a bit more improvement in acceleration is on the table.

At least the brakes are more than a match for the acceleration. The only major change to the Brembo system is a 0.3-inch increase in the diameter of the vented front and rear rotors, yet stopping distance improves significantly from the 115 feet we recorded on a 2006 STI to a remarkable 106 feet for this one.

New for 2008 is something called SI-drive, a system that allows the driver to choose one of three settings that affect the engine and electronic throttle maps. Sport is the default, and Sport Sharp makes the throttle pedal more sensitive. Intelligent mode cuts power and torque, puts the throttle pedal in a relaxed state and activates an economy-oriented shift light.

What's the Big Diff?
Actually, there are three of them. The front and rear are strictly mechanical limited-slip units — helical up front and Torsen in back. The center differential is the complicated bit.

Nominally, this center diff is a planetary gearset that apportions torque 41 percent front and 59 percent rear. It's paired with an electronically controlled clutch-type limited-slip differential that is tied into the stability control hardware and software.

Three computer-regulated Auto settings are now provided instead of one. The familiar six-way manual settings intended for competition situations and gravel carry over from the previous STI setup.

The Auto setting provides wide-ranging torque-bias control over the broadest range of conditions. Auto Plus is geared toward looser surfaces (gravel or snow) and therefore tightens the differential and reduces the rear-drive bias. Auto Minus is best for dry roads, as it frees the center diff to reduce drivetrain binding while it sends more power to the rear wheels. But the computer still makes continuous adjustments in response to driver inputs. Got it?

The difference between the three settings is readily apparent. We flogged the STI on a dirt surface or two, and we could clearly feel the diffs working differently from corner entry through to the exit. But honestly, there might be more settings here than you could possibly use, and engaging the manual diff on the pavement could break stuff — really expensive stuff.

Make Mine Blue
Or gray — it doesn't much matter. The 2008 Subaru Impreza WRX STI is an impressive car because every change has made it better. And it was damn good before. But this comes at a slightly raised price. The cost of entry for a plain STI is $35,640, compared to $34,120 for the 2007 edition. For that you get everything except a navigation system and the optional BBS forged-aluminum wheels that reduce unsprung weight by about 7 pounds at each corner. Our car had both of these options and stickered at $39,440.

It's worth it. The 2008 Subaru Impreza WRX STI performs better than the outgoing car in most performance tests and feels better on the road. It also happens to have a more useful and functional interior with space to haul stuff while you haul butt.

The 2008 Subaru Impreza WRX STI proves that you can have your cake and wring its neck, too. Just remember to leave the spousal unit and kids at home first.

Vehicle Tested:
2008 Subaru Impreza WRX STI 4dr Wagon AWD w/VDC, Nav, Silver BBS (2.5L 4cyl Turbo 6M)
MSRP of Test Vehicle: $39,440 Price It!!

What Works:
Slightly faster and better handling than the old STI; interior space and packaging much more accommodating; wide-track body suits the five-door well.

What Needs Work:
Tuned to run best on hard-to-find 93-octane supreme; diff settings too complicated; despite AWD, you'll want other tires in snow country.

Bottom Line:
Significant changes to the 2008 Subaru Impreza WRX STI have simultaneously given it more performance and more practicality.

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.

The new STI may not be as easy to spot as the old one - although one of the available colour schemes is the familiar blue with gold wheels - but once you see the cues, you won't forget them. Especially when the view you're most likely to see is the red STI badge on the back, getting smaller.

Boost vs. Brawn

By Josh Jacquot, Senior Road Test Editor
Date posted: 12-16-2007


Look no further than the hood scoops on the 2008 Subaru Impreza WRX STI and 2007 Ford Shelby GT to find the fundamental difference in their personalities. It's here that both cars' sense of purpose and ability is displayed prominently and publicly as a statement of their true character.

Integrated into the STI's hood is an elegant and somewhat menacing scoop that feeds air through the engine's intercooler. It's a functional and defining detail on all boosted Subarus and it enhances the car's already purposeful demeanor.

On the Shelby's hood lies a nonfunctional remnant of days gone by. Days when bias-ply tires were making the smoke. Days when performance was measured by the number of barrels in your carburetor. Days when cars were built with the delicate precision of dynamite. From the driver seat, we could see underneath the Mustang's hood scoop to the road ahead, a constant reminder that it's phony and just plain disappointing on a car that bears the name of such a legend.

Same Price Tag, Different State of Mind
So why compare two cars whose target customers are so different? Well, first of all, they cost the same. The STI is slightly pricier at $39,440, only marginally more than the $39,180 Shelby. With as-tested prices within $300 of each other, the reality of cross-shopping these two on price alone isn't an arguable point.

We'd argue that there's another common mission between the two: putting a smile on their owners' faces. Really, they're both about having fun. Whether that fun means late-night powerslides in the Wal-Mart parking lot or Sunday morning pace-note sessions up your local canyon road, depends only on your state of mind.

Plus, these two machines are remarkably similar in the power department. The STI's 2.5-liter turbocharged flat-4 is rated at 305 horsepower and 290 pound-feet of torque. The Shelby's 4.6-liter V8 is stronger than that, but not by much. It generates 319 hp and 330 lb-ft of torque, slightly more than a standard Mustang thanks to a more efficient exhaust system, cold air intake and a revised engine calibration (which mandates premium fuel). A six-speed manual transmission puts the STI's power to all four wheels, while a five-speed manual drives the Shelby's rears.

Doughnuts and Horseplay
Plant your right foot to the Shelby's floorboard and you're rewarded with an engine note so patriotic you'd swear Francis Scott Key tuned the car's dual exhaust. It's a deep, powerful sound that perfectly accompanies the thrust that comes with it. It'll take $800 in custom exhaust to get this much aural reward from the STI and even then it will only be pleasing if you happen to like the off-kilter thrum of a flat-4.

What's more, a dip of the clutch and jab at the throttle is a sure key to the best powerslides this side of a GT500. The Shelby GT's balance on smooth surfaces is good and the information it offers a driver through its chassis is encouraging enough that we found ourselves with ample confidence to drive it very hard. Its steering is light but responsive and communicative enough to inspire reasonable confidence. There are few rewards in life greater than executing a perfect, tire-smoking powerslide, gathering it up and pulling up confidently at the next signal. This happens often in the Shelby GT. It's the kind of fun you can't have in any Subaru. But like mullets and mopeds, it's a bit of a novelty.

If outright speed is your jones, you should buy the STI. This latest version of Subaru's flagship is silly fast on any surface you choose. It eats midcorner bumps like a turbodiesel wood chipper sucking down a sapling. It treats road irregularities, gravel and damp surfaces with the same indifference the Shelby does burnouts — they're all in a day's work.

Very few cars sold today will match the STI's midcorner speed. Nor will they exercise its mind-bending grip on the tarmac with such relaxed confidence. Its electronically controlled center differential and front and rear mechanical limited-slip differentials twist any road into submission.

The staggering speed comes from perfectly managing this combination of long-travel suspension, substantial power and Velcro-like grip. Part of that management strategy includes the three-way SI-Drive throttle switch on the console that allows the driver to adjust throttle response between pointlessly slow and just right. There are also nine settings for the center differential — three auto and six manual — which is too many, but testifies to the amount of control a driver has in this car. Bottom line: There's not a Mustang made that will match it on any real road.

Inside and Out
Unless a few Shelby badges and a high-effort Hurst shifter are your idea of interior upgrades, you won't notice much difference between the office of a Shelby GT and a standard Mustang. There are the same slick, flat seats, built-to-cost Ford switchgear and materials and presentation we've come to accept at the standard Mustang's $25,000 cost of entry. But this car adds a 55 percent premium, which isn't reflected in its interior.

The STI provides the expected bump in quality. From its Alcantara suede-and-leather-covered seats to its double stitching, to new plastics, there's a very different feel inside an STI than there is in a WRX. Too bad its six-speed tranny isn't as quick-shifting or precise as we'd expect given its direct-shift configuration, and its seats are too wide to be as supportive as we'd like. Still, they're better than the Mustang's wide, flat chairs.

There's also an automatic climate control system where the Shelby has only fan speed, temperature and mode dials. Our STI was fitted with the optional navigation system, which more than compensates for the minimal price difference between the two.

Outside, neither car will be mistaken for its lesser counterpart. Most obvious are the STI's huge fenders. Bulging at every opportunity, the new shape has the same polarizing effect on Subaru enthusiasts as did the new WRX. We think the hatchback shape expands its appeal to buyers who might have previously overlooked it as too boy racerish. But love it or hate it, you're not going to overlook it.

The Shelby offers equally juiced-up exterior styling. In 2007 it was only available in black or white but will be produced in Vista Blue with the same silver stripes for the 2008 model year. There's a unique front fascia, lower airdam and side scoops plus the not-a-hood scoop. Eighteen-inch Torque Thrust look-alike wheels are at all four corners. The wheels, scoops and stripes, however faux-retro, are striking in combination with the GT's black paint.

Living Life 13 Seconds at a Time
Predictably, the Shelby is 157 pounds heavier than the STI (3,508 vs. 3,351 pounds), which didn't help its case in our acceleration tests.

All-wheel grip and lots of grunt give the less powerful Subaru the ability to outrun the Shelby out of the hole — an advantage it holds all the way to the end of the quarter-mile. With an admittedly abusive launch, our STI hit 60 in 4.8 seconds — 0.4 second quicker than the Shelby.

Breaking the traps in 13.3 seconds, the Subaru's lead remains the same. Pulling hard, the Shelby gets there in 13.7 seconds, and has a 1.5-mph advantage in trap speed (103.9 mph vs.102.4 mph).

If drag racing is your thing, the Mustang is your car. Slap on some drag radials and it'll likely run with the STI. Plus, it feels a hell of a lot less likely to self-destruct during a day of redline launches. Subarus have always proven durable during our testing, but the physical load on the STI's drivetrain during a hard launch is unquestionably violent.

Brakes are another area where the hardware and engineering advantage of the Japanese car is apparent. Stopping from 60 in only 106 feet, the STI is in a different league than the Shelby, which requires 126 feet.

Look closely at the hardware and the Subaru's value and performance are clear. The STI is fitted with 13.0-inch rotors and four-piston Brembo calipers up front, while the Mustang makes due with 11.5-inch rotors and two-piston calipers. Perhaps an even greater factor in our single-stop test are each car's tires. The lighter STI's 245/40R18 Dunlop SP Sport 600 summer tires are far stickier than the Shelby's 235/50ZR18 BFGoodrich g-Force KDWS all-season tires.

Straightening the Curves, Flattening the Hills
Those stickier tires also helped the STI embarrass the Shelby in the slalom. At 72.0 mph this is the fastest Subaru we've ever tested. Despite its Ford Racing handling package, which is lower and more heavily damped than a stock Mustang, the Shelby only managed 68.0 mph — exactly the same speed as Ford's GT500. Unfortunately, the lower suspension lacks both travel and compliance, giving the GT a wagonlike ride.

Around the skid pad, however, the Shelby was surprisingly close, circling at 0.88g vs. the STI's 0.90g. It once again demonstrated the always-engaging ability to drive in never-ending sideways circles with a white haze pouring off its rear tires. Did we mention that this is fun? Or that it can't be done in a Subaru?

More valuable than our instrumented handling data is each car's real-world behavior. It's here that the Subaru's abilities are dramatically greater than the Shelby's. Its ride is compliant but controlled — a near-perfect compromise. In the real world where there are bumps, off-camber roads and gravel, there's simply no contest. On one winding California road we reached the Mustang's limits (and its bump stops) before the STI's driver even knew we were trying to keep up.

The Easy Winner
Unpack the data and the driving impressions and the results are overwhelmingly clear. In fact, out of the 46 categories scored in this test, the STI gave up only two to the Shelby: as-tested price and quarter-mile trap speed. It tied or won every single category in our 27-point evaluation, dominated when it came to feature content and was every editor's personal and recommended pick. That's kicking some major ass.

Of course this doesn't tell the whole story. The Shelby will put a grin on your face as quickly as it will autograph the tarmac in your local Wal-Mart parking lot. This, while great fun, is of limited value, which is why the Subaru wins. It's quicker in virtually every test and unquestionably quicker over any road. It rides and handles better and its interior is light-years ahead of the Shelby.

The takeaway is simple. If you want a driver's car, one that's as capable in a straight line as it is on virtually any road, the STI is your car.

There is one more little thing: Its hood scoop actually works.

The Easy Winner
Unpack the data and the driving impressions and the results are overwhelmingly clear. In fact, out of the 46 categories scored in this test, the STI gave up only two to the Shelby: as-tested price and quarter-mile trap speed. It tied or won every single category in our 27-point evaluation, dominated when it came to feature content and was every editor's personal and recommended pick. That's kicking some major ass.