Subaru: Impreza News
07-17-2004, 09:52 PM
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2005 WRX STi pushes past Mitsu’s Evo MR for rally special supremacy - - By DINO DALLE CARBONARE - - Source: Autoweek
FOLLOWING THE RECENT release of the Mitsubishi Lancer Evolution 8 MR (AW, Feb. 23), Subaru wasted little time in firing the next shot in the battle of the world’s fastest evolving sports cars with the release of its rally special Impreza WRX STi.
At first glance it might appear little has changed in the 2005 STi, but that would be a mistake. On the exterior, a slightly wider rear fender, which is cleanly incorporated into the rear bumper, allows Subaru to increase wheel width from 7.5 inches to 8.0 inches, shod now with 235 rubber (up from 225). On the Japan-market model we tested, an aggressive lightweight rear spoiler, borrowed from the Japan-only Spec C racing version of the STi, sits on the aluminum trunk lid.
Inside, it is clear Subaru has taken seriously some of the complaints about the STi’s spartan accommodations. The center console has been redesigned and borrows heavily from the new Legacy. There is a new leather-clad steering wheel, and materials and layout are much improved.
Substantial work has gone into providing the driver with increased agility and feedback. Larger front and rear strut bars take care of chassis stiffening, while a larger-diameter front-hub bearing and a redesigned steering-damper valve add a welcome increase in communication through the steering wheel. Rear suspension links are now aluminum, saving a few pounds.
But the most important addition is a yaw-rate sensor that works in conjunction with the active center differential and the new helical front differential to provide increased cornering grip and reduced understeer.
Out on the road the improvements are instantly noticeable. With the center differential set on automatic, the grip is truly phenomenal. Aggressive prods of the throttle instantly break traction at the rear, allowing the car to set up for satisfyingly fast corner exits, no doubt thanks to the yaw-rate sensor. Understeer is still present at the limit, but that limit is now well beyond the normal Impreza range. In the 280-hp Japan-spec car, torque is marginally increased (303 lb-ft at 4400 rpm) thanks to a larger intercooler and freer-flowing exhaust. Power figures remain the same for the U.S.-spec car, 300 hp and 300 lb-ft.
The 2005 WRX STi is on sale in the United States for $32,770 including freight charges. It incorporates many of the upgrades on our Japan test car, including the interior improvements (with a standard six-CD, six-speaker audio system), the new limited-slip helical front diff, aluminum suspension links, 17x8-inch wheels and tires, an underbody cover to enhance stability and a security engine immobilizer. No word on whether the yaw sensor and other hardware will make it Stateside.
But evolution can’t be stopped. As we go to press, a limited-edition WR version of
the STi is hitting the streets in Japan, adorned with a few extras like special five-spoke wheels, a front spoiler and various STi decals and bespoke badges.
Will it ever end? We really hope not.
FOLLOWING THE RECENT release of the Mitsubishi Lancer Evolution 8 MR (AW, Feb. 23), Subaru wasted little time in firing the next shot in the battle of the world’s fastest evolving sports cars with the release of its rally special Impreza WRX STi.
At first glance it might appear little has changed in the 2005 STi, but that would be a mistake. On the exterior, a slightly wider rear fender, which is cleanly incorporated into the rear bumper, allows Subaru to increase wheel width from 7.5 inches to 8.0 inches, shod now with 235 rubber (up from 225). On the Japan-market model we tested, an aggressive lightweight rear spoiler, borrowed from the Japan-only Spec C racing version of the STi, sits on the aluminum trunk lid.
Inside, it is clear Subaru has taken seriously some of the complaints about the STi’s spartan accommodations. The center console has been redesigned and borrows heavily from the new Legacy. There is a new leather-clad steering wheel, and materials and layout are much improved.
Substantial work has gone into providing the driver with increased agility and feedback. Larger front and rear strut bars take care of chassis stiffening, while a larger-diameter front-hub bearing and a redesigned steering-damper valve add a welcome increase in communication through the steering wheel. Rear suspension links are now aluminum, saving a few pounds.
But the most important addition is a yaw-rate sensor that works in conjunction with the active center differential and the new helical front differential to provide increased cornering grip and reduced understeer.
Out on the road the improvements are instantly noticeable. With the center differential set on automatic, the grip is truly phenomenal. Aggressive prods of the throttle instantly break traction at the rear, allowing the car to set up for satisfyingly fast corner exits, no doubt thanks to the yaw-rate sensor. Understeer is still present at the limit, but that limit is now well beyond the normal Impreza range. In the 280-hp Japan-spec car, torque is marginally increased (303 lb-ft at 4400 rpm) thanks to a larger intercooler and freer-flowing exhaust. Power figures remain the same for the U.S.-spec car, 300 hp and 300 lb-ft.
The 2005 WRX STi is on sale in the United States for $32,770 including freight charges. It incorporates many of the upgrades on our Japan test car, including the interior improvements (with a standard six-CD, six-speaker audio system), the new limited-slip helical front diff, aluminum suspension links, 17x8-inch wheels and tires, an underbody cover to enhance stability and a security engine immobilizer. No word on whether the yaw sensor and other hardware will make it Stateside.
But evolution can’t be stopped. As we go to press, a limited-edition WR version of
the STi is hitting the streets in Japan, adorned with a few extras like special five-spoke wheels, a front spoiler and various STi decals and bespoke badges.
Will it ever end? We really hope not.
07-26-2004, 11:47 PM
#122
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05 Impreza released in Japan. More goodies. Car better in many ways.
http://www.autoexpress.co.uk/driven/...y.php?id=48194
there's the text:
Subaru Impreza STi
Japanese fans of the Impreza now have a more hardcore STi with which to take on the Evo MR
n 2002, Subaru unveiled what it called a major Impreza revision when it hastily restyled those controversial bug-eyed headlights. The latest round of changes to the STi line-up are far more deserving of our attention. This 2004-model STi, including the lightweight competition-slanted Spec C version, is without doubt the fastest and best handling Impreza yet. OK, that's not the first time you've read that. But consider what happened when Subaru took a road-going Spec C to the Nürburgring Nordschleife. The aim? To break the eight-minute lap barrier. With a specially fitted front spoiler and rear wing to maximise downforce and grip, 'Ringmeister and ex-Japanese Super Endurance Series champion Kazuo Shimizu squeezed every ounce of performance from the 1994cc flat-four to bring up the desired result: seven minutes, fifty nine seconds. (In fact Shimizu is no stranger to undercutting eight minutes, having recorded the same lap-time in the R-33 Skyline GT-R back in 1995.)So what has Subaru done to slice seven seconds off the STi's previous lap record (8min 6sec) and make the Impreza an easier car to drive at the same time? Don't look for answers on the outside because the bodywork is basically unchanged except for a slightly wider rear bumper to house fatter rubber and a redesigned front spoiler. You have to get under its skin to find where all that performance has come from. Firstly, engineers reconfigured the intercooler piping and intake and exhaust manifolds to enhance cooling and breathing efficiency and fitted a low- back-pressure muffler to reduce exhaust resistance. What it has effectively done is unleash even more torque, with the STi now boasting 304lb ft at 4400rpm (up 13lb ft over the outgoing model). That translates as 152lb ft per litre, compared with 147lb ft per litre for the Mitsubishi Evo VIII 280 MR and 127 for Porsche's 911 GT2. On the horsepower side, the official line is that the new STi still generates 276bhp at 6400rpm, but senior power unit engineer Shu Suzuki admitted that power is up and 'possibly' hovering at around 310bhp.
But the real refinement isn't under the bonnet. Subaru decided that the hardcore Spec C set-up was where the next WRX STi should be headed, not only in terms of performance, but also in terms of handling. Dull steering response and understeer were common complaints with the previous model, so Subaru has basically taken all the hardware from the Spec C parts bin and added three radical additions to get the Impreza round corners faster than anything else on the planet... except maybe the Evo VIII MR.
The new Impreza inherits the Spec C's suspension geometry including aluminium lateral links on the rear and a wider diameter steering rack for improved steering response and feedback. However, it is the new yaw- rate feedback sensor to the DCCD (Driver's Control Centre Diff), plus a front helical limited-slip diff in place of the Suretrac variant, that make the difference.
Unlike the Mitsubishi's AYC (Active Yaw Control) which distributes torque between the rear wheels, the STi's yaw rate sensor detects hints of oversteer and understeer and redirects torque between the front and rear wheels accordingly. In the meantime, the new front LSD channels changes in torque more smoothly and with greater responsiveness than Suretrac. A mechanical LSD on the rear ensures that the tail movements are kept in check as well.
Getting all this power down has been left to fatter, more aggressive tyres. The Impreza has always relied heavily on Bridgestone rubber for grip but this time Subaru has gone for broke with huge 235/45 ZR17 RE-070s with a high- performance shoulder design.
The combination of more torque, Spec C underpinnings, new yaw rate sensor, new helical LSD, beefed-up steering rack and bigger tyres shows how serious Subaru is about handling. The new STi doesn't just turn in faster than any previous Impreza, it devours corners with the minimum of understeer at the limit - a limit that has leaped yet again.
Turn in too early under heavy braking and the tail will slide marginally but the electronic systems bring you back to cornering neutrality.
Whether it equals the Evo VIII's AYC and traction control performance and cornering speed is debatable, but it comes damn close. Body roll is less pronounced and initial steering response is more precise and better weighted at the centre than before. Engine revisions also mean that torque response is quicker from lower in the power-band, with plenty of urge on tap from 3000rpm. Lustier top-end response has you changing gears on the notchy six-speed 'box more often than is strictly necessary, but that is part of the charm of this car.
While Subaru says it has no plans to export the most awesome Impreza yet, an international model employing several of these systems is not out of the question, according to one engineer. And when you think that the new STi's Y3.17m price-tag undercuts the Evo VIII MR by 400,000 yen, it has a significant price advantage too.
But with rumours of a totally new Evo X for 2006, it seems the the Impreza-Evo battle is set to rage on, and on, and on...
Words/Pictures: Peter Lyon/Yukitada Moro
Finally the USDM version has most of the goodies the Japanese has. There are many aluminum suspension parts that are brand new from the 04. Front dif is the helical type. Some suspension bracing is missing. (but easy to add). It still boasts the narrower 225/45ZR/17 tires but the rims are 8 inchers(vs 7.5 on the 04's). Steering is faster. Steering rack is much thincker and heavier duty. Hubs are thicker and more steardy. Uncofirmed are the yaw and G sensors for the center dif.
Regards
Nick
there's the text:
Subaru Impreza STi
Japanese fans of the Impreza now have a more hardcore STi with which to take on the Evo MR
n 2002, Subaru unveiled what it called a major Impreza revision when it hastily restyled those controversial bug-eyed headlights. The latest round of changes to the STi line-up are far more deserving of our attention. This 2004-model STi, including the lightweight competition-slanted Spec C version, is without doubt the fastest and best handling Impreza yet. OK, that's not the first time you've read that. But consider what happened when Subaru took a road-going Spec C to the Nürburgring Nordschleife. The aim? To break the eight-minute lap barrier. With a specially fitted front spoiler and rear wing to maximise downforce and grip, 'Ringmeister and ex-Japanese Super Endurance Series champion Kazuo Shimizu squeezed every ounce of performance from the 1994cc flat-four to bring up the desired result: seven minutes, fifty nine seconds. (In fact Shimizu is no stranger to undercutting eight minutes, having recorded the same lap-time in the R-33 Skyline GT-R back in 1995.)So what has Subaru done to slice seven seconds off the STi's previous lap record (8min 6sec) and make the Impreza an easier car to drive at the same time? Don't look for answers on the outside because the bodywork is basically unchanged except for a slightly wider rear bumper to house fatter rubber and a redesigned front spoiler. You have to get under its skin to find where all that performance has come from. Firstly, engineers reconfigured the intercooler piping and intake and exhaust manifolds to enhance cooling and breathing efficiency and fitted a low- back-pressure muffler to reduce exhaust resistance. What it has effectively done is unleash even more torque, with the STi now boasting 304lb ft at 4400rpm (up 13lb ft over the outgoing model). That translates as 152lb ft per litre, compared with 147lb ft per litre for the Mitsubishi Evo VIII 280 MR and 127 for Porsche's 911 GT2. On the horsepower side, the official line is that the new STi still generates 276bhp at 6400rpm, but senior power unit engineer Shu Suzuki admitted that power is up and 'possibly' hovering at around 310bhp.
But the real refinement isn't under the bonnet. Subaru decided that the hardcore Spec C set-up was where the next WRX STi should be headed, not only in terms of performance, but also in terms of handling. Dull steering response and understeer were common complaints with the previous model, so Subaru has basically taken all the hardware from the Spec C parts bin and added three radical additions to get the Impreza round corners faster than anything else on the planet... except maybe the Evo VIII MR.
The new Impreza inherits the Spec C's suspension geometry including aluminium lateral links on the rear and a wider diameter steering rack for improved steering response and feedback. However, it is the new yaw- rate feedback sensor to the DCCD (Driver's Control Centre Diff), plus a front helical limited-slip diff in place of the Suretrac variant, that make the difference.
Unlike the Mitsubishi's AYC (Active Yaw Control) which distributes torque between the rear wheels, the STi's yaw rate sensor detects hints of oversteer and understeer and redirects torque between the front and rear wheels accordingly. In the meantime, the new front LSD channels changes in torque more smoothly and with greater responsiveness than Suretrac. A mechanical LSD on the rear ensures that the tail movements are kept in check as well.
Getting all this power down has been left to fatter, more aggressive tyres. The Impreza has always relied heavily on Bridgestone rubber for grip but this time Subaru has gone for broke with huge 235/45 ZR17 RE-070s with a high- performance shoulder design.
The combination of more torque, Spec C underpinnings, new yaw rate sensor, new helical LSD, beefed-up steering rack and bigger tyres shows how serious Subaru is about handling. The new STi doesn't just turn in faster than any previous Impreza, it devours corners with the minimum of understeer at the limit - a limit that has leaped yet again.
Turn in too early under heavy braking and the tail will slide marginally but the electronic systems bring you back to cornering neutrality.
Whether it equals the Evo VIII's AYC and traction control performance and cornering speed is debatable, but it comes damn close. Body roll is less pronounced and initial steering response is more precise and better weighted at the centre than before. Engine revisions also mean that torque response is quicker from lower in the power-band, with plenty of urge on tap from 3000rpm. Lustier top-end response has you changing gears on the notchy six-speed 'box more often than is strictly necessary, but that is part of the charm of this car.
While Subaru says it has no plans to export the most awesome Impreza yet, an international model employing several of these systems is not out of the question, according to one engineer. And when you think that the new STi's Y3.17m price-tag undercuts the Evo VIII MR by 400,000 yen, it has a significant price advantage too.
But with rumours of a totally new Evo X for 2006, it seems the the Impreza-Evo battle is set to rage on, and on, and on...
Words/Pictures: Peter Lyon/Yukitada Moro
Finally the USDM version has most of the goodies the Japanese has. There are many aluminum suspension parts that are brand new from the 04. Front dif is the helical type. Some suspension bracing is missing. (but easy to add). It still boasts the narrower 225/45ZR/17 tires but the rims are 8 inchers(vs 7.5 on the 04's). Steering is faster. Steering rack is much thincker and heavier duty. Hubs are thicker and more steardy. Uncofirmed are the yaw and G sensors for the center dif.
Regards
Nick
07-29-2004, 11:10 PM
#125
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Originally Posted by chungkopi
clean interior but still no looker IMO
Agreed, Impreza will not win pretty looking car awards. But it has all the hardware to make it a great car. (By the way the new twin sensors in the center dif are confirmed on the USDM 05 STi that effectivelly makes the 05 USDM STi identical to the 05 JDM version- besides the stainless brace). Hopefully the new one will look like a smaller version of the Legacy that looks much better.
Cheers
Nick
07-30-2004, 10:20 AM
#126
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I was reading this Autoexpress article the other day and was wondering, other than the engine, how close is this STi to the one offered here?
Also, I cant believe that the US-spec engine has not made it to Europe! I guess cost is the issue.
Also, Niko, there is a new show on Speed Channel called Fifth Gear. It's with Tiff and rest of the gang. All European car coverage. The last episode had a comparo of the Evo VII (yes 7) and STi. Botton line? The usual. Evo faster at the track, STi easier to live with.
Also, I cant believe that the US-spec engine has not made it to Europe! I guess cost is the issue.
Also, Niko, there is a new show on Speed Channel called Fifth Gear. It's with Tiff and rest of the gang. All European car coverage. The last episode had a comparo of the Evo VII (yes 7) and STi. Botton line? The usual. Evo faster at the track, STi easier to live with.
07-30-2004, 10:24 AM
#127
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Originally Posted by titsataki
But with rumours of a totally new Evo X for 2006, it seems the the Impreza-Evo battle is set to rage on, and on, and on...
07-30-2004, 11:29 AM
#128
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Agreed. But the battle between the STi and th e EVO is being going on almost for 10 years. And yes they get more and more expensive. But did you notice that the Sti in JDM form is cheaper than the MR? (Kind of crazy since here the Sti is more expensive).
Another thing that will suffer is day to day drivability. The more hard core they become the more punishing rides they have. The more one has to give up in comfort to drive them.
On the other hand they try to adapt to the American habits. Like the STi does not have the JDM spring only the shocks. the springs are softer to make the car more "livable" the US. Also the seats are el cheapo compared to the JDM Recaro like seats (the EVO does have Recaros and they are first rate - I took a 20 min drive in modded one and boy those seats are sweet).
I am curious to see how does the 05 Sti fairs. Soon they would have a comparison between the MR and the 05 STi.
I do not have speed yet. I am working the CEO to switch to satelite vs cable.
Regards
Nick
Another thing that will suffer is day to day drivability. The more hard core they become the more punishing rides they have. The more one has to give up in comfort to drive them.
On the other hand they try to adapt to the American habits. Like the STi does not have the JDM spring only the shocks. the springs are softer to make the car more "livable" the US. Also the seats are el cheapo compared to the JDM Recaro like seats (the EVO does have Recaros and they are first rate - I took a 20 min drive in modded one and boy those seats are sweet).
I am curious to see how does the 05 Sti fairs. Soon they would have a comparison between the MR and the 05 STi.
I do not have speed yet. I am working the CEO to switch to satelite vs cable.
Regards
Nick
08-24-2004, 10:31 AM
#129
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... Evo or STi.. its driver preference.. i drove both... they are both ridiculous..
i personally love the STi interior..
Evo is such a good deal for its price.
but.. those r 4 doors.. 2 doors look sleek (thus the cl-s)?
only if they bring the OLD impreza 2dr models w/ STi engines... 2600lbs + 300hp/300tq.. wow.
i personally love the STi interior..
Evo is such a good deal for its price.
but.. those r 4 doors.. 2 doors look sleek (thus the cl-s)?
only if they bring the OLD impreza 2dr models w/ STi engines... 2600lbs + 300hp/300tq.. wow.
12-10-2004, 12:58 PM
#132
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Subaru looks great from the front. The front lights are a little out of wack, but other than that it looks very good if it will actually look like that.
12-10-2004, 01:07 PM
#133
Pit Stop?
Originally Posted by gavriil
Subaru looks great from the front. The front lights are a little out of wack, but other than that it looks very good if it will actually look like that.
The hood bulge, nose, and front air dam just seem to flow very badly, and the headlights look like they're from another car and were just throw on.
Sorry Subaru,
12-10-2004, 01:10 PM
#134
I think the Mitsu Evo pic looks way better.
they even a "triangle" in the front
12-10-2004, 03:49 PM
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Originally Posted by TSX 'R' US
front end of the subaru looks kinda Alpha Romeo-ish...
12-10-2004, 05:49 PM
#142
The sizzle in the Steak
Subaru looks better than Mitsu...but I really don't care for either design much.
12-11-2004, 06:21 PM
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Don't like it, mainly for the fact that it looks like a facelift rather than a new and better car. If its really all new, it should get slightly larger and more powerful. Seems like the 'artists' are taking the B9's front and trying to put it on the current sti and they don't work together. Rather see something along the lines of a mini Legacy.
12-30-2004, 11:55 AM
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Scooby Goes Wild Again - - By Chris Thorp - - Source: Autoexpress
It's had controversial facelifts before - now, the Subaru Impreza is at it again! Exclusive pictures in the current issue of Auto Express magazine (issue 838 readers the world's first glimpse of the future of the high-performance legend. This is the Japanese company's top-secret revamped Impreza, which will take the fight to the Mitsubishi Lancer Evo VIII when it appears in showrooms late in 2005.
Seen in the mag in top-of-the-range WRX STi guise, the heavily revised machine is more striking than ever. Not since the much-criticised bug-eye model of 2000 has Subaru chosen such a radical face for its rally-bred thriller. There's no doubt that the latest Scooby will divide opinion among performance car enthusiasts across the globe.
The newcomer takes its styling inspiration from the B11S and B9 Scrambler concepts, revealed at the 2003 Geneva and Tokyo Motor Shows respectively. Its key feature is a distinctive oval-shaped grille. Complete with Legacy-style headlamps, the fresh nose gives the Impreza a more imposing front aspect, and is intended to provide buyers with a characterful alternative to the Mitsubishi.
While the B11S had a coupé body and the B9 was a roadster, the Impreza will keep its familiar four-door bodyshell, with only a mild restyle in profile. At the rear, the light clusters have been revamped, while new bumpers emphasise the sports exhaust and give the car a muscular finish.
But don't be fooled into thinking the revisions go no further than just another new look. Engineers are also working on a number of modifications in a bid to enhance the Impreza's already impressive driving experience. The most obvious change will come under the bonnet, where a new turbocharger will be fitted to produce more power.
Recent amendments to the law in Japan mean Imprezas sold in their home market will no longer have to be limited to 280bhp. That has enabled the firm to give the facelifted STi variant around 320bhp in basic trim. As with the current model, once the fresh Impreza is imported into the UK, the 2.0-litre flat four-cylinder powerplant can be tuned to deliver an even higher output.
Following the recent launch of Mitsubishi's 405bhp Lancer Evo VIII FQ-400, the Impreza has fallen behind in the all-wheel-drive power struggle. Once the new model arrives, expect engineering firm Prodrive to come up with a tuning pack to boost the Impreza to at least 400bhp. Chassis modifications are also likely to allow owners to make full use of the Driver's Control Centre Differential (DCCD), which is fitted as standard to the current Impreza STi. Expect minor changes to the suspension and steering to keep the Subaru competitive with its newest rivals in the performance class.
Despite the improvements, prices are tipped to be similar to those of the existing version, as Subaru ensures the model remains only a small step above the new breed of flagship hot hatches, led by Volkswagen's £20,495 Golf GTI. The facelifted Impreza is likely to weigh in at around the same price as the VW, with the storming STi variant expected to cost about £4,500 more.
Official launch details and schedules are still under wraps, but our sources in Japan say the facelifted model will go on sale in Japan late in 2005. UK-spec cars are set to arrive early in 2006.
It's had controversial facelifts before - now, the Subaru Impreza is at it again! Exclusive pictures in the current issue of Auto Express magazine (issue 838 readers the world's first glimpse of the future of the high-performance legend. This is the Japanese company's top-secret revamped Impreza, which will take the fight to the Mitsubishi Lancer Evo VIII when it appears in showrooms late in 2005.
Seen in the mag in top-of-the-range WRX STi guise, the heavily revised machine is more striking than ever. Not since the much-criticised bug-eye model of 2000 has Subaru chosen such a radical face for its rally-bred thriller. There's no doubt that the latest Scooby will divide opinion among performance car enthusiasts across the globe.
The newcomer takes its styling inspiration from the B11S and B9 Scrambler concepts, revealed at the 2003 Geneva and Tokyo Motor Shows respectively. Its key feature is a distinctive oval-shaped grille. Complete with Legacy-style headlamps, the fresh nose gives the Impreza a more imposing front aspect, and is intended to provide buyers with a characterful alternative to the Mitsubishi.
While the B11S had a coupé body and the B9 was a roadster, the Impreza will keep its familiar four-door bodyshell, with only a mild restyle in profile. At the rear, the light clusters have been revamped, while new bumpers emphasise the sports exhaust and give the car a muscular finish.
But don't be fooled into thinking the revisions go no further than just another new look. Engineers are also working on a number of modifications in a bid to enhance the Impreza's already impressive driving experience. The most obvious change will come under the bonnet, where a new turbocharger will be fitted to produce more power.
Recent amendments to the law in Japan mean Imprezas sold in their home market will no longer have to be limited to 280bhp. That has enabled the firm to give the facelifted STi variant around 320bhp in basic trim. As with the current model, once the fresh Impreza is imported into the UK, the 2.0-litre flat four-cylinder powerplant can be tuned to deliver an even higher output.
Following the recent launch of Mitsubishi's 405bhp Lancer Evo VIII FQ-400, the Impreza has fallen behind in the all-wheel-drive power struggle. Once the new model arrives, expect engineering firm Prodrive to come up with a tuning pack to boost the Impreza to at least 400bhp. Chassis modifications are also likely to allow owners to make full use of the Driver's Control Centre Differential (DCCD), which is fitted as standard to the current Impreza STi. Expect minor changes to the suspension and steering to keep the Subaru competitive with its newest rivals in the performance class.
Despite the improvements, prices are tipped to be similar to those of the existing version, as Subaru ensures the model remains only a small step above the new breed of flagship hot hatches, led by Volkswagen's £20,495 Golf GTI. The facelifted Impreza is likely to weigh in at around the same price as the VW, with the storming STi variant expected to cost about £4,500 more.
Official launch details and schedules are still under wraps, but our sources in Japan say the facelifted model will go on sale in Japan late in 2005. UK-spec cars are set to arrive early in 2006.
12-31-2004, 02:02 AM
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Originally Posted by gavriil
Holy Moly, 13.08 for the Evo. That's C5 territory and it's totally up to the driver! That thing is...FAST!
12-31-2004, 02:49 AM
#154
Cost Drivers!!!!
Originally Posted by CraZee ZO6
From a dig its quick. From a roll against the same car it would get OWNED.
run what ya brung man.....stop lights....highway whatever.
That grille just looks stupid...
02-25-2005, 11:10 AM
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The STi is on my list to replace my Z, but I can't really get over the fact that it is so ugly.. This doesn't make it much or really any better either