More details have finally emerged on the all-new version of Subaru’s top-spec version of its Impreza hatchback, the WRX STI. Based on the Impreza WRX five-door—yup, in case you hadn’t heard, the STI will be available only as a hatchback—the STI gets distinctly more aggressive body work, including pronounced fender flares, a deeper chin spoiler, and a larger parasol wing over the rear hatch.
Unfortunately, the Tokyo introduction was limited to the Japanese-market model, which has a 2.0-liter turbocharged four, so information on the U.S.-spec version is still cloudy. The U.S. car will continue to have the 2.5-liter boxer four, however, which makes it easier for Subaru to meet U.S. emissions standards.
The 2.0-liter in the Japanese domestic market model delivers increased output, now up to 295 horsepower and 299 pound-feet of torque (SAE), using 16.9 psi of max boost via an IHI turbo. Subaru was not prepared to discuss specifics of the 2.5-liter engine other than to say that power will be “under 310 horsepower” and torque output will be a smidge lower than the 2.0-liter’s, at about 295 pound-feet.
Both engines are essentially the same as their predecessors in terms of bore and stroke, although variable intake- and exhaust-valve timing is new to both. The U.S.-bound STI will continue to have a six-speed manual only, with no change in gearing or final drive.
Subaru has added some sophistication to its all-wheel-drive system, with additional programmability for the center differential, the onset threshold for the stability system, and even the engine management system. The front-to-rear torque split is 41/59 in normal operation but can vary as much as 75 percent to either end under extreme conditions. Both front and rear diffs are limited slip, and stability control should be part of the equation.
The front suspension continues to be struts, but the rear suspension is a new multilink setup. Subaru admits that the suspension tuning is generally softer than that of the current STI, part of an overall effort to make the car’s appeal a little more mainstream and a little less cultlike.
The brakes continue to be the same big Brembos that are employed in the current car, operating behind 18-inch wheels (two styles of which will likely be available), the standard size for the U.S. model. Japanese cars wear Bridgestone tires, but U.S. rubber will be supplied by Dunlop (245/40-18). There are no specifics on the tires beyond that, although they will be performance tires, as distinct from all-season.
Consistent with Subaru’s aim of having the car appeal to a broader market, the new body shell not only is stiffer but also received considerable attention in the area of noise deadening. Interior materials are more upscale, and a nav system is available for the first time. It’s also a generally roomier car than the previous sedan body style, even though overall length has been reduced from 175.8 inches to 173.8. The 103.8-inch wheelbase is 3.9 inches longer, width increases 2.2 inches to 70.7, height is up 1.8 inches to 58.1, and the track—60.2 inches front and rear—is wider.
Making the car more civilized adds up at the curb. Subaru forecasts curb weight of the U.S. STI to be almost 3375 pounds. And increased sophistication will also add up on the window sticker. Expected base price is about $34,500 when the STI goes on sale next April.
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