First Drive - 2008 Subaru Impreza WRK STi

A Serious Performer

Most all-wheel drive systems these days apportion torque front-to-rear, and occasionally even side-to-side at the rear, via some unseen, all-knowing electronic brain that must be obeyed. And these systems do a great job for the driver who just wants optimum traction and handling without any fuss.

But some people - say, rally drivers, or those who fancy themselves being one on that favourite gravel road - want more say in how the car behaves, and to know where the power is going all the time. For them, there is the Subaru Impreza WRK STI, which really allows a degree of mechanical customization unheard of before.

The heart of the third-generation STI is the Driver Controlled Centre Differential (refreshingly logical name, that) which offers four different settings, one of which, Manual, has six settings of its own. Auto setting is like "Program" on a camera - the best all around performance for most situations. Auto (-) Active Sport setting opens the centre limited-slip differential and sends more torque to the rear (as in, hang the tail out). Auto (+) tightens the LCD for better control on loose surfaces. And in Manual, the fromt-rear torque split can be changed in six increments.

Its engine is, of course, a boxer four, but specially beefed up and reinforced over even the regular WRX turbo en gine. This latest version, still 2.5 litres small, pumps out 305 hp, or almost two hp per cubic inch, while still being perfectly drivable, and meeting the most stringent Califor nia emissions regs.

The only transmission available is a six-speed manual, but we wonder how long it will be, in this day and age, before a clutchless, paddle-shifted version is offered. Wheels are 18-inch forged BBS units, shod with Dunlop SP600 245/

40-18 tires. Brakes are big Brembos, with four-piston cali pers in front and two-pistons in back, all of which are big ger than the last model’s binders. A double-wishbone sus pension replaces the previous strut-type design at the rear, while the front remains a strong KYB strut set-up. Alas, the water spray for the intercooler, and the big rear wing, didn’t make the cut on the new model.

Based as it is, however loosely, on the new-generation Impreza, the STI gets all the benefits of the stronger body shell, and incidentally is available as a five-door hatchback only. It actually is less of an Impreza than it looks, as it has been thoroughly massaged to the point where it is more closely related to the actual rally cars than to the garden-

variety cars. The most obvious clue to the STI’s intentions is its wide fender flares, rear roofline spoiler and aero ground ef fects bits. The hood scoop, brake-cooling air intakes and engine heat outlets are all functional. It is all business.

Except, perhaps, inside, where some creature comforts have crept into what had been more of a purposeful driver’s environment in the last generation. Yes, it still preserves its rally-roots, especially with the very supportive and grippy front seats, upholstered in Alcantara with leather trim. But otherwise, there is a new emphasis on comfort and spaciousness, which are good things that could hardly have been engineered out of the STI when all Imprezas benefit from them. But for the STI to play in the arena of top-level performance cars, as Subaru wants it to, it had to be equipped with some luxury items. So, okay, there is automatic climate control, and power windows! locks/mirrors, and a good audio system. But cruise control, and a navigation system? How ironic is that, in a rally car for the street? Sounds like the days of actual human navigators in real rallies might be numbered...just set her on cruise, punch in your destination, and all you would have to do is steer the car.

Okay, all kidding aside, the STI is something pretty unique, in the way that it can be completely tailored to driving style and conditions. We still think that most of its owners will let the vari ous computers decide what is best, most of the time. But all the adjustable systems are at least fun to play around with. And there is always 0-to-i 00 runs in the I iv range to amuse the driver, too.

Engine : 2.5 H-4 Turbo

Power : 305

Torque (lb/ft): 290

Weight (kgs/lbs): 1,530/3,366

0 - 97 KPH (sec.)  4.5

Transmission : 6-speed manual

Base MSRP : $44,995

L/100 KM (city/highway) 12.2/8.7

For a starting price of $44,995, you get a serious performer that is equally at home on a paved race track, on a special rally stage, or as a very capable daily driver, in any weather. It’ll haul people and luggage just like any compact hatchback, deliver reasonable fuel economy if you don’t explore its capabilities too often, and be fairly comfortable in the process. All that makes it a good value, too

The Vehicle Dynamics Control system itself has three settings — Normal, Traction (less restrictive VDC and ABS) and Off. As if that is not enough, there is also SI-DAIVE, found in other Subarus, that allows three levels of throttle response, from normal to "hair trigger."

Whew, that is quite a list of driver-adjustable functions, so if one can keep track of how they all work, one can get the most out of the STI. We think, though, that most STI drivers will be quite happy with their car in the "normal, automatic" settings, and well they should be, as it is equipped to be a serious performance machine.