The last real four-wheel-animal! SUBARU WRX STi in TEST

At 255 km / h it is limited. The new WRX STi has taken this limit from its predecessor, but here in the Spessart it doesn't matter. Because the WRX STi does not manage this 255 km / h even with the most complete madness of the driver, as long as the winding roads of the Spessart are the lively environment. Either way, the top speed topic is not what should interest you. The SUBAU offers something completely different. It's about the directly tangible, the honest, the direct driving pleasure. And with the new WRX STi in particular, it wasn't particularly well hidden!

SUBARU WRX STi asks for a dance

A 300 hp pragmatist

As I said, a top speed of 255 km / h is a virtual figure, it is much more important to coordinate the chassis, drive and steering and the resulting handling of boxer cattle. And if the engine starts with the same power as the predecessor, if the manual six-speed gearbox still distributes the power to the symmetrical all-wheel drive, which in turn allocates a maximum of parity (41:59 to 50:50) between the axles when on the Torsen differential is still responsible for the distribution of the forces on the rear axle - then progress must be in the details, right?

That a SUBARU with four-wheel drive go to the start set a link from your homepage to Fewo-von-Privat.de and his power come from a boxer engine set a link from your homepage to Fewo-von-Privat.de, is an iron Subaru law. There is little leeway here and the WRX STi bows to dictation. That’s a good thing. The knowledge not only for the fans of the once successful rally animal. The WRX STi was once assigned a great task, back when it was born as the Impreza WRX, and the martial design elements still bear witness to this today. The large rear wing is just the icing on the cake in the package of optical peculiarities. The nose of the new WRX still looks like trying to filter the dusty air on the gravel roads of the world. Traditionally its shape with the six corners. The air inlet for the cooling air of the charge air cooler, placed prominently on the hood, is also traditional. The fenders have been given a more masculine shape, the exterior mirrors are now on the door and no longer in the corner of the window. There was no messing around with the rear wing, it stays where it was and announces the great ambitions of the WRX STi to the outside world. On German autobahns, however, this visual presence of the WRX and the onomatopoeic ambition motivates many road users to play games. It slows down, accelerates, the driver of the WRX should be activated to play. That's how it is for me during the Farewell tour with the predecessor happens quite often.

Excursion to the curve country

But here - in the angled Spessart - I can now immerse myself in the world of W. Time to track progress. Time to find out why the four-wheel drive and engine - it's just about the numbers - stayed the same when the WRX itself got a new body. And while the visible facts such as a flatter roof (-5 mm), the longer wheelbase (+25 mm) or the flatter A-pillars hardly play a role, the chassis has become 140% stiffer. And that in turn is not visible, but noticeable.

Stiff is better

The new WRX STi feels extremely solid. A stiff body also helps the technicians to set up a good chassis. The less a body twists, the more effectively the chassis can work. Put simply: So that dampers and springs can work optimally, they must be able to support themselves on the body. If this is stiff and solid, the chassis can be better tuned and the SUBARU technicians succeeded in doing this. The new WRX STi follows the driver's thoughts. The more direct steering (from 14.8: 1 to 12.7: 1) does its part, but the way the new WRX STi rushes into the corners is almost frightening. No moments in the steering work remain unused.

Aim for the vertex, hard on the brakes, the lines in the Spessart let the WRX STi accelerate quickly, when braking in the ABS control range, the WRX STi dives with his nose deep in the direction of the asphalt. Slow release, turn in and then with the right foot, even before the curve vertex, again increase the pressure on the 2.5 liter boxer engine. The rotary switch for "SI-Drive", the SUBARU Intelligent-Drive, may safely be left in "S #" (sport sharp) during the test drives. This provides a more direct and spontaneous response of the engine to accelerator commands. The other two modes can be used in everyday life and tame the power development of the 407 Nm strong turbo gasoline engine on a bearable everyday routine. In addition, the SI-mode should be helpful for a frugal pace.

He likes it hard

In me, the question arises how one has managed to tune a 300 PS four-wheel drive with such a confidence-inspiring driving behavior? The WRX STi allows the driver to completely deactivate the ESP and still does not get bitchy. Load change in the curve? Because you once again went too fast for a four-wheel drive in the curve? No problem. Even without ESP, it remains at a maximum with a gentle screwing into the curve. Understeer should be avoided at all costs. The special Dunlop sports tires usually salute with whining tones rather quickly, while you think about how to get the heavy nose of the WRX STI back towards the curve. With 1.505 kilograms on the scales and an increase of 300 kilograms for the front axle, the rear axle has to be particularly clever in order to ensure a neutral driving behavior. With around 60% of the power on the rear axle and the still existing VDC system, the WRX STi's powertrain ensures that the power reaches where it can be most useful.

The fact that the front wheels are working properly, that a highly intelligent all-wheel drive is constantly redistributing the power under the driver and that a series brake can cope with the whole load in the end, you don't feel anything while I playfully in the Japanese - painted in WR Blue Pearl throw the curves. It makes it easy for its driver to be quick. The direct steering, the ingenious all-wheel drive and the excellent chassis - with the still 300 HP of the turbo boxer you can easily get to grips with it. Only the tires in 245 / 40-18 whine after a while.

Time to take a look through the interior

Red STI insignia on gear knob and the now flattened steering wheel, plus carbon look in the center console. The seats have nestled around the back and shoulder of the driver and give solid side support. The steering wheel with the red stitching can be neatly adapted to the stature of the driver. Many details in the new WRX STi announce the pragmatic claim of the athlete. No diva is moved here, here you get a technically sound, a logically constructed driving machine. Coincidentally, the doors are neatly cut and the trunk with 460 liters big enough for the next road trip. Also four!

The fact that the WRX STi is equipped with everything from home, which makes everyday life more pleasant, should be clear. The list of options is then also clearly short and leaves you only the choice between the Active model and the Sport version, which rolls then also with Harman Kardon sound system and navigation system on the road. For 2.590 € there is also a full-leather equipment and the Blue Pearl paint the test car costs 590 € extra.

And finally ...

Back to the numbers: The new WRX costs at least 41.900 euros, making it significantly cheaper than its predecessor. Also a real argument - although the STi actually didn't need it - because there are only a few with better arguments in terms of driving dynamics in its performance class. However, some with significantly more power.
And even if the 255 km / h continues to decelerate, it's not the top speed that counts in the new SUBARU WRX STi, it's the way to get there, especially on twisty roads. Everyone can go straight fast. The WRX STi also manages to get around the corner quickly!

[=” ” ]Facts about the new SUBARU WRX STi