• The Car

• Seat Plans & Seats

• Dash & Controls

• Wheels/Tyres & Luggage

• What's Changed

• Features

• Our Opinion

• Our Opinion

• Mechanical

• Safety

• Data

• Buy with Confidence

• Legal Disclaimer

The Car

The Car

From the outside, the STi is essentially an Impreza WRX, albeit with a few minor points of differentiation to establish some exclusivity for the high performance model. WRC-inspired tri-lamp projector beam headlights have replaced the Impreza's goggle-eyed units, while the WRX's trademark bonnet scoop is taller on the STi by 15mm. Other distinguishing exterior features include STi-badged foglight covers (but there are no foglights underneath), unique mesh grille with STi logo, unique grille surround with enlarged opening, new design 17-inch gold alloy wheels, body-coloured side skirts, single-outlet STi exhaust, STi decals on the front doors and an STi badge on the boot lid.

Seat Plans & Seats

Seat Plans & Seats

Seat Plans

Subaru’s Impreza models offer accommodation for five people, with a three-point lap/sash seatbelt provided for each seating position. Dual front airbags are fitted as standard in the STi. Race-style front seats have integrated head restraints, rather than the separate, adjustable items found in most cars. They also feature a cut out in the backrest to enable a racing-harness belt system to be fitted (indicating the WRX/STi's motorsport heritage). The rear seats lack proper headrests (or any headrest for the centre position) and make do with nominal high seat backs for the outside positions. Front seat backrest height has been increased on the current cars compared to the first generation WRX and STi models. The front seatbelts have height adjustable shoulder anchors, offering five set positions and a movement range of 100mm. The rear seatbelts all feature emergency locking retractors (ELR) - when fully extended, the belts ratchet back into position to enable child safety seats to be better secured. The ratchet mechanism is cancelled when the seatbelt is fully retracted.

Seats

The STi sticks with the same race-style bucket seats used in the regular WRX, although they have been extensively re-trimmed. The inset sections are finished in blue, perforated alcantara (fake suede) trim and feature an embroidered pink STi logo on the top part of the backrest. The blue trim is also used on the rear seats (outer positions) as well as the door inserts. The driver's seat is adjustable for height via a large ratchet lever (Subaru calls it the "Super Seat Lifter") on the right side of the seat base, but there is no adjustment for the base to be tilted independently as on the previous model.

Dash & Controls

Dash & Controls

Dash

The metallic-type finish applied to the centre console and side air vent surrounds brightens the predominantly dark grey cabin of the STi, just as in its fellow Impreza models. The instrument panel is specific to the STi, although it looks the same as a WRX at first glance. On the STi the tachometer takes prominence in the centre of the display with the speedo and odometer/trip meter readouts repositioned to the lower, right-hand side dial. The speedo is still marked for a top speed of 240km/h, but the STi's tacho has a higher redline of 7500rpm, whereas the WRX tops out at 7000rpm.

Controls

The leather-wrapped Momo steering wheel, gear knob and handbrake lever feature the same red stitching that was used on the last of the previous generation WRX models, but which is missing from the more subdued interior of the current WRXs. The steering wheel adjusts for height (rake) but not reach, although it is still relatively easy for to find a comfortable driving position. There is a rotary switch on each of the steering column stalks - one controls variable instrument illumination (five positions), the other variable intermittent wipers (four positions). The three-button panel on the lower right-hand side of the dashboard normally houses the cruise control master switch and buttons for front and rear fog lights (on RX, RS and WRX versions). On the STi, the fog light buttons have been replaced by a control for the intercooler water spray and a blank button. The floor-mounted internal releases for the boot and fuel filler flap are cable operated. The lower centre console (pictured) features power mirrors controls and the security system key pad.

Wheels/Tyres & Luggage

Wheels/Tyres & Luggage

Wheels/Tyres

Gold alloy wheels are an STi trademark and one of the most recognisable features to distinguish the car from a standard WRX. Although both WRX and STi ride on 17-inch wheels, the STi's alloys are wider by half an inch and subsequently use one-size wider tyres (225 up from 215 on WRX). The STi's 17-inch wheels have five pairs of spokes and are shod with low profile Bridgestone Potenza RE040 rubber. A steel space saver spare wheel fitted with a Bridgestone Tracompa-2 TR2 tyre measuring T135/70 D17 102M is located under the floor in the boot.

Luggage

Impreza sedan models have a luggage capacity of 395 litres, as measured by the accepted VDA method. Boot height and length are 498mm and 936mm respectively, while the minimum cargo area width - measured between the wheel arches - is 936mm and the maximum width - taken at the floor - is 1215mm. The rear seat is no longer a split-fold unit that enables more storage space to be liberated, although it does have a through loading feature, entering the cabin from behind the centre armrest. The STi is rated to tow a maximum weight of 900kg if the trailer/caravan is fitted with its own brakes or 500kg without brakes.

What's Changed

What's Changed

As this is the first STi version of the second generation Impreza, it naturally benefits from all the changes that occurred to the base car when the second generation range was launched in October, 2000. The previous STi model (Version VI sedan) had a larger, WRC-style rear spoiler, separate front lip spoiler and rear windscreen wiper to distinguish it from the standard WRX, but retained the base car's alloy wheels although they were gold. The new STi keeps the WRX's rear spoiler and front bumper/spoiler set-up and no longer gets a rear wiper, but has new alloy wheels and a larger bonnet scoop.

Features

Features

Stand Out Features

The STi's engine is always a standout feature given its higher power output than the standard WRX, but also because of the introduction of variable valve timing this time around, which aids driveability. The front torque-sensing limited slip differential is a new addition to the STi's spec sheet and succeeds in making the car an even faster point to point proposition than it was previously. It enables the STi to break free of the shackles of understeer when exiting a corner under power and also helps the super Sube to keep pace with its main rival, Mitsubishi's Lancer Evo, which employs a high-tech four-wheel drive system with Active Yaw Control to dial out understeer and oversteer through the front and rear differentials.

Climate Control

The heating and ventilation system is the same as for other Impreza models fitted with climate control - those being the RX, RS and WRX. It is a basic climate system with no dual-zone feature or LCD display. The system is controlled via three rotary dials - for vent selection, fan speed and temperature - and three buttons, which operate the rear demister, air-conditioning and air recirculation. The fan has four speeds as well as an auto setting, giving the system its climate control functionality. Temperature range is from 20 to 30 degrees, with cold and hot settings either end of that range. There is an air sensor behind the small grille on the lower right-hand side of the controls fascia to monitor cabin temperature when the auto function is selected.

Sound System

The STi has a 2DIN audio system featuring AM/FM radio, cassette player and a six-disc in-dash CD changer. Sound comes via six speakers; one in each of the doors and a tweeter located in both front doors. The Subaru-badged system (although Subaru has traditionally used Clarion products) features large, clearly marked buttons that make the unit easy to learn and use.

Security

Standard security features on the STi include remote central locking and a keypad immobiliser alarm system. The remote central locking is integrated with the indicators so that they flash once when the car is locked and twice when unlocked. A PIN has to be entered into the keypad, which is located on the centre console beside the handbrake, before the vehicle can be started. The system provides additional points of vehicle immobilisation on top of the standard factory immobiliser, including anti-hijack mode, automatic re-arm, intrusion alert, false alarm protection, internal screamer, infrasonic sensor valet mode and anti cross-pollination software for additional theft protection.

Our Opinion

Our Opinion

We Like:

Torque-sensing front limited-slip diff, huge grip levels, slick six-speed gearbox

We Don't Like:

Lacklustre performance below 3500rpm, gear whine, expensive 98-octane fuel diet

It would seem it only takes three letters to create an automotive icon these days - think AMG (Mercedes-Benz), Evo (Mitsubishi Lancer), GT-R (Nissan Skyline), HSV and RUF (Porsche), to name just a few. Sure there are exceptions, like BMW's "M" cars and Audi's "S" models, but three letters appears to be the cover charge for entering the upper echelons of performance motoring. In Subaru's case the magic letters are "STi", which stands for Subaru Tecnica International - the company's motorsport and tuning arm. It is also the badge (of honour) that adorns the latest model to come out of the Japanese car-maker's skunkworks, the Impreza WRX STi.

We have seen the STi in Australia before - twice, in fact, during 1999 and both times as a limited edition model. But this time the STi is here to stay. It joins the Subaru range as a permanent fixture, although supply is capped to about 50 cars per month. Given the stampede that occurred as buyers clamoured to gets their hands on the previous versions, Subaru Australia should not have too much trouble shifting that number of cars (600 per year), particularly as the price has dropped by more than 10 per cent while equipment and refinement levels have improved markedly. There is also not a lot of direct competition around for Subaru's latest road-going rally-rocket. Sure the starting place for a rival falls at the feet (or wheels) of Mitsubishi's Evolution Lancer, but the Version VI Tommi Makinen Edition model we received in Oz - of which a few still remain unsold - is really a true rival for the last example of the first generation STis. The current STi's direct rival is the third generation Evo VII model but it is not available Down Under at present and it is still not certain whether it ever will be.

To the amateur observer the STi is little more than a WRX with gold wheels and pink badges, but there is much more to it than that. The new, second generation car is the result of a complete engineering redesign - not just an upgrade of a standard WRX. Subaru's engineers have comprehensively strengthened and modified all the key components of the WRX's mechanical package, from the engine and transmission to the suspension and brakes, drawing heavily on the skills and experience gained in the company's World Rally Championship program.

Stronger engine internals and a larger turbocharger, a bigger, thicker gear set, stiffer inverted MacPherson strut suspension and the Brembo-manufactured braking system combine to give the STi serious sports car credentials, as well as a feeling of mechanical solidity you just don't get in a WRX. A retuning of the ECU (Electronic Control Unit) is the only substantive difference between the STi we get in Australia and the Japanese-spec cars. The ECU has been specifically remapped to enable the car to run on our lower grade 98 RON fuel - Japan uses 100 RON - without any durability concerns. For that reason the quoted power and torque outputs have dropped from 206kW and 353Nm in the old model (although on Oz-grade fuel they would have been lower than that) to 195kW and 343Nm. The issue of turbo lag raises its ugly head in the STi as there is less action happening below 3500rpm than we have come to expect from modern turbo engines, especially given the quite linear nature of the standard WRX engine. But it is by no means as bad as the efforts of the late 1980s and early 1990s, like the Liberty RS Turbo, which had pretty much no zip to offer below about 3000rpm. This is due in part to the six closely stacked ratios in the new transmission, which is an absolute gem to use. There's a gear for every occasion and it is easy to keep the engine operating in its sweet spot. Anywhere above 4000rpm is where mild turns to wild and this is accompanied by a distinct change in the exhaust note, from road-car burble to hard-edged rally-car growl. But gear whine from the strengthened transmission can be annoying, particularly on a trailing throttle.

The front "Suretrac" torque-sensing limited-slip differential is a valuable addition to the STi's mechanical arsenal and proves very effective in reducing the on-the-limit understeer characteristic of most four-wheel drive cars. The trick LSD enables you to push even harder once tyre squeal and front-end push set in, and gives the STi the ability to punch out of corners with awesome speed. It is when the car's nose begins to run wide exiting a corner that you need to check your instincts because you want to power on, rather than lift off, to make the LSD do its thing and the car tighten its line.The suspension is firm but not uncomfortably so - you certainly feel all bumps but the car does not rattle or shake and the forces are not transferred through to the cabin. Bodyroll is well controlled and the damping rates are spot on for a car of this nature. Brake pedal feel on the test car was much harder than we experienced with the STi on the car's launch program and also contributed to a lack of progression. There was also consistent squealing on both cold and light applications of the brakes, which led us to believe the test car may have been dealt some unusual punishment in its short life, rather than anything specifically wrong with the Brembo set-up.

Cabin ergonomics are good and the seating position/steering controls (wheel, pedals, gearshift) relationship is one of the best around, allowing the driver to concentrate on extracting every ounce of performance from the car without hanging off the steering wheel or fumbling for the right gear. The grippy, well-bolstered seats play an important role here as well, offering plenty of lateral support during cornering and a good dose of natural lumbar roll in the backrest for comfort when behind the wheel for long periods. But Subaru's decision to go for the extra height adjustment range of the "Super Seat Lifter" is at the expense of the four-way tilt adjustment offered on the previous model. Apart from the re-trimmed alcantara seats, there are only a couple of subtle differences to the STi's interior to prevent mistaking it for that of a standard WRX. They include a revised instrument panel with the tacho now dominating the three-dial layout and the addition of a shift light/buzzer to warn of impending redline; a different gearshift to go with the new six-speed transmission; red stitching on the leather steering wheel, gear knob and handbrake lever; a revised minor switch panel that has a button for the intercooler water spray instead of one for the foglights; and an upgraded audio system with a six-disc in-dash CD changer (this system was introduced with the MY01 WRX but the MY02 model has reverted to a single CD unit).

On a stretch of bitumen like the Great Ocean Road in Victoria, the STi is right up there as the weapon of choice for an early morning blast. It has plenty of acceleration to burn up the straights, as well as the braking ability to haul you down to a sane cornering speed time and time again, while its outright grip levels and ability to sustain huge lateral G-forces means anywhere there is clear vision there's a passing opportunity - even on the outside of corners.

Of course, a lot of that can be said for the regular WRX as well, but the STi comprehensively raises the bar at all levels and really takes Subaru's Impreza sedan into supercar territory. Unfortunately, the STi's dynamic abilities do not quite reach the truly high levels set by the Evo Makinen Lancer. But it is a much more liveable day-to-day proposition and a better car in every other respect - ride quality, fit and finish, equipment, interior accommodation, luggage space and refinement.

Our Opinion

Our Opinion

Wheels: "The STi is a wonderful car and an absolutely incredible bargain"

Motor: "The damn thing is immensely capable, pretty damn affordable and just about idiot-proof"

Autocar: "Not the quickest but the best Impreza yet"

Mechanical

Mechanical

Plan Views

The STi employs the traditional Subaru drivetrain layout with a front-mounted, horizontally opposed engine that drives all four wheels, all of the time.

Engine

The STi uses a strengthened version of the WRX's turbocharged EJ20 2.0-litre boxer engine that features an Active Valve Control System (Subaru's version of variable valve timing), which electronically adjusts the intake valve timing through a range of 35 crankshaft degrees. The list of modified and strengthened components includes a semi-closed deck cylinder block, forged pistons, stronger conrods and big ends, revised camshaft timing and lift, hollow stem intake valve with sodium filed exhaust valves, variable valve timing, engine oil cooler, larger more efficient IHI turbocharger and a larger intercooler. Maximum power is 195kW at 6000rpm with peak torque of 343Nm arriving at 4000rpm, although in excess of 300Nm is available from 2800rpm and is maintained all the way to 6000rpm.

Suspension

The STi's suspension has also been strengthened to cope with the improved engine performance. The suspension - front and rear - is a lightweight inverted MacPherson strut setup with offset coil springs that has filtered down from Subaru's WRC cars. The inverted struts provide for higher bending rigidity - compared to the conventional strut arrangement in the standard Imprezas - courtesy of a larger damping tube, which in turn produces less damping fade as a result of the increased piston size. The STi retains the WRX sedan's cast aluminium lower front suspension arms, which help reduce unsprung weight.

Electronic System

The larger intercooler on the MY02 STi is equipped with a manually operated water spray - it operates in two-second bursts - that provides additional cooling under high engine load or high ambient temperatures. The STi also comes equipped with front and rear "Suretrac" torque sensing limited slip differentials, which respond to a torque differential between left and right wheels and transfer the torque from the slip wheel to the non-slip wheel. However, they only activate under drive and do not respond to differences in left and right wheel cornering speed when coasting. The front LSD is a new addition to the STi's spec sheet and has the effect of noticeably reducing understeer during hard cornering under engine power.

Transmission

The STi is only available with Subaru's new six-speed manual transmission, which has a close ratio gear set and shorter shift mechanism. The transmission is fitted with significantly larger gears - increased gear diameter and thickness - than the WRX's five-speed manual for added strength and durability. Bearing size has also been increased to cope with the engine's higher power output. Double cone synchromesh mechanisms are used on first, third and reverse gears, while second gear features a triple cone synchroniser to deal with the punishment of quick first to second gear changes under hard acceleration. The transmission case is no longer a split half arrangement, instead it is now of a single unit construction.

Brakes

The STi is fitted with a Brembo-manufactured braking system that includes "Super Sports" ABS and Electronic Brake force Distribution (EBD). The front brakes comprise 326mm diameter by 30mm thick ventilated discs with four piston callipers - there are two larger 46mm pistons and two smaller 40mm pistons acting on each side of the disc to promote consistent brake pad wear across the length of the pad. The rear brakes have 316mm diameter by 20mm thick ventilated discs with two piston callipers (each piston measures 36mm). The STi's Super Sports ABS system controls rear braking force individually - via input from a lateral G-force sensor - whereas standard ABS jointly controls both rear brakes to the same braking force. In a hard cornering braking test, under the same conditions, the standard ABS set-up will produce a longer stopping distance and greater cornering understeer than the high-level system in the STi.

Steering

The STi is fitted with engine speed-sensitive, power-assisted rack and pinion steering, which is standard on all Impreza models. The four-spoke, leather-trimmed Momo steering wheel is finished with red stitching and comes equipped with a full-size airbag. The STi's minimum turning circle - measured at the wheel, from kerb to kerb - is 11 metres, while the steering wheel takes 2.75 turns to move from lock to lock.

Safety

Safety

Dual front airbags and front seatbelt pretensioners are fitted as standard equipment on all Impreza models, while the centre rear seat position is equipped with a three-point lap/sash seatbelt. The front seatbelt buckles are mounted on the seats and the upper anchorages are height adjustable. The Impreza performed well in both the frontal offset and side impact crash tests conducted by the Australian New Car Assessment Program (ANCAP) when it was last tested in November, 2001, scoring a four-star rating (out of a maximum of five), or 81 per cent. The passenger compartment held its shape well and protection from serious injury was good for the head and acceptable for the chest and legs. The four-star rating was equal with Honda's Civic, but ahead of other small car competitors such as the Ford Laser, Mazda 323, Nissan Pulsar and Daewoo Nubira.

Data

Data

Engine:

• 1.994-litre front-mounted longitudinal horizontally opposed DOHC 16-valve turbocharged four-cylinder

• Power: 195kW @ 6000rpm

• Torque: 343Nm @ 4000rpm

• Compression ratio: 8.0:1

• Bore x stroke: 92.0mm x 75.0mm
  

Transmission:

• Six-speed manual only
  
  

Suspension:

• Front: independent by lower aluminium L-arms and inverted MacPherson struts, offset coil springs, anti-roll bar

• Rear: independent by trailing arms, lower transverse links and inverted struts, coil springs, anti-roll bar
  

Steering:

• Power-assisted engine-speed sensitive rack-and-pinion 

• Turning circle: 11 metres 

• Turns lock-to-lock: 2.75
  

Dimensions:

• Length: 4405mm

• Width: 1730mm

• Height: 1440mm

• Wheelbase: 2525mm

• Front track: 1490mm

• Rear track: 1480mm

• Kerb weight: 1470kg
  

Standard Equipment:

• Dual front airbags

• Climate control air conditioning

• Remote central locking

• Electric mirrors

• Electric windows

• Cruise control

• Alarm

• Leather steering wheel, gearshift and handbrake lever

• Six-speaker audio system with six-disc in-dash CD player

• Variable intermittent wipers

• Race-style sports front seats

• Alloy wheels

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Legal Disclaimer

Legal Disclaimer

Buying Guides are intended merely as a guide or review for members when considering what products or services they may be interested in bidding on or purchasing. eBay does not make, and nothing in these Buying Guides is intended to constitute, any warranties, guarantees, representations or assurances about the accuracy of the information or content contained in these Buying Guides. Furthermore, eBay does not make, and nothing in these Buying Guides is intended to constitute, any warranties, guarantees, representations or assurances about the nature or performance of the products or services appearing in the Buying Guides. eBay is not affiliated with nor does it endorse the use of any particular product or service.

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