Subiesport Magazine: Shock of the new: 2008 STI

If you were expecting the all-new 2008 WRX STI to be merely a warmed-over upgrade to the already released WRX, you’re in for quite a shock.

Martyn Harding, product planning manager at Subaru of America, explains. “The actual body shell of an STI is significantly different than a WRX. The metal thicknesses, the types of steel and additional bracing; so it’s significantly stronger. We know we’re going to put big sticky tires on it and make a lot of horsepower. You have to have a body shell to back that up.”

This marks a significant change in Subaru’s way of thinking about the STI. Whereas previous STIs have essentially been hopped-up WRXs, this time their flagship rallycar-for-the-road is a radically different beast. Subaru has changed not just the motor, trim and gearbox; they’ve made significant changes to the chassis as well. For a company as small as Subaru, that’s a huge deal.

Recently, we had the opportunity to drive this new animal around Laguna Seca raceway and on the backroads of Carmel, Calif. To cut to the chase, we can say, without a doubt, this is the best factory STI. Ever.

The story isn’t in the numbers on the fact sheet. They’re in the dynamics of the drive. Take the new brake booster design, for example. The 2008 introduces a new “tie rod” booster. The result is a much more positive and consistent reaction from the pedal. That may not be a terribly sexy marketing message, but when entering Turn 2 at Laguna Seca at speeds in excess of 100 mph, the change is very noticeable. In the past, braided brake lines were one of my first recommended upgrades. Not with this car. They’re simply not necessary.

One thing that is sexy is the power. Gobs of it. I would even venture to say that Subaru isn’t being completely up-front with how much power this car is laying down. The Subiesport Magazine's Legacy GT project car (and my daily driver) sets down 290-hp to the wheels, which can be extrapolated as having at least 70 more crank-hp than this new STI. (Note that both the STI and our LGT have 3.9 final drive ratios.) However, based on feel, the STI is almost certainly quicker.

In our unscientific speed test (GPS timing tools, but running on a crumbling, mostly-straight road behind a California vinyard) we registered a 0-60 time of 5.2-seconds, well within the margin of error of Subaru’s claimed 4.9-seconds for the model. Our project Legacy GT is just as fast, albeit with one less gear shift required to get to 60. Make of that what you will.

Even more exciting is that range of the speedo where real performance cars live: up to 100 mph. Again, our less-than-scientific facilities yielded a very encouraging result: 0-100 in 13.2 seconds. That’s faster than Car & Driver pulled from a 2008 Mitsubishi Evolution X! (November 2007, 13.4-seconds.)

It’s at speeds like this that the new zero-drag aerodynamics and lengthened wheelbase show their stuff. Where the old STI required constant input to track straight, the new model is much more composed at high speeds.

That’s all well and good, but most of our readers will more likely be hitting road circuits or rally stages than running quarter miles. It’s these twisty and unpredictable conditions where the greatly-expanded set of driver assistance systems come into their own. On the next page, we’ve provided a quick reference graph of Subaru’s recommended configurations.

Back at Laguna Seca, the performance setting (S#, VDC in Traction mode, DCCD in Auto -) yielded the fastest time around the 2.238-mile circuit. With this configuration the car responded deftly to my driving whims: rotating just right around the corners, but I never felt the electronics were holding me back. For most drivers this will be perfect.

For drivers with serious skill behind the wheel, all the systems can be disabled (except ABS). But with this much power and grip, I’d hate to see the result of a driver running out of talent at Turn 9.
A complete loss of control wouldn’t be without notice. It’s not like this is a Porsche GT3. The new Dunlop SP Sport 600 summer tires have a gradual break-away characteristic well suited to this new slingshot. Just enough squeal to let you know you’re reaching the limit. And considering they’re wrapped around wide 18 x 8.5-inch cast alloy wheels (forged BBS are optional) packed under the STI’s haunches, that limit is very high, indeed.

Inside the cabin is a replay of the interior that appeared earlier this year on the 2008 WRX. Only this time with more buttons to accommodate all of the STI’s speed gadgets. It’s only a shame that the interior hasn’t kept pace with the performance envelope of the ever-evolving STI iterations. In short, it’s fine. For a $20,000 car.

The gleaming ray of hope for those of you considering the new BMW 135, an Infiniti G35x or this new STI in the future, is that recently Subaru has seen success with the stylin’ Limited edition of the outgoing design. That keeps the dream alive that we may see a proper BMW-fighter clad in leather racing seats and a proper moonroof, some point after the initial sales rush passes. An STI like that would rock the performance motoring world. Regardless of the trim, however, this is probably the fastest and most capable car you can buy for less than $50,000.

If you want to impress on the track, the new STI is the only credential required. If you’d rather impress on curb appeal alone, move along.