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Writer's Notes
2004 Subaru Impreza WRX STi Specifications
Base price: N/A
Engine: 2.5-liter horizontally opposed boxer; 300 hp @ 6,000 rpm; 300 lb. ft. @4,000 rpm
Transmission: Six-speed manual
Wheelbase: 100.0 in.
Length: 173.8 in.
Width: 68.5 in.
Height: 56.3 in.
Head/hip/legroom: 38.6 in./53.3/42.9
Curb weight: 3, 263 lbs.
Ground clearance: 5.7 in.
Fuel economy: 18 city/24 highway
Safety equipment: ABS with EBD, front and side airbags
5 questions about the 2004 Subaru Impreza WRX STi
What are some of the differences between the WRX and the WRX STi?
There are many. In addition to its stronger, higher performance engine, quicker steering, better braking, and improved suspension, the STi is the first Subaru in the U.S. with an active valve control system. Its intercooler is 30 percent larger, with a manually controlled water spray for high load conditions, and the STi has a single exhaust while the WRX has a dual exhaust system.
What are some of the exterior styling cues of the STi that enhance performance?
The functional hood scoop, the air flaps in the wheel wells front and rear; front and rear spoiler; and an air tray under the body all help with its performance and aerodynamics.
What its coolest feature?
Being able to customize the STi's all-wheel-drive performance with a "thumb wheel" switch that allows you to vary torque split between the front and rear for different weather conditions, different pavement conditions, or to accommodate a particular driving style. There is also a new limited slip front differential, a gearless unit that responds to torque differences and a mechanical limited slip rear differential.
Any complaints?
This new flagship model meets its stated intent. It's noisy, torquey and fun, but after a long day in the saddle it's tiresome. Great for the track and spirited drives, but not for carpool or heavily-congested commutes.
What colors does the all-new 2004 WRX Sti come in?
It is available in Blue Pearl, Aspen White, Platinum White, and Java Black Pearl
Comments or suggestions about this review? Send an e-mail to: editor@autobytel.com
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Riverside, CA: Driving the new Subaru flagship is both fun and frustrating. Fun because it sounds hot and is hot. Not only does it move like spit from point A to wherever-you-point-it ( and it sticks like glue to the roads along the way!), but it sounds great getting there. Its engineers tuned that in, so you can hear the engine and feel the gear shifts. The newest model in the WRX lineup that comes straight from its World Rally Championship racing is not gentle, not for babies, and not for taking baby steps around the block.
The STi is a full-fledged race car that's street legal, but therein lies the frustrating part of the equation. On a recent ride and drive of this new model, I had to reign myself in from drag-strip behavior as I motivated the attention-grabbing neon blue 4-door sedan from traffic light to traffic light and stop sign to school zone, from Laguna, California to Riverside and back.
Thankfully, after a morning of everyday driving that included a few spirited forays over less-traveled secondary roads, our group of testers was able to go full-out at the California Speedway. What did I learn? If you buy one, take the one year's free membership in the SCCA that comes with the purchase of a new WRX STi and get to a race track soon!
Subaru's newest offering in the performance passenger car market is also its most powerful. The WRX STi has a 300-hp turbocharged 2.5-liter boxer engine, all-wheel drive and an aggressive, rally-inspired exterior straight out of "The Fast and the Furious."
Based on Impreza, the mid-sized sedan with somewhat mediocre market appeal, the WRX series is the road-ready way for Subaru to express its inner rally car. Equipped with high-performance engines and hood scoops, WRX has been a boon to this Japanese automaker whose biggest sellers for decades have been functional, unsexy wagons.
The new STi version is named for Subaru Tecnica International, the high-performance and motorsports division of Fuji Heavy Industries that also co-produces Subaru's rally cars with Prodrive. This niche marketer's rally roots go back to 1980, when Subaru first scored wins in international races. The first Impreza, the 555, made its rally debut in 1993 at the 1000 Lakes race; Subaru has won four world titles since then.
Technologies such as Subaru's Active Valve Control System (ACVS) help boost engine performance and responsiveness even further.
On the outside, the STi has a stiff "ring-shaped reinforcement" body structure with a hydroformed subframe, the same as its stablemate WRX. However, layered on top is an updated skin that features a restyled front end with a prominent functional front air scoop and four-beam high-intensity (HID) headlamps, with a leveling system for the lamps. Four side doors stretch back to a rear end dominated by a dual-plane rear spoiler and taillamps with smoke-tinted lenses. A single-output exhaust pipe caps the back end; 17-inch aluminum alloy wheels are standard.
Subaru's latest street/rally hybrid has a 2.5-boxer engine producing 300 horsepower and 300 lb.-ft. of torque. The largest displacement powerplant ever in a WRX model, the motor is matched to a 6-speed manual transmission tweaked to handle the higher output from the turbocharged boxer. This is the first time Subaru has brought a 6-speed to the US. A large intercooler, cooled by air from the front scoop, has a manually-operated water spray for additional temperature reduction.
STi is equipped with all-wheel drive with a DCCD (Driver-Controlled Center Differential) and 35/65 percent rear power split. Drivers can choose either Automatic or Manual mode; manual lets the driver control the torque distribution up to a 50/50 split to vary with road conditions, while automatic lets the car do the work.
Technologies such as Subaru's Active Valve Control System (ACVS) help boost engine performance and responsiveness even further. ACVS adjusts intake camshaft timing, so that intake and exhaust valve timing optimizes engine performance, reducing the need to trade torque for horsepower in crucial moments. ACVS also boosts turbo performance, helping the turbo deliver 14.5 PSI - an improvement from 13.5 PSI in the WRX.
Inside, styling cues evoke the performance under the hood. Side bolsters, integrated head restraints and perforated blue fabric upholstery on the functional performance seats are a few of the interior design touches; the lack of a standard sound system and lightweight rear window glass are examples of functional design touches that reduce weight for greater performance. Floor mats also are left out, as is the center console and rear pass-through that are included on other Impreza models. Power windows, locks and mirrors, and an A/C system are standard equipment.
"STi" badging and aluminum accents highlight the cabin, which has room for five adults and their beverages - cupholders were not left on the cutting room floor. Both steering wheel and handbrake are leather-wrapped with red stitching, while pedals are covered in aluminum. Gauges, including the 160-mph speedometer, are illuminated by red LED lighting. A sport-designed cluster has a tachometer in the center, which has a warning buzzer that sounds at red line. A shift light is adjustable.
The stiff body structure is supported by a 4-wheel independent suspension derived from rally roots but tuned for street wear. Aluminum components and an inverted strut structure make the system lightweight and highly responsive. STi has a quicker steering ratio than its WRX cousin - 15.2:1 as opposed to 16.5:1. Four Brembo ventilated discs provide stopping power and are helped by ABS and EBD.
Safety equipment includes front seat side/chest airbags and front bags, as well as three-point safety belts with pre-tensioners and force limiters.
--Photos Courtesy of Subaru North America
--Story by Sue Mead
Sue Mead works as a photojournalist and features writer for more than two dozen publications. She has written for Parade, Popular Science, Open Road, the Road & Track Buyers Guide, Men's Journal, Popular Mechanics and Diversion and she has worked as an auto editor for CNN/fn. Sue has co-driven in two of the world's toughest off-road races, the Baja 1000 and the Paris-Dakar Raid. She attended four Camel Trophy adventures for Land Rover North America and has participated in several long-distance adventure drives. She recently completed her first book, "Monster Trucks and Tractors" published by Chelsea House. Sue lives in New England.
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