– Go Speed Racer, go! Drive along any city street, and chances are you’ll encounter a hopped-up Honda Civic or Mitsubishi Eclipse doing its best to look and sound fast, even if what’s under the hood amounts to nothing more than a high-flow air filter and chrome valve covers. These boy-racer types may conjure up thoughts of the 1960’s era cartoon character, Speed Racer, but in reality their rides couldn’t hold a candle to his Mach 5 with its 5,000 horsepower directed to all four wheels. And with that machine’s protruding front saws and bulletproof glass, it’s just as well that Racer’s cruiser remains fictional. Were it ever to come to life, we can only imagine what that episode of “Cops” would be like.
There are, however, a few select rides that, while touting thousands less in terms of horsepower, offer more than enough performance and agility for the real world, making them authentic sports cars and not merely poseurs. Plus, they come fully-backed direct from the manufacturer. A prime example is the 2006 Subaru WRX STI, a made-for-the-street version of an Impreza rally car that can be seen from time to time on the Speed Channel or ESPN, hauling tail through the air or performing a four-wheel drift in the forest to the thrill of hard-core fans. Similar to companies like Honda and Toyota using the track or off-road racing courses to develop technology ultimately available in the showroom, Subaru uses the hair-raising rally environment as a testing ground for the STI destined for your driveway. The result is an extremely capable sedan that will do its part to hustle its master between home and work, yet begs for its 300 turbocharged horsepower and 300 lb.-ft. of torque to be unleashed on curvy pavement.
Serving to demarcate the relatively mainstream Subaru WRX from the WRX STI is an aluminum turbocharged 2.5-liter four-cylinder engine that punishes the pavement with 300 horsepower at 6,000 rpm and 300 lb.-ft. of twist at 4,000 rpm. That boosted angst is pushed to all four Bridgestone Potenza 225/45R17 performance tires through a six-speed manual gearbox. In comparison, other WRX models offer
230 horses, 235 lb.-ft. of torque, and a five-speed manual or optional four-speed automatic transmission. However, there’s more to the STI than a stout powertrain, like upgraded ABS and electronic brake-force distribution tied to Brembo vented discs, quick-ratio rack-and-pinion steering, and a high-performance suspension system with inverted struts as well as lower L arms up front and a parallel link setup on the rear. BBS 17-inch wheels are standard, kept under control by limited-slip front and rear differentials and a center differential that can be automatically locked or manually adjusted by the driver using a dial placed on the center console. To top it all off, this little Subaru boasts a 2,000-lb. tow rating.
That’s the mechanical side of the 2006 Subaru WRX STI, a limited view that fails to recognize the car’s creature comforts and oh-so-conspicuous visual enhancements. Yeah, we’re referring to that garish rear wing, which along with BBS wheels sprayed in gold or silver, painted Brembo brake calipers, a stainless steel exhaust tip, body-color wheel flares, a rear spoiler mounted above the back glass, STI front fog light covers, a lower body kit, high-intensity discharge headlights, and strategically-placed STI badges serves to separate this powerhouse from the rest of the WRX pack. The interior features unique items such as front sport bucket seats; Alcantara leather upholstery with suede inserts; soft leather with red stitching on the steering wheel, shift knob, and parking brake handle; and a 9,000-rpm tachometer for those wound-out back country runs. Other standard items shared with the WRX include a tilt steering wheel, alloy pedals, front-side airbags, a six-disc CD changer, and the usual array of power features. That laundry list of equipment is available for a base price of $33,620 including a $625 destination charge. Of course, options are available for buyers with deeper pockets, availing those individuals to equipment ranging from an electrochromic interior rearview mirror for $183 to a $948 Performance Group consisting of a short-throw shifter, a turbo boost gauge, and a titanium shift knob.
Bolting on the Performance Group kit brought the price of our 2006 Subaru WRX STI tester to $34,568 (including destination). That’s a lot of coin for the folks most likely to call this ride their own – young males. But no one ever said fun is cheap, and there are always areas to cut expenses. That being said, now might be a good time to check out http://www.mattfischer.com/ramen for all of the interesting ways to make a buck’s worth of Ramen noodles palatable.
Driving ImpressionsSubaru WRX STI – Thom Blackett’s Driving Impressions:
Even though the design would look more appropriate in a high school parking lot than slotted next to the CEO’s Mercedes, this little rocket is best kept in the hands of mature, knowledgeable drivers. Why? Because it’s so darn fun to drive wickedly fast in areas where signs caution of narrow twisty roads and urge drivers to slow considerably. Problem is, flinging the STI through a batch of twisties at high speeds can feel as safe as driving a Buick down the highway at 65 mph. On a remote road in the mountains above Malibu, I was able to search out the limits of the STI with countless sweepers and tight turns, gaining more appreciation for the steering’s excellent feedback, the almost nonexistent body roll accented by just a touch of oversteer, and the Bridgestone Potenza tires’ outstanding grip. As the run progressed, I felt increasingly comfortable tacking on a few extra mph’s through each turn. It became clear that the STI could take whatever I threw at it – my skills would likely find their limits much sooner.
What stole some thunder from the experience, other than the CHP officer who flagged me down halfway through the run (no, not for my driving – there was a disabled vehicle on the other side of a blind corner), was steering that felt a bit too light at high speeds and the tradeoff for that stellar handling, namely a stiff ride that carried every ridge of every pothole to the driver’s backside. The brakes were touchy, yet extremely responsive even after the lengthy, spirited downhill stint. But most disappointing was the transmission. Accented by a titanium shift knob that was part of our tester’s Performance Group package, the six-speed manual gearbox looked like it might provide some serious fun, though in reality the tranny felt notchy and made mistaking fifth for third and sixth for fourth a little too easy.
Subaru WRX STI – Christian Wardlaw’s Driving Impressions:
Just when I thought the 2006 Subaru WRX STI couldn’t possibly get any more capable, I bent the car into an unfamiliar hairpin marked by a giant yellow diamond sign recommending a speed of 10 mph. The corner was blind, a cliff and guardrail on the left with a rock wall on the right, and it turned out to be a decreasing radius turn. I was doing at least triple the recommended speed, and as the road tucked in toward the right, I twisted the STI’s steering wheel to similar degree. The sticky Bridgestone Potenzas dug in without complaint, the car rotated upon its axis with the grace of a figure skater, and delivered a thrilling hint of power-on oversteer as I exited the turn and rocketed down the next straight. After that, I liked the STI plenty, despite a few misgivings.
My complaints about the Subaru, however capable and confidence-inspiring the car might be, include a clutch that is too soft, and brakes that didn’t produce the kind of bite I expected on a different but equally harrowing occasion. A car like this, with a gearbox as tight as this, deserves a clutch that engages decisively. Maybe I needed more seat time, but I found myself slipping the clutch too much and botching my launch or letting it out too early and bogging the engine. Approaching a tight series of S curves on an off-camber bend, the brakes didn’t slow the WRX down as expected, leading to a cheek puckering entry into the first turn. Finally, it’s very easy to hit the rev limiter in first and second gears, frustrating because the engine feels like it can pull for a least another grand before it’s time to shift.
Despite these concerns, the Subaru WRX STI is undeniable fun, a real thrill ride, one with incredible handling and performance. Always eager and willing to play, the STI will endanger your driver’s license if you exercise little self restraint. It’s been two years since I’ve driven a Mitsubishi Evolution, a car that has seen its share of tweaks and upgrades before a complete redesign arrives for 2007 or 2008, so it would be unfair to make any attempt at comparing it with the STI except to say that I prefer the Mitsubishi’s styling, seat comfort, and control layout. However, in terms of driving, the STI equals my hazy memory of what the Evolution delivered – a race-ready rally car for the street sensation.
Subaru WRX STI – Ron Perry’s Driving Impressions:
After experiencing the Subaru WRX STI from both the driver and passenger seats, it’s everything I thought it would be. The engine pulls hard at all revs, propelling you quickly into corners while the AWD provides cat-like grip to maintain high entry and exit speeds on corners. Brakes and steering are tuned to give maximum feedback and the tight, short throws for the six-speed manual transmission are a joy to navigate but harmonizing the clutch and transmission to get smooth shifts takes some practice. The gearbox is definitely one of the best I’ve experienced in a while. The ride is harsh, but that’s expected in a purpose-built car like the STI and I feel the tire noise intrusion into the cabin is excessive.
Comfort Subaru WRX STI – Thom Blackett’s Opinion of the Comfort:
From remarkable handling to exhilarating engine power, there’s much to praise about the 2006 Subaru WRX STI. However, don’t be confused – comfort ain’t on that list, unless you’re a rear seat passenger, in which case your butt is planted on a soft, spacious bench. Soft front seatbacks provide some relief for long-legged riders in back, though accommodations like a center armrest and headrests are absent.
For the driver and front passenger, comfort ranks a distant second behind bolstering. The front buckets are downright stiff, and after a few miles your back may be crying for a lumbar adjustment, just as mine was. Well friend, we need to suck it up and focus on the positives, like the large integrated headrests, the driver’s manual height adjustment, the tilting leather-wrapped steering wheel, the padded door panels, and those side bolsters that keep a body firmly in place in even the tightest corners. On the flip side, larger individuals might find the narrow sport buckets to be a bit too confining; suspension, road, and tire noise can make for a loud journey; and drivers of all sizes will likely take issue with the hard center armrest that’s placed too low and too far back.
Subaru WRX STI – Christian Wardlaw’s Opinion of the Comfort:
Big people and small cars usually don’t get along, so it’s no surprise that I found the 2006 Subaru WRX STI uncomfortable. For a sport seat, the STI’s driver’s chair doesn’t offer much range of adjustment, and after six straight hours in the saddle I was ready to get the hell out of this car. Leg room was a problem for me, too, and when I wasn’t testing the STI’s limits of grip on twisty roads, I sat splay-legged behind the wheel. Cramped, with precious little leg room, the rear seat is no treat, either. The bench is supportive, and there’s lots of foot room, but getting into and out of the car is literally a pain – I cracked my head on the arched roofline on entry. Once crammed inside, my legs needed to wrap around the front seatbacks. Loading the trunk is easy; the opening is large, and there’s plenty of room inside.
Subaru WRX STI – Ron Perry’s Opinion of the Comfort:
Inside the cabin, both seats allowed enough adjustment to find a comfortable seating position but could use a bit more bolstering considering the cornering capability of the STI. The seats are supportive, too, but other drivers might wish for a wider range of adjustment for optimum comfort. I really enjoyed the suede-like material on the seat inserts, which worked well to keep me from sliding around during hard cornering. I found the center console lid a bit too low to comfortably rest my right arm and the hard plastic surface made it even more unbearable. Thankfully, the door panels have padded rest areas for elbows. Wind, tire and exhaust noise permeate the interior making it a bit loud, but I feel it is of an acceptable level for a vehicle of this nature. As expected the ride is also a bit rough.
Getting into the back seat is easy and once set you’ll find adequate knee room and lots of foot and headroom. A flat bench seat makes seating for the sap stuck in the middle more comfortable but if riding just two up, you won’t find a fold-down center armrest or cup holders to hold your caffeine-laced energy drink. Instead, beverages are held by a pair of flimsy holders at the back of the center console, placing them just out of reach while belted in. Just as in the front, padded door panels at the rear offset the lack of a center armrest. A large trunk with a low liftover height is also a nice touch.
Quality Subaru WRX STI – Thom Blackett’s Opinion of the Quality:
Just remember that the $35,000 you spent on a 300-horsepower Subaru was for a thrilling drive and nothing else, so if the car features some nice materials and looks to be well built, simply consider such points to be added benefits. Whether due to cost cutting or weight savings, the interior offers visors so insubstantial that they nearly crumple in your hand, a headliner that feels like low-grade cardboard, hard and shiny plastics on the lower panels and center console, and a few too many grain patterns. Aside from several irregular gaps around the instrument cluster and console, the STI’s interior appeared to be well assembled. Falling under the added benefits column are a padded dash and windowsills, leather/suede seats and inserts, soft leather on the steering wheel and shift surround, and a solid titanium shift knob (included with the Performance Group package).
A close inspection of the STI’s exterior unveiled only a few irregular gaps around the taillights.
Subaru WRX STI – Christian Wardlaw’s Opinion of the Quality:
Check any issue of
Consumer Reports, and you’ll see that Subarus have a longstanding reputation for reliability and durability (though recent JD Power Initial Quality results have not been as favorable). Based on the assembly quality of our 2006 Subaru WRX STI test car, it appears this reputation is deserved. Inside and out, panel fits were tight and uniform, and the interior materials quality is impressive for a small car. The dash pad is soft to the touch, the seat upholstery feels durable and of quality, and the car was free of rattles and squeaks. There are some low-rent bits of trim here and there, especially considering the price, but the STI is based on the entry-level Impreza, so these can be forgiven.
Subaru WRX STI – Ron Perry’s Opinion of the Quality:
When it came to the WRX’s exterior, I really didn’t find much to complain about. All body panels seemed to be affixed properly with even panel gaps and good fit-and-finish. In fact, I would dare to say the exterior fit-and-finish is the best I have seen come through our office in a long time.
Inside, the Subaru WRX STI didn’t fare as well. The plastics used on the interior not only looked cheap but were discoloring on the driver’s door panel. The A-pillar covers were also loose and there was a minor fitment issue with the ashtray cover. The nylon material used on the sides of the seats appears durable but has a cheap look compared to the suede-like inserts. The volume of tire and wind noise that permeates the interior also gives me impression that some insulation was deleted in favor of weight/cost savings.
Design Subaru WRX STI – Thom Blackett’s Opinion of the Design:
Being a car reviewer definitely has its share of perks, like getting a free car to drive and evaluate for a week or more, and the ability to let your own ride sit quietly as the miles rack up on another’s odometer. Except for instances when test cars are unavailable, there really is no reason to crank up your personal auto. That being said, I chose to leave the STI at the office for the weekend, opting instead for the relative obscurity of my Mustang. Making this decision especially interesting is the fact that I’ve jumped at the chance to house red Corvettes, silver Minis, and yellow SSRs in the past, and to top it off, I’m not all that fond of my ‘Stang.
Granted, the STI’s powertrain and handling could be exploited all weekend without eliciting a hint of boredom, but that would require wrangling through L.A.’s nightmarish traffic to reach some open roads. And that would mean being seen in the Subie, in all of its gold-wheeled, aero-kitted, hood-scooped, and outlandishly large rear-winged glory. This thing demands attention, but I dare say it’s not for its exquisite looks, so under-the-radar type drivers or shoppers looking for a sleeper need not apply.
Subaru WRX STI – Christian Wardlaw’s Opinion of the Design:
As fun as this car is to flog, I greatly disliked being seen in it. The snarky new front styling, the STI graphics, the gold wheels, the rear wing – it’s all too much for a guy approaching 40. But next year, my fellow Oldie Oldersons, Subaru is bringing a Limited version of the WRX STI to market. This model gets silver wheels, a lip spoiler on the back, and a toned-down appearance. You might still feel like you’re suffering a mid-life crisis, but at least your car won’t be screaming about it to every onlooker and passer-by. Inside, the design is fine. I liked the bright orange gauge cluster, but it didn’t match well with the light green lighting for the remaining controls. Silver trim and blue inserts for the seats and door panels keep monotony at bay, and while most controls are properly located and well marked, I disliked the ratcheting tuning knob for the stereo.
Subaru WRX STI – Ron Perry’s Opinion of the Design:
Where do I start? The Subaru WRX STI’s design will go out of style as quickly as it can accelerate under full throttle. The oversized street racer wing, along with the smaller one that resides higher on the rear glass, need to go in favor of something subtler if Subaru wants to attract older buyers. Also in need of a makeover are the gaudy gold wheels that clash with the boisterous blue paint, and do we really need fifteen STI emblems pasted all over the car? Seriously, one or two would suffice. The rally style functional hood scoop I can live with but I would need a trunk release button on the key fob since opening the trunk with the key before unlocking the doors sets off the alarm. Inside, a subtler color scheme would be appreciated for more mature drivers that love the performance but don’t want the flash. I’ll wait for next year’s Limited model.
Advice Subaru WRX STI – Thom Blackett’s Advice:
Drivers with limited funds who want to marry weekend track time with a need for everyday usability, albeit uncomfortable usability, may look no further than their local Subaru dealer. The WRX STI is an utter blast to drive on curvy roads, and though I didn’t have the opportunity to test its limits on a track, I suspect such an experience would be equally rewarding. There is that high price tag to contend with, but considering the thousands of dollars go-fast drivers put into their vehicles for what are often times only incremental gains in performance, the potent WRX STI, with its factory warranty, could be considered a bargain. However, I’d personally hold out for the STI Limited, if only for its subtler rear spoiler.
Subaru WRX STI – Christian Wardlaw’s Advice:
The 2006 Subaru WRX STI is about performance, with a dose of practicality. Few four-door sedans can match this car’s acceleration, speed, and handling, and at the WRX’s price point only the Mitsubishi Evolution is a direct competitor. Personally, I prefer the Evo’s styling, its interior design and layout, and I find it to be more comfortable. Still, if the Subaru twists your crank, you’re going to be very pleased with this car.
Subaru WRX STI – Ron Perry’s Advice:
If you are into speed, handling and performance then the Subaru WRX STI might just belong in your driveway. The STI is a blast to drive and would make a great weekend racer. However, if a noisy cabin and bone jarring suspension aren’t your cup of tea during the daily commute then you might want to pass on the STI. The STI isn’t for wimps and in its current form isn’t for people who don’t like to draw attention to themselves.
SpecificationsTest Vehicle: 2006 Subaru WRX STI
Price of Test Vehicle: $34,568 (including a $625 destination charge)
Engine Size and Type: Turbocharged 2.5-liter horizontally-opposed four-cylinder
Engine Horsepower: 300 at 6,000 rpm
Engine Torque: 300 lb.-ft. at 4,000 rpm
Transmission: Six-speed manual
Curb weight, lbs.: 3,351
EPA Fuel Economy (city/highway): 18/24 mpg
Observed Fuel Economy: 17.5 mpg
Length: 175.8 inches
Width: 68.5 inches
Wheelbase: 100 inches
Height: 56.3 inches
Leg room (front/rear): 42.9/33 inches
Head room (front/rear): 38.6/36.7 inches
Max. Seating Capacity: Five
Max. Cargo Volume: 11 cubic feet
Competitors: Audi S4, Mazda Mazdaspeed 6, Mitsubishi Lancer Evolution, Volvo S60 R
Photos courtesy of Ron Perry
