“Take
one already
seriously fast Impreza
WRX STi, add a
Prodrive Performance
Pack, light the blue
touch-paper and
stand well back...”
You could be forgiven for thinking that there's been more Impreza
models than most people have New Year resolutions. Could be, but the upside
is that they just keep on getting better and the 'giant-slaying'
turbocharged Impreza continues to attract as much interest and admiration
as it did when it first appeared in the mid-90's — perhaps more,
because now we all know what it can do.
To prove the 'better and better' point, just look at the Impreza III WRX STi
PPP Type-UK tested here. This version comes with the ultra-desirable dealer-fitted
Prodrive-developed performance pack (PPP) that lifts top speed to 155+mph
and is accompanied by a rip-roaring zero-to-60mph time of just 4.6 seconds
— quicker than most Aston Martins — and a 0-100mph time of 12.2
seconds. The PPP-generated power hike takes the standard STi's 261bhp to 300bhp
and torque to a whopping 299lb ft at 4,000rpm. From a tractability point of
view, the £1,995 PPP 'add-on' endows the Type-UK with more pulling power between
3,000 and 5,800rpm than the standard STi has at its peak, while at 2,500rpm
the PPP-boosted car has almost 30 per cent extra torque. Out on the road we're
talking 'swifter at any speed, in any gear'.
Key hardware features of the Type-UK are a heavily revised chassis and suspension
geometry for even more involving handling, a longer wheelbase with a wider
rear track, inverted suspension struts (just like on the rally cars and this
sharpens handling feel, enhancing road-holding by reducing wheel movement
during hard cornering or when covering bumpy surfaces), Brembo brakes, a new
6-speed close-ratio gearbox, front and rear 'Suretrak' limited slip differentials,
a faster, sharper-feeling steering rack, wider 17-inch wheels with 225/45
tyres and a standard satellite anti-theft tracking system. Also fitted as
standard are a driver's control centre differential (DCCD) and a yaw-rate
sensor.
Externally, the only real giveaway to all these improvements are the larger
gold alloy wheels in a new 10-spoke design with matching gold callipers, subtle
extensions to the rear wheelarches to accommodate the extended rear track
and neat colour-keyed sills. More blatant visual WRX STi trademarks include
the unmissable but functional intercooler air scoop set high up on the bonnet,
muscular flared front arches and a boot-mounted wing large enough to do your
ironing on — not that anyone drooling over this car will care about a
rumpled shirt or two! At the front there's a red 'STi' badge in the nearside
mesh grille and deep air-intakes above and below the number plate, book-ended
by distinctive triple-lens 3-dimensional headlamp units.
Keen drivers will get hours of pleasure playing with the new driver's control
centre differential. Operated via a small switch (it reverts to automatic
mode every time the engine is switched off) next to the handbrake, it allows
the driver to manually select the full-time all-wheel drive system's front-to-rear
torque distribution. This permits the driver to choose, for example, between
sharper cornering turn-in and more stable straight-line running. A yaw-rate
sensor is also fitted to enhance the balance between straight-line stability
and turn-in.
You only have to glimpse one of these range-topping Imprezas to know that
it lives and breathes performance and driver indulgence. Talk to an owner
or wannabe and the conversation will be about driving enjoyment. Even we fell
into the trap of starting our review off with a wad of performance and technical
stuff. But then it's that kind of car.
So maybe now would be as good a time as any to mention the interior. Or, as
any aficionado would call it, the workplace. Jump in and you'll find a sporty
blue and black cabin radiating an unexpectedly comfortable ambience. High-backed
blue-and-black rally-type front seats upholstered in a comfortable blue suede-effect
covering look enticing.
Sit behind the wheel and you'll find that the seats are as comfortable and
superbly supportive as they are good to look at. The perforated suede-effect
centre sections feature red STi logos and the grippy black cloth covering
the firm side bolsters adds extra grip. The functional driving position is
brilliant and you can accurately judge each corner. The all-round visibility
is very good and amazingly, the large bonnet scoop is not a problem.
A neat deeply-recessed instrument cluster contains three smart dials with
thick silver bezels. Pride of place goes to the central position rev-counter
red-lined at 7,200rpm. To its left is a combined fuel/ temperature gauge with
a progressive diff lock display and to the right is a 160mph speedometer.
Graphics are crisp and clear white on very dark blue, with red needles. At
night, illuminated in a pale green light, they look even better.
A small three-spoke perforated leather-rimmed steering wheel is easy both
on the eye and your hands. The column only adjusts for height but it doesn't
matter as there's a good two inches of seat adjustment to compensate. Continuing
the blue colour scheme of the seats and door trims are blue STi monogrammed
carpets. And echoing the red STi seat logos is some red stitching — on
the steering wheel, gear knob and leather handbrake gaiter.
The neat, silvered centre stack, housing a radio/cassette/CD player with large
easy to reach buttons and the A/C's three rotary controls, adds a classy touch
as it swoops down to the gearlever. It also harmonises well with the black
plastic used for the fascia. There are a number of useful cubbies, slim rigid
door pockets, a good-size glovebox and a lidded storage bin between the front
seats.
Apart from the efficient set 'n' forget air conditioning — which also
has brilliant 360-degree swivelling eyeball air vents — and a digital
clock, most of what you see has a performance rather than luxury function,
such as the warning buzzer/light that the driver pre-sets to guard against
over-revving the engine, the DCCD already mentioned and a switch to spray
the intercooler with water (to retain power during high-temperature/altitude
driving). What's particularly nice is that you don't need to read a manual
before you get in and drive off because everything is so obvious.
Standard equipment also includes power steering, four electric windows, electric
door mirrors with one-shot up/down for the driver, an outside temperature
gauge and aluminium accelerator, brake and clutch pedals as well as the left-foot
rest. There is also a satellite tracking system and a generous dose of safety
kit.
The compact and very wieldy Impreza comes with four doors and five seats.
The split/folding rear seat is useful and extends the load options beyond
the massive boot. It's actually all very family-friendly as you'll find anytime
you need to fill all the seats. Frameless doors are a nice feature and make
entry and exit even easier when the windows are lowered. There's ample foot,
leg and shoulder room and a wide, padded central rear armrest is provided
in the rear, along with a large ski-hatch.
At day-to-day speeds, and as an everyday car, it's unexpectedly satisfyingly
and tactile. The ride quality is far better than you might have thought and
noticeably uncompromised by the firm, roll-resistant suspension set-up. And
while it does let you know what's underfoot, your fillings are in absolutely
no danger of shaking loose. Another urban legend bites the dust! Around town
it rides and feels both composed and assured. You really do get your money's
worth because, however slow you're forced to drive, it still serves up driving
enjoyment. If nothing else, slow-moving city traffic gives you the chance
to open the window and listen to the oddly melodic beat of the 'boxer' engine.
There's something of a gentle giant about the Impreza's character, despite
its in-your-face look. It seems to almost coddle and indulge you, it's full-time
four-wheel drive system making sure you never come to any harm. The burble
of its flat-four 'boxer' engine could be said to be reminiscent of a chuckling
giant. Firmly established as one of the greatest performance cars it might
well be. But for a fire-breathing, point-to-point, all-weather machine the
Impreza is also reassuringly domesticated.
Getting back to the DCCD — enthusiastic driver's will have a field day
experimenting with different settings, winding the rotary switch next to the
handbrake to adjust between an even 50:50 torque spread up to a rear axle
biased 65:35. Load the power to the tail with a twist of the rotary switch
and you can play rally drivers for real. You'll feel like a kid again on that
magical first drive out of the summer holidays. Except that this is most definitely
a big boy's toy.
While it has the looks to goad all manner of fast cars, it also has the ability
to reduce almost all of them to specks in the rear-view mirror. It doesn't
always feel as fast as it actually is. Well, not until the rev-counter needle
flicks past the 3,900rpm mark and you encounter peak torque. Then it begins
to feel very fast indeed. Bat out of hell fast. And when you hear a hard-edged
roar creeping progressively into the exhaust note you know you're really flying.
At which point the Impreza's abilities harmonise beautifully. Steering, accelerator,
rifle-bolt action gearchange and brakes all work in harmony to deliver a totally
interactive drive that flatters your ability. Then you remember the price
and grin even wider.
Every time you turn the key in the ignition you know that you're only seconds
away from a rally-style driving experience. So it's interesting to note that
despite the undeniable 'boy's toys' image, there are a lot of ladies driving
these cars — and driving them well. Which also goes to show that in spite
of the Impreza's hardcore high-performance credentials, it really can handle
mundane everyday driving chores. Commuting, shopping and the school run —
sorry, better make that the school sprint — and even a family outing
or holiday.
Get one alone on an empty, challenging road and boy, are you in for a treat.
Subaru's full-time all-wheel drive maximises grip whatever the weather conditions.
The 225/45 section Bridgestone Potenza RE070 tyres produce less sidewall flex
and do their bit for traction. They also ride comfortably without any roar.
The steering is clean and light-ish but turn-in is eager which, thanks to
good feedback through the wheel, makes for an involving experience.
Fast bends let the STi show off its 'running on rails' precision. Getting
power down for a clean line when exiting a corner is easy, courtesy of the
taut body control that ensures the nose remains true to your chosen path with
no sign of any of the 300 horses running wide. This is a very easy car to
drive quickly, and lets you exploit its chassis' huge potential more or less
whenever and wherever you want. Just a word of warning — there are speed
limits in this country so watch yourself!
Like accelerating, braking is never a problem. When it comes to reining in
the Impreza, the Brembo brakes — with ABS and electronic brake-force
distribution — leave nothing to chance. Ventilated discs are fitted front
and rear and operated by four-pot callipers at the front and two-pot at the
rear. Retardation is very good; pedal feel progressive.
The tubocharged 2.0-litre, four-cam, variable valve timed horizontally-opposed
engine — now with a manual intercooler spray — pours out its power
accompanied by a beguiling asymmetric beat. As the revs build you can feel
it straining at the leash, urging you to let it run free. Give in to the temptation,
plant your foot hard on the accelerator and the show begins. A short throw,
fast action foolproof gearchange ensures rapid — almost mesmerising —
progress through the six, closely spaced ratios. It also means there's no
excuse for not keeping the engine on the boil. With the power on the cam,
third gear is super-flexible and puts you totally in touch with the STi. Combine
this with engineered-in handling and roadholding abilities and anybody with
a scrap of driving ability will be able to safely exploit its terrific performance.
Finding yourself on a motorway is no hardship, either. A tall, overdrive sixth
gear means that 70mph only needs a comfortable 2,800rpm. Not only is this
good news as far as cabin refinement goes, but it also benefits fuel consumption
— the extra urban figure is a welcome 33.2 mpg, with a still acceptable
25.4mpg for the combined figure. Overall we averaged 23mpg but then we did
give it something of a caning. A 13.2 gallon tank stretches out the time between
touring fill-ups to a reasonable interval. At constant motorway speeds the
STi is reassuringly stable, tracking straight and true. And the tuneful note
from the 4-inch diameter tailpipe never strays from the entertaining.
Safety is well considered with dual-stage front passenger airbag, driver's
airbag, energy-absorbing brake pedal (it's designed to snap away in severe
impacts to protect the driver's lower limbs), side airbags, two ISOFIX-compatible
child seat mountings in the rear seat, ABS with EBD, five 3-point seat belts
with the front two being height-adjustable. Deep sun visors and a darkly-tinted
section above the rear-view mirror do a sterling job of minimising dazzle
— the low winter sun we get here in the UK can be a real problem.
Whatever their price, few cars deliver such an entertaining combination of
safe handling, storming performance and a rewarding driving experience as
the Impreza WRX STi PPP. It's agile, exploitable and most of all it's fun.
I'm usually dead set against lists of the "100 top chase scenes" and "50 things
to do when you're dead" variety, but in this case I'll make an exception —
add this Impreza to your "10 cars to drive before you die" list.
 Subaru Impreza WRX STi PPP Type-UK | £25,995 + £1,995 (PPP) Maximum speed: 155+mph | 0-62mph: 4.6 seconds Overall test MPG: 23mpg | Power: 300bhp | Torque: 299lb ft Visit Subaru's website  |