In 2000, the Subaru stole the show and quickly became the love child of America's car enthusiasts. Unbelievably, after such a huge success, the car has stormed on since without a lick of competition that could match its combination of performance, practicality and value.
This changed on Friday, January 3, 2003 at the Los Angeles Auto Show, when Mitsubishi officially unveiled the Lancer Evolution. With 44 more hp than the WRX, bigger, stickier tires, and a more aggressively tuned suspension, the car immediately stole Subaru's thunder. The EVO was the new king. For about 72 hours.
On Monday, January 6, at the Detroit Auto Show, Subaru sent Mitsubishi back to the drawing board. The company rolled out the 2.5-liter, 300-hp, six-speed WRX STi, surprising everyone with what will go down in history as one of the most well-kept secrets in automotive history. The horsepower wars had begun.
Rumors ran rampant. We were told Mitsubishi insiders, clearly unhappy about the whole ordeal, sarcastically joked about their company's brief weekend on top. Rumors spread that Subaru intentionally leaked misinformation about the STi's power months before to throw Mitsu off the scent. We even heard Subaru secretly prepared press information about two different STi models--one with the same power as the EVO and one with significantly more--simply waiting for the EVO's L.A. introduction to see which car to debut at Detroit. And during it all, we sat back and smiled. After years of waiting, small car enthusiasts have their very own automotive pissing contest. And in a contest of this caliber, the enthusiasts will benefit.
The sale of the STi in the United States will be a landmark for several reasons. First, the turbocharged, intercooled four in the STi will be the most powerful four-cylinder engine sold in this country. Furthermore, the car will come with three limited-slip differentials, one of which is active. And finally, other countries like Japan, will finally want what we have, instead of vice-versa. We love the STi already and we haven't even driven it.
In-depth technical details still aren't available, but here's what we know for sure: Subaru is using a revamped version of the 2.5-liter EJ25 engine currently available in the U.S.-model Impreza 2.5RS. In the STi, it's rated at 300 hp at 6500 rpm and 300 lb-ft of torque at 4000 rpm; for those of you keeping track on paper, that's 24 hp more than the JDM version's highly underrated powerplant. The horizontally opposed flat four uses Subaru's twincam cylinder heads, which utilize the company's Active Valve Control System (AVCS) variable valve timing. There's an electronic throttle in place of the conventional throttle cable on the current WRX. A larger intercooler with a manually controlled water sprayer has been fitted under a hood scoop large enough to swallow small children.
The engine uses a semi-closed deck design to beef it up appropriately for high-boost duties. Forged pistons and rods as well as sodium-filled exhaust valves are included as well. Redline is set at 7000 rpm.
The drivetrain has clearly been designed to outgun the EVO. With three limited-slip differentials to the EVO's two, Subaru is raising the bar. Subaru is using its high-tech active center differential called Driver Controlled
Center Differential (DCCD), which allows manual or computer control of the clutch pack, which splits torque front to rear. In manual mode, it can be set to send as much as 65 percent of the engine's torque to the rear wheels. But the real elegance of the design allows the computer to control the differential, not unlike the Lancer Evolution VII. In our experience, this kind of differential works best when it's allowed to decide torque split on its own, reacting far quicker to conditions than any driver could.
In the rear, there's a mechanical limited-slip differential, as expected. But Subaru has gone one up. In the front resides Subaru's Suretrac viscous limited-slip differential. Subaru shared its six-speed transmission from the UK version of the STi. It even gets the same gear ratios, which is a bit of an odd choice, considering the UK car has a 7500-rpm redline and, we're guessing, vastly different power delivery. It also makes 39 less horsepower and 47 lb-ft less torque than the American STi.
Suspension changes are vast. The STi is lowered 0.4 inches relative to the WRX and gets inverted struts at all four corners. The STi also has a quicker ratio steering, at 15.0:1 vs. the WRX's 16.5:1 ratio. This still isn't as snappy as the EVO's 13.0:1 ratio rack.
Not to be outdone by the EVO in the brake department, the STi comes standard with equally large brakes. Front rotors are sized 12.7 inches while rears are 12.3 inches. Four-piston Brembo calipers do the work in front while two-piston units handle rear stopping duties. Electronic Brake-Force Distribution and Subaru's Super Sport Anti-lock Braking System control individual wheel brake force to optimize stopping efficiency.
Wheels and tires are also upsized relative to the standard WRX. The STi gets 17x7.5-inch forged aluminum BBS wheels and 225/45ZR-17 Bridgestone Potenza RE070 tires. The RE070s are specifically designed for the STi, where they will see their first application.
Inside, the STi benefits from many of the same updates as the '04 WRX. A center-mounted, 9000-rpm tachometer resides in place of the older, less user-friendly design, which mounted the tach on the right side of the instrument panel. Surprisingly, the STi doesn't come with a standard sound system, although Subaru notes that one can be installed at the dealer. Air conditioning is still standard, as are power windows, door locks and power mirrors.
The STi goes on sale this June and will cost, according to sources at Subaru, between $31,000 and $35,000. We'll drive one soon and let you know if it's worth that kind of scratch.
| 2004 Subaru WRX STi | |
| Estimated Price: | $31,000 to $35,000 |
| ENGINE |
| Engine Code: | EJ25 |
| Type: | Horizontally opposed four, turbocharged and intercooled,aluminum block and heads |
| Valvetrain: | DOHC, four valves per cylinder, Subaru Active Valve Control System (AVCS) variable valve timing |
| Displacement: | 2457cc |
| Bore x Stroke: | 99.5 mm x 79.0 mm |
| Compression Ratio: | 8.2:1 |
| Claimed Crank Hp: | 300 hp @ 6000 rpm |
| Claimed Crank Torque: | 300 lb-ft @ 4000 rpm |
| Redline: | 7000 rpm |
| DRIVETRAIN | | |
| Layout: | Longitudinal front engine, all-wheel drive |
| TRANSMISSION | | |
| GEAR RATIOS | | |
| 1: | 3.636:1 |
| 2: | 2.375:1 |
| 3: | 1.761:1 |
| 4: | 1.346:1 |
| 5: | 0.971:1 |
| 6: | 0.756:1 |
| Final drive: | 3.9:1 |
| DIFFERENTIALS | | |
| Front: | Suretrac viscous limited slip |
| Center: | Active electronically controlled, clutch-type limited slip |
| Rear: | Mechanical limited slip |
| CHASSIS | | |
| Chassis Code: | GDB |
| EXTERIOR DIMENSIONS | | |
| Overall Length: | 173.4 on. |
| Wheelbase: | 100.0 in. |
| Overall Width: | 68.1 in. |
| Track F/R: | 58.7 in./58.5 in. |
| Height: | 56.7 in. |
| SUSPENSION | | |
| Front: | MacPherson struts with lower L arm, anti-roll bar |
| Rear: | Struts with two lateral links and one trailing link,anti-roll bar |
| BRAKES | | |
| Front: | 12.7-inch vented discs, four-piston fixed calipers |
| Rear: | 12.3-inch solid discs, two-piston fixed calipers |
| WHEELS AND TIRES | | |
| Wheels: | 17x7.5-inch forged aluminum |
| Tires: | 225/45ZR-17 Bridgestone Potenza RE070 |
