After two years of beating up on unsuspecting (and more expensive) German sports sedans, the Subaru WRX’ natural enemy has finally arrived on our shores, with Mitsubishi’s announcement that it will be bringing its rally-bred Lancer Evolution to the U.S. this year.  Unfortunately for Mitsubishi, the WRX hasn’t grown fat and placid on its steady diet of hapless Nissan Sentra SE-Rs and Audi A4s.  Quite the opposite, in fact.  Even as the Lancer Evolution is getting geared up, an even angrier WRX is making its debut.

If the all-wheel drive, 227-horsepower WRX was a replica of a rally car for the street, the STi is the real thing.  STi stands for “Subaru Tecnica International,” and it’s the high-performance and racing division of Fuji Heavy Industries, Subaru’s parent company.  That badge means that this is no toned-down replica.  This monster Impreza has a bigger engine, a six-speed manual transmission, and other rally-proven parts to make it the king of the road.  Or the dirt road.  Or the snowy road, or the rain-slick road…you get the point.

The STi features new front and tail styling common to the 2004 Impreza lineup, with redesigned headlamps and a more rounded front bumper.  The back of the car is more angular than before.  The familiar WRX fender blisters remain, and Subaru’s giant-killer is no less aggressive looking.  The WRX’ race-bred engineering means that the majority of the styling changes are also functional.  Air resistance, airflow and engine cooling have been improved as a result of the new face.  The Subaru faithful will know the bigger and badder STi by its larger hood scoop and taller spoiler.  The hood is aluminum, and the spoiler is a dual-plane unit that really does improve high-speed stability, unlike many of the cosmetic, stick-on tall spoilers seen on customized cars these days.  High-intensity discharge (HID) headlamps and 17″ light-alloy wheels are standard equipment on the STi.

Inside, the WRX is already a driver’s car, with aggressively bolstered seats and a special Momo steering wheel.  The STi adds special Escaine fabric seats with the STi logo and a unique instrument cluster with DCCD display, 160-mph speedometer, and LED lights in the tachometer.  The ignition key is designed to look like the kill switch from a rally car.  It’s definitely enough to get any gearhead in the mood to drive.  What aren’t so obvious are the weight-saving measures undertaken by the racers at Subaru Tecnica International.  The STi doesn’t come with a radio, although it does have air conditioning.  The rear windows have special lightweight glass.  Front and side airbags are standard.  The STi needs little more than a roll cage to go racing.

Under the hood, more displacement equals more power.  While the current WRX doesn’t lack for power with its 2.0 liter powerplant, the 2.5 liter engine in the STi increases the bang for the buck factor.  It’s turbocharged and intercooled, and produces a staggering 300 horsepower at 6000 rpm thanks to Subaru’s Active Valve Control variable valve timing system.  Power delivery is smooth, without the peakiness common to big turbos.  Six-speed manual transmission and limited-slip differentials front and rear are standard.  The powerplant is hooked up to a unique all-wheel drive system with a dual-mode Driver Control Center Differential (DCCD).  When in “automatic,” the DCCD varies torque front to rear depending on conditions.  When the chips are down, the driver can select “manual” and choose between six levels of center differential locking, allowing traction to be adjusted front to rear to compensate for varying conditions, roads or driving styles.  It also allows purists to reduce the level of computerized meddling.

The STi has a lightened suspension, to improve handling response.  It’s slightly lowered compared to the WRX, for a lower center of gravity, and the front suspension control arms are made of aluminum.  Rally-type inverted struts front and rear are more resistant to damage on rough roads.  On the road, it’s firm and frisky.  The ride isn’t quite as punishing as that offered by the Mitsubishi Lancer Evolution, the STi’s natural enemy.  We found the STi to be nominally less predictable than the Evolution, but its smoother ride is a convincing equalizer–the Subaru is easier to live with.

Like any self-respecting rally car, the STi can stop hard as well, thanks to unique twelve-plus-inch brakes from renowned manufacturer Brembo.  Subaru’s Super Sport Anti-lock Braking System improves stopping distances by independently controlling each wheel.  This optimizes braking during hard cornering and makes the car easier to control.

A WRX STi will set you back about $30,995, about five thousand more than the standard “Rex.”  That sounds about appropriate for Subaru’s new performance flagship.  Pricing of the rest of the 2004 Impreza and WRX line, which shares the STi’s revised front and rear styling, remains in the $17,000-25,000 range.

Specifications:
All specs are for the 2004 Subaru WRX STi.

Length:     173.4 in.
Width:        68.1 in.
Height:        56.7 in.
Curb weight:    3263 lb.
Cargo space:    11.0 cu.ft.
Engine:     2.5 liter turbocharged and intercooled DOHC “boxer” four-cylinder
Drivetrain:     six-speed manual, all-wheel drive
Horsepower:     300 @ 6000
Torque:      300 @ 4000
Base price:    $30,995
Fuel capacity:    15.9 gal.
Est. mileage:    18/24

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