10 July 2014
New car report; Still a future for the Old School
Subaru New Zealand boss Wally Dumper has never been one to stand on ceremony. Although he’s a bloke who is very passionate about the product he pedals, he doesn’t get up on his soapbox for hours on end at new car media launches, preaching the virtues of this new gadget or that new gizmo in great, boring detail.
Instead, he gives an informal rundown on the “need to know” stuff, then throws you the keys and lets the car do the talking. And when he’s got something that shouts its own virtues as loudly as the STI does, well let’s face it, the reason we’re there is to have a go behind the wheel.
Same old engine, same old grin factor
So, what’s actually changed with the new go-fast Suby?
Unlike the new WRX which has an all-new 2.0 litre powerplant, the STI retains the old 2.5 litre turbocharged flat four, which, while being no slouch with 221 kW/6000 rpm and 407 Nm/4000 rpm on tap, we felt a bit let down when Dumper told us there were no more horses than before. But we shouldn’t have been, because the otherwise all-new STI is better in every other respect.
Gone are both the hatchback option and the automatic transmission, with only a six speed manual sedan on offer now. Yes, that might put a few buyers off, but the true blue STI devotee wouldn’t have it any other way.
It’s available in two guises; the STI priced at $59,990 and the STI Premium with a retail sticker of $64,990. Also gone, if you want it to be, is the sky-high rear wing, which is now a no-cost delete option. According to Dumper, some previous customers were buying the car and paying to have the oversized appendage removed, so he’s now giving them the option before they take delivery.
The spirit remains
Like the target buyer, the STI has matured. It’s more refined with more safety and creature comfort equipment, a more roomy cabin and more luggage space, but like that target buyer, even though it’s matured somewhat, the spirit remains intact.
The body is 40% stiffer than before thanks to more extensive use of high tensile steels and spring rates have been upped by 39%. The seats are more supportive with increased height backrests and the car feels incredibly well planted and firm, but not overly stiff as can be the case with some high performance motors. None of this new-fangled electric steering either, with the STI keeping with tradition and retaining an old school hydraulic set up, but now with a quicker rack.
Our test drive, arranged as usual for Subaru by the master of seeking out New Zealand’s best driving roads, John Coker, took in everything from sweeping back roads, motorways, urban crawls and Subaru’s favourite test track; gravel. It’s on the latter where the fancy-pants electronic aids and DCCD (Driver Controlled Centre Differential) limited slip differential come into their own. The DCCD set-up can be dialled in to provide front/rear drive bias depending on the conditions, but for most applications the centre diff works a treat in automatic mode, sorting out where the drive should be applied without any driver intervention. Even on the most treacherous of surfaces, stability is never called into question.
Active Torque Vectoring applies braking to the inner front wheel and torque to the outer wheel, providing more neutral steering and Vehicle Dynamics Control (VDC) monitors yaw rate and controls each of the brakes in the event of over or under-steer, ensuring the AWD STI goes where you point it. The SI-Drive (Subaru Intelligent) system can be set to three different settings; I (Intelligent), S (Sport) and S# (Sport Sharp) for more instant throttle response and Brembo brakes all-round, with four pot callipers on the front make sure it stops as well as it goes.
There are now new LED headlights, Daytime Running Lights (DRL) and a reversing camera, also a brilliant 440W Harmon Kardon nine speaker audio system. All models get 18 inch alloys, with lightweight BBS wheels on the STI Premium. The Premium features an electric sunroof, heated leather seats (eight way electrically adjustable for the driver), heated door mirrors and wiper de-icer.
At 10.4L/100km running on the expensive 98 octane juice, it’s not the most economical new kid on the block, with hydraulic steering and the old engine, it’s not the most hi-tech, there’s no two pedal offering and although it’s all new, only the real train-spotters out there will notice.
So on paper, it doesn’t warrant consideration, but five minutes in the driver’s seat will change your mind!