Long-Term 2015 Subaru WRX STi Limited

The unveiling of the 2015 redesign of the Subaru WRX STi sent a flurry of disappointment across the internet, as the aesthetics of the newest generation car were said to appear as the frumpy step-sister to a rather stout WRX concept displayed way back at the 2013 New York Auto show. I didn't really understand the immediate criticism, especially before anyone even saw the car in person. While it may have picked up a couple weird features, the 2015 STi is anything but bland, and is perhaps the best STi we have seen yet.

Once you see it in person, it's clear that the speculated "bland and boring" generation is much more than such. The slightly awkward proportions of the front fascia in combination with the aggressive chin spoiler, and large LED-infused headlamps, give the car a brute appearance. The long snout traditional of the STi remains, but with sharper lines running down the hood on either side of the integrated signature hood scoop. Due to the separation between the Impreza and WRX at the turn of the 2015 model year, the STi looks very synergistic, in contrast to the earliest years of the model which look like the Impreza with afterthought bolt-on modifications.

Moving down the side of the car, it is hard to miss the 2015 model's gigantic mirrors. Every generation prior sprouts side view mirrors off the car's A-pillar, whereas the 2015 STi's mirrors are perched upon stalks risen from lower on the door. While they look like two enormous fairway woods protruding from the sides of the car, from the inside it allows for better driver visibility around the windshield pillar.

Rounding the back of the car, the STi's signature rear wing that frames the driver's rearward view is ever-so-slightly altered from its predecessor. The 2015 WRX and STi carry design cues from the previous generation hatchback, with a black plastic rear valance surrounding its quad-exhaust pipes. This one sports a baby rear diffuser, likely not contributing to the balance of the car but adds to the bold appearance.

It's not until you see the 2015 STi beside its brethren that you realize how plain the previous years looked. The new STi is that funny looking kid you saw at the playground when you were younger, that you knew you did not want to mess with.

Subaru and the STi have thrived on the same winning formula for over a decade, making it the "go-to" if you're looking for power, four doors, all-wheel drive, and a manual transmission. Running it's archrival, the Mitsubishi Evo, out of town for good, the STi now faces new challengers a la Volkswagen and Ford. Is Subaru frightened? I don't think so.

While competitors are continuing to cram the turbo-fours with power until they nearly burst, Subaru keeps it cool with a very familiar 305hp and 290 lb-ft of torque under the hood of the latest generation. In this era of 270hp Camrys, you'd think Subaru would up the ante as time goes by, especially with it's original homoligation rules for the World Rally Championship going by the wayside. Subaru has developed it's brand through it's impeccable Symmetrical All-Wheel Drive (SAWD) for nearly 20 years on their entire production lineup, and therefore relies on the refinement of their product and a very tight-knit fanbase to keep the company booming. I doubt you'll see Ford Focus RS owners waving to each other with the same passion.

Despite the foundation remaining essentially unchanged, the 2015 Subaru WRX STi drives like a whole different beast. Just as you would expect a homologated rally car to feel, previous generations of the STi are a little uncomfortable on the road. The 2015 STi has managed to improve overall ride quality, but at the same time stays closely linked to it's motorsports heritage.

Instantly I noticed a much heavier feel from the hydraulic power steering system, which happened to be one of my biggest gripes of the previous generation. It provides much more confident feedback in both quick transitions and long, sweeping corners, but still has a mildly intrusive "kick" mid-turn from the steering rack adjusting it's response. Packing the traditional Brembo brakes on all four corners continues to make braking a little too sensitive in a street setting, but wastes no time bringing the 3400lb monster to a halt. However, upgraded pads will surely be needed in a competition environment, as the factory brake pads were begging for mercy after just two consecutive Autocross runs. The 2015 STi feels significantly stiffer than the previous generation, despite only minor changes. The STi's track-tuned suspension including larger anti-roll bars front and rear make it the first STi that actually turns... and boy does it turn well. Previous generation STi owners work tirelessly, modifying their cars to get it pointed in the right direction, and I was amazed how effortless it is to get the unaltered 2015 model to attack corners instantly upon command.

I also immediately detected a far more intense engine note when wringing the car out, including a hiss from the blow-off valve upon letting up. At first it seemed pretty cool, but my content faded into disappointment when I realized where the sound might be coming from... While I am not completely sure, it sounds as if that engine noise is being artificially pumped through the speakers of the latest STi, which is not uncommon to several of the new sports cars on the market. I tend to be a purist when it comes to electronics in cars, but after spending extended periods of time in the car, the lovely sound of the turbo boxer engine makes it hard to dislike it.

The 2015 STi feels more spacious than it's predecessor, and the numbers support it as well. Slightly at least. Slightly more leg room in the back, slightly more cargo space, slightly higher overall interior volume. All the while the exterior dimensions remain unchanged, aside from a slightly longer wheelbase. Taking a week-long, 150 mile trip in the new STi was a great way to learn it's capacities, and I can report it comfortably traveled three people and their luggage, including the token set of golf clubs.

The 2015 STi is EPA rated for 17mpg in the city, 23mpg on the highway, no different than the previous generation. Despite great suffering of everyone involved, I coasted and grannied my way to 25mpg returning home from our inaugural trip. Like years prior, Subaru's "SI-Drive" includes three modes via a knob that governs power based on your objective. The 2015's fuel saving "Intelligent Mode", which was used for the long highway stint, feels more responsive and aggressive than the previous gen while still achieving similar fuel economy. Then there is the right-twist of the knob that gets your heart pounding, "Sport Sharp" mode. The throttle response is as eager as a hamster on adderall, and is the only mode the STi should be allowed to leave a traffic light in. I still don't get the middle-grade "Sport" mode, as that must be for people that like to get neither optimal fuel mileage, or performance.

Sounds great, so what is the extra $4k getting you in the Limited?

• 18" BBS Alloy Wheels (A heck of a lot easier to clean than the standard ones. That right there is worth four grand.)
• Leather-trimmed Upholstery (Lots more red stitching. The leather seats don't try and burn you like a McDonalds coffee, despite baking in the sun for hours.)
• Power-tilt/sliding-glass moonroof (Additional weight above your head.)
• 8-way power adjustable driver's seat (Or else you will need to crank the manual adjuster ten billion times from person to person.)
• 9-speaker HD Radio audio system (It bumps. Can't speak for the 2015 base stereo, but the previous generation's was less than stellar.)

While some can surely live without the options that the Limited provides, it still leaves some scratching on whether the STi is worth the leap over the great value that is the WRX. Starting at only $26,595, the 2016 Subaru WRX will keep up with the STi to 60mph (due to gearing) and still provides you with 268hp from its 2.0l turbocharged H-4. What the WRX lacks is front and rear differentials making wheelspin extremely difficult to overcome, whereas the STi includes a Driver Controlled Center Differential in addition to front and rear differentials, making applying power in turns effortless. The WRX certainly will do the trick as a daily driver and can save you some serious dough, but the STi's tuned suspension and slick differential setup make it a far superior performer in the corners.

Subaru has definitely left me impressed, and I will never turn down the opportunity to play around in the latest STi. If you aren't sold on the 2015 Subaru WRX STi just yet, look for the annual update to check in on how our STi is doing.