STi or not STi

Zip said:
Is it because the chavs got there hands on them over there? :(
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Maybe that's part of it. But also not everyone likes the same thing. I'd far rather have an Evo myself. :) I'd never want a Scoob, I think theyre ok, and have fun when I get given lifts in them, but I wouldn't buy one.
 
Glad you enjoyed it. Did you have a fiddle with the dccd? And out of curiousity, did you feel a bit let down by the brakes?
 
Fett said:
Glad you enjoyed it. Did you have a fiddle with the dccd? And out of curiousity, did you feel a bit let down by the brakes?
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didnt have a fiddle, forgot all about it to be honest. The DCCD was in auto mode.
The brakes seemed quite good for the hour I drove it, shed speed at a rate I wanted and stopped damn quick when I really tried them. Is there a problem with the Brembo setup?
The car has only done 3k miles, so I guess everything is still bedding in
 
Good choice, can't go wrong with a Scoob, especially an STI. I still miss mine sometimes in the wet.
 
the PPP certainly isn't going to be making the full scooby burble. Remove the resonator from the centre section, and feel that extra dugga :D
I'm yet to drive a Scooby with DCCD yet, but if the feeling of the P1 was anything to go by.. and it's now better, than that thing must be very very grippy, and great fun too :D

buy it !!
 
I think it's probably a personal thing, I would have preferred a bit more initial bite and less fade than I experienced *after* the brakes had bedded in. The Brembos are fine, and after a set of Pagids, braided hoses and new fluid I'm happier.
 
Zip said:
Is it because the chavs got there hands on them over there? :(
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No not at all, couldnt care what chavs drive, it certainly wouldnt put me off driving a car just because chavs drive them. For me I just dont see anything to get excited about, Im not really into saloon type cars as I prefer coupes (I'd love an M5 though) and Im not into 4 wheel drive, so it doesnt have anything over my current car, accept traction in bad weather.

Perhaps if I drove an STI it might be different but then I think I'd always choose an Evo over a Scoob although in reality I'd rather an M3 or M5 ahead of either. In fact if and when I get another car I would seriously consider an M5 above anything else. Good God Im like a mini me of Tom0 :o
 
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FakeSnake said:
ALSO, getting rid of the Jeep and Cobra, would give the the garage space, and spare money to start my new project. I have always wanted to build a '34 Ford Hotrod.
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Now, knowing which engine you can get your hands on, this HAS to be done, no ifs, no buts.... it HAS to be done :D
 
IainB said:
Now, knowing which engine you can get your hands on, this HAS to be done, no ifs, no buts.... it HAS to be done :D
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I felt THAT engine today, did a little sex wee.. made me feel all funny. I think that project will kick off later on this year
 
The 05 STi sort of redressed the balance with some of the Evo range and a little bit overlooked. Conversations I've had with a few people seem to revolve around the Stig struggling with understeer in the WR1 and therefore how crap the STi is versus an Evo 8/9. The official Subaru site has removed the press cuttings in lieu of the 2006 facelift, but I kept some them and if you want a bit of reading on what you'll be getting...

All articles are specific to the MY05.

Subaru Impreza WRX STi Type-UK : EVO mag

Big chassis changes make this Scoob a much more serious Evo-hunter

After years of lagging behind the most advanced Jap-spec Imprezas, the UK is finally attaining some parity. The 2005 WRX STi Type-UK has a chassis every bit as sophisticated, including all the latest detail upgrades, and goes on sale this month priced at £25,995, a grand more than the outgoing version. This appears terrific value, even though the Type-UK doesn't get the more efficient 315bhp flat-four engine with its twin-scroll turbo and tuned-length induction pipes that eradicate the traditional woofly boxer beat. However, right from the off you'll be able to order the PPP (Prodrive Performance Pack), which lifts power from the standard 262bhp to 301bhp and costs a fiver under £2000.

Here at evo we're no strangers to this substantially re-worked chassis, having tried it in the Japanese Impreza Spec C. Indeed, we were so impressed we included a grey import Spec C in last year's Car of the Year (evo 063). The changes include a new front subframe that shifts the front wheels 15mm further forward, a thicker rear anti-roll bar, aluminium suspension arms and revised geometry all-round. It also rides on trackday-style Bridgestone RE070s, and the effect is to make the STi much sharper, both in steering and overall responses, transforming it into a car as incisive as Mitsubishi's Evo.

That's just the start. As standard, the four-wheel-drive system gets all the good stuff. As well as a limited-slip diff at the rear, it has a fast-acting helical limited-slip diff at the front and a driver-controlled centre diff (dubbed DCCD) which allows the torque distribution to be adjusted between 35/65 and 50/50 front/rear.

Over and above the established
Spec C chassis, the 2005 chassis has a 15mm wider rear track and wider rims (up from 7.5 to 8.0in) with wider- spaced mounting bolts. This increase in what is technically known as Pitch Circle Diameter from 100 to 114.3mm comes as a result of fitting larger, stronger roller bearings for better wheel control. Also, 114.3mm is a more commonly used PCD that allows a wider choice of wheel for those rallying the WRX in Group N.

It's the most comprehensive chassis overhaul the UK STi has ever had, yet the exterior hardly betrays this. There are new ten-spoke gold alloys and a flat edge to the rear wheelarch where it has been extended due to the increased track width. Inside there's a new silvered centre console and a more attractive leather-bound three-spoke steering wheel.

You certainly know you're in a new- generation Impreza as soon as you're moving, though. The fat treadblocks of those racy Bridgestones tug and grab at every imperfection in the road and thrum along like off-road tyres. This is odd, partly because in the Spec C we didn't notice too much noise or distraction, and partly because we're in Germany which is renowned for its fine asphalt. There is more castor angle than before, too, producing stronger self-centring, so altogether the 2005 STi feels like a live-wire.

No changes are claimed for the 262bhp flat-four yet this engine feels a little less peaky than before. The PPP upgrade was a must-have on the previous model but here the standard tune delivers lots of smooth power between 4000 and 7300rpm. While the chassis would certainly be enlivened by the lower, firmer delivery of the Prodrive upgrade, this STi doesn't need it to feel frisky and adjustable.

In auto mode, the DCCD centre diff uses information from a yaw rate sensor to determine the torque split. It selects a free diff (35/65 split) on the entry to a corner - with less torque going to the front wheels turn-in is crisper - and when the power is applied at the apex it adjusts to up to 50/50 for maximum traction. It certainly works. In the damp conditions in Germany, the STi's nose hesitates only briefly (probably due to the lack of ultimate wet-weather bite from those Bridgestones) before scything keenly for the apex. Feed in the power and it hauls hard for the exit, all four tyres hooked up, the rear edging out fractionally. Select the split manually and you can throttle-steer out of corners, though that strong self-centring action can make rapid correction a little clumsy.

No question, this is the firmest-riding, most hardcore Impreza ever to go on sale officially in the UK. The launch didn't give us enough types of corner and surface to know exactly how the new STi will perform on our own peculiar roads, but it's certainly closer in feel and demeanour to the Mitsubishi Evo than any previous UK model. The import Spec C was even closer with its potent, throb-free flat-four, but for me the off-beat warble is part of the Impreza's appeal.

If you want Spec C power, the PPP conversion will get you close enough, for a total of £28K. That's a keen price, no doubt set with the new range of Evo MRs in mind, and makes the overhyped Impreza WR1 look overpriced.
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SUBARU IMPREZA WRX STI TYPE UK, still the one?
(13/05/2005) by Car and Driving


"Make no mistake, this is a thoroughly re-engineered vehicle"

The desirability of Subaru's iconic Impreza seems to go through cycles. Some iterations are markedly better than others and it takes a keen eye to separate the great from the merely good. The kind people at Subaru have now done us all a huge favour by making the latest Impreza WRX STi range probably the best to date. Here's a guide to STi spotting made easy.

But first, a background primer. Subaru Tecnica International are to Subaru what AMG is to Mercedes and M GmbH is to BMW ' a fiercely dedicated go-faster department focused on making their products go ever more focused and which in turn sprinkle a liberal helping of trickle-down desirability across the rest of the range. Any Impreza with an STi badge on the back isn't going to be your common or garden variety turbocharged Suby. Instead you'll get more sophisticated suspension, brakes, engine management and so on, making an STi model something that connoisseurs of the marque keep an eye open for.

The latest line up has undergone a few changes; some subtle others more dramatic. The first thing you'll spot is the name. The Type UK appellation has appeared on Imprezas in the past to denote a UK-specific car and help to differentiate these high specification models from erstwhile similar looking import cars. In this instance the Type UK features a range of equipment you won't find on Japanese Domestic Market (JDM) stock. This includes an essential Thatcham Category One alarm and immobiliser, a satellite tracking system to further combat theft, enhanced rustproofing to cope with our damp climate, plus additional security features like locking wheel nuts and etched windows. The car differs visually from a regular WRX by dint of its gold ten-spoked alloy wheels, colour-keyed sill spoilers and an interior featuring alcantara seats with STi logos. The gear lever has been redesigned for better feel as has the better looking three-spoke steering wheel. Another interior fitment is the water spray that cools the intercooler under hard driving. The driver can even set a warning light and buzzer to guard against over revving the engine from cold. So much for the trimmings. The big difference between a normal WRX and this STi Type UK is the power on offer.

The STi is powered by a 265bhp 2.0-litre flat four engine that now features better cooling and a higher 151mph top speed. The STi can also be fitted with a 305 PS performance pack giving a 155 mph top speed and 0-60 mph time of only 4.6 seconds. Developed by Banbury-based Prodrive, the power boost costs £1,995 including 2.5 hours for dealer fitment. Not only does power leap from 265 PS (261.5 bhp) to 305 PS (300 bhp) at the same 6,000 rpm but torque rises from the standard STi's 253 lb ft to 299 lb ft, also at the same 4,000 rpm. The result is not only startling high-rev performance but also more low and mid-speed flexibility. In other words, the car becomes swifter at any speed and in any gear. Either way, this is a good deal more engine than that of the 225bhp standard WRX model - but don't be fooled into thinking that the power increase has been achieved by merely plugging in a more aggressive engine management chip or a bucket-sized turbocharger.

Nearly 80% of the STi's all-alloy powerplant is unique. The piston head has been reshaped to form tougher semi-closed-deck cylinder blocks. Screw-in conrods and forged pistons combine with shimless valve lifters, sodium-filled exhaust valves and hollow valve intakes. Every moving part is either stronger, lighter or both. This reduces inertia and gives the engine a manic free-revving feel that's missing from the standard WRX. A larger intercooler and air intake help keep things from meltdown. A driver's control centre differential (DCCD) is fitted as standard to the Type UK and it's an interesting gadget. Operated via a switch mounted adjacent to the handbrake, the DCCD allows the driver to manually adjust the front/rear torque split, changing the handling balance of the car to suit a particular condition. When the ignition is switched off, the system reverts to an automatic setting. The addition of a yaw-rate sensor and a front helical limited slip-differential reduces the amount of torque steer under hard acceleration and improves driver confidence when cornering.

The suspension has been heavily revised with virtually every component changed, from mounts to front and rear links, springs, dampers and anti roll bars. The caster angle has been raised and the rear track and wheelbase altered as well to offer more stable straightline running yet retaining sharp turn-in. Even the front axle hub units and housings have been refettled while the steering gearbox has been remounted to offer more precision and better feedback. Make no mistake, this is a thoroughly re-engineered vehicle. Even the most committed Subaru fans will have felt a little concerned that the Impreza was in danger of being eclipsed by Mitsubishi's Lancer Evo series. The latest WRX STi Type UK is a firm and emphatic response by Subaru and it's not a car to be trifled with. In truth, it would be hard to separate the cars when driven back to back and at £26,400 the Impreza looks reasonable value. This sector of the market is notoriously partisan, however, and many Impreza owners wouldn't look at an Evo. It's just as well that with the Type UK available, those less loyal may well feel the same.
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AUTOCAR

Don’t be fooled by the unaltered outline: Subaru’s STi has changed. It still has looks that make you a target for every hot hatch in a 10-mile radius, now made more OTT by rear wheelarch extensions and new gold alloy wheels. But this is not a styling overhaul. Those plasticky arches conceal a 15mm wider rear track. The wheelbase has been stretched, too, by 10mm, and those rims are half an inch wider to reduce sidewall flex in the serious-looking 225/45 R17 Bridgestone Potenza RE070 tyres.

Acceleration and braking were never a problem with the old STi. So the Brembo brakes and turbocharged 262bhp all-alloy flat-four engine are carried over, albeit now with a manual intercooler spray. There are also underfloor covers to improve aerodynamics.

Does it feel any different? Absolutely. This is the kind of facelift we like. Most dramatic is the change in ride quality. There’s a bouncing motion on motorways, but it’s smoother around town and on some unusually rutted German lanes it feels utterly composed.

Whether by coincidence or by design, our test route told us why as we passed through the village of Bilstein. The Bilstein boys have done the business on the STi’s shock absorbers. The new dampers’ extra compliance has allowed Subaru to add thicker anti-roll bars, further improving body control. The result is a car that’s much easier to drive quickly than the old STi, allowing you to exploit the huge potential of the chassis more fully and more often.

Revisions continue up front with a raised caster angle, stiffer suspension mounts and a more rigidly located steering rack with a damper to cut kick-back. Gone is the old car’s lethargy around the straight-ahead: the STi now turns into bends almost as eagerly as a Mitsubishi Evo. Steering feedback is also improved, making the Impreza more involving. It feels grippier as well, with less understeer. And a faster-responding helical limited-slip differential at the front means less of a battle with the steering wheel when you apply full power out of a corner.

A small switch beside the handbrake indicates the arrival of the DCCD (driver-controlled centre differential) already fitted to the WR1. This allows you to transfer up to 65 per cent of the power to the rear wheels, at the same time disabling the yaw-rate sensor. Without the WR1’s extra power you don’t get the same potential for opposite-lock exits from slower corners, but it does allow you to apply power earlier without fear of the nose running wide.

Unfortunately there’s still a clock-watching wait for the turbo’s boost to arrive. It’s only when you hit peak torque at 4000rpm that the car feels genuinely fast. The six-speed gearbox is still noisy and notchy – though at least the smaller gearknob makes it slicker to use. Some of the classic Subaru burble is missing, too. Only when charging close to the 7500rpm shift light does it take on a hard-edged, WRC-style roar. On the flipside, you soon appreciate the lack of drone at motorway speeds.

Inside, the cabin feels classier, but without the latest Legacy’s upmarket feel. It’s still resolutely cheap, the dash-top more spongy than soft-touch, but the silvered centre console is attractive and the new wheel easier both on eyes and hands.

With all this tinkering it’s as though Subaru’s engineers felt the car was never quite finished. It is now, with its grown-up noise, better cabin and smoother ride. Best of all, it’s even more fun to drive.
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Not sure of the source of this article...

If you were short on taste and high on ego, you could quite easily apply a set of dayglo 555 stickers to the side of your Subaru and play at being Petter Solberg. But face it, no one would think you're a World Rally Champion, just a jerk in a car.

It's a mean-looking thing, the WRX STi. The mundane four-door bodywork has been more heavily sculpted than the Evo's, with a comedy air scoop feeding the intercooler nestling below, heavily flared wheelarches housing chunky gold-coloured STi alloy wheels (more, er, tasteful options are available) and a wing you could do your ironing on.

After the flat feel of the Evo IX at everyday speeds, the STi overwhelms you, its character squeezing the air out of your lungs in a giant bear hug of personality. Its flat-four engine burbles and bubbles where the Evo's just bores. The exhaust note strikes that fine balance between tuneful but not tiring on longer journeys. And the main points of interaction - steering, throttle, gearchange and brakes - feel like they require a more deliberate, involved approach. It's in your face, yet it's a surprisingly tactile thing. But as we know, the Evo is something of a schizophrenic - as reserved as the new boy in class one moment and leader of the pack the next. Can this fire-breathing Impreza trade blows when the roads open and the pace picks up?

Too right it can. The STi has something of an ace up its sleeve: DCCD. Introduced by Subaru Technica International for the 2005 version, the Driver Control Centre Differential allows you to override the automatic mode and manually adjust between an even torque spread of 50:50 up to a 65:35 rear wheel bias.

So what does this mean to you, Mr Interested STi Buyer? Fun. Huge, indulgent, laugh-out-loud loads of it. Wind the power to the back via the rotary switch next to the handbrake and you'll only ever want to get out of the car to refuel. It's a fully interactive, wild ride delivering a taste of genuine rally car ability, flattering yet entertaining all at the same time. Marvellous stuff.

As ever, there's a but. The Subaru may be more willing to slide its tail when appropriate, but the Evo is undoubtedly the sharper, more incisive driver's car, helped greatly by its rock-steady suspension, peerless steering and the faster-acting four-wheel drive system.

Driven back-to-back on our test route, the Subaru occasionally gets caught out, as the front diff struggles to deliver power to the wheel with the most grip. At times, it feels like the heavyweight champion who's been out of training for a few months. The talent is undeniable, but there are leaner, hungrier suitors spoiling for the belt. STi fans shouldn't be disheartened, though. The engine doesn't quite have the performance of the FQ-320 but it would match an FQ-300.

As with the Evo IX, the STi comes kitted out with Brembo ventilated disc brakes more than up to the task of killing speed and resisting fade as impressively as the STi can build it. You may now have a picture of a car that's a little less frenetic and straining at the leash, but don't be fooled. The STi really can push the Evo right to the finish line. The question is, which noses ahead?

PERFORMANCE: As we said in the test, the Evo IX should have been an FQ-300 to be fairer. Even so, the STi PPP puts in a strong showing, only just losing out against its rival when the stopwatch starts.

CHASSIS: It's not as razor-sharp right at the limit, but it's great all the same. And, crucially, you'll be laughing out loud if you bias the power to the rear wheels using DCCD.

DAILY DRIVING: This is where the Subaru scores big points over its rival. It's much more tactile and satisfying on all levels at day-to-day speeds.

INTERIOR: In terms of loading family or friends aboard, there's nothing in it. The Subaru's driving position is better, but the dashboard design is showing its age. Better branding adds feelgood factor.

RUNNING COSTS: With service intervals stretching over 10,000 miles, the STi goes easy on the pocket. Well, comparitively. Its fuel economy is that bit better too.
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Test Drive Mag

It had to happen. Subaru has taken back the Impreza WRX STi PPP after just over a year of hard motoring. I haven't shed a tear, though, and the hissy fits have been strictly behind closed doors.

I miss it. Like hell. But the feeling will pass. How do I know? Well, the replacement is... yes, you guessed it, another Impreza. But more about that next month. For now, let's take a look at life behind the wheel of an STi Type-UK - 19,273 miles of it, warts and all.

Warts first. Well, physical appearance aside, the Subaru was devoid of them. Honestly. Not one single thing broke, fell off or malfunctioned. Rather appropriate, given the car's Japanese origins. Better still, none of the three visits to different Subaru dealers undermined the factory's hard work. Marlborough Subaru, Bell & Colvill and Cheam Subaru all offered a warm welcome (they didn't know us from Adam, by the way) and delivered a standard of customer service and pally approachability that's generally lacking at dealerships these days.

And the cost of running a 300bhp performance car? Well, servicing is £248 a pop, and the intervals are short (10,000 miles or one year). The initial 1,000-mile oil change is a nuisance, but worth every penny of the £54.66 charge for the mind-blowing performance you're getting. Sadly it doesn't end there. Tyre consumption was pretty high: four, and the rears needed replacing again by the time we returned the car. Call it six and you'd be looking at the best part of a grand - £920. With another service looming, £1,470 should cover it for a year's STi experience (fuel, tax and insurance excepted).

As car, the Subaru did everything I expected of it. It rewarded the keen driver like few others can on a track day, and was just as good on a great B-road. Tactile yet brutal, faithful yet thrilling, it pushed your pulse to the danger zone, but never beyond. I didn't expect it to be so practical for a family, but came away pleasantly surprised. A set of ear plugs would have come in handy though.

Subaru has addressed that final point in the 2006 Impreza, adding extra civility without robbing it of character. Shame it couldn't have added maturity to the cabin.
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Another article came with the brochure, again from Test Drive using a Racelogic VBOX, bit too long too type out at the moment but at Millbrook..."At the test track, the AWD system helps it generate a staggering lateral figure of 1.7g"

Hope some of that helps. Personally, I kept the Potenzas for back-up/track(?) and went with Pilot Sport 2's, a tad harsher ride on 18"s but awesome tyres. For the Evo lovers, yep, it's fantastic bit of kit but after test driving an IX FQ 340, just too hardcore for daily use. Well, for me, anyway.
 
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Kingy said:
Hankering after a 4-door V8 but don't like the M5? Considered the S4 or S6??
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No thanks, not a great deal better than the M5 in the looks department.

Anyway, read above, my 'normal' V8 days are all but over, hence the jap rocket and a project
 
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