2005 Subaru Impreza Reviews

Ewan Kennedy reviews the Subaru Impreza from 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2009, 2010, 2011, 2012, 2013, 2014, 2015 as a used buy.

Subaru Impreza is a small-medium car imported from Japan and one that has a well-deserved reputation for long life and high resale ratings. Subarus in general give the feeling they are designed by people who are more interested in engineering and driving than in marketing and over-the-top styling. Ride and handling

Think Impreza and you’ll most likely think of WRX, the red-hot rally-bred car that redefined affordable performance in the 1990s, but the Impreza is much more than that. The Impreza, on which the WRX is based, is a range of well-built small family cars including sedans and hatches made to serve much more ordinary motorists than performance-minded WRX owners.But the WRX has done wonders for the once invisible brand, to which it has brought a level of credibility that was once unimaginable. From a brand that was mired in the front-wheel drive mix Subaru, with the help of the WRX and a daring switch to all-wheel drive only, has become an icon brand that stands apart from the regular crowd.MODEL WATCH Once Subaru made the commitment to all-wheel drive across the range it had a unique point of difference that brought people to showrooms who might previously have simply dismissed it as just another front-wheel driver. Add to that the exploits of WRX on the world rally stage and there were lots of reasons to consider the Impreza when looking for a small car.Subaru offered the Impreza in four-door sedan or five-door hatch body styles; the latter looking more like a wagon than a hatch. Both looked a little frumpy, with rounded lines and dumpy proportions that gave them a rather plain appearance. As a result they tended to fade into the background, until 2000 that is, when the company unleashed the new model that everyone thought was ugly with odd-looking round headlights. So apparently did Subaru themselves as they rushed out a facelift that addressed the odd-looking front and made the Impreza much more attractive.Inside, it was a little snug for taller adults, but it had reasonable head and legroom for the class, and would swallow five at a pinch with three squeezed in the back seat.Apart from all-wheel drive Subaru also followed a different path with its engines, choosing to stick with a ‘boxer’ layout instead of following the more normal in-line engine layout.The bulk of the range had a single overhead camshaft 2.0-litre four-cylinder engine with 92 kW and 184 Nm, to which buyers could couple either a five-speed manual ‘box or a four-speed auto. The RS joined the fleet in 2001 and brought with it a 2.5-litre motor that bumped the performance up to 112 kW and 223 Nm.Drive was directed to all four wheels as needed ensuring the Impreza had impressive grip in all conditions. A finely tuned chassis and powerful brakes gave the Impreza a solid road feel that inspired confidence in the driver.At the head of the Impreza pack sat the WRX, a high performance car by any measure. With a 2.0-litre turbocharged double overhead camshaft engine thumping out 160 kW and 290 Nm it had plenty of zip to keep most drivers on their toes. By 2005 the output of the engine had grown to 169 kW and 300 Nm, which kept it at the head of the performance pack.With a good-looking body kit, and big wheels, the WRX looked tough and was the benchmark for performance cars from the moment it hit the roads in the mid-1990s.IN THE SHOP Closely inspect the Impreza as many have been given a hard time by owners who would like to be driving a WRX, but can’t afford it.Cars used by families as regular transport generally stand up well and are rarely modified, but models like the RS often attract owners looking for a WRX look-alike and they often modify them. Check any modification for quality of workmanship and legality as some modifications can contravene the law and you end up sidelined by the police if checked.If well treated and properly serviced the Impreza will stand up well in service, so look for a service record.Be extra cautious when buying a WRX. Many of them have been driven hard, on the road and the track, so look for signs of competition use. Such things like holes drilled in the body for a roll cage and sports harnesses, fire extinguishers etc, and modifications to the engine and electronics are clues to a fast past.Also be wary of ‘grey’ imports, which have come into the country as a result of the popularity of the WRX. Most have little or no history on which to make a sound decision.IN A CRASH The Subaru had good active safety with all-wheel drive, but it didn’t get ABS anti-skid brakes across the range until 2001. Prior to that it was only the RX and WRX that had the safer braking system. Airbags for the driver and front passenger came in with the 1999 model RX, and followed on the other models in 2001. ANCAP rated the Impreza at three stars.AT THE PUMP Those models with the 2.0-litre engine will return 10-11 L/100 km in average round town driving, the RS will take around half a litre more. The WRX requires fuel even higher than PULP, even the 98 octane isn’t high enough to stop it pinging in some cases. Be prepared to pay for the best fuel possible.OWNERS SAY Adrian Nicolescu reckons his 2002 Impreza RS is a great all-round car. It's been slightly lowered, with an all-round body kit, 18-inch rims, low profile tyres (225/35), a Magnaflow exhaust with 2.5-inch drop down pipe and a JVC aftermarket CD/MP3 stereo with remote. Since purchasing the car he has upgraded to a Kenwood seven-inch DVD screen with a custom boot install to fit a subwoofer and amp, an IPod adapter to play and control music from the IPod, a high performance dry cycle battery to cope with power demands, K&N panel filter, front end stabilizer bar, and last but not least clear side indicators with bulbs and a light up Impreza badge mounted on the front of the grille. It has been a pleasure to drive he says. It handles nicely, performs well, and has great fuel economy. For a medium-sized bloke he feels snug inside the compact cabin, but well supported in the bucket seats.Nick Tan has owned his 2004 Impreza for a year and has found it a real treat to drive in all conditions. The AWD makes for great handling, it’s powerful enough and is comfortable for both long and short trips. The interior is well laid-out and the bucket seats are a nice bonus. He has not had any problems at all, but says it can be a little thirsty and expensive if you're using the recommended premium unleaded.Ken Lynch bought a 2002 Impreza RX Sedan new. During the time he owned it he had a trouble free run. He replaced the battery after five years and fitted new tyres at 69,000 km. The styling of the 2002 model was a matter of debate, but it was a joy to drive.LOOK FOR • Good reliability• Solid build quality• snug interior• Good drivability• Boxer engine a little harsh• Good resale• ModificationsTHE BOTTOM LINE Solid, well-built small car with a performance edge, but beware those abused.VERDICT 75/100

Totally understandable if you ask me.The STi is Subaru's biggest hitter, now with more firepower thanks to a boost in engine capacity to 2.5-litres. Now that rally homologation is not an issue it makes for an infinitely better road car.Gone is the previous model's Achilles Heel – terrible turbo lag especially off idle.It was embarrassing to say the least not to mention frustrating.That's all in the past now with the new STi cranking out just shy of 400Nm of torque at around 4000rpm and engine power has jumped to 206kW.In cold hard terms, this empowers the STi with the ability to probably see off pretty well anything made by HSV or FPV and a good few highly fancied Euro hot rods too.Not bad for a small four door turbo sedan costing $56,990.Everything is not the STi's way however as Mitsubishi's Lancer Evo 9 is every bit as good a drive and just as quick but it goes about business in a different way compared to the STi – more turbo boost and smaller capacity engine to begin with.The STi has Impreza's new look nose which polarises opinions but "grows" on you after a day or two. The body is essentially the same as before with minor external detail changes including a smaller bonnet scoop for improved aerodynamics.The engine is a twin overhead cam per cylinder bank boxer four that sounds better than ever thanks to a throaty exhaust note.It delivers sensational performance and still passes stringent Euro 4 emissions regulations while consuming fuel at a relatively modest rate.The 0-100kmh sprint is a low 5.0 second event but the real strength is mid-range roll on acceleration.It absolutely hauls from about 3500rpm to 7000rpm.This is all capably harnessed by the short shift, close ratio, six speed gearbox. Drive is to all four wheel via a Torsen limited slip differential that also offers a number of driver- select modes.And not only does it go, but cornering is awe inspiring. The STi refuses to put a foot wrong and rewards drivers with a fully engaging experience behind the wheel. The suspension is firm causing a jiggling ride on rough roads. Brakes are four piston Brembos."In your face" styling features a large boot lid wing, rear windscreen deflector, mild aerodynamic skirts and an under body diffuser to increase down force at speed. The interior is typically understated and fairly generic Japanese with a splash of metallic fascia and some luxury equipment including the steering wheel and rally style seats. A decent audio system cranks out pleasing tones.Engine redline is denoted by a red light at the top of the large tachometer with an audible buzzer – just like a rally car.The STi is available only as a four door sedan – the better looking variant in the new model range. It is practical and capable of carrying four adults in relative comfort – and their gear in the large boot. Access is easy, the climate control air is strong and the seats are firm but comfortable. Safety is fully addressed this time around with the STi gaining xenon headlights, dual front air bags but no side bags, sports ABS and a number of dynamic controls.The new STi is smoother, quicker, better mannered, easier to drive, safer and more affordable. A worthy addition to the STi lineage.

Leaked photos revealed the new Subaru nose, a big snout with two wings either side. It wasn't pretty.Now it's here, the Impreza doesn't look so bad. Maybe we are just used to it, maybe it looks better in the metal.Subaru does well selling base Imprezas, but the turbo WRX and even-more-potent STI are the poster cars.The WRX and STI used heavily turbo-boosted 2.0-litre engines that went like stink when the turbo spooled-up, but were gutless low in the rev range.Now Subaru has introduced a bigger, more torquey 2.5-litre engine for the WRX and STI.The new WRX inches up to 169kW and torque improves from 300Nm to 320Nm, which is available at 3600 revs.The new STI also gets a stronger engine, which has 11kW more power for a total of 206kW, and torque moves up from 343Nm to 392Nm at 4000 revs.Subaru says all Impreza engines sound throatier thanks to a redesigned exhaust system.The new engines are the biggest part of the Impreza upgrade, but there are other changes.Side airbags have been added as standard equipment across the range except for the fastest in the range, the STI.The new STI has a smaller turbo scoop on the bonnet (now the same size as the WRX scoop), which Subaru says is more aerodynamically efficient.Like the WRX, the STI is available only with a six-speed manual transmission and the STI's gearbox has been improved slightly.The STI comes standard with some hi-tech wizardry that manages torque distribution between all four wheels.This system uses a range of sensors to measure how the car is operating and controls where the torque goes to maximise traction.Subaru has added a torque-sensing, electronically controlled, centre-limited slip differential and a steering wheel angle sensor.The driver can manually control the differential and manage some of the torque split between the front and rear wheels.Unless the driver intervenes, in normal conditions 41 per cent of torque goes to the front wheels and 59 per cent to the back wheels.The STI comes standard with hefty Brembo anti-skid brakes with four-pot calipers at the front, two-pot calipers at the rear and sits on 17-inch gold alloy wheels.Other standard features include Xenon headlights, six-CD sound, a wild body kit with a large plastic rear wing and aluminium spoiler strip at the back of the roof and a new bigger exhaust outlet.It also features a driver-adjustable shift warning (which flashes and beeps when it is time to change gears) and an intercooler water spray.ON THE ROADThe STI is not good for everyday use. It is difficult to drive smoothly in stop-start traffic and is a nightmare to park because its all-wheel-drive components contribute to a poor turning circle.Then there is the rock-hard suspension that can make a highway feel as bumpy as a run down a country road - it is that bad.But for all its flaws, the STI is awesome. Its traction in wet and dry, on tarmac or dirt, is stunning.Subaru has fine-tuned the AWD system and it can make a bad driver seem good.You can pitch the STI into a turn, at a pace you think may unsettle the car, and the Subaru just sorts it all out and takes you through.The pace this car can handle around a bend is so far above what is acceptable on public roads that most owners will never be able to take advantage of the STI's true ability.Though it has been designed as a road car rather than a rally weapon, this car is actually at home on the dirt, where it accelerates nearly as quickly as it does on tarmac.The engine has even more meat than before, thanks to the increased displacement.It offers a much more progressive power delivery than the previous engine, which had little torque low in the rev range before it went into hyperdrive when the turbo spooled up.Now there is adequate go down low, but the real sweet spot is from 3000 revs onwards.It is great fun to accelerate hard and change just before the rev-limiter cuts in - just as the change alert beeps and flashes.Subaru has fitted the STI with track-ready tyres, which are more like slicks with far fewer grooves than a regular tyre and work well in wet or dry, but are noisy.The Brembo brakes are superb and pull up the car in an instant.The STI might have a smaller front scoop, but it is still cop bait with its skyscraper rear wing, big gold wheels and large exhaust.The wing is so tall you can actually see a fair amount of the following traffic below the top of the wing in your rear-view mirror.The top plane of the wing does tend to wobble in the wind at more than 80km/h, unlike the Mitsubishi Evo IX, which uses a carbon-fibre top section.The seats are fairly comfortable, but don't offer as much support as the Recaro seats in its Mitsubishi rival.The STI is a great showcase of automotive achievement, but anyone who buys one and doesn't spend some time at a track day, is wasting their money and should consider a regular WRX instead.

There's nothing quite as frenetic as a Subaru WRX.WRXs always feel like they're trying to jump out of their own skin, an impression heightened by the explosive performance waiting beneath the bonnet.Those buyers who can master the WRX's 168kW of mumbo generally move up to the more potent 195kW of the STi version, but that comes at a $16,000 premium on the base model's excellent value of $39,990.So, as a wedge between affordability and outright performance, Subaru Australia crafted a limited edition of 200 mid-range models.The lumpy-named WRP10 — World Rally/Pirelli/10-year anniversary of the WRX — getsselected STi components, more power, a price that falls somewhere between the base model and the STi, and comes in one colour. Grey.Power goes from 168kW to 175kW thanks to a new engine management unit and an exhaust system modelled on the STi. Subaru says these goodies give the WRP10 more response and cleaner performance.There are some STi bits to keep the car flatter and return better steering feel, such as a carbon-fibre strut brace and a suspension-lowering kit. The stiffer springs reduce ride height by 15mm.The final touches are five-spoke, forged alloy RAYS wheels and Pirelli PZero Nero tyres.One lap of the AHG circuit shows the difference over the base WRX and the similarities to the STi.Strangely, the extra power doesn't appear to manifest itself in a faster car. The engine does, however, feel more lively and more willing to wring out at the top-end of the tacho.But the tangible result is the blending of the slightly firmer and more-controlled suspension movement, with that engine power delivery.Around the track the WRP10 is more driveable than the WRX and shows more precise steering input and less tendency to understeer. But it's not as good as the STi.The all-wheel-drive system is very forgiving and in the WRP10, will mop up your embarrassments.Away from the track, the constant 4WD system is a great saviour on winter roads by maximising braking effort, keeping the car on line through corners and reducing wheelspin on acceleration. There's not a big difference in ride comfort between the WRX and the WRP10.But the front seats are superbly contoured to fit most bodies.The car will seat up to five and the boot is a decent size.This is a well-executed exercise in boosting the performance of a standard model. It works primarily because it doesn't destroy the affordability and excellent performance of what is a great concept.

This year alone we have seen a new-look Impreza rocketship for the World Rally Championship (new body bits and extra go-fast gear) and a WRX STi Spec C (did you get all that?) used to qualify a fresh set of kit for Group N, including the Imprezas for the Australian Rally Championship.And Subaru Australia has done its own work on a limited-edition WRX, called the WRX WRP10.That's WR for the world rally championship, P for Pirelli tyres and 10 for the years the Impreza has been sold in Australia.The WRP10 was trumpeted as a major local project and a significant advance, but even before the final cars were sold – there are still a few of the limited-edition run of 200 cars out in dealerships – a car called the Impreza WRX ClubSpec Evo 8 had arrived from Japan.If you're finding this a little difficult to follow, you're probably not a WRX enthusiast.These people know every twist and turn in the tale, from the first WRX to the original limited-edition two-door STi to the various tickle-ups.This time we are taking a look at and driving the WRP10, and assessing the work that has gone into the super-duper Suby developed by Greg Foletta from his STi engineering base in Melbourne.Foletta was asked to put together a car using only Subaru STi performance parts from Japan in a limited-edition special suitable for local conditions.He was briefed to make the car quicker than a regular WRX but not as extreme as the WRX STi, and to fit between them on price.The result costs $48,490, up from the WRX at $39,990 and well below the STi at $56,630. Adding a twist to the WRX tale, the ClubSpec Evo 8 has just come in at $42,485."The cars are aimed at different audiences. The WRX is well established as the entry level to our performance stable and the STi is the ultimate Impreza, with direct links to the rally heritage," Subaru Australia spokesman David Rowley says."WRP10 offers a range of accessories and options people might not normally access directly. What we're giving is the security of factory backing, with enhancements that normally don't have that backing."We did lots of local testing and that means we can set the cars up ideally for Australia. I think this will be the first of a potential series over some time."The heart of the WRP10 upgrade is a tweak to the engine with an STi upgrade kit and exhaust change that takes power to 175kW and lifts torque to 302Nm.The suspension is lowered, there is a carbon fibre front-strut brace, and the wheels are swapped for 17-inch Rays alloys with 215x45 Pirelli P Zero Nero tyres.Special badges are fitted to the centre console, front doors and carpets, and all 200 cars have crystal grey metallic paint.ON THE ROADTo be honest, we didn't expect much from the WRP10. The power-up work adds only 7kW and a lousy 2Nm, the badges are sticky-backed plastic and the alloy wheels come from the STi catalogue.But then we drove. And drove. And enjoyed driving.We discovered the WRX WRP10 – a pity about the name and the stigma attached to a "limited edition" model – is actually a good thing.It's not a great thing, but the WRP10 has more meat than a regular WRX without the explosive nastiness of an STi.The WRP10 is also considerably more enjoyable to drive than an STi any time you're not flat out. And that's most of the time.It is also just a little sweeter, and more muscular, than the starter car. Not a huge amount, but enough for the price rise.The WRP10 doesn't have the explosive top-end power of the STi, but there is a slight extra hiss from the turbocharger and it feels a little stronger than a base WRX from about 3500 revs. Power tails off after 5000.We like the look of the car, including the larger charcoal alloys and the slightly lower stance. Yet we still wonder about the cheap, tacked-on style of the rear spoiler.It's nothing special inside, but the seats are still brilliant and the controls are good.Handling is nicely balanced, and the steering light. It is perfectly easy to place the car, even under full power, and that's not true of the WRX or the STi.The WRP10 feels much more like a nicely sorted rear-drive car than the STi.It stops well enough, the ride is smooth enough and the overall effect is neat and tidy.But why, oh why, didn't Foletta do something with the headlamps? We have criticised the lighting on Subarus for more than 10 years, because the lights don't match the cars' performance or overall engineering. Here he had the chance to do it right for a change. And didn't.The WRP10 doesn't get near the Lancer Evo as our feral fun favourite, but it sits nicely in the WRX range and we would happily recommend it.Actually, it's the car we'd pick for most of our driving, most of the time, if it was sitting between a WRX and an STi.

If anything, the WRP10 is the best mix of both the softer, friendlier WRX and the racy, harder-to-live-with STi.The WRP10 offers the comfort of the standard WRX combined with the sportiness of the STi, but without the compromise.The WRP10 adds a carbon fibre strut brace ($944), STi engine performance upgrade kit ($2507), individually numbered badging and external decals. It also features the Impreza WRX lowering upgrade kit ($505) and forged alloy wheels ($5568) with Pirelli P Zero Nero tyres. Subaru says the tyres add about $1400.The total value of the added bits tips the WRP10 to $49,424 without including rubber or the decals. But, cleverly Subaru has bought the car in at just $500 more than the halfway mark between the standard car and the STi at $48,490. The Impreza WRX lowering upgrade kit drops the car by 15cm and uses lowered coil springs that are both firmer and lower than the standard WRX.The lower height adds a more muscular stance to the WRP10 while the Red Rubine coloured springs (STi) are instantly recognisable. The stiffer suspension gives a sharper turn-in than the WRX but does not trade ride comfort. In fact, the ride comfort in the WRP10 is noticeably smooth. Only over harsh bumps did the suspension complain but with more of a thud than a scrub.The better ride and handling are also because of the carbon fibre strut brace.The WRP10 is powered by the WRX's standard 2.0-litre horizontally opposed turbo four-cylinder engine with the extra kWs and Nms, along with a slightly throatier exhaust note because of the engine upgrade.Power is up 7kW to 175kW at 4000rpm, and torque jumps 2Nm to 302Nm at 4000rpm (400rpm above the standard WRX.)The engine is noticeably smoother and gives a feeling of being more effortless. The upgrade adds a replacement ECU, upgraded exhaust components and a large single tip muffler. The upgrade also seems to limit the turbo lag of the STi. The five-speed box allows easier launching than the six-speed STi, however at high revs when the clutch is depressed it is an aggressive lurch.The WRP10 is 0.3 secs faster than a standard WRX in the 0 to 100km/h sprint and just 0.2 seconds slower than the STi.Inside, the WRP10 is the same as the standard WRX, although the smaller stereo makes the dash look unfinished.The wheels are the same size and the Pirelli rubber has noticeably more grip under load.The WR stands for the company's world rally heritage, the P is for Pirelli tyres and the 10 is to commemorate the WRX's 10-year anniversary in Australia. But, the company was a bit late as the WRP10 did not go on sale until the end of January this year, which is actually the model's 11th year in the country.Only 200 are to be built, all of which will be Crystal Grey and all with five-speed manuals.The WRX's standard four-wheel disc brakes with ABS remain untouched and still remain more than adequate anchors.With close to $10,000 extra fruit for $8590, improved handling and those little things (decals, badges and the 200 production limit) the WRP10 has a uniqueness over its brothers that appears to be worth every penny.

If that's not impressive enough, even the top of the range fire-breathing STi costs just $56,000 these days, which might explain why they have become a commonplace sight on the road.The Rex as the WRX is affectionately known still sets the benchmark by which most performance cars are measured, especially in the all important "bang for your buck" stakes.Put simply, nothing else comes near it for the price.The super quick, turbocharged Sooby has a growing list of competitors these days, but most continue to fall short in key areas such as cost or performance.However, in terms of price, there's a big gap between the standard model and high performance STi, one which Subaru has moved to fill at least temporarily with a limited edition model called the WRP10.The motoring fraternity loves acronyms and the WRP10 badge is sure to lend a little mystique to the car, just as the club spec models that have come before.Subaru explains the WR represents Impreza WRX's success in World Rally competition, P the enormous rallying contribution from Pirelli tyres and 10 the years since launch of the original Impreza WRX.Unlike the club spec series, however, the WRP10 is more powerful than your standard Rex and also gets a bag full of extra goodies.Only 200 of the limited edition cars have been put together and our test car was numbered 76.Available only in metallic grey and as a five-speed manual sedan, the WRP10 includes a STI engine performance upgrade kit that lifts power from the standard 168kW to 175kW at 6000rpm.The kit includes a replacement Electronic Control Unit, upgraded exhaust components and a large single tip muffler.A carbon fibre strut brace and WRX suspension lowering kit, with stiffer springs that drop the ride height by 15mm.The result is a more aggressive stance and a better handling car.WRP10 sits high performance, lightweight 17 inch five-spoke forged alloy RAYS wheels with 215/45 series Pirelli P Zero tyres.The car looks fabulous, particularly the dark alloys that highlight the bright red brake calipers.The ride is firmer and flatter than a standard Rex, but the the small increase in power is not evident.The Rex has a a reputation for being quick off the mark and the WRP10 is no exception.Power comes on hot and strong, with a surge as the turbo boost kicks in just before the tacho reaches 3000rpm.But the car can be lumpy and unresponsive down low, particularly if you are caught in the wrong gear without sufficient revs.Drivers familiar with the engine's characteristics learn to accommodate these shortcomings.Having said that, the limited edition model is sure to be a hit Rex enthusiasts.The Subaru Impreza WRP10 is priced form $48,490.

At times, especially on a stinking hot day when the fingertips were dripping with perspiration, I almost slipped and stabbed the wrong number. One mistake here and, like a bomb-disposal expert with the DTs, it all goes bang.Well, not quite, but the screech of the alarm was terrifying and quickly alerted my neighbour when I fudged it one afternoon.By comparison with getting the security code right, driving this car quickly is a doddle.Something pleasant has happened over the past two Subaru WRX STi models – the car is now easier and more forgiving to drive.The handling is streets ahead of its predecessors and matches its rival, Mitsubishi's Evo VIII.Comparison is natural. Conspiracy theorists smirk knowingly after taking one look at the specification sheets of both cars.Each has a two-litre engine producing 195kW. They weigh an identical 1470kg, use Brembo brakes, get about the same fuel consumption, come with the same gear including adjustable differentials, and so on.The Evo has more torque which makes it feel stronger low down in the rev range, though the STi feels livelier and smoother to drive at the top end.With its engine hanging out ahead of the front axles, the STi appears a prime candidate for understeer. In fact, it holds its nose on line very competently and gives little away to the Evo.Keeping it all clean is Subaru's DCCD (driver control centre differential), which lets the driver adjust the torque split between the front and rear axles.Keep the console-mounted switch on automatic and the system will apportion the power when and where it's needed.The system is similar to that used in the Evo VIII and, in auto mode at least, subtly sends the most efficient spread of power through the wheels to maximise traction.But get smart and you can do it yourself. The dial can send as much as 65 per cent of torque to the back wheels, immediately promoting oversteer – a lot of fun on a lonely test track, but a bit scary anywhere else.Personally, the auto mode maximises grip without over-stressing the driver. It also has a reaction you feel in your back, when the DCCD sends a tad extra power to the front to scramble out of a corner.I'd give the tyres some of the credit for the STi's limpet-like grip. The Bridgestone Potenza RE070s have an asymmetrical tread pattern that is deeply yet sparingly grooved. It also has a fat treadless section on the outer edge to maximise traction on smooth bitumen.The tyres aren't cheap and probably will be quickly chewed up in club competition, but they're a top selection if you want to win.The extra money it costs to get an STi version over the WRX model is seen, and felt, by the handling and power delivery.One look underneath the rear of the STi shows how much work has gone into getting the suspension right. Alloy lateral bars with adjustable fixings and rose-jointed roll bars are giveaways.The STi gets a six-speed gearbox with tight ratios to maximise the engine's strong 4000-plus rev band.This is important because the engine prefers to stay in the upper reaches of the tachometer and letting the power slip away reveals some turbo lag.The box wins for its ratios but the gearchange is notchy and, at times, feels a bit fragile.Once you know to change early to get in the right gear and keep the revs on the boil, the car is magic.In addition to the suspension work, Subaru has upgraded the steering. Some early editions had a vague steering feel but this latest machine returns a crisp action, especially when turning into a bend.The STi gets more power than the WRX through different engine internals and is more noticeable on the street, thanks to its big rear spoiler, giant bonnet-mounted intercooler scoop, and pink, yes, pink badging.Dealing with those with a criminal bent has meant some changes to the car, including the keypad security system I've already mentioned.Subaru was one of the first Australian distributors to use DataDot technology to record each component and minimise theft.The STi has all the niceties of other Subarus, including a three-year warranty and roadside assistance, airconditioning and electric windows, a CD player and a cruise control.It adds its own flavour with that humungous bonnet scoop and giant rear tail, drilled alloy pedals, a unique grille, STi badges and gold-painted 17-inch alloy wheels.Like the Evo VIII, it has a piddly space-saver tyre and a pretty ordinary finish in the boot.But that's probably not high on an STi buyer's list of necessities.