If it’s ok with you, I’d like to briefly take a step into the early 2000’s. Back then, low-entry compact performance usually meant a gutted Honda 
hatchback with more than a few engine mods of questionable legality. Then Subaru released the WRX in the U.S., followed not too long afterwards by the even-faster STI, and almost overnight, factory turbo power and AWD were the way forward. Subaru’s hotrod made a lasting impression on the world of sport compacts, and you can see it today in the wide range of STI fighters currently on the market. But with more competition comes greater pressure to evolve, and now, the STI desperately needs a new generation to keep pace. So then – when it finally arrives, what’ll it look like?
Enthusiasts are chomping at the bit to find out. Subaru just released the fifth-generation Impreza at the 2016 New York International Auto Show, and while the automaker isn’t sharing what it’s cooking up for the new STI, you can bet your oversized rear wing there’s something in the oven. To hold you over, we checked our crystal ball, drew up a rendering, and wrote the following speculative review.
Continue reading to learn more about the 2018 Subaru WRX STI.
Model History And Background
The Subaru WRX STI is a high-performance variant of the Impreza compact car. Over the years, its been offered in three different body styles, including a four-door sedan, a five-door hatchback, and for a brief period, a two-door coupe. Two of the STI’s best-known features are its turbocharged flat-four “boxer” engine and standard AWD system.
Two of the STI’s best-known features are its turbocharged flat-four “boxer” engine and standard AWD system.
The STI story begins in November of 1992, when Subaru introduced the Impreza WRX. The name is a reference to the World Rally Championship – the merciless, car-killing motorsport competition where the Impreza cut its teeth, and consequently, the perfect place to develop performance parts for the street.
In 1994, Subaru’s motorsports division, Subaru Tecnica International (STI), began producing an even faster WRX model, adding more power, bigger brakes, beefier transmission components, and stiffer suspension, and thus, the WRX STI was born.
Performance lovers went wild, but there was one problem – Subaru refused to bring its rally champion to the U.S. Thankfully, that all changed for the 2002 model year, when the second-generation WRX finally arrived stateside. While some griped about the lackluster interior and restyled “bug eye” front end, the critics were all silenced as soon as the Subie’s 2.0-liter turbocharged engine hit boost. Output was rated at 227 horsepower, which was enough to rocket to 60 mph in around 5.5 seconds. And with a base price of just $25,000, the WRX made for one helluva performance deal.
Two years later, U.S. customers got their hands on the STI. The frontend was restyled once again, but more importantly, there was a new 300-horsepower, 2.5-liter turbo flat-four under the gaping hood scoop.
In April of 2007, Subaru unveiled the third-generation Impreza, followed by the release of the next-gen STI in October. The delay between the fourth-gen base Impreza and fourth-gen STI was even longer, with the standard model debuting in 2011, and the STI released in 2014. Now, with the release of the fifth-generation Impreza at the 2016 New York International Auto Show, the fifth-generation STI is surely on the way. When it will arrive, however, is up for debate. We’re going with the 2018 model year.
Exterior
Peppering the lead-up to the release of the fifth-gen Impreza was the debut of a few new concept cars, including the Impreza 5-Door Concept and Impreza Sedan Concept. Both offered a much more aggressive interpretation of the compact’s traditionally understated shape, but as is Subaru’s habit, the final production versions were significantly toned down in the styling department.
Finding a nice middle ground, we have our rendering. Subaru discontinued the hatch/wagon STI variant after the car’s third generation, so we decided to base our speculative illustration on the sedan. It should be noted that the STI five-door was hugely popular in the U.S., and it’s quite possible Subaru will offer the fifth-generation vehicle in that body style as well. Personally, I hope that turns out to be the case.
The grille’s shape is similar to that of the production model, but inside is a glossy black mesh, dotted with a pink STI logo
Now let’s take a look at what we came up with. At first glance, the STI is closer to the production Impreza than the Sedan Concept, with lines that are chunkier and less graceful. Up front, we find LED-equipped C-shaped headlights, which look like they came from the Viziv GT Vision , while LED strips sit in the flared intakes at the bottom corners of the bumper, replacing the customary oversized fog lights.
The grille’s shape is similar to that of the production model, but inside is a glossy black mesh, dotted with a pink STI logo. The gloss mesh is also used in the lower intake, and a subtle front lip spoiler brings the car’s nose closer to the ground. Topping off the frontend are sinewy hood lines and the all-important scoop.
In profile, the STI’s front fenders are massively flared, giving the car a racey, rally stage-ready stance. A silver badge declaring the model’s STI origins bridges the fender line and door gap. The fender flares drop into deeply cut side skirts, which augment the somewhat simplistic character lines seen running across the doors.
The rear fenders aren’t nearly as plump as those in the front, and the whole rear end looks boxy compared to the Impreza Sedan Concept’s more coupe-like, upturned tail. But of course, no STI would be complete without a massive “pull-me-over-please” wing attached to the trunk lid.
Dimensionally, I expect the new STI to be larger than before, with at least an inch and a half added to both the length and width. This would coincide with the Impreza’s natural progression towards bigness, as well as the new architecture found under the skin (more on that in the Chassis And Handling section).
The colors used are the traditional World Rally Blue on gold 18-inch wheels.
Interior
Note: 2017 Subaru Impreza pictured here.
With the larger dimensions, expect more space inside, especially for passengers sitting in back. The whole thing will get a more premium look and feel thanks to upscale materials, although the layout will more or less mimic that of the lower-trim Imprezas.
The dash will use a “multi-layered” approach, with lines that angle down towards the center console, somewhat reminiscent of the lines flowing through the hood and headlights towards the central grille. Sitting front and center will be a large touchscreen (probably the same 8.0-inch unit that can get optioned in the 2017 Impreza). The latest iteration of Subaru’s Starlink infotainment system will offer all the usual connectivity and features you’d expect, like satellite radio and navigation.
The analog instrumentation behind the steering wheel will have black backings, white needles, and pinkish-red numbers and letters. There will be a digital driver’s information display between the speedo and tacho, as well as a digital readout for nitty gritty info (boost, mpg, etc.) on top of the dash.
Everything meant for driver inputs will be top-notch quality. Leather will wrap the steering wheel, shift knob, and emergency brake, while the sport pedals will have rubber inserts for better grip.
The seats will get enormous lateral bolsters and possibly a nice Alcantara insert. Reddish pink STI stitching will contrast the mostly black surfaces. Options will include (faux) carbon fiber for the trim.
Drivetrain
Note: 2017 Subaru Impreza pictured here.
It’s a pretty safe bet the next STI will have a big wing and a few pink badges. What’s really tricky is the drivetrain.
You might not think so, considering the car’s history. Since the day it was released in 2004, Subaru has equipped the U.S.-spec STI with a 300-horsepower 2.5-liter turbo flat-four engine. Sure, it received a few nips and tucks along the way, but overall, the current powerplant is pretty much identical to what Subaru offered 12 years ago.
Understandably, this lack of innovation has drawn the ire of critics far and wide, and as output figures continue to rise across the performance spectrum, I have to believe Subaru will offer something new for the fifth generation.
We’ve already seen the first inklings of a new powerplant in the fourth-gen WRX, which ditched the old EJ series engine in favor of the 2.0-liter FA20DIT. Meanwhile, the fifth-gen Impreza is equipped with the direct injection FB 2.0-liter.
Hybrid or no, don’t expect performance figures to change all that much, with a run to 60 mph done in about 4.5 seconds, and a top speed of 160 mph.
So where will Subaru take the new STI? Some rumors point towards a hybrid. Last December, the Australian publication Motoring reported that the Japanese automaker was hard at work pairing a 2.0-liter turbo flat-four with an electric motor and dual-clutch six-speed automated manual transmission, all of which would provide 322 horsepower and over 35 mpg.
It makes sense. After all, Subaru already offers the Impreza Sport Hybrid in Japan, which mates a 2.0-liter boxer engine, electric motor, and CVT for 160 horsepower and around 48 mpg.
Hybrid or no, don’t expect performance figures to change all that much, with a run to 60 mph done in about 4.5 seconds, and a top speed of 160 mph.
Chassis And Handling
The biggest news around the fifth-gen Impreza (or rather, underneath it) is Subaru’s new Global Platform architecture, which is slated for use in all of Subaru’s models going forward (excluding the BRZ). That means the next-gen STI will benefit from the platform’s high rigidity and low weight, offering a more comfortable ride, less noise, and reduced vibration. Handling will also see a significant boost, thanks to features like new suspension mounting points that drastically reduce body roll. Paired with a hybrid system’s enhanced torque vectoring, the next STI could have significantly heightened performance in the corners.
Prices
Pricing for the STI has risen over the years, going from around $30,000 when it first went on sale, to around $35,000 now. If Subaru does decide to go hybrid, and includes all the latest infotainment tech and premium materials I expect for the new-gen, pricing could rise even higher, quickly approaching the $40,000 mark before options.
Competition
Ford Focus RS
Ken Block used to drive a Subaru. Now he’s in a Ford. While I’m sure the sponsorship deals are pretty sweet, there’s something to be said here about the Blue Oval’s encroachment on territory that used to be exclusive to the six-star brand. Simply put, the Focus RS is a real threat to the STI. It’s got the looks, but more importantly, it’s got the drivetrain to give Subaru’s superstar a black eye. Shoved in the nose of this Ford is a turbo 2.3-liter EcoBoost capable of churning out 350 horsepower and 350 pound-feet of torque, while the AWD system can send 70 percent of available torque to the rear, making for plenty of Gymkhana-esque hooniganry.
Read the full review here.
Volkswagen Golf R
If you want turbo power and AWD grip, but consider yourself to be a “grownup,” then the Golf R is for you. Volkswagen added a variety of performance cues to the exterior, like 18-inch wheels, LED daytime running lights, and chiseled body pieces, but the aesthetic isn’t nearly as “boy racer” as the Subie or Ford. Thankfully, there’s still 295 horsepower and 280 pound-feet of torque available when you put your foot down, all of which hits the pavement via a standard 4Motion AWD system.
Read the full review here.
Conclusion
When the WRX was first released in the U.S., I was immediately reminded of a certain vest-wearing space smuggler, who once answered a critique of his ship with, “She may not look like much, but she’s got it where it counts, kid.” In my mind, that was the most important thing about the WRX STI – everything is secondary to the drivetrain.
I don’t think that’s the case anymore. To me, it’s clear Subaru wants to infuse its most iconic performance model with a little gloss. The interior appointment is nicer and the exterior is more refined, but that rally-bred performance is basically unchanged.
Which raises an important question – does the STI need aesthetic polish, or should Subaru instead focus on developing the drivetrain even further?
It’s a tough question to answer. On the one hand, a nicer looking and better appointed STI would broaden the model’s appeal, and the car is still pretty fast for its segment. Then again, the world of performance vehicles never slows down, and I doubt you’ll find too many fans out there who think an updated drivetrain isn’t long overdue.
Subaru might try to do both with the next gen. Considering all the design tweaks and concept cars we’ve seen recently, Subaru is obviously concerned with the car’s looks, and with the introduction of new flat-four engines and rumors of hybrid power, there will probably be something new under the hood as well.
Personally, I’d prefer an old-school manual six-speed, symmetrical AWD, and a 400-horsepower 2.5-liter turbo engine. But that’s just me.
LOVE IT
Updated looks Lighter, more rigid platform More powerful hybrid drivetrain, better handlingLEAVE IT
Loses some of the old car’s rawness Likely more expensive Competition isn’t slowing down