Super Cool Auto Blog

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.



However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.
In 3.6R Limited trim, the story starts with a great powertrain and gets better from there. Subaru's 3.6-liter boxer six-cylinder pumps out a worthy 256 horsepower and 247 pound-feet of torque. This admittedly doesn't sound all that spectacular when 269-hp Toyota RAV4s and 290-hp Buick Enclaves roam the landscape. But the boxer six feels beefier than the sum of its numbers primarily because power delivery is so fluid and consistent. The engine is mated to a five-speed automatic that plays well with its six-pot partner, and while Subaru provides paddle shifters to row your own gears, the smooth, well-timed cogswaps of the auto 'box negates the need.

Despite its upgraded proportions, Subaru engineers worked hard to keep weight down. Our loaded Outback 3.6R Limited tester weighed in at just over 3,600 pounds – some 400 pounds lighter than a comparably equipped Toyota Venza with all-wheel drive, one of the Outback's main competitors. Subaru was able to keep the pounds down through the use of high strength steel, making the structure both safer and lighter than a more rotund CUV. The Outback's relatively restrained tonnage helps the boxer six feel that much more potent when pushed, and the weight reduction pays dividends in the braking department, allowing the Outback to be halted with minimal fuss on wet or dry pavement.




But while the 3.6-liter boxer is good, it's the symmetrical all-wheel drive that wins the day. We put the Outback through its paces on dry pavement, through a torrential downpour and some muddy terrain and were always well within the limits of adhesion. In fact, the Outback's seemingly never-ending traction begged us to drive harder and faster as the week wore on. How hard? Over the course of the first two days, we averaged a relatively robust 23.8 mpg in mixed driving and by the end of the week our relentless flogging dropped that figure down to just over 20 mpg – still laudable considering we spent a lot of time with the long pedal pegged to the floor.

And thanks to the Outback's reasonable weight and excellent AWD, this Subaru feels closer to a sports sedan than a 63-inch tall wagon. Aggressive cornering is a snap, with minimal body roll and the aformentioned constant supply of traction. And the Outback doesn't just feel car-like in turns. It may have a best-in-class 8.7 inches of ground clearance and surprising off-road chops, but on the highway, this tall wagon transforms into a sophisticated cruiser. While the occasional bump found its way into the cabin, the intrusions were far from jarring and the firm steering provided ample feedback whether pointed straight or winding our way through the bends. But while it's hard to find significant fault with the Outback's power and handling, our red pen finally gets some use when discussing the Outback's interior.



Any family-friendly wagon needs a warm and inviting cabin that's configurable enough to meet the needs of large clans and empty-nesters alike. Subaru gets the job done, for the most part, with great leather-clad front seats with sufficient support and bolstering, back seats that fold flat in a cinch and an easily read instrument panel. And lucky for us, the best seat has been reserved or the driver. The steering wheel is meaty and pleasing to the touch and we had little trouble figuring out the navigation system or HVAC controls. However, we were disappointed that the only way to change radio stations was via the LCD screen or on the steering wheel. To make matters worse, you have to push the radio tuner knob to display the stations. Not particularly intuitive, and with no redundant control buttons on the center stack and a somewhat confusing array of buttons on the steering wheel, things aren't exactly WYSIWYG.




But as far as accommodations are concerned, rear seat passengers should be pleased with their surroundings, and the Subie easily swallowed a 46-inch LCD TV with the second row stowed. We were a little confused on how to operate the rear middle safety belt, but after a few minutes of searching, we found the belt tucked into the roof of the Outback's cargo area. The center passenger needs two latches as well; one secures the shoulder belt and the other secures the attached lap belt. This odd contraption is less than desirable because even a ten-year-old couldn't secure the belt without assistance – and the presence of two belt fasteners means rear seat occupants have to make due with a little less hip room. There has to be an easier way – and there is in nearly every other CUV on sale.

Although Subaru has picked up its game in many areas, the Japanese automaker still struggles with the quality of its interior materials, and the Outback is no different. While the seats are stitched up in a relatively high quality leather, dash materials are hard plastic and the center stack feels a bit bargain basement. We know that our tester was a nearly full-boat example, but when you pay $34,685 for a crossover, we expect somewhat nicer instrument panel materials than what the Outback offers.



Subaru makes some... interesting looking vehicles. Or homely, depending on your perspective. That said, we thought our Outback, while far from the beauty queen, looked good in blue, with its subdued 17-inch alloys providing just enough visual spark. Its up-sized proportions play out well in the sheetmetal and the more sophisticated front end shows that Subaru is learning from past mistakes (see: Impreza, Tribeca), though it still has a ways to go. Plastic cladding is still present all around, but for 2010 the look is far less agrarian and the two-tone theme is finally muted compared to its immediate predecessor.

Subaru has managed to combine a superb engine, capable AWD, impressive handling, capacious interior and improved looks into a functional, family-friendly package. What's more, it's created a psuedo-CUV that encourages you to enjoy the journey. There's something undeniably rewarding about a vehicle that pushes you to drive more, do more and have more fun. The Outback just has that kind of moxie. One minute, you're slogging along on the daily commute and the next, you're looking for a 50-acre sandbox to play with your pet boxer. That's an attribute few crossovers (big or small) can manage, and further proof that Subaru's recent good fortunes aren't likely to stop anytime soon.

Suzuki has chosen a rather dubious time to enter the pickup truck market with the 2009 Equator. As you are surely aware, trucks and SUV sales are way down from their apogee a few years back, and small cars like the ones that have historically filled Suzuki showrooms are all the rage. So, why would the Japanese automaker even bother with a mid-sized pickup truck based on the Nissan Frontier? That's a good question, and we aimed to find out when we grabbed the keys to Team Yellow's first-ever real pickup contender in the U.S. Read on to see what the Suzuki Equator has to offer.



So why did Suzuki decide to enter the truck market in the first place? As one of Japan's largest makers of powersports products, the company has a very large customer base that already owns its off-highway line of vehicles. Whether they be motorcycles, dirtbikes, ATVs or watercraft, Suzuki's own research indicates that owners of its others products are 50-percent more likely to own a truck than the average person, so brand-loyal riders will now have the ability to haul their toys with the same brand of truck. Suzuki doesn't appear to have the delusion that it's going to sell a boatload of Equators, but any truck sales it does get are sales it wouldn't have otherwise, so it could be a winning idea in the end despite the current market conditions.



Anyone familiar with the inside guts of the latest Nissan Frontier is likely to feel right at home inside the Suzuki Equator. An easy-to-read gauge cluster sits behind a familiar Nissan-spec steering wheel and switchgear. While we generally aren't in favor of this kind of product-sharing, at least the truck is based on a credible and successful model and it's not badge engineering within the same automaker. Suzuki makes no bones about the fact that the Equator is based on a competing model, and in fact claims to have hand-picked the Frontier specifically for its off-road worthiness and overall truck-ability. We put those supposed off-road credentials to the test and we'll tell you how it fared a bit later. In the meantime, let's take a look at the outer skin of the Equator and see how it compares with its kin and closest rivals.


On the outside, and especially in profile, it may be easy to mistake the Equator for the Frontier. Most of the work that went into differentiating the two models was done to the front end. In comparison to its platform-mate, we prefer the looks of the Suzuki, which definitely has that square-jawed truck look that seems to be popular these days. On the highway, that big opening didn't add any undue wind noise that we could detect. What we could detect loud and clear was the big V6 engine at the helm along with the four rather aggressively tread contact patches at each corner. In was livable, but you may find yourself turning up the stereo a few notches on the highway.


Under the hood of all our test trucks was Nissan's excellent 4.0-liter V6 engine making 261 horsepower and 281 lb-ft of torque, each mated to a five-speed automatic tranny. For those wishing to do a bit better than that combo's 15 city / 20 highway mileage, Suzuki also offers the 2.5-liter four-cylinder engine from the Frontier with 152 horses and 171 lb-ft. That engine is available with either a five-speed manual transmission (19/23 mpg) or five-speed auto (17/22 mpg). A part-time 4WD system is available, as are an electronic locking rear differential, limited-slip traction control, Vehicle Dynamic Control, Hill Descent Control and Hill Hold Control. We took the truck off-road and put all of these features to the test. They worked as advertised, though switching them off proved much more fun.


The Equator was quiet and stable on the road with driving dynamics that are quite good for a truck. Though nowhere near as car-like as some competitors, namely the Honda Ridgeline, that truckiness is exactly what Suzuki wanted and the fully boxed frame and rugged suspension deliver on that promise. Suzuki offers two cab sizes and two bed lengths, mirroring those available for the Frontier. Choose either an Extended Cab with rear-hinged portals aft the front doors or a Crew Cab with four real doors, which comes with the V6 engine only. Road-biased tires and suspension settings come standard on base models while higher-spec models are equipped for the more adventurous among us.


Those wishing to drive off the beaten path should consider the RMZ-4 package that includes all that electronic gadgetry mentioned earlier along with Bilstien shocks, skid plates, heavy-duty Dana 44 axles and meaty 265/75R16 tires. A special interior package also comes with the RMZ-4 model, which borrows its name from Suzuki's line of off-road bikes. Those wishing to tote a two-wheeler in the back may appreciate the optional utility bed package that comes with two rows of tie-downs mounted in sliding tracks. The system worked well when demonstrated for us, and maximum trailer towing capacity is 6,500 pounds for the V6 2WD model.


Overall, the Equator is a decent truck that offers a good option for fans of Suzuki cycles, ATVs and watercraft who want to keep all their modes of transportation in the same family. What about buyers who don't already have an attachment to Suzuki? Why would you choose the Equator over the Frontier? Suzuki points to its warranty as one reason, which at 7 years / 100,000 miles on the powertrain is superior to the Nissan's 5-year / 60,000-mile coverage. Of course, beauty is in the eye of the beholder, so you'll have to make a judgement call for yourself when it comes to the truck's styling as well as the all-important issue of name recognition. Regardless, the Equator is a well-rounded truck that will likely sell in relatively small numbers, and in many cases to buyers who wish to remain loyal to their favored yellow-hued brand. source by autoblog

When driving a vehicle for review, we always keep a list of pros and cons. At just a glance we can see which list is longer and instantly know if it's a vehicle that we'd personally drive. At the end of the evaluation we throw in a few verbs, several random adjectives and some technical jargon to make us all sound knowledgeable and it's a review! Just kidding. A little, at least.




The 2008 Suzuki Grand Vitara Xsport that just left the Autoblog Garage didn't fit the mold. Our cons list outnumbered the pros, but we just can't give this one an automatic thumbs down.

The ride was unsettled by even slightly uneven pavement, which then caused the dash panel to creak and rattle. And the squeaky horn sounded more appropriate for one of Suzuki's econoboxes than a 4,600-pound SUV. And there's that funky side-opening rear cargo door. But from the pro list, we got a powerful V6, a fairly roomy interior and an impressive drivetrain warranty.

Our 2WD tester arrived wearing Quicksilver Metallic paint and cloth seats. The 2.7-liter V6 is standard, as are side curtain airbags, ABS, stability and traction control, fog lamps and 16-inch wheels. The Xsport trim level includes a few "comfort and convenience" options like a power sunroof, keyless entry and start, power windows and doors, audio and cruise controls on the steering wheel, a 6-disc AM/FM with six speakers and a subwoofer, and power mirrors. Total sticker price before shipping and handling was $22,349.
The silver-toned exterior design made it on our pro list. The Vitara's straight lines, chunky bumpers, squared-off headlamps and rear-bumper-mounted spare tire took us back to a time when SUVs were masculine-looking machines made to take on the most intimidating terrain. While other SUVs like Mazda's CX7/9 go for sports car looks, Vitara keeps it real. And unlike Buick's glued-on chrome portholes-to-nowhere, Suzuki chose to make its vents black, plastic and, if not functional, at least actual holes.



The Suzuki's rear hatch, though, made it onto our con list. It's a hulk of a door (made heavier by that spare tire), that swings open left to right. Parallel park on a city street with cargo to load, and you will quickly despise the novelty. Park too closely to the car behind, and you'll be walking around the front of your car with every armful.


Luckily, though, filling the back of the Vitara with stuff isn't difficult. The floor-height doesn't require lifting bags above your waist, and unloading doesn't require a lot of bending over. A cargo cover attached to the back seat keeps big valuables out of view, while a shallow, covered divot in the cargo area is convenient for stashing items. Finding a light behind the rear seats isn't a surprise, but we'd prefer it came on automatically. It's no fun fumbling in the dark for that tiny switch. The rear seats also tilt up easily for moving even more of your junk, and in that position the Vitara passed our stroller test, even holding the Graco and groceries with a little room to spare.

Once inside, you're greeted by black and gray soft-touch plastics accented with brushed-aluminum-looking plastic trim. The black seat fabric felt more like athletic wear than upholstery, but will probably withstand years of abuse by adults and kids alike. Most of the interior, including the color-combination, fit-and-finish and spaciousness, got a pro-side listing. The driver's gauges in particular were appreciated with their white numerals on a black background in chrome-accented openings. They made for quick, easy reading on the road. At night, the red needle was as brightly lit as the numbers, but we also found negatives after the sun set. The driver's window switch on the driver's door is lit, but no others. Neither are any of the door lock switches or the cruise control switches on the steering wheel.


The Xsport-level Vitara gets an in-dash, 6-disc CD changer with six speakers and a subwoofer. We didn't appreciate being teased by the head unit advertising "XM" in large letters with a tiny "ready" disclaimer below. And the CD/AUX button did nothing but piss us off when 30 minutes of searching turned up no auxiliary port. That meant spending an entire week listening to advertising-intensive FM radio. Seriously, Suzuki. How much could it cost to include a 1/8" plug for the iPod? .50¢? $1? Make it $10 for your trouble and add .35¢ to my monthly payment. And we'd suggest an entry in the owner's manual on how to unplug that impotent little subwoofer. It's mounted right under the driver's seat and is more of a distraction than an enhancement.

Hauling a two-year-old in the Grand Vitara took little effort, though. Child-seat installation was simple and quick. The LATCH attachment points were easily found, and the center headrest was removed without a fight. Removal was even simpler. Getting the wiggly, impatient toddler into the seat was another issue. The rear door opening was shorter than some of the SUVs we've reviewed, and made getting a child into and out of a center-mounted safety seat a chore. My wife said if the vehicle were ours, she'd be tempted to install the seat in an outboard position. And for adults, there was enough headroom, legroom, hiproom, etc. to comfortably hold front and rear passengers, and the front and rear cup holders easily held a 1-liter water bottle.


Under the Grand Vitara's hood is that 185-hp, 2.7 liter V6 we mentioned earlier. It's at the top of the positives list, and singlehandedly erases several negatives. Press the fast pedal closer to the floor, and you can't even hear that annoying subwoofer any more. I've read other reviews that said the Vitara's engine is unresponsive and even sluggish. Either Suzuki listened to the complaints and made improvements or I'm just easily pleased. The car accelerated nicely with some lovely music coming from the little V6. The rush almost (almost) made me forget how much dinosaur juice I was burning. Most of the week was spent commuting in light city traffic and we burned 11.7 gallons of regular over 177 miles. That's an average of just over 15 mpg for the week. I've been accused of having a lead foot, but that's 2 mpg lower than the EPA city estimate and just within the "expected range" of 14 to 20 city.

But there are two other positives in this SUV's drivetrain. First, it's got an automatic transmission, not a manumatic or a sequential automatic. It's a true, old-school PRNDL, and that makes me happy. We've yet to meet a manumatic we enjoy using (dual clutch units notwithstanding). Good ones may exist, but at this price level, either simplify the automatic tranny or install a clutch. Thank you, Suzuki, for simplifying.

Here's one simplification we can't understand, though. While Honda's CRV, Toyota's Rav4, and Chevrolet's Equinox all get a full set of disc brakes, Suzuki puts disc on front, drums in back. Drum brakes? On a 2008 model vehicle, let alone a big, heavy one? Seriously?


The drivetrain's superb warranty is its third pro. Suzuki backs up its mechanicals for seven years or 100,000 miles with no deductible. Even better, the warranty is transferable, instantly boosting resale value.

In the end, the negatives did outweigh the positives for the 2008 Suzuki Grand Vitara Xsport. Don't bother counting, some were just too personal and trivial to bother listing. But overall, we still like the Vitara and it's one of the major reasons the Japanese brand hit 100,000 sales in the U.S. last year. It's just an "honest" vehicle. From its boxy exterior to its functional hood vents, it's not trying to be something it's not. But a more fuel efficient engine, modern brakes and a plug for my Pod would go a long way toward making me buy one.

"It looks like a puppy," my wife said upon first setting eyes on the 2008 Subaru Tribeca. That's an apt description of any Subaru; they usually feel quite eager from behind the wheel, and they're trusty companions. The new front end on the Tribeca is more bland than the outgoing aviation-inspired look, but that hasn't dulled the inherent goodness of this big CUV.

The power unit has also seen upgrades. B9-era Tribecas (the alphanumeric has been dropped for '08) had 3.0 liters of horizontally opposed 6 cylinder to haul 4300 pounds. Power delivery was on the revvy side, so maximum torque didn't arrive until you wound it up a bit. 2008 brings more than a half-liter capacity bump, making the Tribeca feel more sprightly with not only more grunt, but also revised delivery characteristics that better suit most drivers.


The Tribeca's styling has had much of its polarizing uniqueness beaten out of it with a bland stick. The most dramatic changes are up front, where the original face's headlight tunnels and three-piece grille have given way to a far less distinctive frontispiece. In the interest of quieting detractors, the Tribeca has tiptoed to the precipice of anonymity, but thankfully, some of the interesting detailing in the shape pulls it back. Glance quickly, though, and you may mistake it for a DCX minivan. The rump has also come in for a nip and tuck. Gone is the inset on the lower portion of the hatch, the taillamps have been reshaped, and the rear bumper's facsia has been heavily revised.



Away from the nose and tail, much of the ALFA-esque styling has escaped unscathed. The flanks still carry sculpting that catches light and focuses your gaze. The rear quarter windows have been enlarged, a boon for visibility, and the D-pillar comes away successfully tamed. Even with its funkectomy, we still find the Tribeca interesting to look at, and the vehicle continues to stand apart in a crowded field.


Inside and out, the Tribeca is unabashed about the dashing line it cuts. The sides are hewn in a way that catches light and dribbles reflections like liquid. The more you gaze at the Tribeca, the more you like it, even with the higher nose and more traditional (and large) grille. Inside, the swoopy dash and fresh design still remains. The materials are well done, if more workaday than luxo-plush. Silver plastic trim always raises questions about longevity, but what we saw in the belly of the beast appeared like it'd ward off scuffs and nastiness.


Instrumentation is clean and easily read, with electroluminescent gauge faces. We were less than impressed by the "information center" LCD screen at the top of the center stack; what's so wrong about keeping feedback local to the controls? The speedo and tach sit at the bottom of two nacelles and the temperature and fuel gauges flank the circular tunnels. The treatment adds a bit of levity to the often-blah territory of vital information delivery. The dance that the gauge needles do when you first energize the electrical system is a novel trick, too. Our test car was not equipped with navigation, which would have placed a touch screen where the underwhelming LCD took residence. The display has a tendency to half-disappear when wearing polarized sunglasses, which made it difficult to read quickly, though we're sure part of the reasoning for the LCD in the first place is that it's a central repository for information about what the HVAC and radio are doing. We found ourselves looking at a knob that was bankrupt of any indication of setting, rather than going first to the LCD for information. Looking somewhere other than the control you want to adjust is just unnatural. It's kind of like driving the car via a VT100 terminal, and it's maddening. The HVAC's trio of rocker action knobs take practice, and the digital readouts in the center of the temperature selection knobs look cooler than they are in practice. Since the knobs have a rocker action, there's no way to quickly discern what they're set to without taking your eyes off the road long enough to comprehend the number in the readout. The central fan speed knob would also be better with detents, rather than returning to center. The other ventilation controls hide out just in front of the shifter, and can be difficult to quickly locate since the buttons are all alike, with low contrast markings.

The rest of the controls are easy to figure out, and fall easily at hand. The driving position and provisions are comfortable in that familiar, friendly Subaru way. The seats had tasteful, grippy fabric, and were quickly adjusted to proper posture. There are three rows of seats available in the Tribeca, but we think that the space is better utilized as cargo area, like our two row tester. The 2nd row is also more accommodating without a third row nipping at its heels. Even though the Tribeca carries high style, with its front quarter windows, deeper front airdam and powerful wheel arches, the D-pillars don't bite into useful interior space like in other vehicles such as the Infiniti FX. The load area with just two rows accommodates a long day of consumerism at the temple of the buck without a whimper.


When you finally break free from the joy of beating down your credit score, the drive home is a refreshing respite from the humdrum conveyances that surround you on your suburb to suburb trek. The steering operates with well-oiled precision and is weighted nicely for locking on to straight ahead. The Tribeca is definitely a Subaru from the driver's seat. Wheel motion is well controlled and the Tribeca doesn't have an aversion to rounding corners.


Subaru continues with its uncommon powertrains to good result with the newly-enlarged H6. The 3.0 didn't have enough room in the case for a traditional bore and stroke job to offer the desired size increase, so a slightly triangular connecting rod was developed to facilitate more stroked volume without an increase in deck height. It sounds like a lot of effort to go through when they could have just made the engine a little wider, but by maintaining the same external dimensions, re-cyphering the engine bay wasn't necessary, keeping costs down. There are lots of other detail changes to the mill, including variable valve timing on both intake and exhaust cams, and a revised cooling system that drops the octane requirement to 87 R+M/2.

The Tribeca's idle is very smooth and well isolated, and at speed the 3.6-liter flat six is muted. A stomp on the go pedal is rewarded with a snarl starting around 2,700 rpm, and even with more torque available across the rev range, the 3.6 is better when the tach winds around past three. The engine note is sweetly mechanical, but not as thrilling as what you'd hear from that other company that makes horizontally opposed sixes. That's an unfair comparison, though, and the Tribeca's engine sounds good when being caned, and quiets right down when you're not calling for Full Ahead from the engine room.


The Tribeca's driving traits put it in good company, running with effete European breeds dynamically. The interior fitment lacks some of the sumptuousness of those vehicles, but that's not a knock on the big Subie. What you find is a vehicle that carries its size well, offers unique styling and doesn't have to be apologetic for sloppy reflexes. It's no Legacy wagon, but that's exactly the point. The Tribeca exists to fill a hole in the Subaru line not served by the other offerings. It's a big, family-friendly machine that is thoughtfully packaged, rather than being a V8 stuffed in a ladder frame and topped with an SUV body. The new nose will likely find more play in Peoria, and Subaru's apparent mission of turning out ersatz half-price BMWs that sacrifice little is carried through the newly freshened Tribeca.
source by autoblog

I remember the last red Subaru I drove. I was in high school, and the car was my dad's – a new '88 GL wagon with an automatic and push-button 4WD on the shifter. I dug that Scooby. It wasn't powerful but it was fun -- especially when it snowed. Somehow I managed to avoid bouncing it off a lamppost while sliding it around corners. This had much more to do with luck than skill, as I was in high school and clearly an idiot. But I digress -- after all, this isn't about my dad's old GL. It is, however, about a red Subaru – the new Impreza WRX STI, to be specific. If this thing was around back during my neighborhood rally-pretender salad days, I'd probably just be getting my license back right about now.
When Subaru unveiled the all-new Impreza and WRX last April, Scoobyphiles bared their teeth at the sight of the car's new, pedestrian looks. Until then, the WRX's appearance could have been described many ways, but milquetoast wasn't one of them. This matter is corrected with the STI, whose visual punch feels like it's delivered with brass knuckles. Where the base Impreza WRX barely warrants a second glance, the pugnacious STI causes its fair share of wrenched neck muscles as other drivers, particularly young guys in imports (big surprise there, right?) gawk at the bright red hatch. One afternoon, a Jetta GLI barreled into a turnoff where I had parked to squeeze off a few pictures. Out jumped a kid who was so consumed by the car that he wouldn't have noticed if Scarlett Johansen strolled by in her birthday suit. Another night at the supermarket checkout counter, I overheard the guy in the next lane excitedly tell his girlfriend, "Check this out... Outside? There's an '08 STI!" Not bad for a car whose general shape we were all bitching about several months ago.





It's surprising what a few bulges here, some vents there, and trick-looking wheels do for the Impreza. It's still no beauty -- not by a long shot -- but man, it is butch, and purposefully so. You see, the Subaru people apparently didn't get the memo that fake vents are now de rigeur, as everything you see is actually functional. The scoops below the bumpers really are for brake cooling. The front fender vents actually dissipate engine heat. And of course, the giant hood scoop gulps air into the 305-horsepower 2.5L boxer's top-mounted intercooler. In the STI, the relationship between form and function is no sham marriage.


You have to concede that the twin dual-tip exhaust outlets are superfluous (there's just the one muffler, after all), but they really do look pretty wicked, and the diffuser they peek under is also functional. Our tester's swollen fenders sheltered the optional 18-inch BBS wheels whose spoke pattern gives a clear view of the big, STI-branded Brembos (13-inches front, 12.6-inches rear) tasked with stopping the madness. A set of Dunlop SP Winter Sports was on duty during the car's visit with us. Other visual details that differentiate the STI from lesser Imprezas include secondary emblems on the fenders, a chickenwire grille pattern, the larger roof wing, and the deletion of brightwork from the front and rear fascias. It doesn't sound like a lot, but it all makes a difference -- particularly the bling-free rump.

Open the door and you'll find a cockpit that's better than the last-gen Impreza's, but whose materials betray the STI's econocar genealogy. Subaru uses different plastic colors and finishes to decent effect, with silver-ish "wings" that merge into the door panels and additional contrast trim where the center stack merges with the console. The three-spoke wheel boasts integrated radio/cruise controls and an overstyled center cap. Twist the ignition key and the instrument cluster lights up like Christmas, with a big tach sitting front and center just in case you forgot the STI is a performance car. That's also home to the indicators for the SI-DRIVE and DCCD modes, which we'll get to shortly. The STI logo glows red from within the tach and (when the headlamps are on) on the trim ahead of the shifter boot. You'll also find STI markings embroidered on each of the car's front seats. Trimmed in leather with contrast stitching and Alcantara inserts on the main panels, they look pretty good, are comfortable, and have substantial bolsters. That said, they aren't nearly as supportive as the Recaros available in the old car, and they finish second to the seats in the new Mitsubishi Evo, as well.


The boxer engine awakens with its signature grumble and is completely docile at lower revs; boring, even. In neighborhood put-put duty, you'd never guess that there's small block V8-level horsepower in the engine bay. How it behaves when you put a boot to it depends on where you set the SI-DRIVE, and this is where the STI starts to get really interesting. Fans of gadgetry will immediately notice the silver dial mounted aft of the shifter. It's paired with the controls for the adjustable differential, and you won't find either in the standard WRX.


SI-DRIVE has three modes: Intelligent, Sport, and Sport Sharp. On the first afternoon I had the the car, my commute home was in monsoon-like conditions. I selected the Intelligent mode, which actually dials back peak power by 20%, peak torque by 10%, and tranquilizes the throttle response. A dash indicator confirmed my choice, and off I went. This mode should also give you better fuel economy, but seriously, if you buy an STI, it's not because you're trying to do a Prius imitation. Intelligent mode was fine for use in biblical rain conditions, and 240 horses or so is nothing to sneeze at (it's still more than the base WRX offers), but this is not what the STI is about. I never used it again.


Sport is the standard operating mode, and the difference between it and Intelligent is tangible. Make the switch on the fly and you feel it from your spot behind the wheel. The power restrictions are lifted, and its delivery is nice and smooth. Great, right? Well, it's fine. But the STI lives up to its rep when you twist the SI-DRIVE to the right and engage Sport Sharp. Once you confirm that the little green "S#" is staring back at you from the instrument cluster, you wonder why you (and Subaru, for that matter) ever bothered messing with the other two settings at all. Full power and torque availability is complemented by instantaneous throttle response. Worried about that aforementioned lack of jump at low revs? Not a problem. Low revs don't hang around for long anymore.


Punch the throttle and Pandora's Box opens underhood. The tach needle runs for the redline -- pay attention now, because first gear is history, and you'll get acquainted with the rev limiter if you don't shift. Snick that ideally-placed shifter into 2nd and let the rush continue. The Boxer's engine noise is complemented by an audible rush from the turbo as you storm forward. At this point, you're probably cackling like the Joker and gleefully rowing through the gears. It's involving and rewarding, and you silently thank Subaru for giving the car the three-pedal treatment instead of a manumatic deal. The hundredths of a second a fancy-paddle tranny would save you mean nothing to the dude in the Mustang you surprised four lights ago.

The STI is an obedient little bulldog, responding to steering inputs quickly and generally acting unflappable. Twists and elevation changes are simply gobbled up, and you find yourself thinking that maybe those WRC guys have the best jobs ever. The car is as nimble as it is quick, and you need to be aware of what you're doing, because chances are you're doing it a lot faster than your local PD would like. This is where the Brembos earn their keep. They're like the physical manifestation of rational thought. "Too fast," you think. Not any more. If you're trying to find reasons to justify the STI's price differential over the WRX, start with that middle pedal before you even open the hood.


The in-car techno fun doesn't end with SI-DRIVE. The DCCD (Driver Controlled Center Differential) returns, and it lets you choose from three automatic modes in addition to allowing manual torque-split adjustment. The default Auto mode adjusts the front/rear torque assignment as needed. Auto (-) Active Sport is rear-biased and opens the center differential, while Auto (+) tightens the differential up. If you choose to manually configure the differential, you're able to max the power distribution out at 50:50 front/rear. Similarly, the VDC can be left on, shut off completely, or put into a sport-oriented Traction mode. Overall, this is some good stuff. Want launch wheelspin? Just dial it in. Between SI-DRIVE, DCCD, and the different VDC settings, you can mold the STI to suit both the road conditions and your personal tastes. The combination of button-pushes, dial turns and toggles you enter before getting underway determines the nature of the beast you'll be driving. That said, it's not as if you need to tinker much to make it fun. Leaving the VDC and DCCD in their default modes and putting the SI-DRIVE in Sport Sharp did the trick for me 99% of the time. The best part, though, is that this is all very accessible; you don't need to be a wrench turner to tap into the variety of electronically-controlled vehicle setup options.

Part of the plan with the 2008 Impreza was to offer more room, more comfort and a better overall ride than the outgoing car, thus broadening its appeal. These elements carry through to the 2008 STI, and after driving it back-to-back with a brand new 2007 (thanks to my friend Dan for bringing his along), the degree to which the new car has been upgraded is evident. Dan rode shotgun with me while our mutual friend Chris piloted the '07 car on the way to our photo shoot. "My car's going to feel like a dishwasher compared to this when you get in and drive it," he told me after a few minutes in the '08. To be fair, if dishwashers were as fun as the last-gen STI, we'd all be rolling in Whirlpools, but I understand his point. The 2007 WRX STI has much more of an edge to it than the new car. It's noisy, less polished and tighter inside. That's not to say it's in any way bad. It accelerates with a sense of urgency (no SI-DRIVE here -- it's all or nothing), stops as well as just about anything, and can hustle around the bends with the best of them. It's a great car, and the seat-of-the-pants impression you get is that it feels faster than the new STI.


In truth, it's probably a wash, and I'd rather own the new one. Yes, it's a little boomy inside thanks to the hatchback bodystyle, but overall the credit-hours it's earned at finishing school work in its favor. It's decidedly more refined than its predecessor. Bottom line: the 2008 Subaru Impreza WRX STI is loaded with usable tech, goes like absolute stink and is eager to throw down, but it's less punishing to its occupants while it goes about that business. Equal parts rally car and practical, user-friendly daily driver, the 2008 Subaru WRX STI appeals to your inner Dr. Jeckyll and Mr. Hyde. If you like to drive, that's a win-win situation.
source by autoblog