From there, both cars propose good driving positions, but the Subaru is far more accommodating thanks to its telescopic steering column. On that note, the STI's wheel and 6-speed shifter blend better with the driver than the stiff yet direct 5-speed lever and wheel of the EVO. Here, nobody cares about the back seats or trunk. Although, they do make these cars more appealing on a day-to-day basis.
EVO vs STI: the drive
Subarus have long since been renowned for their comfortable yet robust suspension setup that offered up plenty of wheel travel without totally sacrificing handling. Unfortunately, this was partially true in the last WRX and STI and so, for 2011, Subaru has rectified the suspension issues with a slew of improvements. The ride may be stiffer than previous, however it is far from harsh.
The EVO suffers, as do its passengers, by comparison. Its ultra-taut MacPherson inverted strut front and multi-link rear suspension is not very forgiving on city streets. That is a two-edged sword. More on it a little later. The other double-edged sword is due to the direct 13.3:1 steering ratio and 2.27 turns lock-to-lock, which combine to make this car steer telepathically, but also give it a huge turning radius. Very un-fun in the city.
Both cars have very good brakes with positive pedal feel regardless of driving conditions. Both are also fairly loud and sound insulation is kept to a minimum. Highway driving requires an elevated tone of voice to carry on a conversation. This is especially true when in 5th gear in the EVO, as the 2.0L revs well above 3,250 rpm at cruising speed.
All in all, for the road, the STI makes a more compelling case as a daily driver. I'd still take the hatchback though.
EVO vs STI: the track
The tables turn, almost. As a track beast, the EVO wants nothing more than to be steered with the rear. Bertrand and I, well, especially Bert as you can see from the video and pictures, was having nothing short of a ball, steering the EVO with lift-off oversteer.
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| Both cars have very good brakes with positive pedal feel regardless of driving conditions. (Photo: Matthieu Lambert/Auto123.com) |
EVO vs STI: the drive
Subarus have long since been renowned for their comfortable yet robust suspension setup that offered up plenty of wheel travel without totally sacrificing handling. Unfortunately, this was partially true in the last WRX and STI and so, for 2011, Subaru has rectified the suspension issues with a slew of improvements. The ride may be stiffer than previous, however it is far from harsh.
The EVO suffers, as do its passengers, by comparison. Its ultra-taut MacPherson inverted strut front and multi-link rear suspension is not very forgiving on city streets. That is a two-edged sword. More on it a little later. The other double-edged sword is due to the direct 13.3:1 steering ratio and 2.27 turns lock-to-lock, which combine to make this car steer telepathically, but also give it a huge turning radius. Very un-fun in the city.
Both cars have very good brakes with positive pedal feel regardless of driving conditions. Both are also fairly loud and sound insulation is kept to a minimum. Highway driving requires an elevated tone of voice to carry on a conversation. This is especially true when in 5th gear in the EVO, as the 2.0L revs well above 3,250 rpm at cruising speed.
All in all, for the road, the STI makes a more compelling case as a daily driver. I'd still take the hatchback though.
EVO vs STI: the track
The tables turn, almost. As a track beast, the EVO wants nothing more than to be steered with the rear. Bertrand and I, well, especially Bert as you can see from the video and pictures, was having nothing short of a ball, steering the EVO with lift-off oversteer.
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| Our car came equipped with a fresh set of Toyo Proxes 4. Although probably good for daily commutes and water evacuation, they suffered a fate worse than death on the track. (Photo: Matthieu Lambert/Auto123.com) |