Santa Barbara, CA -- The new 2015 Subaru WRX STI is a gargantuan, low-volume player in a microscopic segment. The STI is Subaru’s flagship car and one by which many other affordable supercars are measured.
It’s not that the previous STI was lacking in the bulge, it’s more like the new car has more girth and is better suited at pleasing drivers. Massive power, stupendous brakes, and grip that will get panties in a bunch, the 2015 WRX STI is a fantastic car. Hell, even Tommi Makinen thinks so. Who am I to say differently?
What is a Subaru WRX STI?
The 2015 Subaru WRX STI is the most extreme volume production car ever created by Subaru. The STI is as close to a road-legal, race-prepped rallye car as you can get. It is a no compromise (still with all the amenities) track-biased automobile that can be a daily-driver if one is willing.
2015 Subaru WRX STI Price and Specs
The 2015 Subaru WRX STI starts at $37,995. The STI Sport retails for $40,495 and the Sport-Tech goes for $44.995.
Both packages include stuff that’s useless in regards to this car, namely a sunroof, 8-way power driver’s seat, push-button start, a Harman Kardon audio system, leather, and navigation. The only worthwhile items are the giant trunk spoiler and foglights. Sadly, I’d have to live with a sunroof to get both…
The 2015 STI still relies on the 2.5L 4-pot that puts out 305 horsepower @ 5,600 rpm and 290 lb-ft of torque @ 4,000 rpm. A delicious 6-speed manual ‘box is the only way to go here. SI-DRIVE (Subaru Intelligent Drive) is also standard.
What has changed about the powertrain is the 2.5L’s ECU and mapping. Max hp comes in a little earlier, but the real difference is the magical throttle response. A new sound creator that channels engine intake sound into the vehicle cabin is a pointless gimmick for a car this serious. Subaru symmetrical full-time All-Wheel Drive with active torque vectoring is standard.
Driving the 2015 Subaru WRX STI
In the 2015 WRX STI, the burble remains! Like the WRX, the new STI is somewhat more civilized than the previous car. Enhancements are subtle, and mostly reserved to the incredibly stiff chassis.
Happily, the 2015 Subaru WRX STI is not so quiet and under load does growl for enthusiast’s appreciation. Back-to-back drives of the ‘14 and ‘15 STIs at Buttonwillow Raceway Park demonstrated that not only was the go-pedal’s reaction far more immediate but also that flat-out acceleration is less radical.
By roughly 3,500 rpm, things get really interesting as the rush towards redline increases, but the kick in the groin is not as sharp. This car is mad-fast and will crush the 0-100 km/hr sprint in well under 5 seconds, but feels faster than the numbers suggest. The torque peak at 4,000 rpm is very noticeable. It’s as if the STI is straining at the leash…
Like the WRX, the 6M’s shifter is fantastic. Rev-matches and heel-and-toe are proper and easy. The suspension and chassis improvements turned what was a very good track car into something of a track superstar. Grip is phenomenal and tenacious. The most noteworthy aspect of the suspension’s tuning is reduced body roll.
The sharper ride all around could pose problems on normal roads. The upgraded chassis with stronger anchor points and other such reinforcements should curb the development of shakes and rattles over time.
The largest difference between the WRX and STI: the brakes. The STI’s Brembos blew my mind. The crushing clamp of the calipers on the discs is immediate and eyeball-popping. Even after repeated track abuse from Mr. Makinen, they still held out amazingly well on the drive back through twisty mountain roads and passes.
This car has never been more firmly anchored to the road’s surface with the AWD system consisting of a helical-type limited-slip front and TORSEN limited-slip rear differentials -- AWD porn-speak for good times.
The 2015 STI’s quicker steering ratio is a godsend. The 2014’s slack is gone, and the pump weights up nicely and firmly. One “complaint:” the on-center feel is plagued by a minute dead spot. Subie engineers already hinted that the first update to be made to the STI will be adopting the WRX’s rack for this and other considerations.
Inside and Out of the 2015 Subaru WRX STI
The new 2015 WRX STI only takes the mundane WRX’s look one or two steps up. The addition of 18” wheels -- a vast improvement over the WRX 17s -- and the optional giant wing are what separate the two.
The sum of these two parts is far greater than it sounds. The STI has an aura about it that elevates it to deity levels. If the WRX is the Holy Grail then the STI is God holding it, about to chug some high-octane race fuel.
Few upgrades are made to the STI’s cabin over the WRX. Seats are the same -- short on lateral support -- but feature Alcantara or can be leather-covered. A few red accents are strewn about the dashboard and the “STI” logo ahead of the shifter lights up with the headlights.
Comparing the 2015 Subaru WRX STI
The 2015 WRX STI is a mountain of a car. The more I drove it, the more I could see one parked in my garage. The one constant competitor that came to mind was the Volkswagen Golf R that’s more refined in every aspect, but is not as ferocious as the Subie.
Other considerations could include the Audi A4, BMW 2 Series, and its greatest rival, the Mitsubishi EVO -- at least for now.
It’s not that the previous STI was lacking in the bulge, it’s more like the new car has more girth and is better suited at pleasing drivers. Massive power, stupendous brakes, and grip that will get panties in a bunch, the 2015 WRX STI is a fantastic car. Hell, even Tommi Makinen thinks so. Who am I to say differently?
What is a Subaru WRX STI?
The 2015 Subaru WRX STI is the most extreme volume production car ever created by Subaru. The STI is as close to a road-legal, race-prepped rallye car as you can get. It is a no compromise (still with all the amenities) track-biased automobile that can be a daily-driver if one is willing.
2015 Subaru WRX STI Price and Specs
The 2015 Subaru WRX STI starts at $37,995. The STI Sport retails for $40,495 and the Sport-Tech goes for $44.995.
Both packages include stuff that’s useless in regards to this car, namely a sunroof, 8-way power driver’s seat, push-button start, a Harman Kardon audio system, leather, and navigation. The only worthwhile items are the giant trunk spoiler and foglights. Sadly, I’d have to live with a sunroof to get both…
The 2015 STI still relies on the 2.5L 4-pot that puts out 305 horsepower @ 5,600 rpm and 290 lb-ft of torque @ 4,000 rpm. A delicious 6-speed manual ‘box is the only way to go here. SI-DRIVE (Subaru Intelligent Drive) is also standard.
What has changed about the powertrain is the 2.5L’s ECU and mapping. Max hp comes in a little earlier, but the real difference is the magical throttle response. A new sound creator that channels engine intake sound into the vehicle cabin is a pointless gimmick for a car this serious. Subaru symmetrical full-time All-Wheel Drive with active torque vectoring is standard.
Driving the 2015 Subaru WRX STI
In the 2015 WRX STI, the burble remains! Like the WRX, the new STI is somewhat more civilized than the previous car. Enhancements are subtle, and mostly reserved to the incredibly stiff chassis.
Happily, the 2015 Subaru WRX STI is not so quiet and under load does growl for enthusiast’s appreciation. Back-to-back drives of the ‘14 and ‘15 STIs at Buttonwillow Raceway Park demonstrated that not only was the go-pedal’s reaction far more immediate but also that flat-out acceleration is less radical.
By roughly 3,500 rpm, things get really interesting as the rush towards redline increases, but the kick in the groin is not as sharp. This car is mad-fast and will crush the 0-100 km/hr sprint in well under 5 seconds, but feels faster than the numbers suggest. The torque peak at 4,000 rpm is very noticeable. It’s as if the STI is straining at the leash…
Like the WRX, the 6M’s shifter is fantastic. Rev-matches and heel-and-toe are proper and easy. The suspension and chassis improvements turned what was a very good track car into something of a track superstar. Grip is phenomenal and tenacious. The most noteworthy aspect of the suspension’s tuning is reduced body roll.
The sharper ride all around could pose problems on normal roads. The upgraded chassis with stronger anchor points and other such reinforcements should curb the development of shakes and rattles over time.
The largest difference between the WRX and STI: the brakes. The STI’s Brembos blew my mind. The crushing clamp of the calipers on the discs is immediate and eyeball-popping. Even after repeated track abuse from Mr. Makinen, they still held out amazingly well on the drive back through twisty mountain roads and passes.
This car has never been more firmly anchored to the road’s surface with the AWD system consisting of a helical-type limited-slip front and TORSEN limited-slip rear differentials -- AWD porn-speak for good times.
The 2015 STI’s quicker steering ratio is a godsend. The 2014’s slack is gone, and the pump weights up nicely and firmly. One “complaint:” the on-center feel is plagued by a minute dead spot. Subie engineers already hinted that the first update to be made to the STI will be adopting the WRX’s rack for this and other considerations.
Inside and Out of the 2015 Subaru WRX STI
The new 2015 WRX STI only takes the mundane WRX’s look one or two steps up. The addition of 18” wheels -- a vast improvement over the WRX 17s -- and the optional giant wing are what separate the two.
The sum of these two parts is far greater than it sounds. The STI has an aura about it that elevates it to deity levels. If the WRX is the Holy Grail then the STI is God holding it, about to chug some high-octane race fuel.
Few upgrades are made to the STI’s cabin over the WRX. Seats are the same -- short on lateral support -- but feature Alcantara or can be leather-covered. A few red accents are strewn about the dashboard and the “STI” logo ahead of the shifter lights up with the headlights.
Comparing the 2015 Subaru WRX STI
The 2015 WRX STI is a mountain of a car. The more I drove it, the more I could see one parked in my garage. The one constant competitor that came to mind was the Volkswagen Golf R that’s more refined in every aspect, but is not as ferocious as the Subie.
Other considerations could include the Audi A4, BMW 2 Series, and its greatest rival, the Mitsubishi EVO -- at least for now.
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