Review: Subaru WRX STI is spunky, but lacks refinement
For fans of performance cars, the last couple of years have been a breath of fresh air.
Sure, we lost the Mitsubishi Lancer Evolution to the scrap heap of history, but we gained the Ford Focus RS in 2016, and the Honda Civic Type R finally made its U.S. debut as a 2018 model. Those two, along with the Volkswagen Golf R, are a strong set of competitors.
Subaru, with its WRX STI, is determined not to get lost in the mix.
The 2018 WRX STI gets a slew of minor updates for the new model year that are geared to enhance performance and styling and address the STI's interior quality issues. The driver-controlled center differential is now fully electronic, the suspension has been retuned and the Brembo brake system now features larger cross-drilled, vented discs front and rear, as well as six-piston front-calipers, compared to the the four-piston calipers last year.
There is a new front grille and 19-inch alloy wheels to enhance styling, as well as updated LED headlights that are steering-responsive — they pan left and right as you steer. Inside, there are updated cabin materials and the option of a new pair of Recaro performance front seats.
The STI's beating heart is a 305-horsepower, turbocharged 2.5-liter 4r-cylinder boxer-style engine. There is only one transmission, a 6-speed manual. All-wheel-drive is standard.
While I liked the throttle response, it also highlighted my biggest problem with the WRX STI: its clutch and shifter. I've always had problems with Subaru clutches, which are heavy, feel inconsistent on the catch and are hard to drive smoothly. I can usually figure out a clutch within a few days with a car, but after a week with the STI, I was still a little flummoxed.
However, if you push the STI, it remains a rewarding experience. The suspension tuning is a bit stiff for everyday use, but it pays off when you're moving quicker. The STI's best trait is how it puts down power: The all-wheel drive works hard. I was also a fan of the STI's power steering..
The STI's fuel-economy figures are not good, an estimated 17 miles per gallon in the city, 22 mpg on the highway and 19 mpg overall. The Civic Type R, by comparison, is rated 25 mpg combined. Plus, it requires premium gas.
Though 2018 brought updated cabin materials, they're still not up to snuff for a car with a price tag that pushes $40,000. It felt on par with the interior of the Focus RS I tested in 2017, but it was definitely behind the Civic Type R and Golf R in terms of materials and design. The backseat is especially sparse, with no power ports or vents for those passengers.
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The STI starts at $36,955, including the destination fee, but my test vehicle stickered at $39,455, thanks to the racing seats. The Limited model at $41,755 isn't much easier to stomach.
That's a lot of scratch for a car that doesn't have an upmarket interior and is lacking in safety features. At all but the top level, you won't find forward collision warning, automatic emergency braking, lane keep assist or adaptive cruise control here. Subaru does offer its EyeSight safety system on other vehicles with a manual transmission (including the 2018 WRX), so its absence here is troubling.
Make no mistake about it, the 2018 WRX STI is a well-sorted performance car with some very cool technology both underneath and inside of it that makes it a fun, spirited drive. But I can't come up with a compelling reason to buy one over its competitors.
What stands out
Throttle response: Quick.
Clutch: Not quite right.
Price: Ouch.
2018 Subaru WRX STI
What? A small performance car.
When? On sale now.
What makes it go? A turbocharged 2.5-liter 4-cylinder engine producing 305 horsepower.
How thirsty? 17 miles per gallon in the city, 22 mpg on the highway and 19 mpg overall.
How much? Starts at $36,955, including destination charge.
How big? 15 feet.
Overall: Subaru WRX STI’s rally pedigree still shines through, but the car’s performance chops don’t overcome the car's roughness.