Tuesday 10th February 2015

Subaru WRX STI: PH Fleet

Tyre woes forgotten here's why the NotImpreza is putting such a big grin on Dan's face

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What matters more to you? The advantages in mechanical layout and weight distribution of a longitudinally mounted boxer engine? The type of differentials putting its power to the road? Or the squidginess of the plastic trim on the dashboard and what the neighbours will think?

Red-top STI boxer loosening up nicely

This seems to be the crux of the surprisingly impassioned debates I've been having with colleagues in the business about the qualities of 'my' Subaru. There is a depressing body of folk ready to totally write the NotImpreza off as a relic of a bygone age, based on the perceived quality gap to a new generation of German rivals. Rivals that, on paper, do exactly what the Japanese rally reps always did. But with soft touch plastics.

It's hard to defend the Subaru against these charges; it's got zero snob value (negative, possibly, given the chavvy overtones of the looks and reputation), you can't argue the advantages of an aftermarket Pioneer infotainment hub over swish German OE ones and it's a brittle and not especially soothing car to live with day in, day out.

What I think it has over the Germans is honesty. For all the ballistic performance of the Golf R, related Audi S3 and the A45 AMG they're all basically transverse engined hatchbacks, based on cooking FWD foundations and enlivened with boosty turbo motors and cleverly calibrated Haldex-derived drivetrains. They're all fast, accomplished and - on paper - able to play the numbers to their advantages for tax and mpg purposes. But there's a level of artifice in the way they achieve it.

Requires a lot of stirring; no hardship

The Subaru might be seemingly outdated. But there's an authenticity about it that feels utterly refreshing. Call me bloody minded but I like the fact it doesn't hand it all to you on a plate and then walk away disinterested. The engine needs revs and boost to pull with any meaningful urge. You need to be busy with the pedals and gears to keep it in the zone. You need to consider how you're going to set the car up for a corner to best exploit the chassis beneath you. And in all this the car gives you the information and equipment you need, be that through the smooth hydraulic steering, brilliantly placed pedals or tightly gated manual shift. The Germans have gentrified the ballistic point and squirt ability the rally reps once called their own. But beyond that there's another level of interaction in the Subaru that just makes it so much fun.

Anyway. Enough flag waving. How's life with the WRX STI now I've got four good tyres, a fully functioning four-wheel drive system and a few more miles under my belt? In the Japanese style the engine is loosening up nicely with a few more miles on it, seemingly spinning up more enthusiastically than before and a little less gruff. It's still not as zingy as the 2.0-litre boxers of older Subarus (or, indeed, current JDM ones) but it's more enthusiastic about being revved out and the turbo's enthusiasm for cold winter air means a more vocal performance too, with more obvious whooshes and gurgles from the induction system. I think the exhaust volume is just about right too; bassy without being intrusive and - again - much more authentic than the awful digitally enhanced soundtracks of Das Golf and its relatives.

Accommodates exercise/childcare regimes too!

On a practical front I was pleased to discover I can fold down half the rear seat to accommodate a road bike (with the front wheel removed) for lunchtime laps around nearby Richmond Park but keep the Isofixed rear kiddie seat in place for the nursery run on the way home.

Somewhat irritatingly I seem to have found myself in other cars on mornings when four-wheel drive and other winter-friendly attributes would have been handy so I've not had further opportunities to exploit the advantages on slippery surfaces. Others in the office have reported it suitably accomplished in the recently icy conditions though. And astonishment at the generous mpg numbers on the trip computer too. All relative but high 20s on a commute in an STI Subaru is pretty good.

Next job is to take it to a track and explore the chassis modes in a little more depth. Which I'll be doing as you read this in fact. It's all very well fiddling with your diff settings on the road but if you're uncertain about whether a bootful is going to scribe an artful four-wheel drift or have you power understeering off the road it can cramp your style somewhat. With some space to explore the options the STI's chassis offers I look forward to reporting back on my discoveries ASAP.

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FACT SHEET
Car: 2014 Subaru WRX STI
Run by: Dan
On fleet since: December 2014
Mileage: 4,897
List price new: £28,995 (£30,007 as tested including £1,012 for Pioneer touchscreen navigation unit; c. £75 fitting charge applicable but varies according to dealership)
Last month at a glance: Dan's been flying the flag for the Subaru's old-school charm

Previous updates:
New arrival - the NotImpreza has landed!
Rusty nail plays Scrooge over a white Christmas

Additional photos: Anthony Fraser

[MajorMantra]

I have nothing intelligent to say about the car, but a word of warning: if you transport your bike that way you are quite likely to bend your rear mech hanger one of these days - do it driveside up!

(And yes, I realise it may not fit in the boot as easily, but on the other hand a derailleur-in-spokes incident will ruin your day.)