Hope everyone had a good weekend.
Today, I would like to talk about the soon to be released 2015 Subaru WRX STi coming this spring and compare it to the previous model (GR/ GV wide body US versions) especially when I drive the 2012 4dr STI.
For the Subaru Enthusiasts, we already know what new features this series has to offer. What about the drivers who are coming from other makers who might be interested to know more about it? I’ll call them the would be “cross-overs”.
Let’s get started with the engine and drivetrain platform.
The same 2.5-liter turbocharged boxer four-cylinder engine with 305 crank horsepower and 290 lb-ft of torque carries over to the new car, which may be a huge disappointment since it’s been the standard under the hood of the STi as of 2008. However, there were some ECU improvements for better throttle response.
IMO, It would have been nice to see a slight increase in performance to catch up to our international brethren. In the U.K., their current STi (R340) has about 335 hp. Subaru of America, I think you can easily squeeze out an extra 15-20 hp. By not increasing the performance, you lose money that will eventually go to the aftermarket vendors. Even the new 2015 Subaru WRX increased its horsepower to 268 from its 265 hp predecessors. Subaru should consider beefing up the STi so it stays in a different class altogether or else the price points can’t be justified amongst the two. Currently, the U.S. based WRX and STi models are about $27,000 and $35,000 respectively, and the U.K. R340 is about £26,995 (approx. $45,000).
***The same can be said with current models by upgrading the stock intake to an aftermarket one from AEM or Cobb Tuning alongside purchasing the Cobb Access Port for OTS (Off The Shelf) Mapping to support the mods for increased performance. It will also be cheaper than spending the additional $10,000 for an R340. I’ll discuss more about this in my next few postings.***
Besides the engine, there’s a lot of other familiar equipment, including the adjustable SI-Drive power train system, the multi mode controlled center differential, helical front limited-slip differential and Torsen rear limited-slip diff. However, the multimode dynamic and stability control system adds active torque vectoring that applies the brakes to the inside front wheel in turns to provide more neutral cornering performance.
For the next couple of years, we’re stuck with the same engine bay and performance numbers.
In my next blog, I’ll talk about the upgraded suspension and some aftermarket mods. Please continue to Like and Follow my blog. Thank you.