- Doors and Seats
4 doors, 5 seats
- Engine
2.5T, 4 cyl.
- Engine Power
221kW, 407Nm
- Fuel
Petrol (98) 11.2L/100KM
- Manufacturer
4WD
- Transmission
Manual
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Subaru WRX STI – Used car review
A Subaru WRX with an STi badge was once a very expensive plaything.
Commanding a huge chunk of extra coin over the basic Subaru Impreza-based WRX, the STi treatment conferred some real sporting ability.
And even by 2014 and the launch of the model that dropped the Impreza tag to become simply WRX, the STi variant was a serious performance car. But it was then also much, much more affordable.
- Awesome performance.
- Grippy handling.
- Proper race-car with number-plates.
- Lack of ride quality.
- Cheap interior.
- Many have been thrashed.
In fact, it was available for about the same money as the previous model WRX, and that made it a huge bargain, especially in light of what it could do on a race-track.
Using the all-new Impreza bodyshell, the 2014-onwards WRX became a slightly softer alternative complete with a CVT transmission if you wanted a two-pedal car. But that didn’t mean the STi was any softer than ever before and, in fact, it was just as brutal in all the important areas.
You could even argue that it was more focussed than before as there was no longer a hatchback option; just the four-door sedan or nothing.
At the time the STi was being developed, Subaru was pretty strapped for cash, so there were no wholesale changes to the mechanical make-up of the car despite that new body.
In fact, everybody was a bit surprised to learn that the new STi boasted no more power or performance than the previous car, the power output staying at 221kW, which is still a fair bit for 2.5 litres and, combined with the STi’s turbocharged torque, it was a fierce thing when you dropped the hammer.
The clever all-wheel-drive system remained, too, including the driver-selectable modes for the centre differential which gave the car some real ability on a range of surfaces.
That Subaru had also managed to slice about $10,000 out of the price was just icing and moved a lot more potential buyers into Subaru showrooms.
But here’s the catch: When you build something down to a price and don’t upgrade much of the technology at the same time, you risk a vehicle that doesn’t age too gracefully. So even though the STi from this era might have been a sweet buy just a couple of years ago, that doesn’t necessarily mean it still is.
In the Subaru’s specific case, there are a couple of reasons for this. The first is that the car had relatively short-travel suspension. So, to make it dynamically adept and to work with that constraint, the suspension was super-stiff.
The test then is to drive the car on a choppy surface and see if you could live with its constant attempt to ruin your kidneys.
The other potential result of all this is a cabin and body that has become pretty darn loose over the last few years. Subaru’s interior plastics and build quality have long been a source of complaint among owners, and this car was really not much better.
Combine those squeaky, fretting plastics with the super-hard ride and you have a recipe for a total rattle-trap after a few years on typically ordinary Aussie roads. So, while you’re assessing whether you could live with the pummelling ride, take the time to listen for the sorts of squeaks, bangs and rattles that will potentially drive you mad over time.
A squeak form the clutch pedal is quite normal, it seems, but if it bothers you, there was a Subaru service bulletin to fit a more rigid bracket to prevent this.
The STI’s unquestioned abilities also created another couple of longer-term problems for it. Those started with the fact that nobody ever bought an STi to pick up the milk and bread. No, these things were generally driven hard from day one and that can have an effect on the best of cars.
You basically need to have any STi looked over by somebody who really knows their Subarus. You also need to ensure that the car’s service history is complete.
Subaru engines are known for being tough customers, but the one thing they can’t cope with is skipped servicing. Specifically, if the engine hasn’t had fresh oil at the appropriate intervals, sludge can develop and kill the whole engine.
The first sign of a problem is a ticking from the engine when it’s first started. Even if this noise goes away after a few seconds, there’s a chance that irreversible damage has already been done. No service history equals no deal, for us.
Of course, it’s not just the engine that can suffer and any inspection needs to pay close attention to the clutch and transmission.
The clutch is a known (relative) weak spot in these cars, so if the vehicle shudders on take-off, makes any squealing noises as the clutch engages or suffers clutch slip at higher speeds, it’s probably due for a new clutch.
The gears should all engage smoothly and without any crunching noises, even when the car is cold. If the gears do crunch, there’s almost certainly wear in the transmission.
Have a close look at the tyres fitted to the car. A previous owner who has opted for a set of cheap replacements will have traded-off a huge part of the car’s appeal to save a few bucks.
The same goes for brake pads and other consumables: They need to be of the same performance standards as the original gear or the car simply won’t be as good to use.
The other thing that should probably raise the warning flag for anybody shopping for an STi is a car that has been modified. These were extremely popular cars with the tuner fraternity, but unless you know exactly what has been done and by whom, a standard, unfiddled car is probably a safer bet and may help preserve the car’s legality and insurability.
2014-on Subaru WRX STI Nuts and bolts
Engine/s: 2.5-litre four-cylinder turbo petrol
Transmissions: 6-speed manual, AWD
Fuel economy (combined): 10.4 litres per 100km
Safety rating (courtesy of www.howsafeisyourcar.com.au): 5 stars
Our rating: 3.5 stars
Likes:
- Awesome performance.
- Grippy handling.
- Proper race-car with number-plates.
- Aggressive looks.
Dislikes:
- Lack of ride quality.
- Cheap interior.
- Many have been thrashed.
- Some have been modified.
Competitors:
- Mitsubishi Evo – The STI’s natural enemy for many years. The Evo is fast and ferocious and has just as much street cred as the Subaru. But being based on a Lancer, it’s old in terms of its packaging and interior layout. Huge fun, though. 3.5 stars
- Volkswagen Golf R – Sensible hatch layout hides a true performance weapon. More useable than the STi day-to-day thanks to superior comfort but just as capable for track days. A rare combination. 4 stars
- Ford Focus RS – Demonic engine in a Focus hatchback is the basic premise here. Latest all-wheel-drive version is a wild track-day car but suffers in the suburbs thanks to harsh ride and uncompromising sportiness. Instant cred. 4 stars
What to pay (courtesy of Glass’s Guide):
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Model | Year | New | Now |
WRX STi | 2014 | $49,990 | $27,500 |
WRX STi | 2015 | $49,490 | $30,800 |
WRX STi | 2016 | $49,490 | $32,500 |
WRX STi | 2017 | $49,740 | $40,700 |
WRX STi | 2018 | $50,890 | $47,000 |