06 Nov 07
So the body is radically different from those of past ultimate Imprezas. What about what lies beneath? The front suspension is still by MacPherson struts, now with cast aluminium lower wishbones, but at the back we find, instead of two more struts, a multi-link system based on double wishbones with an extra toe-control link. That's a fairly typical rear end for a sophisticated modern car, and promises more accurate, more consistent steering and handling. Whether that's what you want from an STi is a moot point.
Power for the European-spec STi comes from much the same 2,457cc flat-four as before, but now there's variable cam timing for all four camshafts and the intercooler is bigger. The result is 300bhp, up from 281, plus an extra 11lb-ft of torque to make, with commendable numeric symmetry, 300lb-ft. There are new triple-cone synchronsiers in the gearbox, too, so perhaps the shift into second will be sweet and crunch-free at last.
Those distended wheel arches cover wider tracks than the old STi's, and the wheelbase is 95mm longer within the shorter-tailed body for a wider, squatter roadprint. And there are some new throttle, torque-split and traction toys to play with.
It's the day after the Tokyo show and I meet the STi again at the Mount Fuji race circuit owned by Toyota. It's a very fine, three-dimensional track, with some fast, frightening sweeps around the back plus understeer-revealing esses and a couple of violent right-handers. This STi is not quite the same as the forthcoming UK cars will be (on sale in the spring, starting around £25,000) because it's on Bridgestone tyres rather than our Dunlops and has a km/h speedometer.
More significant is its engine, a 2.0-litre version to suit Japanese taxation. But we shouldn't feel short changed, because it actually produces more power and torque (308bhp and 311lb-ft). These output peaks are both reached 400rpm further up the rev range and it's fair to expect a degree of turbo response lag low down which won't trouble the Euro-spec 2.5.
