2016 Subaru WRX STI review – Roadshow

The Good With an all-wheel drive system and 305 horsepower, you can have fun almost anywhere in the Subaru WRX STI. The old-school hydraulic power steering system offers plenty of road feel and feedback, making for an engaging drive.

The Bad No Apple CarPlay or Android Auto and the ride can only be described as harsh and uncomfortable. The six-speed manual transmission takes a bit of muscle to manipulate.

The Bottom Line If you like your cars like you like your coffee, namely hot, you’ll enjoy the Subaru WRX STI.

When I first glanced at the rearview mirror of the 2016 Subaru WRX STI, I wondered what the hell was following me so closely. It takes a while to get used to the massive wing fixed to the rear of this little speed demon.

In fact, there is a lot to get used to in the STI, but when it all comes together, the aggressive Subie, with its serious rally racing technology, is a kick and a half.

Emme Hall/Roadshow

In Subaru-land this model starts off as the sedate Impreza. Add 120 horsepower and it’s a WRX. Add nearly 40 more ponies, a giant wing and Brembo brakes and you’re looking at the Subaru WRX STI.

Driving the STI is a bit like riding the Oregon Trail in a covered wagon. It’s a stiff and harsh ride; great for the track, not so great for daily driving. The comfortable seats help, but you’ll have to get used to feeling every bump and divot in the road. Other track-ready street cars have multiple driving modes that soften up the suspension. While the STI has SI-Drive, which adjusts the throttle and transmission mapping, it does not cushion up the ride. Deal with it.

The STI really comes into its own on the track. I wasn’t able to find a proper dirt rally course, but I spent the day on the pavement at Thunderhill Raceway, a short drive from Roadshow HQ in San Francisco. The 2.5-liter turbocharged engine, four horizontally opposed cylinders, pumps out 305 horsepower and 290 pound-feet of torque, plenty for the twisties at Thunderhill. Power gets to the pavement through a six speed manual gearbox. Subaru doesn’t offer an automatic, as God intended.

Subaru

The all-wheel drive system inspires much confidence when the road goes bendy, enough that I found myself carrying a near ludicrous amount of speed through the turns. The suspension, perfect for the track, keeps the STI flat and neutral through twisties. Sport and Sport Sharp tighten up the throttle mapping, and there is an adjustable center differential. Keep it in Auto for daily driving, or switch to Auto Plus to tighten up the limited slip differential, improving traction on slippery surfaces like snow or gravel. Auto Minus shifts the torque bias to the rear and opens the center differential, optimizing the STI for track driving.

And if that’s not enough, you can manually adjust the center differential six different ways, varying the torque distribution from front to rear for a personalized track experience. Having said all that, I kept the car in Sport Sharp with the diff control at Auto Minus while on the track. The throttle response was nearly instantaneous and I could downshift and power out of the turns with little turbo lag and a whole lot of thrills.

The STI has one of the best steering systems I’ve experienced in a car at this price point. While many cars now sport electric power steering, including the venerable Mazda Miata and even the Porsche 911, the STI still gets the job done with a hydraulic set up. It’s very quick and offers an incredible amount of feedback. I felt every pebble on the track, every stripe of paint on the road. It lets you place your tires exactly where you want them, resulting in precise turn-in and an engaging drive.