Subdriven | The Subaru Enthuisast Website

So, here we are - back again. Back to the pony car wars of the late ‘60s and early ‘70s where Mustangs, Camaros and Firebirds fought it out on US streets and race tracks all around the country. But this time around, we’re not talking pony cars (alas, only the Mustang survives), but rather the rally car import wars. 2003 saw the start with the Evo and STi hitting the streets. In this gloves-off match, Mitsubishi unleashed numerous new versions to try to take command of the landscape, from dedicated stripped track-car versions to the higher-powered and more well-equipped MR model.

For 2005, it may at first appear that Subaru hasn’t done much to step up to the plate - after all, the original car came with far more techno-wizardry than its Evo competition. In fact, the 2004 STi that hit the US market came with features that many debated would never make it to our shores, bringing us items such as the Driver’s Controlled Center Differential (DCCD). This may have led many of us to thinking there was little Subaru was going to do to bring the game up a notch, as the overall package was already impressive. The good news for everyone is that even though the exterior skin and marketing for the car have barely changed, some very important pieces actually have been changed.

Interior Changes

One of the most noticeable changes for the ‘05 Impreza WRX STi is the significantly revamped interior accommodations that many other Subaru models receive as well. This is probably the one part of the GM/Fuji Heavy Industries relationship that has really paid off. Incorporating the Saab 9-2x interior into numerous Subaru models, including the STi, has created a significantly nicer and more refined interior that complements well the special trim specific to the STi model.

To put this into perspective, when we originally saw the Evolution at its release and compared it to the soon-to-be released STi, the interior (aside from the more supportive seats) on the Evolution was deplorable. If tracking the car, the issue might be a moot one, but for those driving these cars regularly, it’s like picking up a cheap, rip-off replica toy that breaks within five minutes, compared to a genuine, well-built toy. Well, the 2005 STi changes make the previous generation’s look almost as cheap.

What’s so different? The entire center console is completely revised using a cleaner, flowing design that meshes with the lower gear-shift area. Gone are the sticking, pop-out cupholders that plagued Imprezas of the past. Instead, they have been relocated to the right of the emergency brake lever. In fact, rear passengers finally get cupholders as well, found to the rear of the center console. The e-brake was thus moved inward towards the driver. While this now allows you to have a more clear path to the e-brake and shifter if there are drinks in the holder, it does somewhat force you to tuck your arm inward into a somewhat uncomfortable position.

The HVAC controls were also revised accordingly. No longer is there a play between multi-colored plastics that left a lot to be desired visually, but rather a continuous silver tone through the center console. However, we weren’t too ecstatic with the coloring chosen for the center console and the labels printed on it. On sunny days, the console can be difficult to read due to the glare from the shiny silver plastic. Combine that with the small lights on the HVAC controls, and even the controls can be hard to read in order to determine whether something is active. The A/C light was particularly hard to see on one sunny day. The HVAC system, though, does offer some new features, including automatic directional control, in addition to last year’s addition of automatic fan control.

Some of the new details are also where the car stands out in comparison. For instance, the center console’s air vents now have a chromed insert on the adjustment piece. The red stitching is now even more widespread and in the case of the steering wheel, goes the full 360 degrees, rather than just the lower half as in the ‘04 model. Speaking of the steering wheel, the ‘05 received a revised wheel that is jet black, except for the blazing pink STi emblem in the center. The wheel feels much better than the original, despite its initial rather bland appearance.

Even the doors received some revisions, getting more of the blue faux-suede material. The material now covers the armrest and an extended door section above it. Unfortunately, the controls layered on top look even cheaper with the blue faux-suede behind them, including the relocated electronic mirror adjustment.

Taking a look up towards the rear-view mirror leads you to notice further revisions. The rearview mirror no longer has the visor to flip down to block the sun in the center, but rather the glass has changed to include a darkened area to alleviate that need. The rear-view mirror has thus been lowered slightly and visibility seemed slightly better than the ‘04 model. The regular visors also have changed - no longer being a cheap cloth, but rather a material similar to the new premium cloth found in many Subarus.

While originally we thought the interior of the ‘04 STi wasn’t that bad, all these little details have really made a difference. While the car may still not have a dash-stroker’s kind of interior, it no longer feels like you are driving an economy-based car, at least from the inside.

The Exterior

While the interior received a significant makeover, the exterior only received modest updates. The general styling, while much better than the previous Impreza generation, still lacks a classic face, and any attempts to address the situation may have to wait until the next revision comes out worldwide in 2006.

Only a few styling cues really changed on the ‘05. Namely, a more aggressive looking STi badge comes with the car – pink layered on a black background, rather than the silver on a pink background. This makes for a much more striking and attractive badge that really grabs your attention.

Another change came in the form of a hard crease along the rear wheel well. This was made to accommodate the slightly wider rear wheels (with the same size tires). The crease simply looks a tad awkward, but that’s tolerable, as it gives the ability to safely run wider tires akin to the Evo.

The Real Changes

The interior makeover has really stolen the limelight. And that’s understandable, to a point. But, this is a car for whicht most folks aren’t all that concerned about interior trim bits. What everyone wants to know is what Subaru has done to take on the sharp, tack-like handling of the Evo that everyone raves about.

To start, Subaru has installed a completely revised steering rack. They didn’t make it a faster ratio, rather, they altered the way it mounts to a cannon-mount and created a somewhat better steering feel. While the feel was not significantly improved over the previous model, incidents of bump steer seemed greatly reduced. This allows you to no longer feel the need to hold on to the wheel very tightly in order to get the car back on the road after a nasty bump. The car does still suffer from tramlining, but that’s mainly due to its aggressive tires.

Further improvements include a revised wheel hub with a changed bolt pattern (from 5x100 to 5x114.3), supposedly to add strength. Some main benefits of course come with the increased track and the wider rims that should help improve feel and stability. The car also received a new aero-underbody for high-speed stability.

But perhaps the changes that will make the most difference are the those done to the suspension and differentials. Gone is the Suretrac front limited slip differential. The unit has been replaced by a faster-acting helical-type differential. The DCCD received some updates as well, including new sensors and programming that promise to improve handling. The rear crossmember has been changed to a new 3-point unit, while the rear lateral links were replaced with aluminum units. Combine this with a few settings adjustments on the suspension, and you have a significantly changed setup. But how does it feel?

Well, the 2004 STi could best be described, when thrown into a corner, that it would push you out and then just start pulling you back in. It was more or less of an odd feeling initially, as the Suretrac differential took some time to kick in, giving you this strange sensation (and perhaps a bit of fright, wondering whether you’d make the turn) followed by a fair amount of feedback while the car tried to pull you through the turn. But even with the differential, the car would like to understeer significantly, even though the degree was easily controlled by the driver.

The 2005 STi completely changes that feeling. Subaru first took a common aftermarket modification to the ‘04 in upgraded lateral links and made aluminum versions to help reduce understeer. Then they threw in the quicker-acting front LSD, a little programming, and what do you get? Simply put, the car pulls through turns and adjusts much easier and feels far more agile than its older brother. The unsettling feedback one would feel in the ‘04 from the steering and front LSD is gone, and the turn-in is just that much better in the ‘05. The car simply pulls and wants to be flung into a corner headstrong.

Combine these changes with the updated DCCD, which now utilizes a yaw sensor, and you get a much smarter center differential. No, folks, this is not an Active Yaw Control (AYC) setup such as found in certain Evos, but the new information going to the computer seems to be just enough to aid in altering the car’s dynamics and make the car feel that much sharper and controlled going through transitions and rolling through numerous turns.

Simply put, the car is almost as confidence inspiring as the Evo is when it comes to whipping around corners. The car still isn’t razor sharp, but for the shear sake of drivability, the STi still has the Evo beat hands down. On the track, the contest still is very close, and it’s probably still more up to the driver more so than the actual car.

The 2005 Impreza WRX STi has come back and addressed numerous questions, as well as a few we never asked. The GM involvement, although despised by some enthusiasts, has already begun to prove its worth. The cars are definitely beginning to show signs of improvement in interior design, but that is only part of the equation. As Subaru continually improves the car, whether it be software upgrades, a little bit more aluminum, or just beefed up components, the bar is continually raised in the value driven sports sedan marketplace - excuse me - import rally car marketplace.

And let’s hope that, just like the pony car wars that started 30 years ago, the market will continue to support the continued one-upmanship between the STi and Evo for many years to come. Should yield some pretty neat machinery, don’t you think?


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