2009 STi pics...close to real? Better than WRX

[Davis Silver Sti]

http://www.roadandtrack.com/assets/image/2007/Q2/4192007192038.jpg
http://www.roadandtrack.com/assets/image/2007/Q2/4192007203047.jpg

http://www.roadandtrack.com/article.asp ... le_id=5211 (http://www.roadandtrack.com/article.asp?section_id=31&article_id=5211)

I will say this is a lot more refreshing than the normal 2008 WRX !
Good to see Subaru focus on price and performance and not uneeded tech stuff



"The unveiling of the 2008 Subaru Impreza WRX at the New York Auto Show caused both nods of approval and gasps of horror. Some liked the European flavor of the new design while others missed the hard-edged nature of past WRXs. Subaru has taken a new direction with its popular pocket-rocket, introducing a sporty-looking 5-door hatchback and an elegant sedan. But the question on everyone's mind was: What will happen with the super-high-performance WRX STI?

Unlike Mitsubishi and its Evo X, Subaru isn't quite ready to show off the styling of its highest-performing vehicle. The official debut of the car is still a few months away — probably at the Tokyo Motor Show this October — but we were able to get our hands on some vital information that provides a clear picture of what the next WRX STI will be like, including its basic appearance.

Take the exterior of the stock 5-door WRX and inject it with large doses of steroids; now you have an idea of how the next WRX STI will look. The car is about 3-4 in. wider than the stock Impreza WRX, with pronounced fender flares front and rear. “Muscular” is the operative term here, with the overall essence of the STI being that of a purebred race car instead of a street-legal 5-seater. The grille will be different from that of the stock WRX — black mesh will replace the chrome highlights of the stock car's — with the Subaru badge and STI logo placed inside. The car is a bit shorter than the current STI, measuring about 174.0 in. bumper to bumper, but wheelbase has grown to 103.1. As with the current model, gold-colored wheels will be optional, but they'll be 18 in. instead of the current model's 17s. The huge rear wing that has defined past WRX STIs will be replaced by something more subtle, like a diffuser coming off the roof.

Underneath the hood scoop is the same turbocharged 2.5-liter flat-4 of the past model. JDM (Japan domestic model) STIs will be powered by a 2.0-liter flat-4 for World Rally homologation reasons. The output of the 2.0-liter flat-4 is rumored to be at 300 bhp, which means our 2.5-liter version should pump out about 320. Torque will be around 320 lb.-ft. at 4000 rpm. The slight boost in power, coupled with the fact that the car will be about 50 lb. lighter, will make the next WRX STI just as quick as, if not quicker than, the Evo X.
Subaru Impreza WRX STI
Price

est $35,000
Curb weight

est 3300 lb
Wheelbase

103.1 in.
Length

est 174.0 in.
Width

est 71.0 in.
Height

est 58.0 in.
Engine & Drivetrain
Type

alum. block & heads, turbo flat-4
Valves

4-valves/cyl
Displacement

2457 cc
Horsepower

est 320 bhp @ 6000 rpm
Torque

320 lb-ft @ 4000 rpm
Transmission

6-speed manual
Chassis & Body
Layout

front engine/awd
Body/frame

unit steel
Brakes, f&r

vented discs, ABS
Steering

rack & pinion, variable pwr assist
Suspension, f/r

MacPherson struts/multilink
Wheels

forged alloy, 18 in.
Tires

Bridgestone Potenza, 235/40R-18
Performance
0–60 mph

est 4.5 sec
0–1320 ft (¼ mile)

est 12.5 sec

Sixty mph should come in around 4.5 seconds, and the quarter-mile mark in about 12.5. The boxer powerplant will be mated to a 6-speed manual gearbox — no automatic or twin-clutch system will be offered. What's new is Subaru's SI-Drive. This system, already in the Legacy spec.B, allows the driver to map the throttle to three different settings: Intelligent, Sport and Sport Sharp. It modifies the engine's torque characteristics, changing the way power is delivered. Intelligent mode is programmed for everyday commuting, while Sport Sharp is intended for sessions under the red mist, with super-quick throttle response and faster power delivery to the four wheels.

There probably won't be fancy traction- or yaw-control systems in the STI like in the Evo X, but DCCD (driver's control center differential) remains, allowing the driver to vary the torque delivery between the front and rear axles. The suspension system will be MacPherson struts up front and a multilink setup at the rear, the latter similar in geometry to that of the Legacy wagon. There are rumors that custom performance dampers, produced with Yamaha, and 6-pot front brake calipers from Brembo may make it into production. A yaw-control system similar to Mitsubishi's AYC is said to be in the works, but we're not sure if it will make it into this car. What we do know is the new STI will have sharper handling characteristics than the current model, without a sacrifice in ride quality, thanks to improved structural rigidity, a retuned suspension and its compact size.

Subaru wanted to keep things simple with the next WRX STI, opting not to cram it with all kinds of high-tech gadgetry. The engineers decided to focus on the basics and keep the price tag as low as possible. Early reports indicate that the next WRX STI will be priced about $35,000, right in the neighborhood of a certain aforementioned compact sports sedan. The on-sale date of early 2008 is also right on top of the Mitsubishi Lancer Evolution X. The official launch of both cars is still more than a half year away, but the battle lines are already being drawn. We can't predict which car will come out on top, but we do know that it's going to be one helluva dogfight."

[kmfdmk]

Next to the Mitsubishi Lancer I still want a Lancer more. And they're only like 23,000 pretty much loaded mind you it's not an EVO but still...

[keesor]

Sorry but I hate the hatch! It kind of looks like a focus!!! :puke:

[daveb91]

Heres some more info i have been reading alot new car articles lately lots of great cars coming around!!!

Subaru recently invited us to Japan to drive their latest hot hatch - the RHD JDM-spec, WRX STI. Wow, that's a lot of three-letter acronyms. You can be sure, though, that the words coming out of our mouths on the first few laps around the Fuji Speedway were of the four-letter variety.
Much of that was due to the fact that the steering wheel was on the right side of the car. Though most of had driven right-hand drive cars on the street, it's quite a bit more difficult getting comfortable in a RHD car on an unfamiliar track pushing to the limit. Just when you thought you had placed the car right for a turn, you realize that you placed yourself correctly - the right side of the car was a car's width from the apex.
But for the sake of science, we pushed harder and harder. And the results? OMG.
WRX fans the world around have lamented the death of their favorite turbo econorocket, and for good reason: The 2008 WRX isn't much of an WRX. It's more like an Camrypreza with a few extra horsepower. The old WRX made people think fun, smiles, and giggles. The new one makes its driver think quiet, refined, smooth. And, if you're unfortunate enough to drive it really hard, body roll, brake fade, and wallow.
The new STI is based, of course, on that WRX, so it does carry much of the new car's added refinement. But where the new Rex is soft and spongy, the STI stays true to its roots. Because we drove the new STI only around the ultrasmooth Fuji racetrack, we can't yet provide any information on ride quality, but the WRX's lack of roll stiffness was definitely absent. Not that body roll wasn't present, but it wasn't at Camry levels like it is in the WRX.
The STI is a very quick car around a race course. If your right foot is anywhere near the gas pedal, understeer is what you'll get, but the rear end comes alive in high-speed corners if you ask it to. The JDM-market Recaro seats are supremely supportive, so you won't need a death grip on the three-spoke leather steering wheel to hold you in place. The Brembo brakes began to complain towards the end of the day with lengthened pedal travel and a spongy feel - but almost no fade. That's quite an accomplishment given the beating they took - and how weak the WRX's brakes are by comparison.
Under the hood of the Japanese-market car lives a turbocharged 2.0-liter flat four that's rated at around 295 hp and 299 lb-ft of torque. My initial excitement in seeing the tachometer's red line start at a lofty 8000 rpm was halved when I saw that the power peak occurred at only 6400. The remainder of the enthusiasm was quashed behind the wheel - although the flat-four is a supershort stroke design, it's not particularly smooth, nor does it make much power, over 7000 rpm. And the acoustic magic of other 8000-rpm four-cylinders (I'm thinking Honda Civic Si as I type this) is definitely not there.
Still, the 2.0-liter provides lots and lots of thrust. Its twin-scroll turbo builds boost more linearly and gently than the last STI we drove - the last-generation 2.5-liter U.S.-spec STI. Whereas that turbo's boost hit the motor like a tidal wave, this one oozes in like a hurricane. Don't expect much boost - or torque - under 4000 rpm. Strangely, off-boost at low rpms, this engine felt stronger than the 2.5-liter in the U.S.-spec WRX. That might be due to this engine's variable valve timing on both the intake and exhaust cam.
Regardless, this 2,0-liter mill won't be coming to the U.S. Our STI will continue to have a 2.5-liter four, and that likely means even more horsepower. From what we understand, Subaru continues to use the 2.0-liter engine for the Japanese market (and the Japanese market only) so that it can me homologated for the World Rally Championship. Oh wait, that's another three-letter acronym: WRC.
And speaking of WRC homologation, Subaru decided that a hatchback body is the best way to go, so the STI is a hatchback only - no sedan. The hatch's shorter overhangs reduce yaw inertia, and its shape allows for better front-to-rear aerodynamic balance. And, compared to the last STI, the wheelbase is 85 mm longer and the track is 40 and 45 mm wider front and rear, respectively.
The STI gains a much more aggressive looking body, too, with bulging fender flares front and rear. While it looks a little overwrought in photos, it looks positively menacing in person, especially in darker colors.
The supersupportive Recaro seats won't be coming to the U.S. (at least not initially) but a few trick electronic gizmos will make the trip across the Pacific. The first is a VDC stability control system which, for the first time, gives the STI three modes of operation: Normal (all systems on), off (all electronic systems except ABS are turned off) and a new mode called Traction. Traction mode works similarly to other manufacturers' "Sport" modes - it raises the intervention thresholds and limits traction control functionality for aggressive driving. Around the track, it works well to smoothly mitigate understeer without yanking power unnecessarily.
The second new electronic control in the STI is Subaru's DCCD - the Driver's Control Center Differential. Previous DCCD applications gave an automatic mode or a manual mode, which either the computer or the driver select the front-to-rear power bias. The new DCCD system keeps those two modes but adds two more: Auto+, which gives the computer control but favors loading the differential to maximize overall traction, and Auto-, which similarly tries to maximize handling by favoring an open differential.
Subaru's all-wheel drive system can vary the torque split between the front and rear axles only from 41:59 to 50:50, so the difference in any of these modes isn't drastic. In fact, we could feel no real difference on the high-grip track - but we look forward to trying the system in more slippery conditions.
We will be driving the U.S.-specification STI soon, and that experience will include both on-track and street driving. We expect to know a lot more about how the STI drives afterward. Because a handful of laps on the wrong side of the car around a racetrack just isn't enough to give you the full picture. We look forward to doing that, um, ASAP.


More pics!!
http://www.automobilemag.com/reviews/su ... rx_sti_jdm (http://www.automobilemag.com/reviews/subaru/0711_2008_subaru_wrx_sti_jdm)

[Davis Silver Sti]

thanks for the update Dave.

Specs on the USDM STi should be coming out soon. (officially that is)

While the car looks interesting, I will not be getting a new STi.

Here is a gallery of the STi: http://www.autoblog.com/photos/2008-sub ... dm/454060/ (http://www.autoblog.com/photos/2008-subaru-impreza-sti-jdm/454060/)


My favorite pic
http://www.blogsmithmedia.com/www.autoblog.com/media/2007/10/sti__03.jpg

[andy5.0]

That thing is badass...I love the 5 door hatch. I am a fan of the Mazdaspeed3 Hatch and it kinda reminds me of it...only AWD. Hactchbacks are where its at, imo.