The stock stereo can be optioned with either XM or Sirius satellite radio, although we haven't been too impressed with the integration of this feature in other Subaru models we've seen. It also comes standard with a six-disc in-dash changer that can read MP3 CDs. There are dedicated buttons for moving through folders, which is nice, but the display only shows file and folder names, not ID3 tags for album, artist, or song title.
The audio system uses an impressive 10 speakers, and we liked the bass the system produced. On tracks with heavy bass lines, we could feel the doors of the car shaking, but we also noticed some speaker hum. The highs and mids weren't very distinct, and the system ultimately didn't have much power. Subaru claims an 80 watt amp, but we were able to turn up the stereo to its arbitrary maximum volume of 40 without being deafened.
We are a little baffled that the navigation system can only be ordered with either the silver or the gold BBS wheels. We don't know what the navigation system has to do with the wheels, but it means a higher option price for Subaru of $3,800, where navigation alone would probably run about $2,000. We used the navigation system in the standard WRX, and evaluated it in our review of that model. It is an excellent and thoroughly modern navigation system with nice map resolution and a full POI database. Further, Bluetooth cell phone integration comes with the navigation system, but we haven't had a chance to evaluate it. The stereo wattage is also increased to 100 watts--it's still not that powerful, but it's an improvement.
Under the hood
The real story behind the 2008 Subaru Impreza WRX STI is in the powertrain, a 2.5-liter boxer four-cylinder engine blown to 305 horsepower with a turbo and intercooler. As we mentioned, the 305 horsepower comes at 6,000rpm, right near redline, and its 290 foot pounds of torque comes in at 4,000rpm. In all sorts of driving conditions, from traffic to the mountains, the car bucks and lags at low engine speeds, but above 4,000rpm it bolts forward with an amazing amount of boost. We tried out the different throttle response settings with the SI drive, ultimately deciding never to use the Intelligent mode, as it just make the car lag even more from start. Sport is good for every day driving, while Sport Sharp is fun on the twisty roads.
The clutch and six-speed manual transmission have a very solid feel, and we were impressed to find that the car has a hill-hold feature. While stopped and facing the sky on a steep San Francisco hill, we put the clutch in, shifted to first, took our foot off the brake, and the car didn't roll back.
We described the grip and handling in some detail above. We can't say the car has excellent composure in the corners, but it lets you play so much that we liked it. Subaru's all-wheel-drive system and the car's very stiff suspension work together to keep the tires locked to the road. The adjustable center differential is an interesting feature, but only seems useful if you actually rally this car. We can't imagine being out for a Sunday drive and thinking we need to set the center differential to two ticks below full lock. Fortunately, the automatic setting can be biased toward more or less lock. With the center differential in automatic mode, you push up or down the adjustment switch and the green Auto light on the speedometer displays a plus or minus next to it.
The STI isn't a car for those who want to maximize fuel economy, but we will spell out its mileage here anyway. The EPA gives the car a rating of 17 mpg city and 23 mpg highway. We drove the car hard while we had it, but still got an average of 17.4 mpg that, though not good, is better than we expected. The car doesn't stand out for emissions. It earns the minimum LEV II rating from California's Air Resources Board.
The 2008 Subaru Impreza WRX STI is a little pricey with a base of $34,995, no longer the bargain basement racer of yore. Our only options were a $75 cargo tray and a $163 center armrest. The BBS wheels and navigation package would have run us up another $3,800, bringing the total close to $40,000. As it was, the $645 destination charge brought our total up to $35,878.
For our rating, we generally give the car high marks. We aren't fans of the design aesthetics, so it takes a hit there, but as a hatchback, it does have a practical nature. For performance, we give it nearly a top rating, with the only faults being the very uneven power delivery and the mediocre fuel economy. For cabin tech, we're giving it a relatively high score because of the available navigation system, which we liked in the standard WRX. However, it also gets docked points for the stock audio system.