2011 Subaru Impreza WRX STI Sedan Pictures
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Showing posts with label SUBARU. Show all posts
Showing posts with label SUBARU. Show all posts
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| Body | |
| Wheelbase | 103.3 in. |
| Chassis | |
| Wheels | 17 x 8-in. aluminum |
| Engine | |
| Type: | H4, 2.5-liter, DOHC, turbocharger and intercooler, AVCS variable valve timing |
| Engine & Transmission | |
| Torque lb-ft (Nm) at RPM: | 244 lb.-ft. @ 4,000 rpm |
| Exterior | |
| Tires F-R | 235/45 R17 summer performance |
| Length | 4-door: 180.3 in. |
| Weight | 3,208 lbs. |
complained; Subaru listened. The WRX STI is a sedan again for 2011, and it just might be the best-handling STI we’ve ever tested.
When Subaru went hatch-only on the previous-generation STI, the company explained that the body style handled better, which had something to do with center of gravity, weight distribution, polar moments of inertia, and other such things. Perfectly rational explanations, and completely lost on the fans. You wanted a sedan with a wing big enough to pick up premium movie channels in Tokyo, and you got it. And it performs even better than the last STI hatch we tested.
Not that it’s a completely fair comparison. Subaru didn’t just build a sedan version of the STI for 2011 and call it a day. As long as it was building a new model, Subaru let its engineers loose on the suspension to see if they couldn’t make up for that non-ideal body. We saw the first hints of that improvement in the 2010 Subaru WRX STI Special Edition we tested back in May, with its stiffer suspension lifted from the JDM-only Spec C model. Subaru hung onto those parts for the 2011 car, and even gave them another going-over.
A lower ride height, even stiffer stabilizer bars on top of the already-stiffened springs, and new Heim joints on the front suspension conspire to turn out the best figure-eight performance of any factory-spec STI we’ve ever tested, the Special Edition included. Though the new sedan gave up a small amount of lateral grip (0.93 g average on the skid pad versus an all-time best of 0.95 g average for the 2008 model), it made big strides where it counted, on the figure eight. By testing transitions as well as pure lateral grip, the figure eight gives us a better impression of real-world handling, which the new STI has in spades. Completing the circuit in just 25.5 seconds at 0.73 g average, it’s quicker and stickier than both the last-generation STI and the STI Special Edition, which clocked in at 25.7 seconds at 0.71 g average. A quick look at our test data dating back to the original STI reveals that the only way you’re going to do better is with aftermarket parts.
Subaru Impreza WRX STI Sedan Interior
The Subaru Impreza Concept fuses a sleek form that exudes dynamism and elegance with a roomy and rich four-seat interior that expresses a safe and comfortable ride. The car suggests an advanced design for Subaru by using a sporty and lively four-door coupe style.
The A-pillar stretching forward and the smoothly flowing C-pillar are important elements provide both a roomy cabin and also superlative aerodynamic performance.
The A-pillar stretching forward and the smoothly flowing C-pillar are important elements provide both a roomy cabin and also superlative aerodynamic performance.
The front design, seen in combination with the traditional hawk eye-style headlights, this striking, unique design presents a front face instantly recognizable as a Subaru. A fin-shaped fog lamp is also featured in the front bumper. Following on the Subaru wing motif, it gives an even fresher expression of the Subaru identity.
The rear design, the rear lights create a sharp impression, with an edged design that stretches to the body side and joins with the body character line. For the diffusers on the underside of the rear bumper and the rear deck, Subaru has employed a design that capitalizes on aerodynamic characteristics with satisfying environmental friendliness.
The high-luster silver aluminum wheels use a 10-spoke design consisting of five sturdy spokes that evoke the powerful AWD driving experience and five thin spokes that evoke the lightness of the Impreza. Carbon fins garnish the circumference of the spokes, demonstrating their brake-cooling performance. The exterior color is “Sky Silver.” This bluish silver suggests an airplane in flight.
This dynamic shape of Subaru Impreza Concept’s interior brings together the instrument panel with the door trim and armrests, and speaks to the driving pleasure that is expected from Subaru. The roomy platinum-leather four-seat layout enfolds occupants. The leather was chosen to fit in with the interior color motif and give passengers the impression of urbanity and coolness. Dark blue piping and double stitching was used in the interior. The upper part is of a light platinum color, while the lower part is shade darker.
In interior is equipment more features information and entertainment. Three different displays – one each for navigation, car audio and vehicle information. The sporty steering wheel and A monitor in the combination meter displays video from the EyeSight Stereo Camera.
The Subaru Impreza Concept is powered by a next-generation Horizontally-Opposed Boxer engine with improved environmental friendliness. The combination of the 2.0-liter naturally-aspirated Boxer engine with a Lineartronic (CVT) represents Subaru’s next-generation powertrain.
Technical Specifications
- Length: 178.0″
- Width: 71.7″
- Height: 56.3″
- Wheelbase: 103.9 inches
- Engine: 2.0-liter four cylinder Horizontally-Opposed engine
- Transmission: Lineartronic (CVT)
- Tire size: 245/40ZR19
- Occupancy: Four persons
Subaru Impreza Concept interior
Subaru Impreza Concept
Subaru Impreza Concept
source :carshowp.com
If the regular Subaru Impreza leaves you feeling underwhelmed, the addition of three letters - STI - on the tailgate totally transforms things. We've finally got behind the wheel of the eagerly-awaited all-new Impreza STI at Fuji Speedway in Japan to see how this icon of the performance car world matches up to the previous model's reputation as one of the quickest, grippiest, best-value cars on the planet. Subaru has 
certainly taken a radical new direction: it's only available as a five-door hatchback, the base versions of which have been criticised for their insipid looks.
STI version is the utter opposite of the dull Impreza hatch, with its wide wheelarches, aggressive spoilers and multiple vents. While the essentials remain the same - turbocharged four-cylinder 
'boxer' engine, permanent four-wheel drive, close-ratio six-speed gearbox - there are more driver aids - including stability control for the first time - and more power. When it goes on sale in March 2008, it's going to have to beat the Mitsubishi Evo X due at the same time while Subaru also says it's raising its game to tempt Audi and BMW buyers.
'boxer' engine, permanent four-wheel drive, close-ratio six-speed gearbox - there are more driver aids - including stability control for the first time - and more power. When it goes on sale in March 2008, it's going to have to beat the Mitsubishi Evo X due at the same time while Subaru also says it's raising its game to tempt Audi and BMW buyers.Our Fuji Speedway drive in Japan centred around the Japanese-spec STI, which sticks with a 2.0-litre engine with 304bhp; we will be getting a 2.5-litre 296bhp engine in the UK. There's no doubting the raw power of the turbocharged flat-four powerplant, at least once its turbo is spinning above 3000rpm or so. The STI remains one of the quickest-accelerating cars this side of a supercar,
with an estimated 0-62mph time of 4.8 seconds. However, the 2.0-litre engine suffers from a lack of low-down torque; we hope and expect that the 2.5-litre engine will have better response at lower revs.
with an estimated 0-62mph time of 4.8 seconds. However, the 2.0-litre engine suffers from a lack of low-down torque; we hope and expect that the 2.5-litre engine will have better response at lower revs.A new feature for the STI is Subaru's Si-Drive - a dial that lets you switch between engine response programs. Comprising normal, sharp and super sharp, the settings progressively speed up throttle reaction times to suit your mood and driving style. The six-speed gearbox is basically the same as before but its shift action is faster and lighter; a good thing, as the old STI gearbox's mechanical feel wasn't very appealing. When it comes to stopping, the 
Brembo brakes certainly don't lack power. But we were disappointed to feel just how unsettled the STI can become during hard braking on the Fuji circuit.Watch our video roadtest of the Subaru Impreza STI
Brembo brakes certainly don't lack power. But we were disappointed to feel just how unsettled the STI can become during hard braking on the Fuji circuit.Watch our video roadtest of the Subaru Impreza STIImprezas are all about grip, and four-wheel drive remains a major contributor to the STI's uncanny levels of purchase on the tarmac. The tyres will eventually start squealing in protest, but only at very high cornering speeds. As before, the STI allows you to dial in how the torque is directed to the front and rear axles via a Driver's Control Centre Differential which now incorporates a switchable auto mode for the first time. Pulling the control switch all the way back does noticeably reduce understeer but the tendency for Impreza's nose to push wide around corners remains an annoying feature.
For the first time ever for an Impreza, the STI incorporates a stability control system. Heresy? Not really. It boosts safety in extremis and you can still switch if off, or even to a half-way
'Traction' mode that delays its onset to increase driver feel. The steering is rather lighter than many performance cars but you always feel utterly confident that the STI will get you around bends. And there's a surprising amount of body roll for such a performance-orientated car, the result of some soft suspension settings that improve the ride quality over the previous STI. Overall noise is also a good deal more subdued now.
For the first time ever for an Impreza, the STI incorporates a stability control system. Heresy? Not really. It boosts safety in extremis and you can still switch if off, or even to a half-way
'Traction' mode that delays its onset to increase driver feel. The steering is rather lighter than many performance cars but you always feel utterly confident that the STI will get you around bends. And there's a surprising amount of body roll for such a performance-orientated car, the result of some soft suspension settings that improve the ride quality over the previous STI. Overall noise is also a good deal more subdued now.Oh dear. For a car that Subaru says it wants to compete on quality with Audi and BMW, the cabin feels like a car that costs half its price, not surprising with the regular Impreza starting at £12,495. There are swathes of hard, low-rent plastic in the cabin, which is a shame as the instruments and overall design are quite attractive. The five-door layout boosts practicality and there is a decent sized boot, complete with folding seats for the first time. The longer wheelbase of the new Impreza, and the wider body, make room inside much better. Two types of front seat are on offer: standard leather-and-Alcantara seats or optional deeply bucketed and very supportive Recaro items.
Economy and safety
You don't buy an Impreza STI if you're worried about fuel consumption as it's always been terrible. While there are no official figures yet, Subaru claims that the new STI will be
fractionally more frugal than the last one but that was certainly no miser at 25.9mpg. As for safety, the four-wheel drive system certainly offers excellent grip, and finally the STI moves into the modern age with curtain airbags and stability control for the first time.The MSN Cars verdict: 4/5
First, the good news: the all-new STI remains a titanically fast performance car with astonishing grip. Its design is also just aggressive enough to please existing enthusiasts, without being too over-the-top. And it's a good deal more practical, more refined and rides better. But the new STI doesn't represent the great leap forward we had hoped for. Despite all the driver aids, the STI remains a stubborn understeerer, while its straight-line braking is rather wayward. Regular performance hatches may not be as quick, but they've caught up with Subaru in terms of the fun factor. We'll have to wait and see if the larger-engined UK version, due in March 2008, can iron out the problems.
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