Sti 2011 specs

Sti 2011 specs DEFAULT

2011 Subaru WRX STI WRX STI Limited 4dr Man w/Navigation Features and Specs

Performance design front bucket seats -inc: height-adjustable driver seat, integrated fixed head restraints, embroidered STI logo

Heated front seats

Leather seat trim

60/40 split fold-down rear seatback -inc: rear seat headrests for (3) seating positions

Rear seat center armrest

Aluminum-alloy pedal covers & driver footrest

Carpeted floor mats

Tilt & telescoping steering column

Leather-wrapped steering wheel w/red stitching

Steering wheel-mounted audio controls, cruise control

Illuminated ignition switch ring

Multi-function display

Dual mode digital trip odometer

Average fuel economy indicator

Electroluminescent instrument panel gauges

Ambient temp gauge

Coolant temp gauge

Pwr windows -inc: driver auto-up/down, driver anti-pinch protection

Pwr door locks

Cruise control

Remote keyless entry

Security system w/engine immobilizer

Auto climate control w/air filtration system

Rear window defogger

12V pwr outlets -inc: dash, center console

Cup holders -inc: front & rear doors, dual center console, dual rear console

Dual visor vanity mirrors

Dual map lights

Dome light w/off-delay feature

Interior accent lighting

Gray metallic interior trim panels

Leather-wrapped shift knob

Front passenger seatback pocket


First Test: 2011 Subaru Impreza WRX STI Sedan

The Best-Handling STI We've Ever Tested?

Subaru Impreza Full Overview

You 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.

With luck, handling is what matters to you the most, because the STI sedan is otherwise unremarkable in comparison to the last-generation hatch. It's slightly slower to 60 mph, requiring a full 5 seconds compared to the old car's 4.8-second sprint, a difference our testers attributed to an excess of grip. Say what? The old car, with its smaller tires, would spin the wheels just a bit on launch, keeping the revs up, and, subsequently, the boost. The new car, testers theorize, sticks so well that the wheels won't spin on launch, causing the engine to bog and come off boost.

Despite weighing slightly less than the old model and the Special Edition, braking distance increased several feet to 113 feet from 60 mph. Fuel economy didn't change, though, and still sits at 17 mpg city and 23 mpg highway. If you want a commuter, buy a Legacy with a CVT and save $8000.

Yeah, you read that right. Base price for the four-door 2011 Subaru WRX STI is $34,720, about a grand more than the stripped-down STI Special Edition that's almost as good. Still, you'll save $2000 over the price of the five-door model, and $1000 over the base price of a 2010 model (also a hatch, incidentally), and that's worth writing home about. Our tester, equipped with navigation as its only option, rang in at $36,250. Rack up all the options and you can push this car above $40,000 if you try, which still is cheaper than a maxed-out Mitsubishi Evo X. We recommend you blow the savings on off-road tires and rally driving school.

Looks good! More details?
2011 Subaru Impreza WRX STI Sedan
Base price $34,720
Price as Tested $36,520
Drivetrain Front-engine, AWD, 5-pass, 4-door sedan
Engine 2.5L/305-hp/290-lb-ft turbocharged DOHC 16-valve flat-4
Transmission 6-speed manual
Curb weight (f/r dist) 3362 lb (58/42%)
Length x width x height 180.3 x 70.7 x 57.9 in
0-60 mph 5.0 sec
Quarter mile 13.8 sec @ 97.6 mph
Braking, 60-0 mph 113 ft
Lateral Acceleration 0.93 g (avg)
MT Figure Eight 25.5 sec @ 0.73 g (avg)
EPA city/hwy fuel econ 17/23 mpg
CO2 emissions 1.01 lb/mile


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2011 Subaru Impreza WRX STI Hatchback Specs

Popular equipment group 3A


auto-dimming rearview mirror w/compass, security system shock sensor

Popular equipment group 3B


auto-dimming rearview mirror w/compass & HomeLink, security system shock sensor

Sport performance 1B


6MT STI short throw shifter, 6MT leather & aluminum STI shift knob

Sport performance 1D


6MT STI short throw shifter, 6MT leather & aluminum STI shift knob, SPT turbo boost gauge

SPT exhaust pkg - Black 6MT STI


SPT performance catback exhaust system, STI exhaust finisher, (2) black tuned by SPT decals (REQ: BLU WR Blue Pearl, PBP Plasma Blue Pearl, RLG Lightning Red, SSK Spark Silver Metallic or WHI Satin White Pearl Paint)

SPT exhaust pkg - Silver 6MT STI


SPT performance catback exhaust system, STI exhaust finisher, (2) silver tuned by SPT decals (REQ: BLK Obsidian Black Pearl or DGM Dark Gray Metallic Paint)

Why would you want a 2011 Subaru WRX STI? WIDER is BETTER - Raiti's Rides
For years, the Subaru WRXhas been one of the world's least pretentious performance buys. In either sedan or hatchback trim, the car has presented itself as a conservative economy car. Excepting a conspicuous hood scoop, there really was very little to hint to the fact that the Japanese creation packs a turbocharged flat-four cylinder with a serious punch as well as a world-class all-wheel drive system. Honed from years of experience in the World Rally Championship, the WRX was a prize fighter wrapped in a nun's habit. But you can forget all that. For 2011, the WRX has ditched the black robe for a string bikini, flaunting some serious haunches in the process. Meanwhile, the car's big brother – the WRX STI – has been fitted with a completely reworked suspension and an all-new four-door body style.

The Specs

As anyone who managed to survive the rash of Pontiac "wider is better" ads of the mid '90s can tell you, throwing more than an inch into a car's girth can have a big impact on how the vehicle performs. "We managed to increase the track of the WRX by nearly 1.5 inches," says Martyn Harding, Impreza car line manager for Subaru North America. "That's huge." In reality, Subaru has spread the WRX by 1.3 inches compared to the 2010 model—a big number by anyone's count—thanks solely to the car's wild new bodywork. While the hatchback now wears the same cladding as last year's WRX STI, the look is most noticeable in four door trim, where the body is dominated by front fenders that are flared to body builder proportions and rear quarter panels that are built to match. There's even more than a hint of BMW M3 in the rear diffuser. Throw in a set of wheels that are wider by a full inch and suddenly the car is capable of laying down grip well past the engine's capability.

Like last year, the WRX gets its power from a turbocharged 2.5 liter four-cylinder engine with 265 horsepower and 244 lb-ft of torque. Mated to a five-speed manual transmission and an all-wheel drive system, the combination returns 19 mpg city and 25 mpg highway. Likewise, the WRX STI retains its old engine, though it produces a more muscular 305 horsepower and 290 lb-ft of torque. The engine is bolted to a six-speed manual gearbox and an adjustable all-wheel drive system, all of which is good for 17 mpg city and 23 mpg highway.

But the big news on the WRX STI front is what's under the car. Subaru has built in sway bars that are about 30 percent more rigid, stiffer springs (16 percent in the front and 55 percent in the rear), stiffer bushings and a lower ride height for 2011. The company has even moved to steel-ball type bushings where the front control arm meets the body for added rigidity, though it's surrounded by a rubber bushing to keep noise and vibration down.

The Drive

Despite packing the same amount of power as last year, the 2011 WRX feels slightly quicker than the previous model. We're not sure whether that's a few additional lb-ft of torque on the low end or if we were simply able to carry extra speed through the turns, but the impression was unmistakable. Though the added width and wider wheels and tires (now up to 17 x 8 inches on all four corners) help to keep the car planted, we couldn't help but notice that the extra grip simply makes the driver more aware of the car's softer springs and dampers compared to the WRX STI. Though the base WRX now walks the walk of its varsity brother, it doesn't quite pack the hardware to talk the talk. Start leaning heavily on the car, and the drive will come up threadbare in a few places—namely in the understeer and body roll departments.

That's not to say that the WRX is a slouch, especially in this price range, but being able to sample the WRX STI in such close proximity to the more civilized sibling simply didn't help the less extreme car's case. We drove both the 2010 and 2011 STI around a tight road course, and the company's engineering work immediately came to light between the two vehicles. While the 2010 model tended to rely more on the tires to supply grip under more aggressive driving, the 2011 seemed to make better use of the whole chassis. The new car is more composed than its predecessor, dispensing with the large amounts of body roll that were the hallmark of the 2010 in favor of world-class turn in—though we'd still like a little more steering feel to pair with the precision of the 2011 car's improved handling.

While we can praise both the WRX and WRX STI all day long for their driving characteristics on a curvy strip of mountain pavement, neither is exactly designed for a buyer looking for a tomb-like luxury ride. The price of a low(ish) curb weight and sports car track prowess is a somewhat noisy cabin.

The Bottom Line

Subaru has managed to sharpen both the WRX and the WRX STI for 2011, but in different ways. The base WRX now wears a body befitting a budget performance heathen while the mighty WRX STI has been given some much needed focus for the first time in years. The base WRX will set you back at around $25,495 for both the four-door and five-door trims, but if you find yourself needing that extra bit of kick in the pants, the WRX STI sedan will hit your checkbook for $33,995 while the five door will cost $35,995.

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2011 specs sti

To most people, the Subaru Impreza is a practical compact sedan with enhanced all-weather capability. But enthusiasts have long known its darker side. The WRX alludes to the WRC rally car, and for several years now, Subaru has offered Americans the STI with even more power. Sophistication, however, isn’t the STI’s thing. It is brash and loud, with a wing that makes it look as if it were ready to launch into outer space.


Now, Subaru is trumping its STI with the tS, which stands for “tuned by STI” and strikes us as redundant. The model will only be sold on Subaru’s Japanese home turf, but we were invited to sample one on the back roads and autobahns near the company’s European Test and Development Center in Ingelheim, Germany. With the "tuned by STI" addendum in mind, we fully expected an Impreza with even more outrageous wings and flares. What we were shown instead by the center's general manager, Hideki Arai, was a rather subtle evolution of the STI. We wouldn't exactly call it refined, but even at first glance, it is visibly more mature and sophisticated.

Nine-Pound Fixation

For one thing, the STI tS loses the STI's massive rear wing, instead sporting a discreet lip spoiler. The carbon-fiber roof cuts nine pounds, as does an aluminum hood, and ultra-lightweight wheels with a unique design save another nine apiece. Arai-san points out a strut brace upfront and says the suspension has been reworked extensively. The Impreza STI tS is available only as a four-door sedan.

The powertrain is unchanged from that in the Japanese-market STI: a 2.0-liter turbocharged flat-four making 304 hp and 317 lb-ft of torque. Those who want an automatic can have one, but they get downgraded to a 296-hp 2.5-liter that makes only 258 lb-ft. Called “A-Line,” the automatic car is significantly cheaper than the manual tS.

We went for the six-speed, of course, and it provides a superb driving experience. There is very little turbo lag, and the 2.0 pulls eagerly throughout the power band. Country roads are this car's domain. The tS is compact and agile, and the nicely weighted steering is a joy to bend into corners. The suspension has been retuned and feels slightly softer than in the regular STI, which helps the tS remain composed even on bumpy and uneven surfaces. It also makes the tS a more agreeable companion on the autobahn, where it remains stable and comfortable as it pulls with alacrity up to its 155-mph top speed. Like the regular STI’s, the tS’s exhaust note is remarkably unobtrusive, and for our taste, it could be a bit more aggressive.

BMW in Subaru’s Sights?

But the tS is not about having an aggressive demeanor—it is about sophistication. “We would like to use high tech to compete with the premium segment,” Arai-san explains. And although he acknowledges that Subaru isn't there yet, he would like nothing more than eventually to see the STI tS compared with the likes of a BMW M3. That sounds like a stretch, but we will say that the idea of adding a higher-performing, more tastefully executed level to the WRX family is highly appealing.

Although the tS’s first run of 500 units will be confined to the Japanese market, Subaru is seriously considering launching the line abroad. The tS concept could be stretched to other model lines, perhaps including the imminently arriving two-door sports car. We would like to see the tS further separated from the WRX and STI models, but the STI tS is a great first step. “We will watch the market and would like to get a reaction,” says Arai-san. Ours is emphatically positive.


VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan


ENGINE TYPE: turbocharged and intercooled DOHC 16-valve flat-4, aluminum block and heads, port fuel injection

Displacement: 122 cu in, 1994 cc
Power: 304 hp @ 6400 rpm
Torque: 317 lb-ft @ 3200 rpm

TRANSMISSION: 6-speed manual

Wheelbase: 103.3 in
Length: 180.3 in
Width: 70.7 in Height: 57.7 in
Curb weight (C/D est): 3250 lb

Zero to 60 mph: 4.9 sec
Standing ¼-mile: 13.4 sec
Top speed (mfr's claim): 155 mph


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Sours: - 2011 Subaru Impreza WRX STI Review and Road Test

2011 SubaruImpreza WRX STi Pricing and Specs

Compare 3 Impreza WRX STi trims and trim families below to see the differences in prices and features.

Trim Family Comparison


View 2 Trims


  • 2.5L H-4 Engine
  • 6-spd man w/OD Transmission
  • 305 @ 6,000 rpm Horsepower
  • 290 @ 4,000 rpm Torque
  • all wheel Drive type
  • ABS and driveline Traction control
  • 18" silver aluminum Wheels
  • front air conditioning, automatic
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • AM/FM/Satellite-capable, seek-scan Radio
  • keyfob (all doors) Remote keyless entry
  • Heated mirrors
  • simulated suede/leather Seat trim


View 1 Trims

Additional or replacing features on Base

  • 1st row regular express open/close sliding and tilting glass Sunroof
  • 18" silver BBS aluminum Wheels
  • front Fog/driving lights
  • leather Seat trim
Show More
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