The differences between the SpeCial Edition — Hey, look! Clever typo! — and the ordinary U.S.-market STI are few. The Special Edition's front springs are 16 percent stiffer; its rear dampers have been stiffened by 29 percent; its rear anti-roll bar is one millimeter thicker, and its rear subframe bushings are stiffer. The eighteen-inch wheels come from the Spec C. Halogen headlamps replace the U.S. STI's HID units, and the standard six-disc CD changer is ditched in favor of a single-disc unit.

In addition to those wheels, the Special Edition gains 16-percent stiffer front springs 29-percent firmer rear dampers, stronger rear subframe bushings, and the rear swaybar grows 1mm. It also drops the HID headlights in favor of halogens, drops automatic climate control for manual HVAC and loses the fancy 10-speaker stereo for a 4-speaker item. All that should help keep the cost down around the same $35,690 as the regular STI.

Here's the release:

The 2010 WRX STI Special Edition is aimed at the driving enthusiast who is willing to trade a few amenities to gain an extra measure of handling performance over the already extraordinary WRX STI. Suspension for the new version of this high-performance machine is adopted from the Japanese domestic market WRX STI spec C model, which adds a 1-millimeter thicker rear stabilizer bar, stiffer rear sub-frame bushings plus upgraded and retuned springs. The front springs are 16-percent stiffer, while the rear shocks have been stiffened by 29-percent.

Available in early Spring, the first 125 units of the 2010 WRX STI Special Edition will be painted in exclusive Aspen White, set off by the charcoal-colored 18 x 8.5 in. 14-spoke alloy wheels from the JDM WRX STI spec C. The WRX STI Special Edition will then become a regular production model later in 2010, available in standard colors.

The WRX STI Special Edition was developed by Subaru Tecnica International, the high-performance and motorsports subsidiary of Fuji Heavy Industries Ltd. Compared with the standard 2010 WRX STI, the WRX STI Special Edition features halogen rather than HID headlights; a single-disc CD player / 4-speaker audio system instead of the 6-CD /10-speaker system; manual air conditioning in place of automatic climate control, and body color side mirrors.

All other aspects of the WRX STI Special Edition remain as on the standard model, including the 305-horsepower / 290 lb.-ft. turbocharged/intercooled Boxer engine, 6-speed manual transmission and a high level of driver-selectable powertrain- and dynamic handling-control systems. The car's bulged fenders and rear quarter panels, rear gate-mounted spoiler and aerodynamic ground effects give the WRX STI a direct link to Subaru competition cars. The hood scoop, brake-cooling air intakes and engine heat outlets are all functional.

The Driver Controlled Center Differential (DCCD) version of Symmetrical All-Wheel Drive, which remains exclusive to the Impreza WRX STI, offers three selectable automatic performance modes in addition to six manual center differential locking settings. The WRX STI is in addition equipped with limited-slip front and rear differentials. The Vehicle Dynamics Control (VDC) stability and traction control system features three driver-selectable positions. On all WRX STI models, the 18-in. wheels are fitted with Dunlop SP600 245/40R18 tires.

The Brembo Performance Brake System employs ventilated 4-wheel Super Sport anti-lock (ABS) disc brakes with Electronic Brake-force Distribution (EBD). Side-curtain airbags and front seat side airbags are standard. The Incline Start Assist feature can momentarily prevent the vehicle from rolling backward when being driven away from a stop on an incline.

There's also this awesome video to see it in action as it doesn't so much drift around the snow drifts as it plows through them.

Reader Lars, who goes by the handle "GRID," designed this incredibly awesome concept of the STI. It's simultaneously realistic in ways normal automaker concepts hardly ever are, while being effortlessly aggressive. The sight lines might leave something to be desired, but we can practically picture ourselves on a desolate gravel road out in the boonies, bombing through the countryside at unsafe speeds.

[GRID]

Why you should buy the 2009 WRX:
You've got the need for speed but also the need for a car you can live with, the need for a car you can afford to fill up, the need to explore new routes, the need to move more than one person around simultaneously, the need to store things and the need to not spend all your money on a car payment.

Why you shouldn't buy this car:
You've got the need for speed but also the need to drive a car that looks like it was built for an adult, the need for smooth roads, the need for big engines, the need for loud noises and the need for something impractical.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: No
Treehuggers: Yes
Mack Daddies: No
Tuner Crowd: Yes
Hairdressers: No
Penny Pinchers: Yes
Euro Trash: No
Working Stiffs: No
Technogeeks: Yes
Poseurs: No
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: No

Also Consider:
• Mitsubushi Lancer Ralliart
• Hyundai Genesis Coupe 2.0T
• 2010 Ford Mustang GT
• Mazda Mazdaspeed3

Vitals:
• Manufacturer: Subaru
• Model: WRX
• Model year: 2009
• Base Price: $25,495
• Price as Tested: $26,835
• Engine type: 2.5-Liter DOHC Intercooled Turbo Boxer 4
• Horsepower: 265 HP @ 6000 rpm
• Torque: 244 lb-ft @ 4000 rpm
• Transmission: 5-Speed Manual
• Curb Weight: 3,200 lbs
• LxWxH: 180.3" x 68.5" x 58.1"
• Wheelbase: 103.1"
• Tires: 225/45 R17
• 0 - 60 mph: 5.4 seconds (manufacturer quoted)
• Top Speed: 140 MPH (limited)
• EPA Fuel economy city/highway: 18/25 MPG
• Jalopnik Fuel Economy: 18.8 MPG (city/highway mix 25/75)
• NHTSA crash test rating: *****/*****

Also see:
• 2009 Subaru WRX: First Drive
• 2009 Subaru WRX: Part One
• 2009 Subaru WRX: Part Two

Exterior Design: **
The Subaru does not put its best face forward. Even with the addition of the STI grille, standard spoiler, and LED lights out back the WRX is odd-looking — and not odd with a dash of cute like previous generations. Fortunately, it manages to differentiate itself from the rather boring options in the economy class. Unfortunately, it's most often compared to the much-more-attractive Evo X.

Interior Design: ***
What the designers would like you to believe is this is not just a sports car. This is a luxurious grand tourer. Yeah, right. The gauge face coloration, sweeping needles and extra level of metallic-colored insets all hint at this, but deep STI seats combined with a Mattel interior scream cheap-but-fast. Despite the misleading features, everything inside the WRX is perfectly located and the low seating position enhances the driving experience without sacrificing visibility.

Acceleration: *****
As mentioned yesterday, the WRX's acceleration is a prime example of delayed gratification. Try a typical one-foot rollout and, like Peter, it'll deny you. "I don't know him, I don't know him, I don't know him" and then the cock crows at 3K and it's something holy. Turbo lag is often considered a negative, but in this case it gives you enough time to grab onto something before the car lunges forward. With a conservative 0-to-60 MPH time of 5.4 seconds, there's very little both cheaper and faster.

Braking: ****
Other cars in this class have bigger brakes than the Subie, but the combination of good pedal feel, sticky tires and calipers with python-like grip provide an excellent braking experience. After even a strong beating on the brakes there was little fade.

Ride: ****
Considering the sporting credentials of the WRX you wouldn't expect it to be comfortable. You'd be wrong. It's downright cushy over typical roads and, when the road disappears, you're anything but jarred despite the low ride-height and thick front and rear stabilizer bars.

Handling: ***
If you find yourself being chased by terrorists, militant socialists or libertarians your best strategy is to look for the nearest park, skating rink or swamp. On the street the jellybean does fine, with well-tuned variable assist steering and a relatively small turning radius (35.4 feet), but you have to stay on the throttle or else you risk being foiled by understeer. Hit the trail and the magical AWD system keeps you firmly planted on whatever surface you find yourself on.

Gearbox: ***
The five-speed in the WRX is exactly where I want it and the large knob fits just right in my hand. Throws are a touch on the long side and it's slightly notchy, but the clutch engages quickly and without much effort. If only the shift boot wasn't made of rice-paper-thin pleatherette.

Audio: ***
The 6-speaker audio system provides just enough noise to cover the sound of the Subaru boxer four... as if you'd want to. The controls are fairly straight-forward, relying more on buttons than nobs, but the display is unfortunately only 14 characters across. There's an auxiliary jack for music players but no special iPod hookup.

Toys: **
There aren't many options for the WRX other than a mirror with dimming and a compass but, once again, who cares? The car itself is one big toy. Who needs GPS? Who needs a sunroof? Who needs Bluetooth? We don't even need the radio.

Value: *****
At just $26K with the goodies you want, the WRX is faster than nearly everything cheaper than it and just a few ticks slower than bigger, badder vehicles like the 2010 Mustang, Nissan 370Z, and Hyundai Genesis 3.8T. Plus, it's got seating for four adults and a real trunk. We can think of few new cars able to offer the same balance of fun, speed, and space.

Overall: ****
Thirty years from now we find it hard to imagine a WRX is going to be polished and parked alongside the pretty metal in some beachfront Concours. Instead, people competing in LeMons endurance racing will be scouring used car lots and the internet for this car. We don't get why Subaru thinks they have to choose between style or substance, we're just glad they made the right choice.

Also see:
• 2009 Subaru WRX, Part One

It's a testament to Subaru engineering and the benefits of aftermarket safety upgrades. The car was outfitted with a harness bar and safety harnesses along with the flashier stuff like a carbon fiber nose, but the driver is probably thanking his lucky stars he'd installed the safety bar. We're glad this Subaru gave its life to save its occupants. Details below:

I got a call from my buddy at 1:30am this morning, I assumed it was drunk dialing and went back to sleep. I guess I was wrong. Apparently when he swerved to miss a deer (NOT SUPPOSED TO DO THAT!!!) the rear end came off the ground, hit a tree, flipped twice, took out a stop sign and another tree. Thanks to a harness bar his and his passengers lives were spared (they walked away). He's a lucky SOB.

(Hat tip to Ed!) [also via FinalGear]

In fact, Wes talks about it so much I've decided I have to hate the WRX. It's not what you'd call good looking, it's got the wrong image for someone who produces the third most popular Lutheran podcast on iTunes and it's a five-door hatch, the hallmark of boring cars.

I decided to put Siler's claims to the test in a local patch of dirt I found. It's where any rally-bred car should excel, but it's also rutted, full of concrete obstacles and covered in a mix of loose gravel and hard-packed mud. So it's not the best place to push a car that doesn't belong to you. Duly noted.

The first test is the slalom. I pick a section of dirt that's primarily uneven soil and, since I don't have cones, the few weeds sticking through the earth will have to do. Off goes the traction and stability control. Initially, the Subie's 265 HP 2.5-liter, four-cylinder boxer engine, with its new, larger turbo feels like most economy cars when you mash the go pedal. There's a rather anemic response as the needle climbs. Not good so far.

Then you hit the 3k mark and things take off. The WRX goes from a standstill to 60 MPH in approximately 5.4 seconds, which makes it only three-tenths of a second slower than both the Challenger R/T and Nissan 370Z. I'm convinced after driving it the Subaru goes from 0-to-20 MPH in 4.4 seconds and makes up the rest in the last second when the turbo kicks in. On dirt, squirming sideways under power, it feels even faster.

Thanks to a drastic series of upgrades between the 2008 and 2009 model, there's little body roll as I toss this bright blue jellybean back-and-forth. The all-wheel drive moves power moves effortlessly between the wheels without any input from me other than the gleeful application of more throttle. This will not do if I'm going to prove Wes wrong.

I move the car towards a dustier part of the compound, hoping the moonlike surface will provide just the right amount of shifting surface to undermine the Subaru's chassis. I shift into second and lean heavily on the gas. Flicking the steering wheel right-to-left in an attempt to slide does little to shake the WRX's confidence. It just digs in deeper.

There's only one surface up to the task, though I'm wary to take it. The rally version of this car is built for handling the kind of gravely road I'm contemplating attacking, but it isn't something you'd expect a production car to do. I start rehearsing what I'm going to tell the tow truck driver in my head.

Looking over the hood of the WRX you see the massive hood scoop. It's not a distraction. It's more like the sight on an assault rifle — and all I want to do is keep pulling the trigger.

The lack of objects to run into or cliffs to fall off of inspires some confidence as I hurl myself towards a road that prudence would suggest taking at 5 MPH. Quickly approaching a dip I decide to abruptly change direction, awaiting the slide that'll follow. Cautiously, I let off the gas a bit before fully committing to the turn and, as predicted, the WRX heads towards the tree line with its nose pushing across the gravel.

Before I stamp a mirror image of the Subaru stars in the closest tree, my typically slow instinct kicks in and I manage to remember this car has an engine and I should use it. There's a loud noise as the Subie breathes in the dusty air and a noticeable shift as it reaches down with all four wheels and leans back on the rear tires. At this point I can't be sure if the car is moving over the ground or the planet itself is being moved below me but the end result is WRX pointed the right way.

Siler may look like an over-coiffed, under-fed hipster, but he's he right about this car. The 2009 WRX is both faster and more fun than either its mid-$20K price tag or its awkward looks justify. Now I just need to make it home before anyone from my church group sees me.

While we're huge fans of both Travis Pastrana and the 2008 Subaru Impreza WRX STI, the two have, in this case, combined to create something incredibly horrible. To be fair, we doubt the rally star actually had much involvement with the vehicle.

The full list of specs reads like a 16-year-old's wet dream. In addition the P**sy Magnet Yellow paint complete with Tonka tire tracks, there's a carbon fiber hood, rear wing and other aero aids. Inside the custom blue interior, there's a ridiculous Kicker stereo sure to highlight the Impreza's thin body panels and passenger seat-mounted, custom yellow Xbox 360 so bad drivers can hone their mad skillz without risking other people's lives.

Under the hood there's a host of unnecessary modifications. The STI is already an extremely fast car that needs much in the way of driver confidence and little in the way of increased mechanical ability.

In fact, the real point of this car seems to be to highlight the range of official tuning parts available through Subaru dealers. We knew we preferred the plain old 2009 Subaru Impreza WRX for a reason.

The full press release follows:

Subaru Designs Custom Impreza WRX STI for Rally Champ Travis Pastrana

PRNewswire
CHICAGO

- Pastrana Won His Third Consecutive Rally America National Championship for Subaru in 2008

- Special WRX STI Fortified with SPT and STI Parts

- Carbon Fiber Hood and Rear Wing

- Custom Interior with High-Power Audio System and Xbox

CHICAGO, Feb. 9 /PRNewswire/ — Subaru of America, Inc. will show a one-of-a-kind Subaru Impreza WRX STI designed for its factory rally driver Travis Pastrana at the Chicago Auto Show, February 13-22 in McCormick Place. Subaru worked with Pastrana to create a brilliant yellow "199" liveried WRX STI to commemorate his third consecutive Rally America National Championship. Pastrana is scheduled to appear at the Chicago Auto Show to sign autographs in the Subaru booth February 14th and 15th.

(Logo: http://www.newscom.com/cgi-bin/prnh/20080325/SUBARULOGO)

(Photo: http://www.newscom.com/cgi-bin/prnh/20090209/NEM137)

Winner of nine X Games Gold Medals, two for X Games Rally competition, Pastrana's street ride had to be as formidable on the road as his racing WRX STI is on the rally circuit. The Travis Pastrana WRX STI is not only a visual stunner, but also amps up performance capability of the stock production Impreza WRX STI. Vermont SportsCar, technical partner for Subaru and builder of the team's rally cars, customized the WRX STI using an array of Subaru Performance Tuning (SPT) and STI parts, along with unique custom pieces. The SPT and STI engine, exhaust, chassis and interior parts showcased on the Travis Pastrana WRX STI are available for any WRX STI through authorized Subaru dealers.

Travis Pastrana: Rally Star

Pastrana was already a motocross champion and X Games gold medal winner when he launched a rally career in 2003. He began driving for the Subaru-backed Vermont SportsCar rally team in 2004.

On August 5, 2006 Pastrana won the gold medal in the first rally car competition at the X Games and was signed to lead the new Subaru Rally Team USA in 2006. Pastrana secured his third consecutive Rally America National Championship driver's title with a win at the 2008 Rally Colorado round of the championship.

Pastrana WRX STI: Back-Road and Highway Star

Commissioned by Subaru, Vermont SportsCar started the Travis Pastrana WRX STI with a stock 305-horsepower 2009 Subaru Impreza WRX STI. Pastrana's new WRX STI delivers even sharper handling response than the stock model. An SPT front strut tower brace and SPT lower chassis brace help to further tighten handling response. The stock wheels and tires are replaced by BF Goodrich G-Force Super Sport A/S 275/35 ZR18 tires on Work Evolution XD-9 18 x 9-in. wheels in custom satin black. Red STI Brembo brake calipers with white "STI" decals are visible behind the spokes.

The rally-bred WRX STI exterior design lights up with custom yellow paint and graphics. The carbon fiber hood and carbon fiber rear wing are unique to the Pastrana's WRX STI. As on the stock production WRX STI, the functional hood scoop streams outside air to an intercooler. The Sport Mesh Grille is available for all WRX STI owners. Likewise, the STI front chin spoiler and the exhaust finishers are available through Subaru dealers. A set of PIAA 2100 HID driving lights and rally-spec mud flaps underscore the aggressive rally-bred design of the 5-door WRX STI.

Engine Compartment

Under its custom carbon fiber hood, this WRX STI is equipped with a number of modifications including a performance-tuned ECU and custom Down Pipe to unleash a bit more power from the DOHC 2.5-liter intercooled turbo Boxer engine. A turbo boost gauge facilitates tuning. The SPT billet aluminum battery hold-down and billet aluminum oil cap are rendered in the trademark SPT blue color.

Interior

The custom blue Alcantara interior upholstery, the trademark of the original U.S.-spec WRX STIs, is accented with Pastrana's traditional yellow piping and "199 Pastrana" embroidered logos in yellow thread to match vehicle exterior. Likewise, custom yellow stitching is used to accent the steering wheel, shifter boot and parking brake handle boot. An STI short-throw shifter provides an even more direct connection to the 6-speed manual gearbox. Carbon fiber patterned interior trim highlights the dash, doors and console. A rally map light and co-driver foot rest bring a bit of Pastrana's Subaru Rally Team USA car into his new street WRX STI.

During a rally, Pastrana listens to a continuous stream of navigation commands from his co-driver. In his new custom WRX STI, he can listen to anything he wants — loudly. The audio system is based on an Eclipse AVN 6620 navigation/DVD/CD/MP3 stereo head unit and uses Kicker amplifiers and speakers, including:

* Kicker ZX700.5 4x75 watt and 1x400 watt stereo amplifier
* Kicker RS65.2 6.5-in. component speakers, front
* Kicker RS56.2 5.25/6-in. component speakers, rear
* Kicker Solo-Baric L5 10-in. subwoofer in a custom subwoofer/amplifier enclosure

An Xbox 360 is also mounted under the front passenger seat, rounding a package that is as entertaining as its owner. Pastrana and his co-driver can play the Colin McRae DIRT video game using custom yellow controllers.

Michigan is home to both the start and end of the yearly RallyAmerica racing circuit. The 2008 season came to an end in Houghton, Michigan last October at the Lake Superior Pro Rally. The fresh 2009 season begins anew here in Atlanta, Michigan during the dead of winter.

Snowmobiles and 4x4 trucks aren't just a convenience in Atlanta - they're a necessary facet of life. Good thing we were locked, stocked and two smoking cameras while rolling in our Roush Propane-powered F-150. This time we were pushing giant steamroller tires on chrome wheels as the factory hides met a smokey demise at an earlier date.

The rally went down as a classic snow rally with plenty of snowbank-Plinko and lots of off-course sliding. Spectators were quick to jump in and assist when drivers chose to jam their cars firmly into the stout, powdered walls. Our rookie favorite of last year Kyle Sarasin was stuck in an old front wheels-driven Mitsubishi Eclipse after his previous yellow Subaru-wielding team was disbanded. The title of Most Jalopnik Rally Car of this event was taken by Greg and Tom Woodside in their turbo 1987 Dodge Shadow.

After a short battle with Travis for the lead, Ken Block was knocked out in the first day with a mechanical failure as a result of a minor crash. Travis Pastrana and Christian Edstrom secured the first place finish while Tanner Foust and Co-driver Chrissie Beavis locked in the second rank in their Hyundai Tiburon. Andrew "ACP" Comrie-Picard and Marc Goldfarb snuck into third place after fighting against some handling problems in their Mistu Evolution IX. BMX baddie Dave Mirra pulled in a strong 6th-place finish.

Keep an eye on our RallyAmerica tag as we'll soon be following up with an exclusive behind the scenes look at Subaru's Rally Team, a full HD video of Sno*Drift and Travis and Ken's In-Car video. We're stuffing our hatchbacks in preparation of the 100 Acre Wood rally in a few weeks time located in Salem, MO. Press on regardless!

Partial Photo Credit: Alex "Tater Salad" Conley

Of course it's another kind of ugly people are concerned about today. Heading southwest down a remote road on Vancouver Island in an American-plated WRX, I'm not exactly behaving like an ambassador for my country. These are some of the most challenging roads in North America, winding their way through the coastal mountains along ancient logging trails, the road bears the ravages of harsh winters; its two lanes rippled, rutted and patched beyond repair, concrete barricades serving as buffers when the going gets too rough.

Unlike the firmer, louder and more focused 2008 Subaru Impreza WRX STI, the new 265 HP WRX eats all this up. As untroubled by the bumps as it is by the limited passing opportunities afforded by the few straights — after all, double yellows are just lines painted in the road — it leaves law abiding traffic in the wake of its new, louder exhaust.

A year ago this wouldn't have been the story we would have written. A competent but uninspiring drive, the 2008 model forsook performance for practicality in an attempt to broaden the brand's performance appeal. It didn't work, the WRX's traditional focus and involvement were mistakenly left out, resulting in a car that alienated its core audience while retaining enough awkwardness to miss the mass market, too. That car lives on in the form of the 2009 Subaru Impreza 2.5 GT, a car the company expects to make up only a small fraction of Impreza sales. Meanwhile, the WRX has been rethought from head to toe. Gaining better judged, firmer suspension all-round, thicker anti-roll bars, STI seats and most important of all, an STI-spec turbo. The WRX now hits 60 in 5.4 seconds before reaching 140mph (limited) and will retail for "under $25,000."

All of this works to create a faster, better handling, more controlled car that encourages the kind of three-figure, "sure, we can make it" passing that's proving so unpopular with the locals. Stopping for a quick opportunity to mark my territory behind a tree, the 10 cars that were just passed all at once get a chance to catch up and let me know just what they think of my bad behavior. I probably shouldn't have passed them all again within the next mile, but then America's honor was at stake; we do have a reputation to maintain.

But it wasn't just passing for passing's sake. My assholery had a purpose: to find corners unencumbered with traffic. Where the STI's suspension only really works on reasonable surfaces and requires a huge amount of belief in the ultimate ability of its vague chassis, the WRX revels in reassurance, never feeling like it'd be possible to run out of grip, even on the worst surfaces Canada could throw at it. You can thank Subaru's Symmetrical All-Wheel Drive for this. Sure, it's nothing new, but unlike both the STI and 2008 Mitsubishi Lancer Evo MR, here it's tuned for the road, not the track. In that environment, it means more speed, more involvement, more fun and an increased propensity to seek out corners with enough room to exploit it. While this on-road ability does lead to decreased on-the-limit track performance when compared to the other cars, it makes the WRX faster, more involving and more rewarding in the environment where it will be driven most. Or here in Canada, where we probably shouldn't drive again for a while.

Subaru Impreza 2.5 GT

Subaru Impreza WRX

SUBARU BOOSTS 2009 IMPREZA WRX TO 265 HORSEPOWER

* "Kyo-Ka" Goal Delivers Quicker, Sharper-Handling WRX
* Re-tuned Suspension and 17-inch Summer Performance Tires
* New Impreza 2.5GT Model Powered by 224-hp Turbo Intercooled Engine

Cherry Hill, NJ—Subaru is revving up performance and handling in its iconic All-Wheel Drive Impreza WRX sport compact for 2009, following the debut of the all-new model in 2008. Performance leaps to a higher level in the 2009 WRX thanks to a 265 horsepower turbocharged intercooled Boxer engine, retuned suspension and wider, lower-profile summer performance tires. WRX enthusiasts will quickly identify the 2009 models by the ST-type grille and standard Aero Package. The 2009 Impreza WRX comes with a 5-speed manual transmission.

New Impreza GT Model
Subaru is also introducing a new Impreza 2.5GT model for 2009, powered by a 224-horsepower turbocharged intercooled engine teamed to a standard 4-speed electronically controlled automatic transmission with SPORTSHIFT.

Both the more powerful WRX and the new 2.5GT are available as 4-Door and 5-Door models. As on all Subaru models, the Impreza WRX and 2.5GT models are equipped with Symmetrical All-Wheel Drive (two different versions - see page 2 for details.)

The goal of the 2009 WRX team was termed "Kyo-Ka" (translated from Japanese as "strengthening"). To achieve this goal Subaru engineers thoroughly revamped the performance character of the WRX for 2009. Gaining a larger turbocharger, along with a new larger-diameter exhaust and low-density catalyst for reduced backpressure, the WRX engine now produces 265 horsepower at 6,000 rpm and 244 lb.-ft. of peak torque at 4,000 rpm - significant increases from the 224 horsepower and 226 lb.-ft. in the 2008 version.

The Impreza WRX debuted an all-new platform for the 2008 model year, featuring a longer 103.1-inch wheelbase and an all-new double-wishbone rear suspension system. Revised suspension tuning for 2009 further bolsters WRX's street performance credentials. The standard 17 x 7-inch aluminum alloy wheels now wear 225/45R17 summer performance tires, compared to 205/50R17 all-season tires used on the 2008 WRX. The Vehicle Dynamics Control (VDC) stability and traction control system, which is standard on all Impreza models for 2009, helps to enhance the WRX model's road handling safety.

Symmetrical All-Wheel Drive
Standard Symmetrical All-Wheel Drive, which forms the common core technology on all Subaru models, gives the Impreza WRX a significant handling performance advantage over front-wheel drive competitors. Symmetrical All-Wheel Drive is a complete system comprised of the Boxer engine and the full-time power distribution system (varies by model and transmission). The aluminum Boxer engine and simple, symmetrical drivetrain layout help to lower the car's center of gravity, which in turn contributes to its handling characteristics.

The 2009 Impreza WRX employs a viscous coupling locking center differential that distributes torque 50:50 front/rear. Should slippage occur, this system transfers more power to the wheels with the best traction. The 2009 Impreza 2.5GT, like other Subaru models equipped with automatic transmission, uses a different version of the Symmetrical All-Wheel Drive system. An electronically managed continuously variable transfer clutch actively manages power distribution based on acceleration, deceleration, and available traction. This active torque-split system automatically transfers more power to the wheels with the best grip should slippage occur.

Suspension Re-Tuned For Sharper Handling
Subaru significantly re-tuned the suspension on the 2009 WRX, resulting in sharper turn-in and more responsive handling overall. Front upper strut mounts are adopted from the STI. The front spring rate is increased from 26.5 N/mm to 38 N/mm, and the rear spring rate is increased from 24 N/mm to 34 N/mm. Diameter of the stabilizer bars is also increased, from 20 mm to 21 mm in front and from 15 mm to 16 mm in the rear. Suspension damping has also been re-tuned. Notably, the new, stiffer suspension tuning did not require any further reinforcement of the inherently strong Impreza body structure.
Because the wider tires used on the 2009 WRX give more kickback than those on the 2008 model, a new damper valve was added to the steering gearbox to ensure a smooth and high quality steering feeling.

The Impreza WRX chassis is designed for improved rigidity and ride comfort and employs high-tension steel at key structural points. In addition to providing a basis for more responsive handling, the double-wishbone rear suspension that debuted in the new-generation Impreza models enables a smooth ride quality as well as decreased road noise for a quieter cabin.

The new-generation design results in a lower overall weight for the body while the longer wheelbase allows for improved ride dynamics, more interior room and reduced levels of noise, vibration, and harshness (NVH). In addition, the new chassis improves crash-worthiness and provides a stiffer platform for crisper handling.

Placing the engine slightly lower in the chassis than in the previous-generation Impreza models helped lower the center of gravity in the new Impreza platform, enhancing steering response. With the Subaru Dynamic Chassis Control Concept (DC3), Subaru optimized all elements of the Impreza's chassis to deliver a better balance of handling response, ride quality, quietness and overall traction performance than offered by competitive vehicles. (See "Performance" section of this press kit for further details.)

New WRX Aero Body Styling
On both 2009 WRX Sedan and 5-Door models, a new STI-type grille carries the WRX badge. Both models get a sharpened new look from the standard Aero Package, which was formerly part of the optional WRX Premium Package. Both body styles also feature front and rear under-bumper spoilers and aerodynamic side ground effects. The sedan has a low-profile rear trunk spoiler, while the 5-Door adopts the WRX STI rear spoiler and a rear diffuser. The rear garnish panel between the light clusters is body color on the 5-Door and chrome on the sedan.

Other distinctions between the two models continue as before, including clear rear tail lamp lenses for the 5-Door and red lenses on the sedan. The 4-Door features dual tailpipe outlets, while the 5-Door uses a single, larger outlet (stainless steel on Premium Package.)

Rally-Inspired Interior
The WRX interior introduced new comfort and spaciousness for 2008, and for 2009 it gains new WRX-exclusive carbon black checkered upholstery accented by red stitching. The standard tilt and telescoping leather-wrapped steering wheel is accented by red stitching and standard aluminum-alloy pedal covers now include the driver's footrest.

Performance-design front seats integrate the backrest and head restraint into a single structure. The sporty instrument panel features electroluminescent gauges, similar to the WRX STI. As in the WRX STI, the indicator needles sweep the gauge faces upon engine startup for a sporty effect. The WRX Premium Package gains a power moonroof; other contents carry over, including the 10-speaker audio upgrade with auxiliary input jack, projector-beam fog lights, dual-mode heated front seats, heated exterior mirrors and a windshield wiper de-icer.

The compact layout of the double-wishbone configuration helps to minimize intrusion into the cargo area, providing a wider and deeper luggage compartment. On the 5-Door WRX, the wide and flat load floor can accommodate two Tour-size golf bags with the rear seat backs in the upright position. In the WRX sedan, which is 4.5-inches longer than the previous-generation Impreza sedan and 6.5-inches longer than the new 5-Door models, the extra space provides for a larger, deeper trunk that can accommodate three Tour-size golf bags. In all WRX models, a 60/40-split folding rear seat further boosts cargo capacity and convenience.

Advanced Yet Easy-To-Use Technology
The available navigation and information center in Impreza WRX is the focal point of the center console. The navigation screen is located at the top of the dashboard for improved visibility and ease of use. With the navigation system, the center console provides an input for MP3 players as well as RCA-type video jacks that can accommodate portable gaming devices. These can be displayed on the navigation screen when the vehicle is parked.

Impreza models come pre-wired for XM® or SIRIUS® Satellite Radio. Both the standard and optional Impreza audio systems feature the Radio Broadcast Data System (RBDS) that can display a variety of information, including a song's title and artist. The standard WRX audio system features an AM/FM stereo with single-disc CD player and four speakers.

The WRX Premium Package adds an AM/FM stereo with 6-disc in-dash CD changer featuring MP3/WMA file capability. Occupants enjoy powerful sound from 10 upgraded speakers (six in the front doors, four in the rear doors) and SRS® Circle Surround Sound. Also with this package, the steering wheel adds audio system switches. An auxiliary audio input jack enables connection of an iPod or MP3 player.

The optional Satellite Radio and Navigation package for the WRX integrates the Audyssey MultEQ audio enhancement. Used in high-end home theater systems, Audyssey MultEQ creates the optimal sound experience for passengers in each seat position by tuning equalization that corrects for time and frequency response. The navigation system itself presents major functions through an intuitive, easy-to-use touch screen interface. This option also includes Bluetooth® hands-free wireless capability (requires accessory kit.)

Safety Technology
The new-generation Impreza models are built upon the proven Subaru Ring-Shaped Reinforcement Frame body structure with front and rear crumple zones. All Impreza models for 2009 feature a 4-wheel disc Anti-lock Brake System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist. (The WRX and 2.5GT models have larger front brakes than other Impreza models.) All seats provide 3-point seatbelts (height-adjustable for outboard positions), and the front seatbelts have electrically triggered pre-tensioners and force limiters.

Side-curtain airbags are standard on all 2009 Impreza models. The Subaru Advanced Frontal Airbag System (SRS) features front seat side impact airbags and a driver's side front airbag that deploys according to the driver's proximity to the steering wheel, as measured by a sensor on the seat track. In the passenger side front seat, a sensor module detects weight - first determining if it is occupied, and if so by a child or adult - to control airbag deployment. As part of the system, the dashboard features an "Airbag" indicator light.

As of this writing, the WRX-S and the STI 330S are "go" for limited production by way of Prodrive. Of course, our speed-addled minds only want to know about the 380S. Well, according to Subaru, the car is at least six months from public availability, and even then, subject to public demand. So all you hooligans out Great Britain way, feel free to let 'em hear your pleas.

HIGH-PERFORMANCE HAT-TRICK FROM SUBARU

* Three new high-performance Special Edition Imprezas
* 255 PS Impreza WRX-S at £22,495 OTR
* 330 PS Impreza WRX STI 330S for around £30,000 OTR
* Ultimate 380 PS Impreza WRX STI 380S concept

Subaru has scored a high-performance hat-trick for the British International Motor Show with the launch of no less than three new Special Edition new-shape Impreza models - two of which can be seen at the show.

All receive Prodrive engine upgrades plus comfort and styling tweaks, giving enthusiasts an unprecedented choice of sporty Subarus.

The 255 PS Impreza WRX-S costs a highly-competitive £22,495 while the 330 PS Impreza WRX STI 330S will be priced at around £30,000 (both on-the-road). First deliveries are expected in September.

Still in concept stage is the 380 PS Impreza WRX STI 380S which could become available within the next six months pending positive customer response.

Visitors to the show (July 23 to August 3, ExCeL, London) can see both the STI 380S concept and the WRX-S on Subaru's stand N23.

Impreza WRX-S Offers More Power And Style
Based on the new Impreza WRX, the 'S' model offers £4,500 worth of extras for a £2,500 premium, costing £22,495 OTR.

Banbury-based Prodrive has re-programmed the 2.5 litre 'boxer' engine's ECU (electronic control unit) and modified the exhaust system. This sees power leap from 230 PS at 5,200 rpm to 255 PS at 5,400 rpm while the torque improvement is even greater, growing from 236 lb.ft at 2,800 rpm to 287.6 at 3,000 rpm - a staggering 51 lb. ft more.

Maximum speed remains at 130 mph but the 0-60 mph time drops from 6.1 seconds to 5.5 seconds. Naturally, in-gear flexibility is greatly enhanced.

The new Impreza WRX-S also boasts 18x7.5 ins anthracite GT1 alloy wheels with 225/40 tyres, an STI front grille, STI front lip spoiler and STI rear wing and body-colour tailgate moulding.

Also standard is a MOMO 'Air-Race' gearknob while the colour choice is between San Remo Red, WR Blue Mica, Obsidian Black Pearl and Satin White Pearl.

Standard equipment on the Impreza 2.5 WRX-S includes front and rear spoilers, side skirts, a rear diffuser, leather-covered steering wheel, all-wheel drive, a rear limited-slip differential with Subaru Vehicle Dynamics Control, 10-speaker, six-disc radio/CD player and xenon headlamps.

Impreza WRX STI 330S Brings Back The Burble
The new Impreza WRX STI 330S also benefits from a Prodrive Performance pack with modified ECU and exhaust system - this time with paired twin 90 mm diameter stainless steel exhaust pipes to bring back the burble so loved by 'scooby' fans.

Power goes up to 330 PS at only 5,400 rpm compared to the 300.5 PS at 6,000 rpm of the standard model.

Torque is boosted from 300.2 lb ft at 4,000 rpm to 346.6 lb ft at a lower 3,400 rpm making for an even swifter, effortless driving experience.

Top speed is the same 155.3 mph but the 0-60 mph time drops from an already swift 4.8 seconds to only 4.4 seconds.

Expected to be priced at around £30,000 OTR, the new Impreza WRX STI 330S has an especially luxurious specification - even compared to the already well-equipped standard STI which costs £26,595 OTR.

Upgrades include leather-covered Recaro front seats, satellite navigation, Smart-entry and push-button start.

Visually, the new special-edition sports new five-spoke 18x8.5 ins alloy wheels wearing 245/40 R18 tyres. It will be available in the full range of STI colours.

Standard equipment on the Impreza WRX STI includes a six-speed gearbox, Si-Drive giving three different engine response modes, a Multi-mode Driver Control Centre Differential, Subaru Vehicle Dynamics Control and - of course - symmetrical all-wheel drive with front and rear limited-slip differentials.

Show-Stopping WRX STI 380S Concept
Sure to be a crowd-puller is Subaru's range-topping special edition Impreza WRX STI 380S which previews at the London International Motor Show.

Dubbed a concept, the STI 380S could reach dealers within six months pending positive response. Its final specification will be finalised following customer input and will be hand-built to order.

The STI 380S will include a complete engine rebuild by Prodrive with many up-rated components to reliably achieve the target 380 PS.

Improvements over the standard Impreza WRX STI will include uprated suspension and exhaust system plus an enhanced body kit.

Other visual changes will be the option of either gold or silver-coloured 18x8.5 ins BBS alloy wheels with 245/40 tyres.

According to the dealer memo:

"We look with anticipation as the dealers begin selling the refreshed 2009 Impreza with new added features such as a moonrood included in the premium package, interior changes for the ivory interior and a new model called the Impreza GT. This model will be an automatic vehicle with the 224 hp engine from the WRX. The new WRX will get an upgraded suspension, will only be available with a manual transmission, an STI-type front grill, a standard aero package, and the big news being the engine with its estimated 265 hp rating. In addition, look for the new gray color on the wheels and interior treatment with its red stitching on the steering wheel and seats."