By Andrew Ganz
Monday, Jul 19th, 2010 @ 2:56 pm

Another year, another round of changes: Subaru ’s ever-popular WRX lineup wasn’t really due for a refresh for 2011, but the rally-proven range got a hefty, more-than-skin-deep makeover anyway.

First introduced just three years ago for the 2008 model year, every summer has heralded a rebirth for the WRX. For 2009, the Subie folks added more power and a stiffer suspension, while the 2010 model gained an even tauter Special Edition model.

For 2011? A rethink of both models – especially the STI – that builds on those incremental changes. Both the standard WRX and its potent STI brother gain a new widebody look, while the flagship gains a thoroughly revised suspension and chassis.

To test Subaru ’s claim that the 2011 WRX and WRX STI are the best yet, we accepted the automaker’s offer to travel to tony Aspen, Colorado, to have a look. This paradoxical mining town-turned-celebrity oasis is deep in Subaru country – but the Rocky Mountains are Outback stomping grounds, not the usual home of STIs.

The easiest job in the world
Simply put, Subaru’s products sell themselves. Line-wide sales are up 35 percent so far this year, a figure way more impressive when you consider that, unlike virtually every other automaker, the brand rapidly gained market share and overall volume during last year’s sales crunch. Life is good at Subaru.

Impreza demand has been comparatively lukewarm, but since the lineup is the oldest mainstream offering in Subaru’s portfolio, maybe things just need a little kick in the posterior to get moving again.

And that’s just what Subaru has done.

Starting with the standard WRX sedan and hatchback, the entry-level cars now boast a 1.5-inch wider front track made necessary by a way more aggressive bodykit that brings back some memories of the second-generation Impreza – the first to land in the U.S. – that debuted back in 2002. Under the new skin, it gains stiffer bushings for its rear subframe, wider tires and standard Bluetooth capability.

The biggest news is for the range-topping WRX STI, however. It gets the same new look and upgraded audio systems, but it also benefits from a totally retuned suspension with firmer springs and thicker stabilizer bars – and it’s offered in both four-door sedan and five-door hatchback configurations for the first time.

Muscle toning
After Subaru fixed the WRX’s power deficit in 2009, critics still complained that the bubbly hatchback and sedan simply didn’t look the part. The 2011, unveiled earlier this year at the New York International Auto Show, should certainly quell those complaints.

Much more aggressive from every angle, the cars now boast exaggerated fender flares, enlarged air intakes, a new grille and a myriad of other minor detail changes. Those still seeking decent performance in a more conservative skin need to stick with the 224-pony Impreza 2.5GT; the WRX and WRX STI are not for shy drivers.

Both models more or less look the same, although the STI sedan is notable for its outlandish (yet highly effective at increasing downforce) rear wing. Four tailpipes, formerly an STI hallmark, are now on both models. If the look is the only thing you’re after, the regular WRX will suit you just fine. But if you’re a performance junkie – and you probably are if you’ve read this far – we learned that the STI is worth the upgrade.

Great googly moogly
Even at around 8,000 feet above sea level, there is no denying that the, in STI configuration, the WRX is a mean machine. Powered by an unrevised turbocharged 2.5-liter flat four-cylinder, the STI cranks out 305 horsepower at 6,000 rpm and 290 lb-ft. of torque at 4,000 rpm.

In a world where midsized family sedans crank out more than 270 ponies, the STI’s performance stats don’t seem like much. Sample the STI below 3,500 rpm and you’re missing out. Apply the thrust from a stop and wait for the turbo to spool up – now you’re really moving. Around town, the STI is docile and not particularly rapid. Driven hard, it comes into its own, but in a far less manic way than the front-wheel-drive Mazda speed3. Credit goes to its advanced all-wheel-drive system, which uses a trio of limited-slip differentials to transfer power between four large and wide 18 x 8.5-inch alloy wheels.

Returning for the new year is the ability to electronically dial in the center differential to a driver’s or a course’s needs. A separate knob – once also used in the Legacy – modifies throttle response and engine mapping.

We sampled the new STI on curvy roads, around a closed course paved track and in its most natural habitat, a loose and rocky dirt track that would intimidate most SUVs.

On the track’s pavement, it feels ever so slightly sharper than the outgoing 2010, cornering flatter and delivering an extra ounce of feel to the relatively light effort hydraulic power steering. Off road, its three-mode stability control system can be adjusted to allow for lots of slip, a major boon for would-be WRC contenders.

In the type of curvy road driving most users will experience, the STI offers very acceptable suspension compliance yet certainly holds its own. It falls just short of feeling telepathically darty like a MINI Cooper , but it comes pretty close. The unchanged six-speed stick remains slightly ropy, but imminently comfortable and flexible. High gears are for highway cruising only, however, thanks to the peaky power delivery.

Decent googly moogly
Down to 265 horsepower (at 6,000 rpm) and 244 lb-ft. of torque (at 4,000 rpm), the standard WRX is marginally less rapid. Its four-cylinder is mated to a less-precise five-speed row-it-yourself unit and it lacks the more sophisticated all-wheel-drive system and seemingly unlimited adjustability of the STI.

Its biggest demerit is its comparatively pedestrian suspension tuning. While hardly porpoise-like, the WRX rolls more into corners and offers notably less feedback through the tiller. It grips well but ultimately comes across feeling too tame to be considered much of a pocket rocket.

Since most WRX buyers spend thousands upon thousands on upgrades anyway, why not just start with the STI?

Why you would buy it:
The WRX STI finally offers everything: Power, aggressive style and point-and-go handling.

Why you wouldn’t:
Your vision of a Subaru halo car is an Outback (but that’s not really a bad thing).

Leftlane’s bottom line
Once again, the WRX comes in two flavors for Americans. But despite their similar looks, some serious tweaks have left them as different as night and day.

The WRX finally looks the part, and it’s a hoot to drive, but one sample of a the WRX STI is enough to take out a second mortgage. It’s still not quite as precise as the Mitsubishi Lancer Evo, but it comes off as a more polished offering from a brand that will undoubtedly be around tomorrow.

Don’t think of the WRX as “STI Light;†instead, think of the STI as “WRX Maximum.â€

Words and photos by Andrew Ganz.

2011 Subaru Impreza WRX base price, $25,495.
2011 Subaru Impreza WRX STI base price, $33,995.

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