The Subaru Impreza WRX STI represents the pinnacle of the Japanese automaker’s road-going performance. With a name and engineering directly inspired by Subaru’s motorsport and rally racing efforts (STI stands for Subaru Technica International), the WRX STI is a direct offshoot of the company’s 1990s World Rally Championship (WRC) cars. It’s a focused and fun all-wheel drive (AWD) sedan, and these days, an appreciating classic or future classic.
A homologation special, the original Impreza WRX (“World Rally eXperimental”) debuted in 1992, but it was followed by a faster and even more specialized version, the STI, in early 1994. For their first few seasons, Subaru only sold these cars at home and they weren't on the radar of North American drivers. At that time, the standard Impreza was sold here as a cheap and reliable all-weather economy car. However, the WRX’s World Rally exploits soon drew international attention, and the WRX and WRX STI — and even more specialized variations like the 22B — became hugely popular in Europe and on the internet.
This led many enthusiasts to ask Subaru to bring this ultra-hot sports sedan to North America, so they did, starting with the standard WRX in 2002 and adding an STI for the 2004 model year. That year was the first for the facelifted second-generation model. The earlier “Bugeye” and original WRX STI generations were never sold here, though a handful of early ones have since been imported.
In 2015, the WRX was spun off into its own model, along with the STI version, so we have one decade of the Subaru Impreza WRX STI mouthful. It technically spans two generations, but there is a significant enough facelift to split it out in our overview. The standalone STI was dropped after 2021. Here, we’ve outlined both generations of the North American Impreza WRX STI and included some information about what to watch out for and what to pay.
Subaru Impreza WRX STI Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Subaru Impreza WRX STI Pros and Cons
- Subaru Impreza WRX STI Generations
- Subaru Impreza WRX STI Third Generation (2008-2014)
- Subaru Impreza WRX STI Second Generation Update (2006-2007)
- Subaru Impreza WRX STI Second Generation (2004-2005)
Frequently Asked Questions
Which Subaru Impreza WRX STI years are the best?
In both Impreza WRX STI generations that were sold in North America, the later years are better than the early ones in terms of reliability. In the earlier GD series models, the 2005 to 2007 versions are generally more reliable and better sorted, and fans prefer the styling of the facelifted 2006 and 2007 “Hawkeye” models. In the later GR and GV models, the 2010 to 2013 years are both more reliable and, in the opinion of fans, provide a better driving experience.
What are the worst Subaru Impreza WRX STI years?
2008 and 2009 models, the first years of a completely redesigned Impreza family, are considered the least desirable and 2008 definitely the least reliable. Among the earlier cars, the 2004 model, as the first North American-spec car, tends to have the most problems, but the earlier versions are more reliable than the 2008 and 2009 models. We’d also be remiss if we didn’t mention that any extensively modified Impreza WRX STI is probably a red flag unless you plan to do all your repair work yourself.
Is a used Subaru Impreza WRX STI a good deal?
Just like when it was new, the Impreza WRX STI is a good blend of serious performance (it’s a great track day or rally car) and day-to-day practicality. But it isn’t cheap to buy or maintain. Prices for all older versions are already steep and likely to increase with time as good, clean examples become rarer and these cars enter their prime collector years. Early STIs are already appreciating. That could make buying now a good deal if you’ve always had your heart set on one.
Subaru Impreza WRX STI Pros and Cons
Pros:
- Fantastic performance (on both gravel and pavement)
- Standard all-wheel drive
- Affordable, practical fun
Cons:
- Rough ride in daily driving
- Cheap interior materials
- Many have been heavily used, abused, or modified
Subaru Impreza WRX STI Generations
Subaru Impreza WRX STI Third Generation (2008-2014)
Entirely redesigned into its third generation, the 2008 Subaru Impreza looked like no other previous Subaru, with sleek lines and soft details. Subaru replaced the old wagon body with a curvier hatchback body, which for the first time was extended to the WRX STI. Although the WRX was offered as a wagon in earlier years, the high-test STI was not. From 2008 to 2010, it only came as the hatchback/wagon. This complete redesign made big strides in tech and refinement. The STI recipe was pretty much the same, but wider and meaner.
The redesigned STI delivered over-the-top (yet functional) styling, including a large rear wing, a hood scoop, much wider fender flares than the regular WRX, and either silver or gold wheels. The hatchback variant’s wheelbase is roughly 4.3 centimetres shorter than that of the later sedan, but it has more cargo room.
Both models feature a turbocharged 2.5-litre boxer four-cylinder engine making 305 horsepower in the 2008 Impreza WRX STI. This engine is paired to a six-speed manual transmission. The WRX features a firm suspension and stiff chassis. The engine placement is low to ensure stability through cornering.
Like the regular Impreza, the WRX STI came standard with all-wheel drive, but it had many features that the normal Imprezas did not, including a Driver Controlled Centre Differential (DCCD), which allowed drivers to dial in their own traction setups, either using default settings or via a 6-way manual mode. By default, it has a 35/65 rear-wheel-drive bias. The updated WRX STI also featured Multi-mode Vehicle Dynamics Control (VDC), featuring a revised traction control system. The second-gen Impreza WRX STI also features Subaru Intelligent Drive (SI-DRIVE). This drive-mode system manages the electronic control unit (ECU) and throttle mapping.
Though its AWD system is geared towards performance, it also makes driving safe in harsh road conditions all year. Though it has video-game styling, the WRX STI is a realistic option for a fast, fun, and family-friendly vehicle. It also features many convenience options, including a 7-inch navigation screen, Bluetooth, automatic climate control, and aux inputs. The back seat is tight for a compact car, and the trunk is nothing remarkable, but there’s enough room to do the job while providing plenty of entertainment.
This high-strung engine requires premium-grade gas, and it returned 12.2 litres per 100 kilometres combined on average according to Natural Resources Canada. Routing power through a six-speed manual transmission, it can sprint from zero to 100 km/h in roughly 4.5 seconds. The engine has some turbo lag below 3,500 rpm, but keep the revs up and it’ll come to life. While other markets had the option of a continuously variable transmission (CVT), Canadian versions only offered a manual gearbox. But with close ratios and terrific shift and clutch feel, there’s no reason to want any other way of shifting.
2011 marked a major change in that the four-door sedan returned, so buyers could now choose between that and the hatch. Fans sometimes refer to them by their design codes, with hatchbacks being “GR” and sedans “GV.” Subaru significantly changed the suspension tuning that same year, lowering the ride height and improving handling.
Even in those "softer" 2008 to 2010 models, the Impreza WRX STI's suspension is stiff. If you aren’t into high-performance driving, no worries — plenty of crossovers are on the market. But those who truly love carving up back roads will easily endure the occasional speed bump to enjoy the STI’s cornering mastery. Performance goodies on the WRX STI include Super Sport ABS and Brembo performance brakes. One area where drivers won’t be enthused is the underwhelming sound system.
In 2012 the Subaru Impreza was redesigned, but the WRX was not, so the STI carried over with minimal changes into 2014. A minimal number (300 or fewer) examples of the Orange Edition were released for 2012. These limited-edition models feature bright orange paint with black trim. The only real change in these later years was that the navigation featured Aha smartphone connectivity software for the 2014 model year.
The early GR Impreza WRX STI hatchbacks, built from 2008 to 2010, are generally the least desirable STIs. They have softer handling and are also plagued with reliability issues, especially the 2008 models. Piston rings, bad engine bearings, and electrical problems seem to abound, so these are risky models to take on. Every Impreza WRX STI, however, uses the same family of “Boxer” engines, and in general, these engines need more maintenance and more frequent repairs than other types. Subarus are famous for needing head gaskets regularly, and the WRX STI is no exception.
That said, later 2011 and newer models are much more reliable and arguably better to drive. Clean, early GR hatchbacks cost roughly $20,000 to $30,000 in good condition with low kilometres. Later GR hatches and GV sedan Impreza WRX STIs, built from 2011 to 2014, tend to run in the same range, though there are more higher-mileage examples around in Canada that you can pick up for less if you’re willing. Those numbers are approximate, but they’re a reasonable expectation of what you’ll pay for a quality example. Worn-out or modified ones are cheaper but more likely to break.
Subaru Impreza WRX STI Second Generation Update (2006-2007)
Though still technically the Impreza WRX STI’s generation, the 2006 and 2007 models got changes to warrant a special callout. The headlights have a more aggressive appearance to them, flanking Subaru’s short-lived (and polarizing) corporate grille design. Most fans consider this version to be the prettiest of the WRX STIs, and it’s aged much better than the earlier “Blobeye” design. The engine was fed by a smaller hood scoop that improved visibility without detracting from engine performance.
Aside from the styling updates, most of the changes this year involve more fine-tuning to enhance performance. The 2006 WRX STI used the same turbocharged 2.5-litre boxer four-cylinder engine as the 2004-2005 models, and the same six-speed manual transmission. Power remained at 300 horsepower and 300 pound-feet of torque. For 2006, the WRX STI featured a 41/59 front-rear torque distribution.
Standard WRX STI features included power windows, power door locks, leather-trimmed seats, and a leather-trimmed steering wheel. The cars also come equipped with power side mirrors, daytime running lights, cruise control, dual-stage front airbags, and ABS brakes. The interior was largely the same as in the 2004-2005 models.
The “Hawkeye” Impreza WRX STI, as fans named it, is generally the most desirable North American model, even if some later versions are faster. It offers a great combination of cool styling, excellent performance and the best reliability record of any of these models sold in North America. Naturally, it doesn’t come cheap. Clean “Hawkeye” Impreza WRX STIs with under 200,000 kilometres run between $25,000 and $35,000 in Canada on average. Chances are good they won’t ever be cheaper than this.
Subaru Impreza WRX STI Second Generation (2004-2005)
TThe Impreza WRX STI was offered in Japan and other international markets as far back as 1994, but it remained forbidden fruit to North American enthusiasts until the 2004 model year. The regular WRX preceded it by arriving in 2003, but once Mitsubishi brought over the Lancer Evolution for 2004, Subaru had to figure out a way to import the full-on STI, which enthusiasts were clamouring for. The engineering coincided with the first facelift of the second-generation Impreza.
Unlike the Lancer Evolution, the WRX STI’s North American variation was as close to the Japanese version as Subaru could make it. Still, it did use a different engine, with different cast-aluminum pistons and a slightly different steering rack. Almost everything else was global spec, and the wide fender flares and aggressive “Blobeye” styling (done by superstar designer Peter Stevens) telegraphed speed just as much as the Evo’s flares and scoops.
Inside, it featured sport bucket seats, a centre-mounted tachometer, and even pedals that break away in the event of a head-on collision. But the real meat of the matter is the turbocharged and intercooled 2.5-litre Boxer flat-four engine, making 300 horsepower and 300 pound-feet of torque. That was almost 30 more horsepower than the Japanese Domestic Market (JDM) WRX STI, so nobody complained about the different pistons.
Incredibly, there was a button on the steering wheel that sprayed cold water into the intercooler. This further compressed the air, allowing for peak power on demand. The engine intake scoop on this STI was larger than the standard WRX, and when combined with the larger rear wing, it drives home the notion of the STI as a World Rally Championship (WRC) rally car for the road.
As in later years, the Impreza WRX STI came only with a six-speed manual in these years. It also featured Subaru’s symmetrical all-wheel drive system but with major upgrades over the regular Imprezas, including the Driver Controlled Center Differential (DCCD, see the third-generation entry). It also gained a new mechanical limited-slip differential in 2005, replacing the previous hydraulic diff, while the front diff remained the helical type.
The Impreza WRX STI’s four-wheel independent suspension was created for corner carving and special stage rally action, so it's firm on pavement, and the ride pretty harsh. That does detract from its daily driving experience, but most fans like its responsiveness. It also featured Brembo brakes and 17-inch BBS wheels.
Inside, the 2004 WRX STI featured a leather-wrapped Momo steering wheel and shift knob, as well as an adjustable redline on the centre-mounted tachometer. The WRX STI's seats are wrapped in Ecsaine, a type of Ultrasuede, and like a race car’s seats should, they provide solid grip in hard cornering without discomfort. The STI also had a six-disc in-dash CD changer and automatic climate control. The big trade-offs over the lesser WRX and Impreza? You had to live with plenty of road noise and a rough ride.
This first WRX STI has a slightly worse repair record than the same car in the 2006-2007 years, but not by much. Most of the issues were first-year foibles or standard Subaru things, like weak head gaskets, and they may have been remedied by now. As the first legal model for North America of a very desirable car, this car has serious collector potential and is already appreciating. Like the later “Hawkeye” models, you should expect to pay at least $20,000 for one in good shape with around 200,000 kilometres. Lower odometer and cleaner condition examples can go for much more.
