Subaru Impreza WRX STI

Subaru Impreza WRX STI. Subaru Impreza compact car line, produced by Japanese automaker Subaru. In the late 1980s, Subaru created the Subaru Tecnica International (STI) division to coordinate development for the FIA World Rally Championship and other motorsports activities. After the company had grown, the division was used to create high-performance consumer versions of the Subaru Impreza WRX, an all-wheel drive car with a turbocharged boxer engine, leading to the development of the Impreza WRX STi. The Subaru World Rally Team has used a race-prepared version of the WRX STI as its rally platform since the model trim's creation. The Impreza WRX STi was originally sold only in Japan. It was later made officially available in Oceania (Australia had it in 1999 with the STi Version V). In 2001, Europe received the STi with the change of the chassis. Subaru began selling the STI in North America in the spring-summer of 2003 as a 2004 model. Oceania and Europe had WRX STis in the region before the official versions via grey-market importing. Five (5) WRX STI S204 were made available to Subaru enthusiasts in New Zealand. However, unlike other S204s sent to other nations these five did not display either the in-cabin or in-enginebay badging that uniquely identifies each of the reported 600 vehicles manufactured. The lack of individual badging for these five cars brings into question the real number of S204s manufactured.

The Panamera Turbo bumps up to vented and grooved 15.4-inch rotors (1.50 inches thick) with six-piston aluminum monoblock calipers up front. The rears are 13.8-inch (1.10 inches thick) in diameter wearing four-piston calipers. According to Porsche, the standard brakes on the Turbo deliver 1,700 horsepower of braking force and are identified by their red calipers. Like all other models from Porsche, the automaker offers its Porsche Ceramic Composite Brakes (PCCB) package with unique yellow calipers. Stunning, oversized 16.1-inch rotors (15.4-inch on the S and 4S models) crowd for space within the 20-inch front wheels. The aluminum suspension is a double-wishbone arrangement up front, and a multi-link setup in the rear. Porsche Active Suspension Management (PASM), an electronic damping control system, is standard on all Panamera models. The driver selects one of the three aforementioned modes based on driving style: Comfort, Sport or Sport Plus. Regardless of the chosen setting, the system continuously monitors driving conditions. If the suspension is in "Comfort" mode and the driver swerves suddenly, the dampers and springs automatically switch to a firmer setting to improve maneuverability.

Likewise, if the setting is in "Sport Plus" mode and the road surface becomes irregular, the system will drop into a softer setting automatically. Our introduction to the Panamera took place in Germany, the machine's natural habitat. We opened up all three models on the "no-speed-limit" stretches of Autobahn, and twisted them through spectacular canyons in the Alps. All told, we spent a considerable amount of time behind the wheel. Porsche handed us the keys to our first car, a rear-wheel drive Panamera S with ceramic brakes, at the airport. We opened the power-assisted rear hatch and dropped in two pieces of checked luggage, two carry-on bags, and our large camera bag. It swallowed all with room to spare. In a very gentleman-like fashion, we swung open the front door and settled our six-foot two-inch frame behind the wheel. To the left of the steering wheel is where Porsche always locates the key slot, and the Panarama is no exception. Keyless entry ("Porsche Entry & Drive") or not, all models require a physical twist to initiate ignition - there is no push-to-start button.

The 4.8-liter V8 fires immediately and settles into a mellow rumble. Before the rear wheels hit the two-lane airport access road, we notice the steering. Without a window sticker or options list to confirm our suspicions, we're forced to assume our car is fitted with Servotronic speed-related power assistance as the effort is unnaturally overboosted. Thankfully, the steering effort increases with our velocity as we head through the airport grounds, and our attention is quickly focused elsewhere. At our first stoplight, the Panamera shut its engine off. It was unnerving, but completely normal as part of the advanced Auto Start-Stop function. Working like most hybrid vehicles, all Panamera models will shut down the engine when the vehicle is stopped and the brake pedal is held. When the pressure on the brake is released, the engine springs back to life and the driver proceeds forward without much of a perceived delay. The system is smart enough to monitor available battery power and climate control temperature.

If either deviates too far, the engine will restart automatically. In its softest setting, and at low speeds, the Panamera drives like most other large German luxury sedans. Unlike a 911, it feels heavy and substantial around town - especially pulling away from a standstill when the laws of physics have to be coaxed to release the two-ton Porsche. Throttle response from the normally-aspirated 400-hp V8 is good, never lethargic. The weight seems to fall off as our speed increases, unlike the Panamera's closest competitors. To our delight, the steering is responsive and accurate to our inputs, allowing us to easily navigate through the narrow European roads with light traffic. It's about 150 km (80 miles) to our hotel, so we make our way to the Autobahn for some double-time to catch dinner. Outside Munich, the local stretch of Autobahn is limited to 120 km/h (75 mph). It's frustrating, but it gives us plenty of time to acclimate ourselves with the new sedan.