Yahoo Autos 2018 Subaru WRX STI Type RA Is a Weak Performance Value
We can't fault Subaru for neglecting its scrappy WRX STI sport-compact sedan-which was last significantly updated for 2015 and soldiers on with an engine dating back to the car's 2004 debut-given the carmaker's continued record sales months that are stacking up like cord wood on the back of its fresher mainstream products. But with the Subaru Technica International (STI) performance division celebrating its 30th anniversary this year, combined with a range of newer and more capable competitors invading the WRX's playpen, something special needed to be done, and that something is the 2018 WRX STI Type RA.
Limited to 500 examples, the STI's Type RA suffix stands for "Record Attempt," in reference to the highly modified WRX STI Type RA NBR that Subaru has trotted out to set particular lap records at the Nürburgring Nordschleife and other challenging venues. (That the NBR version is not an actual production vehicle, but a specially prepared race car, matters little to Subaru.)
What You Get
We've already spent considerable time behind the wheel of the RA, including at our annual Lightning Lap event at Virginia International Raceway where it lopped nearly six seconds off of the time of the last STI we tracked there in 2015. Atop of the minor updates that all STIs received for 2018-revised fascias and performance jewelry, beefier Brembo brakes, a smattering of interior refinements, and an electronically controlled limited-slip center differential (with a manual lock) in place of the previous mechanical and electronic unit-the RA follows a conventional if modest go-fast formula.
The STI's turbocharged 2.5-liter flat-four has been massaged to produce an additional 5 horsepower: 310 horses at 6000 rpm, with the same 290 lb-ft of torque arriving at 4000 revs. The six-speed manual transmission gains a slightly shorter third-gear ratio, as well as a short-throw shifter. New inverted Bilstein front struts highlight the RA's suspension tweaks, while a carbon-fiber roof, a tire-repair kit in place of a spare tire, a large carbon-fiber rear wing, and lightweight BBS wheels (shod with 245/35R-19 Yokohama ADVAN Sport V105 performance rubber) pare down the car's curb weight.
If the gold wheels and the pedestal-mount wing don't bring enough visual wattage to the RA's aesthetic, there's also a new front splitter, red accents on the grille and rear bumper, and a numbered plaque and more red details in the cabin. Paint colors are limited to Crystal Black Silica, Crystal White Pearl, or our test car's striking WR Blue Pearl. Subtle it is not, and we experienced more than a few boxer-engine fanboys in loud, modified WRXs pacing us on the highway to snap a photo of the RA.
Few Bragging Rights
All of the weight reductions meant that our 3398-pound test car carried 53 fewer pounds than a non-RA 2018 WRX STI. Yet, while the Type RA may have stormed VIR like no STI before it, its performance at our test track was less impressive. Launched with a brutal clutch drop at the engine's 6700-rpm redline-the most effective way we've found to get high-performance Subarus off the line-the RA needed 5.7 seconds to reach 60 mph and 14 flat to cover the quarter-mile with a trap speed of 101 mph. That's 0.4 second slower to 60 mph and 0.2 second (and 1 mph) slower through the quarter than the figures recorded for the standard 2018 STI, which itself was notably off the pace of the 4.6- and 13.2-second runs we achieved with a 2015 model. Applying different launch techniques incorporating slipping the clutch made little difference in the results.
It takes work to go quickly in the STI, with the manual's closely spaced ratios necessitating two notchy, time-consuming shifts to reach 60 mph. But similar to what we noticed in our test of the slightly less-pokey 2018 STI, the RA simply feels down on power and was unable to spin all four of its wheels at launch in the manner we've experienced in previous STI models. The RA's 0.95 g of lateral grip around the skidpad and 156-foot stopping effort from 70 mph were solid results that compared well to previous STIs, yet won't raise any eyebrows in the company of competitors such as the 10Best-winning Honda Civic Type R and Volkswagen Golf R. Somewhat surprisingly, the RA averaged 19 mpg while in our hands, which is 1 mpg better than its combined EPA estimate.
The Price of Exclusivity
The Type RA's other key figure is its price: an eye-watering $49,855, which is $12,900 greater than a base-model STI and $8100 more than the Limited trim level. In terms of additional equipment, the RA largely splits the difference between the two by adding the Limited's Recaro sport seats, keyless entry and pushbutton start (both optional on the standard STI), as well as an upgraded 7.0-inch touchscreen infotainment system and a premium stereo, yet it forgoes its power sunroof and blind-spot and lane-change-assist systems.
The standard STI, however, is an acquired taste even at its $36,955 entry point, with peaky power delivery, a chunky manual shifter, and middling interior materials. The Type RA improves on none of those things while greatly amplifying its juvenile presentation. Sure, it is exclusive, and it's the best-driving STI to date, with crisp, talkative steering and tenacious all-wheel-drive grip that lets it rocket out of tight corners. But the suspension updates make for a somewhat bouncier ride than before, and the EJ25 engine feels tired and short on refinement in daily use.
In light of its performance stats and an upcharge that is roughly 35 percent of the base STI's asking price, the Type RA comes off as a fast-and-furious shakedown for all but the most committed Subaru enthusiasts. For those who are swayed by its sharper track prowess yet missed out on one of the 500 examples built, the good news is that Subaru has incorporated nearly all of the Type RA's performance upgrades into the 2019 WRX STI.
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