Spy Shots: Subaru FT-86 spied again ahead of Geneva reveal

Subaru has already announced that it plans to debut its version of the rear-wheel-drive FT-86 concept at next month's Geneva Motor Show. It's safe to say that the joint venture between Toyota and Subaru is one of the most highly anticipated debuts of the year, and while the vehicle that takes the stage in Switzerland will still be designated as a concept, it should give us a very good glimpse as to what's in store for the production car.

Our trusty spy photographers have caught Subaru's version of the sports car out testing, and while we've been quick to label the Toyobaru as a coupe, this latest set of photos suggests a hatchback configuration. There's still a small deck out back, though, so perhaps the term 'fastback' is more appropriately used in an instance like this (sort of like the Scion tC). Either way, the bodywork looks similar to evaluation mules we've seen periodically over the last couple of years, but it isn't known for certain if the bodywork shrouded in camouflage is production.

In any case, you can expect to see a 2.0-liter turbocharged flat-four under the hood, producing something like 260 horsepower. Subaru will break its all-wheel-drive-only mantra with this new car, as the automaker has confirmed that power will run solely to the rear wheels.

[Source: Brian Williams for Brenda Priddy & Company]

Rumormill: Subaru hybrid headed to U.S. in 2013

Subaru finally appears ready to enter the hybrid segment. Unsurprising considering the numerous rumors and reports that the Japanese automaker, which has strong ties with Toyota, aims to launch it first hybridized vehicle by the end of 2012. However, Subaru's tight-lipped approach prevents us from confirming what vehicle the automaker will use to introduce its hybrid to the world. Initial speculation puts the fuel-sipping technology into either the Legacy or Impreza platform. Regardless, Reuters claims that Subaru's hybrid is U.S.-bound.

On the sidelines of this year's Detroit Auto Show, Reuters prodded Tom Doll, chief operating officer of Subaru of America, seeking insight into the automaker's hybrid plans. Doll stated, "We're going to need something at some point, even (only) to say we have it because that enhances our brand image in the market." Though Subaru has not officially confirmed the launch of a hybrid vehicle, Reuters reports that the fuel-sipping auto will be released in 2012 and maintains that the U.S. will witness the debut of the first Subaru hybrid model in 2013.

[Source: Reuters]

Review: 2011 Subaru Impreza WRX

One point three inches. How much difference can it make? That depends on what you're measuring. If you're comparing the 2010 Subaru Impreza WRX to the 2011, that small measurement makes all the difference in the world.

If you're a Subie fan, you've already read our First Drive. The headline news for the 2010-to-2011 changeover is that the WRX gained the STI model's widebody fenders and 1.3-inch wider track. Wanting to know whether the growth in girth made any difference to the affable and relatively affordable WRX, we decided to spend some quality time in the example you see here.

We learned plenty. Many things work well for the practical enthusiast. Others, not so much.

What works? The place we'll start is on a narrow, circuitous road outside of San Francisco that links two unimportant intersections well off the beaten path. Driving this road requires as much time looking out the door glass as the windshield. Some corners are cambered, which makes the flat ones much more interesting. The straights are long enough to change up a gear, an action that is quickly followed by serious braking.

Driven at just 25 to 65 mph, this road demands everything a car and driver can muster. We've enjoyed it many times and know that through many corners you'll use up every inch of the chassis's suspension travel. On downhill sections, brakes can fade. Communicative steering is highly valued because intel on the road surface can mean the difference between smacking a rock wall, driving into a ravine or clipping the perfect apex.



The 2011 WRX attacked this road. Spinning almost from lock to lock, Subi's light steering felt perfectly weighted for this duty cycle. Thankfully, the car's ample greenhouse and thin pillars provided good visibility. From the driver's seat, you don't notice the car's extra width.

What you do notice is that when pushed hard, the WRX's jounce bumpers (a.k.a. bump stops) are definitely designed to be an active part of the car's suspension. Jounce bumpers prevent articulating suspension components from impacting the subframe or chassis. In some cars, these are simply hard pads that prevent metal-to-metal crashes. In the Subaru, they are progressively tuned to manage suspension energy during the last iota of suspension travel.



Braking and turning into a tight curve often uses up most of the damper's main travel. When steering corrections are needed or pavement undulations are hit mid-corner, the outside suspension components need to compress further. Instead of causing a harsh impact and a poorly controlled rebounding action, the WRX's bump stops absorb the extra energy and enable a smooth rebound that doesn't upset the neutral balance of the car, making the 2011 'Rex incredibly trustworthy and predictable at the limits.

High-performance summer tires certainly contributed to the WRX's stability. Measuring 235/45R17, they're a centimeter wider than the 2010 edition and ride on new, lighter wheels (down 1.5 pounds per corner) that are themselves an inch broader. (Those who live in northern climates with four seasons should opt for all-season rubber or plan on owning a second set of tires. When temperatures approach the freezing point, the summer-compound tires get hard as chair casters and offer about as much grip.)



Once into a good road rhythm, you begin to notice other things about the 2011 Subaru WRX.

The 265-horsepower turbocharged 2.5-liter flat-four sounds great. Unlike most cars, the WRX (and most Subarus) emits a unique exhaust note thrum that enthusiasts can ID without a pause in conversation, and the engine itself emits a muscular howl as it moves up and down the power band. On the highway, things settle into a pleasant hum that matches the powertrain's minor vibrations. But make no mistake – this is not a quiet car from idle on up, though if you're looking for interior refinement, chances are you aren't shopping for a WRX.

As for how it performs, under 2,500 rpm the torque curve is flat (read: turbo lag). But spool it up and the 244 lb-ft moves the WRX with authority. On boost, the power delivery is nearly linear with a bit of extra ramp up just before the soft rev limiter cuts in at around 6,500 rpm.



Like the steering, the clutch and accelerator pedals have a lightness to them. We would have appreciated more feedback from the clutch pedal, but it's easy to get used to and won't tire you out in normal driving.

The shifter also felt light, requiring little effort to change from gear, while still providing Subaru's patented blend of aggressive notchiness. The relationship of the brake and accelerator pedal made heal-toe downshifting a breeze, even for someone with smaller feet.

The brakes proved stout, but our pace was aggressive enough that the pedal did soften a couple times. The aroma of hot pads wafted into the cabin more than once, suggesting a pad and fluid swap before heading to the track.



After exiting our remote and semi-private proving grounds, we headed toward the Pacific on various roads south of Half Moon Bay. On these roads, we mingled with traffic and realized that the WRX invites challenges from other enthusiasts. (To the guy in the vintage MGB coupe who tried hanging with our WRX... valiant effort. You and the car did very well considering the vintage brakes, skinny tires and the fact your girlfriend was riding shotgun.)

At legal speeds driving north on Highway 1 and then on interstates heading toward wine country, the WRX shared more about itself that only extended wheel time reveals. For example, the light steering that was a clear benefit on twisty roads felt almost too feathery for regular driving. Likewise, the useful suspension compliance sometimes felt floaty over undulating highway pavement. The front chair that proved initially supportive also got downright hard after five hours at the helm.



Design details also made themselves known; the halo glow at the end of the speedo and tach needles made it easier to capture a quick read of those gauges. And those gauges are a style statement. Before you key the ignition, the dials are a black void. Once running, the gauges come to life and their graphics make them easy to read. Even still, don't confuse the WRX's interior for anything but a workmanlike environment – the controls are where you want them, but the overall ambiance is one of a discount and somewhat dated interior livened by a few good driver's tools (namely the wheel, alloy pedals and the leather gearshift knob).

Wind noise was well controlled, and the cabin remained free of buffeting with the sunroof open. There was noticeable road noise, but considering the WRX is an Impreza at its core, expecting a library would be unreasonable. Curiously, most of the din seemed to originate from behind the driver.

When the sun set, we quickly learned that the fog lights are for style only. Good thing the low beams threw adequate light and that functional fogs would be an inexpensive upgrade. Naturally, the optional HIDs are a solid investment considering how easy it is to overdrive the lights in a car this quick.



After spending quality time with the 2011 Subaru Impreza WRX, we came away feeling that this would be an easy, practical performance car to live with. In most people's real lives – as opposed to their fantasies – 265 horsepower is plenty, making the WRX STI's extra 40 hp seem superfluous.

And about those extra 1.3-inches; they add considerably to the car's visual presence while enhancing usable performance. With a starting price of $25,495, that's a good deal no matter how you measure it.

Review: 2011 Subaru Impreza WRX

One point three inches. How much difference can it make? That depends on what you're measuring. If you're comparing the 2010 Subaru Impreza WRX to the 2011, that small measurement makes all the difference in the world.

If you're a Subie fan, you've already read our First Drive. The headline news for the 2010-to-2011 changeover is that the WRX gained the STI model's widebody fenders and 1.3-inch wider track. Wanting to know whether the growth in girth made any difference to the affable and relatively affordable WRX, we decided to spend some quality time in the example you see here.

We learned plenty. Many things work well for the practical enthusiast. Others, not so much.

What works? The place we'll start is on a narrow, circuitous road outside of San Francisco that links two unimportant intersections well off the beaten path. Driving this road requires as much time looking out the door glass as the windshield. Some corners are cambered, which makes the flat ones much more interesting. The straights are long enough to change up a gear, an action that is quickly followed by serious braking.

Driven at just 25 to 65 mph, this road demands everything a car and driver can muster. We've enjoyed it many times and know that through many corners you'll use up every inch of the chassis's suspension travel. On downhill sections, brakes can fade. Communicative steering is highly valued because intel on the road surface can mean the difference between smacking a rock wall, driving into a ravine or clipping the perfect apex.



The 2011 WRX attacked this road. Spinning almost from lock to lock, Subi's light steering felt perfectly weighted for this duty cycle. Thankfully, the car's ample greenhouse and thin pillars provided good visibility. From the driver's seat, you don't notice the car's extra width.

What you do notice is that when pushed hard, the WRX's jounce bumpers (a.k.a. bump stops) are definitely designed to be an active part of the car's suspension. Jounce bumpers prevent articulating suspension components from impacting the subframe or chassis. In some cars, these are simply hard pads that prevent metal-to-metal crashes. In the Subaru, they are progressively tuned to manage suspension energy during the last iota of suspension travel.



Braking and turning into a tight curve often uses up most of the damper's main travel. When steering corrections are needed or pavement undulations are hit mid-corner, the outside suspension components need to compress further. Instead of causing a harsh impact and a poorly controlled rebounding action, the WRX's bump stops absorb the extra energy and enable a smooth rebound that doesn't upset the neutral balance of the car, making the 2011 'Rex incredibly trustworthy and predictable at the limits.

High-performance summer tires certainly contributed to the WRX's stability. Measuring 235/45R17, they're a centimeter wider than the 2010 edition and ride on new, lighter wheels (down 1.5 pounds per corner) that are themselves an inch broader. (Those who live in northern climates with four seasons should opt for all-season rubber or plan on owning a second set of tires. When temperatures approach the freezing point, the summer-compound tires get hard as chair casters and offer about as much grip.)



Once into a good road rhythm, you begin to notice other things about the 2011 Subaru WRX.

The 265-horsepower turbocharged 2.5-liter flat-four sounds great. Unlike most cars, the WRX (and most Subarus) emits a unique exhaust note thrum that enthusiasts can ID without a pause in conversation, and the engine itself emits a muscular howl as it moves up and down the power band. On the highway, things settle into a pleasant hum that matches the powertrain's minor vibrations. But make no mistake – this is not a quiet car from idle on up, though if you're looking for interior refinement, chances are you aren't shopping for a WRX.

As for how it performs, under 2,500 rpm the torque curve is flat (read: turbo lag). But spool it up and the 244 lb-ft moves the WRX with authority. On boost, the power delivery is nearly linear with a bit of extra ramp up just before the soft rev limiter cuts in at around 6,500 rpm.



Like the steering, the clutch and accelerator pedals have a lightness to them. We would have appreciated more feedback from the clutch pedal, but it's easy to get used to and won't tire you out in normal driving.

The shifter also felt light, requiring little effort to change from gear, while still providing Subaru's patented blend of aggressive notchiness. The relationship of the brake and accelerator pedal made heal-toe downshifting a breeze, even for someone with smaller feet.

The brakes proved stout, but our pace was aggressive enough that the pedal did soften a couple times. The aroma of hot pads wafted into the cabin more than once, suggesting a pad and fluid swap before heading to the track.



After exiting our remote and semi-private proving grounds, we headed toward the Pacific on various roads south of Half Moon Bay. On these roads, we mingled with traffic and realized that the WRX invites challenges from other enthusiasts. (To the guy in the vintage MGB coupe who tried hanging with our WRX... valiant effort. You and the car did very well considering the vintage brakes, skinny tires and the fact your girlfriend was riding shotgun.)

At legal speeds driving north on Highway 1 and then on interstates heading toward wine country, the WRX shared more about itself that only extended wheel time reveals. For example, the light steering that was a clear benefit on twisty roads felt almost too feathery for regular driving. Likewise, the useful suspension compliance sometimes felt floaty over undulating highway pavement. The front chair that proved initially supportive also got downright hard after five hours at the helm.



Design details also made themselves known; the halo glow at the end of the speedo and tach needles made it easier to capture a quick read of those gauges. And those gauges are a style statement. Before you key the ignition, the dials are a black void. Once running, the gauges come to life and their graphics make them easy to read. Even still, don't confuse the WRX's interior for anything but a workmanlike environment – the controls are where you want them, but the overall ambiance is one of a discount and somewhat dated interior livened by a few good driver's tools (namely the wheel, alloy pedals and the leather gearshift knob).

Wind noise was well controlled, and the cabin remained free of buffeting with the sunroof open. There was noticeable road noise, but considering the WRX is an Impreza at its core, expecting a library would be unreasonable. Curiously, most of the din seemed to originate from behind the driver.

When the sun set, we quickly learned that the fog lights are for style only. Good thing the low beams threw adequate light and that functional fogs would be an inexpensive upgrade. Naturally, the optional HIDs are a solid investment considering how easy it is to overdrive the lights in a car this quick.



After spending quality time with the 2011 Subaru Impreza WRX, we came away feeling that this would be an easy, practical performance car to live with. In most people's real lives – as opposed to their fantasies – 265 horsepower is plenty, making the WRX STI's extra 40 hp seem superfluous.

And about those extra 1.3-inches; they add considerably to the car's visual presence while enhancing usable performance. With a starting price of $25,495, that's a good deal no matter how you measure it.

2011 Subaru Impreza WRX fills out with big bro's wide body

The car has ditched its Clark Kent glasses in favor of a look that's been distilled from the mighty STI – one part Gundam, two parts track-hardened awesome. The move is destined to give the oft-neglected Rex the attention it deserves in the Subaru stable for the first time in years, though the change is more than a set of fenders. Subaru's engineers have poured over the car to wring even more potency out of one of the tuning universe's most capable platforms straight from the factory.

It's easy to think that the big news here is the WRX's new sheetmetal, and to some extent, it is. By gracing the WRX with the same wide shell as the more sinister STI, Subaru was able to incorporate a few mechanical feats that would have been otherwise impossible under the old skin.

First Test: 2010 Subaru Impreza WRX STI Special Edition

You’re probably tired of hearing about the Japanese-market STI Spec C in every Special Edition story, so allow the following to be the last mention of it here: The U.S.-market 2010 Subaru STI Special Edition only has the suspension from the Spec C and nothing else.

Exactly what’s so Special about it, then? Well, for starters, it’s an even $2000 cheaper than a garden-variety Subaru STI because Subaru set the standard feature wayback machine to the year 2000. Gone are the six-disc CD changer and associated 10-speaker stereo, automatic climate control, and HID headlamps. In their place are simple knob-based manual air-con, single-disc stereo with just four speakers, and halogen headlamps. Additionally, the rearview mirrors of the Special Edition do not come with integrated turn signals. Beyond that, all Special Editions get distinctive charcoal-colored 18-inch wheels and 125 buyers will be able to get theirs in a special shade of white called Aspen White. But you probably already knew all that, since assistant Web producer Carlos Lago recently drove it at the famous Streets of Willow road course. In the weeks since, we’ve had the chance put the Special Edition through our usual battery of instrumented tests to find out if this one is for real.

2010 Subaru Impreza WRX STI Special Edition

With the 305-horse, 290-pound-foot 2.5-liter turbo-four unchanged, straight-line performance unsurprisingly is all but identical to that of our departed 2008 long-termer. 0-60 takes 4.8 seconds; the quarter mile 13.5 seconds. Even the trap speed of 100.6 mph is identical. Only braking is slightly different, with the Special Edition requiring all of 1 foot fewer - 108 total, to be precise. Not much changes on the skidpad either, with 0.94 average g for the Special Edition, 0.95 for the long-termer. In our figure eight test, however, the new suspension rears its head. The Special Edition posted a time of 25.7 seconds at 0.71 average g, shaving 0.4 seconds off the regular STI’s time. Weight savings come mainly from the removal of six speakers, and though we weren’t able to get the car onto our scales, it probably would have weighed in about 20 pounds lighter than the 3371-pound long-termer.

For the on-road portion of this exercise, the overgrown autocross course that is Malibu’s Decker Canyon Road proved a more-than-fitting proving ground, especially with the soundtrack coming purely from the engine due to the poor FM radio reception in the hills. The verdict? Two thumbs up. The new suspension all but banishes the STI’s plowing understeer, instead suppling nearly Evo-sharp turn-in response. You point, it goes. With traction control off, a little power oversteer proved quite useful coming out of some of the tighter hairpins. Amazing what higher spring rates, thicker anti-roll bars, and stiffer bushings can do. And to think Subaru is charging less for this car, not more, as is the trend when it comes to lighter-weight, de-contented variants.

The frills will come back in just a few short months with the arrival of the 2011 STI. Not only will it once again be available as a sedan — giant “pull me over, officer” wing and all — but the entire range will be fitted with the retuned suspension. But for Subaru fans who don’t care and don’t want to wait, the Special Edition offers a great driving experience at a cheaper price and it does so right now. Who knows, next year there might not even be a cut-rate version offered.