Subaru Impreza 22B STi - The Subaru from Hell

The Impreza 22B STi pictured here is the latest in a line of killer turbocharged, four-cylinder, four-wheel-drive Imprezas that started with the 1993 Impreza WRX.

The WRX, sold only in Europe and Japan, used a 2.0-liter turbocharged engine good for 217 horsepower. In 1994, Subaru introduced the Impreza WRX Type R STi with the same 2.0-liter engine but with better-flowing intake and exhaust channels and more boost pressure. Subaru listed output at 280 horsepower. We quickly named this car to our "10 Best Forbidden Fruit" list (C/D, January 1998). The 22B is the latest version of the hot-rod Subaru.

Mechanically, the 22B's major difference from the Type R STi is its bigger engine. An increase in cylinder bore punched out displacement to 2.2 liters, which Subaru says makes for better midrange torque. There's still a single turbocharger and an air-to-air intercooler making the intake charge cooler and denser. We can't tell you how much boost pressure the 22B uses because Subaru won't divulge the information. As for horsepower, Subaru says the 22B pumps out 280. This number is a bit suspect because among Japanese automakers there's a voluntary horsepower limit of 280 in the home market. This has led to wild speculation that the 22B's output is way more than 280.

Visually, the 22B is similar to the Impreza 2.5RS sold stateside, except for the fender bulges at each corner. The fender bulges do a perfect job of replicating the rally version of the Impreza. Most people in the U.S. follow the World Rally Championship with about the same enthusiasm as they follow synchronized swimming, but the rest of the world gets more excited. Since 1994, when the Impreza rally car made its debut, Subaru has earned three manufacturers' championships and one drivers' championship.

We'll get to the performance later, but what's best about this car, besides that, are the numerous details that not only look trick but are functional as well. The hood scoop, which is only for show on the 2.5RS, feeds air to the intercooler on the 22B. There are even water injectors, controlled by a switch on the dash, in the scoop to further cool the intercooler during hard running. The seats are racy-looking and offer nearly perfect support. The four-point racing belts aren't stock, however, which is good because they're a pain to adjust properly.

The wider fenders made room for bigger tires. The Impreza 2.5RS uses 205/55HR-16 tires, and the 22B gets 235/40ZR-17 90Y tires.

Also on the dash is an adjustable center-differential switch. At the open or lowest setting, the multiplate clutch on the planetary center differential directs 65 percent of the engine's torque to the rear wheels. If the rears slip, more torque is directed to the front wheels. But move the dial to the "locked" position, and the two axles are effectively locked with 50 percent of the engine's torque going to each axle.

During acceleration testing, we experimented with various differential settings, but the acceleration times remained identical. Zero to 60 mph whooshed by in only 4.7 seconds, 100 mph in 13.1 seconds, and the quarter-mile in 13.5 seconds at 101 mph. Launching a high-horsepower four-wheel-drive car is usually a dicey proposition, since getting a good launch requires slipping the clutch brutally. To take this sort of abuse, Subaru employs a twin-plate ceramic-and-metal clutch for better heat resistance. Engaging the clutch smoothly was nearly impossible, but the clutch did withstand numerous high-slip launches without fading.

Now back to the horsepower number. We won't name names, but some reports place the 22B's output in the 350-to-380-hp range. But those reports didn't come with performance-test numbers. Our computer programs suggest 300 is closer to the real number. Corvettes, which have 345 horsepower and weigh about 450 pounds more than the 22B's 2857-pound curb weight, are about as quick as the 22B.

Even more telling was the top-speed run. Considering the car's short gearing—70 mph in fifth gear is good for 4000 rpm—we thought the 22B would charge right up to the lofty 7900-rpm redline in fifth gear (151 mph). Wrong! Flat-out, the 22B hit 144 mph, about 300 rpm shy of redline. Sure, the rear wing makes some serious drag, but 350 horsepower should overcome it at 144 mph, right? We'll stick to our 300 number.

But we're not complaining that the Impreza 22B STi only produces 300 horsepower. While rolling, standing on the gas with the revs at two grand doesn't make much happen. But as revs build, so does thrust. When the tach swings past 4000 rpm, the 22B squirts forward like a scared rabbit. The close gearbox ratios keep the engine well in the meat of the power band, so if you're not in full boost, you're never far from it.

On the pavement, the 22B claws around the skidpad with 0.96 g of lateral grip. Impressive, for sure, but you pay for it with a ride that is stiffer than that of any production car we've driven in recent memory, with the exception of the Mosler Raptor.

Get yourself on a deserted, winding dirt road, and you can have the sort of fun reserved for guys with Finnish last names. For example, as you're approaching a dirt-covered right-hander, flick the steering wheel to the left. As the car compresses the right-side springs, flick the steering wheel to the right. If you've flicked properly, the rear wheels will begin to slide. Add some throttle, and turn into the slide. If all is okay, the car will gracefully and swiftly slide through the turn in a maneuver known as the "Scandinavian flick," which is used to scrub off speed on low-friction surfaces. It's more fun than you had as a kid blowing up mud dams. Now, don't go trying this on public roads, or at least stay out of your neighborhood.

The $41,600 22B debuted in Japan one year ago, and Subaru quickly sold out its 400-unit production run. We'd rush to the dealers ourselves if we could. Subaru of America insists the new Impreza due out in 2001 will get significant performance upgrades. We'll believe it when we see it.

The BMW M3 may just be the world's perfect car. It's fast, sure-footed, and can carry four people, it's won every Car and Driver comparo it's been in, and it costs about $40 grand. What else do you need? On paper, the M3 and the 22B STi are strikingly similar. Here's how they fared head-to-head.

Acceleration: The last M3 hardtop we tested went to 60 mph in 5.5 seconds. The 22B does the same in 4.7 seconds. The Subaru also wins the race through the quarter-mile: 13.5 seconds at 101 mph for the 22B versus 14.0 seconds at 99 mph for the M3. Advantage: Subaru.

Handling: For ultimate grip, the Subaru's 0.96-g lateral acceleration handily whips the M3's 0.87. The Subaru is a cinch to control at the limit, too. There isn't a more flawless handler than the M3, however, which deals with midcorner bumps way better than the Subaru. This one's too close to call. Advantage: neither.

Styling: With the large fender flares and a rear wing, the Subaru resembles the original M3 that debuted in 1987. The current M3 is handsome in its own way, but we'll take the wildly aggressive-looking Subaru. Advantage: Subaru.

Ride: This one's easy. Compared with the buckboard ride of the Subaru, the M3 rides like a Cadillac. Advantage: BMW, no contest.

Stopping: Without ABS, the best stop we managed with the Subaru from 70 mph was 164 feet. The M3's ABS pulls it down in 152 feet. Advantage: BMW.

Road manners: Revving at 4000 rpm and bouncing off every highway joint make the Subaru tough on the highway, yet in town, it slices through traffic like a Ginsu through a grouper. The M3 is a tick less fun in the city, but it's leagues ahead in highway comfort. Advantage: BMW.

The score? BMW M3, 3; Subaru Impreza 22B STi, 2. We've done it again: picked the slower car. All hail the mighty M3!