The smell is always the same. It’s a mix of cheap interior plastics, maybe a hint of vape juice if we're being honest, and that unmistakable, metallic scent of high-pressure oil moving through a boxer engine. If you've ever sat in a Subaru Impreza WRX or its rowdier sibling, the WRX STI, you know exactly what I’m talking about. These cars weren't built to be luxury cruisers. They were built to survive a gravel stage in the middle of a Finnish forest, yet somehow, they ended up in suburban driveways across America.
The cult following is real.
Some people call it the "Subie rumble." That distinct, off-beat thrum comes from unequal length headers, a design choice that actually makes the engine less efficient but gives it a soul that most modern four-cylinders lack. It’s weird. It’s loud. It’s arguably one of the most polarizing sounds in the automotive world. But for a generation of drivers raised on Gran Turismo and Colin McRae rally clips, it’s the sound of childhood dreams.
The World Rally Blue DNA
The Subaru Impreza WRX didn't just appear out of thin air. It was a homologation special. In the early 90s, Subaru needed to prove their All-Wheel Drive (AWD) system wasn't just for farmers in Vermont. They teamed up with Prodrive, painted their cars a bright "World Rally Blue," slapped on some gold wheels, and changed the trajectory of the brand forever.
The STI, which stands for Subaru Tecnica International, was the "turned up to eleven" version. While the standard WRX was a quick street car, the STI featured a driver-controlled center differential (DCCD), bigger Brembo brakes, and that massive, somewhat obnoxious rear wing that became its calling card. You could actually change how much power went to the front or rear wheels with a thumbwheel. In a street car. In 2004. It was insane.
Why Everyone Wants the GD Chassis
If you go to any car meet today, the "GD" chassis—the ones produced between 2000 and 2007—are the rockstars. You've got the Bugeye (2002-2003), the Blobeye (2004-2005), and the Hawkeye (2006-2007).
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The 2004 WRX STI was the first time the United States officially got the "real" one. Before that, we had to watch from the sidelines while Japan and Europe had all the fun. When it finally landed on US soil, it came with a 2.5-liter EJ257 engine. It pushed roughly 300 horsepower, which, at the time, was enough to embarrass much more expensive European sports cars. It was raw. It had no traction control. It barely had a radio worth listening to because the engine was the main event.
Nowadays, finding a clean, unmodified Hawkeye STI is like finding a unicorn in a haystack. Most have been through five owners, three different "stage 2" tunes, and at least one encounter with a curb. But people still pay astronomical prices for them. Why? Because the hydraulic steering rack in those older cars feels alive. You can feel every pebble and crack in the pavement through your fingertips. Modern cars with electric power steering just feel numb by comparison.
The EJ Engine: Love, Hate, and Head Gaskets
We have to talk about the elephant in the room: the EJ engine series. It’s a legendary powerplant, but it’s far from perfect. If you’re looking to buy a Subaru Impreza WRX or WRX STI, you need to understand the "Subaru wave" isn't just a friendly greeting on the road—it’s also the motion you make when you're waving at the tow truck driver.
Ringland failure.
Head gasket leaks.
Oil starvation.
These are phrases that haunt Subaru owners' nightmares. The horizontal layout of the boxer engine means oil has to work harder to circulate properly under high G-forces. If you don't check your oil every other time you fill up with gas, you're asking for a bad time. Many owners, like the famous Subaru tuner Ron "Phatron" Watson, have pointed out that most failures come from "user error"—meaning people slap on a bigger turbo without upgrading the fuel system or getting a proper tune. You can't just "send it" without doing the homework first.
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Despite the flaws, the EJ is a masterpiece of character. It’s "clicky" and mechanical. When the turbo kicks in around 3,500 RPM, it doesn't give you a smooth wave of power. It’s more like a kick in the chest. That’s the "boost lag" people talk about, and honestly, it’s part of the charm. It makes the car feel like it’s waking up.
The Hatchback Era (GR and GV)
In 2008, Subaru did something that made the purists cry: they turned the STI into a five-door hatchback. People lost their minds. "It looks like a Mazda3!" they yelled. But over time, the 2008-2014 generation (the GR hatchback and GV sedan) became some of the most sought-after models.
The hatchback was practical. You could actually fit a mountain bike or a set of track tires in the back. It still had the flared fenders and the hood scoop, but it felt a little more grown-up. Inside, the interior was still... well, it was still a Subaru, which means a lot of hard gray plastic. But you don't buy an STI for the dashboard. You buy it for the way the Symmetrical AWD pulls you out of a corner when you've definitely entered it too fast.
What Happened to the New One?
Subaru recently made the controversial decision to kill off the WRX STI. The current WRX (the VB chassis) is a great car, built on the Subaru Global Platform. It’s stiffer, handles better, and has a more linear power delivery from the new 2.4-liter FA24 engine. But there is no STI version. No big wing. No DCCD. No mechanical LSDs.
Subaru cited the changing automotive landscape and a shift toward electrification as the reason. It’s a bummer. It also means the value of older Subaru Impreza WRX and WRX STI models has skyrocketed. Enthusiasts are clinging to the "analog" experience. They want the heavy clutch. They want the vibrating gear shifter. They want the car that feels like it’s actively trying to help you go fast rather than a computer doing all the work for you.
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The Reality of Owning One
Thinking about buying one? Cool. Just be ready.
First off, the gas mileage is terrible. You’ll be lucky to see 20 MPG if you have a heavy foot. Second, the insurance rates are high because, statistically, WRX drivers are some of the most likely people to get speeding tickets. It’s just a fact of life.
But then there’s "the feeling." You're driving home on a Tuesday night. It’s raining or maybe there’s a light dusting of snow. Every other car on the road is slowing down, looking nervous. You? You’re planted. The AWD system is hunting for grip and finding it. You downshift, hear that rumble, and you realize why these cars have such a cult following. It’s confidence.
Real-World Shopping Tips:
- Compression and Leakdown Tests: Never, ever buy a used WRX or STI without these. It tells you the health of the engine's internals. If a seller refuses to let you do one, walk away. Immediately.
- Maintenance Records over Mods: A car with a folder full of oil change receipts is worth $5,000 more than a car with a "sick" aftermarket intake and no service history.
- Check the "Green" Connectors: Subaru owners know this one. Under the dash, there are green test connectors. If they’re plugged in, the car is in "test mode." It’s a small detail, but it shows if someone’s been messing with the ECU.
- Rust: Check the rear quarter panels and the strut towers. Subarus love to rust in the "salt belt" states.
The Verdict on a Legend
The Subaru Impreza WRX and WRX STI are flawed masterpieces. They aren't the fastest cars anymore. A modern electric SUV will probably beat an old STI off the line. But speed isn't everything.
The STI represents an era where driving was a physical activity. You had to work for it. You had to learn the car's quirks and respect its limits. It’s a piece of rally history that you can park in your garage. Whether you love the "Vape Culture" stigma or hate it, you cannot deny that Subaru built something special—a blue-collar hero that punched way above its weight class.
Next Steps for the Prospective Buyer:
Go find a local Subaru club or a Cars and Coffee event. Talk to the owners. Ask them about their "builds." Most are happy to tell you exactly what went wrong and how much they spent fixing it. It’ll give you a realistic idea of what you're getting into before you sign that title. If you’re serious about buying, start stalking the enthusiast forums like NASIOC or IWSTI rather than just scrolling through Facebook Marketplace. The best-maintained cars usually trade hands privately within the community before they ever hit the general public.