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"Fuji Speedway&amp;#039;s pit alarm chimes like a cellphone ring tone as the Japanese-spec, right-hand-drive WRX STIs pull into pit lane, small tendrils of smoke curling off the Brembo-sourced front brakes. Fresh off the new STI&amp;#039;s Tokyo-show unveiling, we were invited to the shadow of Mt. Fuji to wring out the third-generation STI, offered solely in a 5-door body style for the first time.   Why the 5-door? It&amp;#039;s simple physics \u2014 shortening the front and rear overhangs reduces the car&amp;#039;s polar moment of inertia, just the ticket for snappy changes of direction. And as the STI is a true homologation special, intended for FIA World Rally Championship competition, every small advantage is seized. Combined with a longer wheelbase (103.4 in., a 3.4-in. increase from the previous generation), wider front and rear tracks (up by 1.6 and 1.8 in., respectively) and all-new double-wishbone rear suspension, the new car should be an even more formidable gravel-road rocket.   And the STI looks the part, its dramatic fender flares breaking up the blandness of the base Impreza&amp;#039;s featureless sides, a mammoth hood scoop feeding a slightly larger charge cooler (5.7 liters capacity, up from 5.5), and a rear roof-mounted spoiler and front flares whose distinct ramp-like surfaces provide useful downforce as speed increases. STI Project General Manager Hiroshi Mori, whose background includes aircraft structural engineering and whose garage contains a second-generation STI Spec C Type RA-R, says that the bodywork offers zero lift at the Japanese-market STI&amp;#039;s top speed of 190 km/h (118 mph).   Performance should at least equal that of the last version, as the U.S.-spec car weighs in at about 3370 lb. \u2014 within 100 lb. of the last version \u2014 and will make in excess of 300 bhp with its turbo 2.5-liter flat-4. The Japanese STI&amp;#039;s 2.0-liter powerplant makes 295 bhp by virtue of a lofty 17.6-psi gauge boost, where the U.S. model will no doubt offer more usable torque and cleaner emissions with its bigger-displacement/lower-boost approach. Improving response on both versions are a twin-scroll IHI turbo with cleaned-up ports on the &amp;quot;hot&amp;quot; side, and variable valve timing for the exhaust camshafts.   Finally, my turn to drive. There&amp;#039;s no lack of adjustability with the STI&amp;#039;s electronic systems. I pick &amp;quot;Sport #&amp;quot; for the electronic throttle&amp;#039;s response, defeat the stability control altogether and select the rearmost torque bias from the center differential, at 25/75 front/rear (there are five splits total, a locked diff mode, and two settings that vary the split under computer control). Configured this way, the STI is a joy, with minimal power-on understeer and a nice bit of lift-throttle rotation. Boost builds quickly, and the 6-speed manual&amp;#039;s throws are short and solid. Ride quality was difficult to assess on Fuji&amp;#039;s glass-smooth asphalt; it&amp;#039;s firm, but not hard-core stiff. Subaru has placed the emphasis on compliance, without sacrificing grip. So bang off the curbs to your heart&amp;#039;s content...this Subie stays composed and simply puts the power down.   Bolstered seats (U.S. versions will get a leather/Alcantara combo), bold gauges and drilled pedals dress up the interior, as does an STI logo on the center console that illuminates when the headlights are on. But the lasting impression here is of the STI&amp;#039;s insatiable appetite for Fuji&amp;#039;s apexes. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/future-cars/news/a13701/subaru-impreza-wrx-sti-1/>