1 reply to this topic

[motorculture]

The WRX and the WRX STI have always been admired for their raw power and pinpoint accurate handling that sees them often being described as handling like they are “on rails”. In the new generation WRX and WRX STI, the driver is left in awe as Subaru have further refined this already amazing package to create a pair of vehicles like none before.



For the new generation model WRX and WRX STI, Subaru have employed 980 MPa high tensile steel in up to 4% of the chassis, resulting in an overall increase in torsional rigidity by roughly 140% and bending rigidity by 130% over the 2014 model (previous generation) without any additional weight. By concentrating on the suspension mounting points of the chassis, suspension torsional rigidity is increased by 40% while bending rigidity is increased by an impressive 30%. As a consequence, chassis flex is greatly reduced, allowing any impact or weight transfer to be dealt with by the suspension as designed, resulting in more accurate steering and improved handling.



Additionally, individual suspension components have been further enhanced. Up front of the WRX, the wall thickness of the MacPherson struts have been thickened from 2.6mm in the 2014 model to 3.2mm in the new generation model, and accompanied with new springs boasting a 39% increase in spring rate. Inside the strut, the shock absorber’s damping rates have been increased by 230% on bump and 80% on rebound, aiding in keeping the tyre planted through corners and over bumps maintaining driver comfort. The inverted struts on the front of the WRX STI have been retained, with damping rates for rebound being increased by 10% and on bump by 20%. Both WRX and WRX STI have had their front stabiliser bars beefed up from the 2014 model year’s initial 21mm diameter, to an incredible 24mm, resulting in much flatter, linear and natural cornering.



In the rear, sub-frame and trailing link bushes have been stiffened with the rear lateral link outer bushes being upgraded to pillow ball bushes to improve track rigidity and stability. To match the increased stiffness of the front suspension, the rear spring rates have been increased by 62%. The fourth generation WRX’s damping rates have been increased by 20% on rebound and 230% on bump, while the WRX STI’s rebound rate is increased by 20%, and a further 50% on bump compared to the 2014 WRX STI. To further improve vehicle stability and flat turn, the rear stabiliser bar has increased 5% to 20mm in diameter.
 


First introduced to the new generation WRX in 2015, the 2016 WRX is equipped with Electronic Power Steering (EPS), which has resulted in a 2% increase in fuel efficiency over the 2014 model. Coupled with a faster steering ratio of 14.5:1, full lock to lock is achieved in 2.8 turns of the steering wheel, resulting in a 10.8m turning circle. For the WRX STI, conventional hydraulic power steering has been retained, providing the driver greater feedback of the road. With an even quicker steering ratio of 13.0:1, only 2.4 turns are required for lock to lock steering, allowing the WRX STI to complete a kerb to kerb turning circle of only 11.0m. In addition to increased stiffness of the steering gearbox mount bushings, both vehicles benefit from increased responsiveness and a more direct steering feel.
NOTE: All comparisons are based on new generation MY15/16 vs MY14 models.



For more information visit:

Subaru Australia: http://www.subaru.com.au/   

 

[Bumpty]

Out with the old, in with the new.