Is the 2010 Subaru WRX STI a Hatchback?

When considering a performance vehicle like the 2010 Subaru Impreza WRX STI, one of the most common questions that arises, particularly among enthusiasts and potential buyers, revolves around its body style. Was this celebrated iteration of the STI available as a practical hatchback, or was it strictly a traditional saloon? The answer, to the delight of many, is that both body styles were indeed on offer for the 2010 model year, allowing drivers to choose between classic saloon styling and the added utility of a hatchback.

The Subaru Impreza WRX and its even more potent sibling, the WRX STI, are compact, performance-oriented machines deeply rooted in the brand's storied rallying heritage. They are, at their core, based on the more mainstream Impreza platform, but significantly re-engineered to deliver exhilarating driving experiences. Following a redesign in 2008, which saw some loyalists express concerns about a perceived softening of the WRX's character and power delivery, Subaru responded decisively. For the 2010 model year, the WRX was notably fortified, receiving a substantial 41 extra horsepower, along with wider wheels and tyres, and new anti-roll bars. These enhancements were a direct response to feedback, aiming to restore the 'Rex's' reputation for being fast and furious, ensuring it delivered the visceral experience its fanbase expected.

Understanding the 2010 Subaru Impreza WRX and STI Line-up

The 2010 model year truly presented a compelling choice for performance car aficionados. Both the WRX and the high-performance WRX STI were offered in two distinct body configurations: the four-door saloon and the five-door hatchback. This dual offering was a strategic move by Subaru, catering to a broader audience while still delivering the core performance attributes that define these models.

The saloon variant, while capable, often garnered descriptions like 'bland' in terms of its styling. It presented a more conventional, understated profile, which perhaps didn't fully convey the potent machinery lurking beneath. In contrast, the hatchback, with its more aggressive stance and practical rear access, was widely considered to speak more directly to the Impreza's rally-bred origins. It possessed a cohesive design that seemed to better embody the spirit of a performance car derived from motorsport. Despite this, some critics observed that with each successive redesign, both the WRX and STI seemed to drift slightly from their 'angry, purposeful' beginnings towards a more mainstream, almost 'cute' yet 'ugly' aesthetic, losing some of their raw, unapologetic edge.

A consistent visual cue that immediately signifies these as the performance variants within the Impreza family is the functional hood scoop. This prominent feature, designed to feed air to the intercooler, remains a definitive styling element for 2010, ensuring onlookers are aware they're not just looking at a standard Impreza. Furthermore, the 2010 WRX received a subtle but noticeable update to its exterior with a new side sill design, adding a touch of refreshed detail to its profile.

Under the Bonnet: Power and Performance Dynamics

At the heart of both the 2010 Subaru Impreza WRX and STI lies a formidable 2.5-litre horizontally opposed 'flat' four engine, a signature of Subaru engineering. While sharing the same fundamental architecture, the two models featured different states of tune, delivering distinct levels of power and performance. The WRX model produced a healthy 265 horsepower, providing robust acceleration and a thrilling driving experience for the vast majority of drivers.

Stepping up to the STI, the same 2.5-litre engine was tuned to deliver an even more impressive 305 horsepower, pushing the boundaries of performance further. However, a notable characteristic shared by both engines, and indeed a significant caveat for some drivers, was a discernible amount of turbo lag, particularly evident below 3,500 rpm. In this lower rev range, both cars could feel somewhat lethargic, lacking the immediate responsiveness some might expect from a performance vehicle. Yet, once the engine revs climbed beyond this threshold, the transformation was dramatic. The engine truly came alive, happily shoving occupants back into their seats as it surged towards the redline, delivering that exhilarating rush synonymous with turbocharged performance.

The unique firing order and design of the horizontally opposed engine contribute to its characteristic low rumble at lower revs, a sound that often permeates the cabin. For enthusiasts, this distinctive engine note is a cherished part of the driving experience, becoming increasingly vocal and aggressive when the car is kept 'on boost'. While this auditory feedback is undoubtedly loved by those who appreciate the raw mechanical symphony, others might find it somewhat intrusive or fatiguing during extended periods of driving.

In terms of transmission, the manual gearbox was generally considered the best option for keeping the engine 'on the boil', allowing the driver to precisely manage the power band. However, the linkage was noted to be a 'bit balky', suggesting it wasn't the smoothest or most precise manual shift experience. For the WRX, an optional four-speed automatic transmission was available, though it was widely criticised for being in 'desperate need of more gears'. In an era where even mainstream vehicles were moving towards five or six-speed automatics, a four-speed unit felt outdated and compromised the car's performance potential and efficiency.

Fuel economy, as might be expected from performance-oriented vehicles, was not a strong suit for either the WRX or the STI. While it might 'leave much to be desired' in absolute terms, it was often seen as a trade-off for the exhilarating performance on offer. The 2010 Subaru Impreza WRX achieved a highway rating of up to 25 mpg and an urban rating of only 18 mpg. The more powerful STI, with its higher output, fared slightly worse, rated at 17 mpg in the city and 23 mpg on the motorway.

Ride and Handling: A Masterclass in Suspension Tuning

For any true sports car, the engine, while crucial, is only one piece of the puzzle. The way a car handles and rides is equally, if not more, important, and this holds particularly true for the WRX and STI. Subaru engineers, despite the challenges of balancing performance with everyday usability, performed a 'sublime job' with the suspension tuning on both models. Surprisingly, even with the introduction of thicker anti-roll bars and stiffer springs in the preceding year, both the WRX and STI demonstrated an impressive ability to absorb road imperfections.

They managed to 'soak up bumps, ruts, potholes, and coarse surfaces with aplomb', delivering a ride that was remarkably smooth and isolated for cars of their performance calibre. This unexpected compliance meant that daily driving, even on less-than-perfect British roads, was far less jarring than one might anticipate. Concurrently, the handling remained 'wonderfully direct and taut', providing a confident and engaging driving experience. The steering offered precise feedback, allowing the driver to place the car accurately and feel connected to the road.

At motorway speeds, the cabin of both models was generally very quiet, further enhancing the comfort levels, especially on longer journeys. The primary sources of noise were the aforementioned engine rumble, which was more of a characterful thrum than an annoying drone, and some wind noise emanating from the side mirrors. However, it's worth noting that the STI model, in particular, was observed to exhibit a 'bit more road noise' and a 'rather jittery ride' compared to the standard WRX, a likely consequence of its even more aggressive suspension setup designed for ultimate performance.

Interior Comfort and Practicality

Sliding behind the steering wheel of either the WRX or STI, drivers are greeted by a thoughtfully designed cockpit focused on driver engagement. The instrument cluster is well-lit and dominated by a large, centrally mounted tachometer, a clear nod to the car's performance intentions. Flanking the tachometer on the right is a smaller speedometer, a layout that some have likened to Porsche's design philosophy. All the gauges are clearly marked and instantly readable, providing essential information at a glance. Thankfully, the 'tacky boy-racer' and 'econo car' designs that characterised some past generations were gone, replaced by a more mature and purposeful aesthetic.

Up front, both models feature a pair of racing-style bucket seats. These seats are designed for support, particularly during spirited driving, holding the occupants firmly in place. While 'incredibly supportive', some testers did voice 'qualms' regarding their design. Specifically, the seats came with a fixed headrest, meaning the entire seatback was a single, long piece. This design, while perhaps visually sleek, was found to be uncomfortable by some individuals, potentially due to their body shape or preferred seating position.

The STI model, being the more premium offering, benefited from more upscale Alcantara trim. For the 2010 model year, this Alcantara trim saw a subtle but significant update, with black Alcantara and contrasting red stitching replacing the previous year's grey and silver stitching, adding a more aggressive and sporty feel to the cabin.

Surprisingly, the rear compartment of the WRX and STI proved to be much bigger than the car's tidy exterior dimensions might suggest. Rear headroom, often a sore spot in many small and even mid-size cars, was described as 'fantastic', even for taller passengers or those with unusually long torsos. This unexpected spaciousness added considerably to the car's practicality.

Boot space was also reasonable, offering 11.3 cubic feet of cargo volume. Furthermore, the inclusion of fold-down functionality for both sides of the rear seats added 'a world of convenience', significantly expanding the cargo capacity for larger items. When considering both styling and practicality, the hatchback variant was often highlighted as the preferred choice, offering a compelling blend of aggressive looks and versatile utility.

The Hatchback Advantage: Style Meets Utility

While the saloon offered a more conventional appearance, the 2010 Subaru Impreza WRX STI hatchback truly stood out as the more versatile and arguably more visually appealing option for many. Its design, with the sloping rear roofline and large tailgate, immediately evoked the spirit of rally cars, making it a natural fit for those who appreciated the brand's motorsport pedigree. Beyond aesthetics, the hatchback's practicality was its undeniable strong suit.

The larger boot opening and expandable cargo area thanks to the fold-down rear seats made it far more capable of handling everyday tasks, from grocery runs to transporting sports equipment, without compromising its performance credentials. This blend of aggressive styling, performance, and genuine utility made the hatchback the 'way to go' for a broad segment of buyers, offering a compelling argument for its superiority over the saloon in terms of overall ownership experience.

Comparative Overview: 2010 WRX vs. WRX STI

Frequently Asked Questions About the 2010 WRX STI

Was the 2010 Subaru Impreza WRX STI available as a hatchback?

Yes, absolutely. For the 2010 model year, the Subaru Impreza WRX STI (and the standard WRX) was offered in both a four-door saloon body style and a five-door hatchback body style, providing buyers with options for both aesthetics and practicality.

What's the main difference between the 2010 WRX and the STI?

The primary difference lies in performance and specific features. The STI is the higher-performance variant, boasting 305 horsepower compared to the WRX's 265 horsepower. The STI also features more aggressive suspension tuning (leading to a slightly jitterier ride), upgraded brakes, and exclusive interior trim, such as Alcantara seats with specific stitching.

How does the turbo lag affect driving the 2010 WRX STI?

Both models exhibit noticeable turbo lag, particularly below 3,500 rpm, where the engine can feel a bit lifeless. However, once the engine revs climb past this point, the turbo spools up, and the car delivers a powerful surge of acceleration, transforming its character significantly.

Is the 2010 WRX STI comfortable for daily driving?

Despite its performance focus, the 2010 WRX and STI are surprisingly compliant over rough surfaces, with their well-tuned suspension soaking up bumps effectively. The ride is generally smooth and isolated, making it suitable for daily driving. However, some testers found the fixed headrests on the bucket seats uncomfortable, and the STI can have more road noise and a jittery ride.

Why might one choose the hatchback over the saloon for the 2010 model?

Many enthusiasts and practical buyers preferred the hatchback for its blend of style and utility. Its design was seen as more aligned with the Impreza's rally heritage, and the five-door configuration offered significantly more practical boot space and easier access to cargo, thanks to the fold-down rear seats. It offered enhanced versatility without compromising performance.

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