2011 Subaru Impreza WRX

Subaru Canada, Inc. (SCI) is pleased to announce pricing for the 2011 high-performance Impreza WRX and WRX STI models

In addition to the new styling, the 2011 WRX STI features significantly revised suspension tuning and lighter 18-inch wheels for even sharper handling.



“The 2011 4-door WRX STI will expand the appeal of this iconic performance model to a wider range of driving enthusiasts.”

The 2011 Impreza WRX STI models are en route to Subaru dealerships now.



New WRX STI Four-Door with Wide-Body Design

The 2011 WRX STI continues as the ultimate-performance Subaru with its high-boost 305-horsepower turbocharged/intercooled Subaru Boxer engine teamed with a 6-speed manual transmission and the exclusive Multi-Mode Driver Controlled Centre Differential (DCCD) version of Subaru’s Symmetrical Full-time All-Wheel Drive system.

The WRX STI is equipped with advanced dynamic control systems, including Subaru Intelligent Drive (SI-DRIVE) and a Multi-Mode Vehicle Dynamics Control (VDC) system, which features a track performance-optimized mode.

All-New 4-Door Wide Body Design for 2011

Like the wide-body design already used for the 5-door WRX STI, the new 4-door WRX STI features the widened front and rear track dimensions of the 5-door model and wider, more pronounced front fenders and rear quarter panels. In front, the 2011 WRX STI models feature sharpened bumper corners to accentuate the “wide and low” profile. A striking high profile rear spoiler was exclusively designed for the STI 4-door.

New WRX STI Chassis Tuning for 2011

The Subaru WRX STI was already a highly optimized performance machine. The WRX STI delivers responsive handling along with everyday ride compliance. Aluminum front lower L-arms reduce unsprung vehicle weight.

Both the front and rear suspension systems employ higher-rate springs and thicker front and rear stabilizer bars than the 2010 model: 21 mm vs. 20 mm in front and 19 mm vs. 18 mm in rear. New standard 18-inch Enkei aluminum wheels feature high-luster paint and weigh 8kg less than the previous standard wheels.

SI-DRIVE Gives WRX STI Driver More Control

SI-DRIVE alters vehicle performance characteristics by regulating the Engine Control Module (ECM) and by fine-tuning the Electronic Throttle Control system.

Multi-Mode DCCD All-Wheel Drive with Three-Mode Vehicle Dynamics Control

As before, the 2011 WRX STI is exclusively equipped with the Multi-Mode Driver Controlled Centre Differential (DCCD) version of Subaru Symmetrical All-Wheel Drive. A mechanical limited-slip type centre differential augments an electronically controlled centre differential to enhance torque transfer performance. Sensor inputs that include steering angle, throttle position, RPM, lateral g, yaw, brake, ABS and wheel speed govern torque transfer response. A helical-type limited-slip front differential and a TORSEN(R) torque-sensing limited-slip rear differential optimize side-to-side power distribution, helping to prevent the inside wheels from slipping during cornering.

The DCCD AWD system features three automatic modes. The Vehicle Dynamics Control (VDC) stability and traction control system is standard on all Subaru models. Exclusive to the WRX STI, the Multi-Mode VDC system offers the driver three settings: VDC Normal, Traction and Off. Also exclusive to the WRX STI, the Brembo Performance Brake System uses ventilated 4-wheel disc brakes with Super Sport anti-lock (ABS) and Electronic Brake-force Distribution (EBD). The wheel features control switches for Bluetooth(R) hands-free phone function. The WRX STI models are equipped with standard aluminum-alloy pedals and driver’s footrest. Performance-design front seats integrate the backrest and head restraint into a single structure. A 60/40-split folding rear seat further boosts cargo capacity and convenience, and the 4-door also features a rear seat fold-down centre armrest.

Steering wheel mounted controls for the audio system, cruise control and Bluetooth(R) are standard for all 2011 Impreza WRX STI models.

Subaru Safety

Electronic Brake-force Distribution (EBD) provides precise control of braking pressure between the front and rear wheels based on the vehicle load to improve stability and stopping distances. All Impreza models utilize the proven advanced Subaru Ring-Shaped Reinforcement Frame body structure with front and rear crumple zones. Front seat side airbags and side-curtain airbags are standard on all Subaru models.

2010 Subaru Tribeca PICTURES

2010 Subaru Tribeca Front Angle View

2010 Subaru Tribeca Car Wallpaper

2010 Subaru Tribeca Side View

2010 Subaru Tribeca Interior

2010 Subaru Tribeca Rear Side View

2010 Subaru Tribeca Car Engine

2010 Subaru Tribeca Photo

2010 Subaru Tribeca PICTURES

2010 Subaru Tribeca Front Angle View

2010 Subaru Tribeca Car Wallpaper

2010 Subaru Tribeca Side View

2010 Subaru Tribeca Interior

2010 Subaru Tribeca Rear Side View

2010 Subaru Tribeca Car Engine

2010 Subaru Tribeca Photo

2010 Subaru Outback

2010 Subaru Outback

A week after unveiling its bigger and better Legacy, Subaru is now letting the other shoe drop. Or should we say letting its hiking boot drop. Since 1994, the Outback has been the Legacy's rough-and-tumble alter ego. Their Indiana Jones to the Legacy's tweedy Dr. Henry Walton Jones, Jr. And like Harrison Ford himself, the Outback has gained in both savvy and physical size since his swashbuckling debut, though neither one appears to be any less willing to tackle genuine adventure.

As with the Legacy's architecture, the 2010 Outback has swelled in size. Its wheelbase has added 2.8 inches, it's been widened by 2.0 inches, and its height has been elevated by 4.0 inches. The consequence is an interior that's ballooned by 8 cubic feet of passenger room (up 7.6 percent), while cargo volume (with folded rear seats) is up 8.4 cubic feet. Aging whip-crackers will appreciate its additional 3.5 inches of front hip room (1.3 in the back) and 4 extra inches of rear legroom in which to straighten arthritic knees. Although the Outback's overall length has actually contracted by nearly an inch, those gains in width and height give it a much more imposing visual presence.

As the Legacy and Outback share much sheetmetal in common, the styling of either one has always been a delicate compromise. In this case, we think the Outback has gotten the better end of the deal; here, the thick eye-browed wheel arches, wide-eyed headlamps, and general musculature, make a lot more sense. Adding to this wagon-ized Legacy's bodywork are such bush-whacking filigree as a toothy lower front valance, side rocker cladding, and a standard roof rack featuring pivoting cross bars which either link the side rails or fold back to reduce wind resistance and aero-noise. Underneath, ground clearance has risen to a lofty 8.7-inches.

Inside, there's a traditional but handsome four-gauge instrument panel that includes a multi-display dash-center screen (that's optionally upgradable to a nav system with back-up camera). What you won't see, though, is a center handbrake. That function is now electrically-engaged by a push-on, pull-off switch located below-left of the new three-spoke steering wheel (consequently, you can now hill-hold indefinitely). Less noticeable is the seats' reshaping (presumably accept more rotund American back- and bottom-sides). Three trim packages (base, Premium, and Limited) will be offered for both the 2.5i and 3.6R-engined Outbacks.

Except for the Legacy GT's turbo-engine variant, the Outback shares much mechanically with its more asphalt-oriented sibling. As indicated above, two engines are available, a revised 2.5-liter, normally-aspirated flat four (including Subaru's i-Active valve lift system which fattens the engine's torque curve), offering 170 horsepower at 5600 rpm and 170 lb-ft of twist at 4000 rpm. This is available with either a new 6-speed manual transmission together with a viscous locking center differential, or a really, really all-new CVT companioned with an electronic continuously variable transfer clutch. A chain-type system, this CVT is impressively compact, and notably, the world's first longitudinal, awd CVT application. And for folks bewildered by its infinite gear-ratio options, a pair of steering wheel paddles afford a sort of a six-step program for recovering descreet-ratio addicts (each toggle beckoning a new synthetic ratio).

The new regular-grade gas-swilling 3.6-liter flat six (which debuted in the Tribeca) replaces the previous gas-picky, premium-grade-demanding 3.0-liter, while offering 16 extra horsepower and 32 additional lb-ft of torque in the bargain. Only one transmission is available here, a five-speed auto which is coupled to Subaru's VTD (Variable Torque Distribution) AWD system (wherein a center diff interacts with a continuously-variable hydraulic transfer clutch). No matter the engine (or transmission or awd system), all Outbacks now enjoy 18.5-gallon fuel tanks, a useful bump from the previous edition's 16.9 gallons. Mpg numbers are expected to be 19/27 for the manual-transmission 2.5i, 21/27 for its CVT version, and 17/23 for the 3.6R.

Securing either the 2.5-liter or 3.6-liter engines are new, widely-spaced mounts which greatly subdue the transfer of vibration. Moreover, these mounts themselves are joined by a new third mount located beneath the engine's nose. And this, in turn, was made possible by a new, full-perimeter front subframe which helps to both locate the wider-track MacPherson strut front suspension and better manage the powertrain's motion in a frontal crash. The Outback's outback is now supported by a double A-arm rear suspension, replacing the previous multi-link assembly, and all models now enjoy stability control, ABS and electronic brake-force distribution. And amusingly, every Outback variant is now shod with taller sidewall tires to improve ride quality-Subaru's tradition of counter-chic design is reassuringly alive and well.

2010 Subaru Outback

2010 Subaru Outback

A week after unveiling its bigger and better Legacy, Subaru is now letting the other shoe drop. Or should we say letting its hiking boot drop. Since 1994, the Outback has been the Legacy's rough-and-tumble alter ego. Their Indiana Jones to the Legacy's tweedy Dr. Henry Walton Jones, Jr. And like Harrison Ford himself, the Outback has gained in both savvy and physical size since his swashbuckling debut, though neither one appears to be any less willing to tackle genuine adventure.

As with the Legacy's architecture, the 2010 Outback has swelled in size. Its wheelbase has added 2.8 inches, it's been widened by 2.0 inches, and its height has been elevated by 4.0 inches. The consequence is an interior that's ballooned by 8 cubic feet of passenger room (up 7.6 percent), while cargo volume (with folded rear seats) is up 8.4 cubic feet. Aging whip-crackers will appreciate its additional 3.5 inches of front hip room (1.3 in the back) and 4 extra inches of rear legroom in which to straighten arthritic knees. Although the Outback's overall length has actually contracted by nearly an inch, those gains in width and height give it a much more imposing visual presence.

As the Legacy and Outback share much sheetmetal in common, the styling of either one has always been a delicate compromise. In this case, we think the Outback has gotten the better end of the deal; here, the thick eye-browed wheel arches, wide-eyed headlamps, and general musculature, make a lot more sense. Adding to this wagon-ized Legacy's bodywork are such bush-whacking filigree as a toothy lower front valance, side rocker cladding, and a standard roof rack featuring pivoting cross bars which either link the side rails or fold back to reduce wind resistance and aero-noise. Underneath, ground clearance has risen to a lofty 8.7-inches.

Inside, there's a traditional but handsome four-gauge instrument panel that includes a multi-display dash-center screen (that's optionally upgradable to a nav system with back-up camera). What you won't see, though, is a center handbrake. That function is now electrically-engaged by a push-on, pull-off switch located below-left of the new three-spoke steering wheel (consequently, you can now hill-hold indefinitely). Less noticeable is the seats' reshaping (presumably accept more rotund American back- and bottom-sides). Three trim packages (base, Premium, and Limited) will be offered for both the 2.5i and 3.6R-engined Outbacks.

Except for the Legacy GT's turbo-engine variant, the Outback shares much mechanically with its more asphalt-oriented sibling. As indicated above, two engines are available, a revised 2.5-liter, normally-aspirated flat four (including Subaru's i-Active valve lift system which fattens the engine's torque curve), offering 170 horsepower at 5600 rpm and 170 lb-ft of twist at 4000 rpm. This is available with either a new 6-speed manual transmission together with a viscous locking center differential, or a really, really all-new CVT companioned with an electronic continuously variable transfer clutch. A chain-type system, this CVT is impressively compact, and notably, the world's first longitudinal, awd CVT application. And for folks bewildered by its infinite gear-ratio options, a pair of steering wheel paddles afford a sort of a six-step program for recovering descreet-ratio addicts (each toggle beckoning a new synthetic ratio).

The new regular-grade gas-swilling 3.6-liter flat six (which debuted in the Tribeca) replaces the previous gas-picky, premium-grade-demanding 3.0-liter, while offering 16 extra horsepower and 32 additional lb-ft of torque in the bargain. Only one transmission is available here, a five-speed auto which is coupled to Subaru's VTD (Variable Torque Distribution) AWD system (wherein a center diff interacts with a continuously-variable hydraulic transfer clutch). No matter the engine (or transmission or awd system), all Outbacks now enjoy 18.5-gallon fuel tanks, a useful bump from the previous edition's 16.9 gallons. Mpg numbers are expected to be 19/27 for the manual-transmission 2.5i, 21/27 for its CVT version, and 17/23 for the 3.6R.

Securing either the 2.5-liter or 3.6-liter engines are new, widely-spaced mounts which greatly subdue the transfer of vibration. Moreover, these mounts themselves are joined by a new third mount located beneath the engine's nose. And this, in turn, was made possible by a new, full-perimeter front subframe which helps to both locate the wider-track MacPherson strut front suspension and better manage the powertrain's motion in a frontal crash. The Outback's outback is now supported by a double A-arm rear suspension, replacing the previous multi-link assembly, and all models now enjoy stability control, ABS and electronic brake-force distribution. And amusingly, every Outback variant is now shod with taller sidewall tires to improve ride quality-Subaru's tradition of counter-chic design is reassuringly alive and well.