We all love a bargain. Need proof? Consider the proliferation of “outlet malls” over the last 10 years. The savings at these temples to retail therapy are debatable, but shoppers feel great about the perceived value. Personally, I question the need for 300 Oneida silverware shops around the country but I’m now veering off topic.

NWCN

If you’re secure enough to live without a fancy designer badge, consider the Impreza WRX STI.

High-performance sedans can not be purchased at a discount factory direct store but heck, who doesn’t wish they could get one off the bargain rack? Well, it appears Subaru is in the dream fulfillment business.

If you’re secure enough to live without a fancy designer badge, consider the Impreza WRX STI.  It’s turbocharged, has all-wheel drive and starts at 34 grand. That’s discount pricing considering the STI's abilities. Its only real value competition is the Mitsubishi Lancer Evolution.

So what’s the catch here? Primarily style. Inside and out, the Impreza is not exactly fashion forward. Certainly no one will make the mistake that the STI is the standard grocery-getter model. A giant rear wing alone makes sure of that. The functional hood scoop is another sure sign. Those who are in-the-know respect this not-so-subtle dynamo. It’s like shopping Prime Outlets but walking around carrying a Calvin Klein bag.

That hood scoop gulps the air needed to feed the intercooled turbo 4-cylinder that pumps out 293 horsepower and 235 lb-ft of torque (if you use 93 octane fuel). I like the honesty of the engine bay. No expansive plastic shroud here, just the un-apologetic confidence of premium gasoline drinking hardware. I’m seeing 19 mpg, by the way.

Certainly there’s adequate power for a small light car. Most certainly. There are different performance grades of the WRX available. With the STI being the fastest, it sprints from 0-60 in 5 seconds. Need more speed? Start shopping the BMW and Audi stores at the designer mall.

The only tranny is a great feeling six-speed manual. Not quite as short shift slick as Mazda MX-5 Miata, the WRX makes up for that by holding more people. For those intense track runs, a dash-mounted intercooler spray button cools things down.

Serious drivers can adjust the amount of power flowing to the front and rear axels with the console-mounted Driver Controlled Center Differential. DCCD is only found in STI models and offers both manual and automatic modes.

For techno geeks, this system uses an electronically managed multiplate transfer clutch and a Torsen mechanical limited-slip differential in conjunction with a planetary gear-type center differential to control power distribution between the front and rear wheels.

Still with me? DCCD normally splits power 41 percent front and 59 percent rear. Sensors monitor wheel slippage, steering angle, throttle position and braking to direct torque to the wheels with optimum traction. That’s a lot to ponder. Time for a break at the food court.

While chowing down a Panda Express combo meal, realize this Subie snacks on asphalt. The steering is very direct, the cornering as tenacious as shoppers fighting over a half-price Tickle Me Elmo Extreme before Christmas. The connected nature of the steering requires attention on long straight-aways.

A sophisticated 4-wheel independent aluminum-alloy suspension gets XX-inch wheels and competition tires. Four-wheel disc ventilated Brembo brakes will stop the STI almost violently should you spot a true bargain on your journey.

This bargain performance has its price. There’s lots of cabin noise. Those considering this super Subaru for a daily driver will find the ride stiff and harsh. How bad is it? I have the choice of my personal car or the loaner STI for a round trip I-5 excursion from Seattle to Portland. I’m putting the miles on my own ride. If this was a back road jaunt with twists and turns, it would be a different decision all together.  

In piloting the car for the first few days, there’s an uneasy feeling of being tailgated by a tractor/trailer rig late for his drop at Shoe Pavilion. That would be the huge wing looming predominantly in the rear view mirror. It’s so large, constant vibration is unavoidable. Subaru is aware of this. There’s a sentence in the owner’s manual stating it’s perfectly normal.  

In the cabin, there’s some unique trim. The upgraded gauge cluster, complete with DCCD readout has a terrific sweeping startup sequence. Need a hug? The deeply bolstered and STI-badged seats with grippy blue Alcantara fabric inserts are willing and able. The leather-wrapped steering wheel with red stitching tilts but does not telescope.

As I stated earlier, this is a functional interior, not an overly stylish one. At least there’s automatic climate control. An iPod jack allows the target buyer to play their tunes though the decent sound system with in-dash changer. The performance exhaust and road noise drown out the fidelity though. Better to listen to a reconditioned Bose home surround-sound system picked up on the cheap.

Friends in back will be happier if they’re on the smaller side. Belts are provided for three, space is livable for two.

The remote key fob does not unlock the trunk. A key must be used. All WRX models will rapidly deliver five packs of toilet paper, about average for a smaller car.

To race an STI in a road rally, simply install a racing harness and roll cage and it’s set to jet. And it will jet. For those who are willing to sacrifice some comfort and style for performance, the Impreza STI WRX is a great deal.