2003 Subaru Impreza WRX Sti and 2003 Dodge Neon SRT-4
A Tuner’s Delight

Susan Frissell

Subaru WRX STi

I have to admit when I spotted the ’03 Subaru Impreza WRX STi in my driveway I wasn’t smiling. "Do I have to test drive this," I thought to myself. I’m afraid I’m a little beyond the age group that this type of vehicle appeals to. When I did finally get into it (my other test vehicle had gone back), I liked it better than I thought I would. Fast? You betcha. A powerful little pocket rocket.

Where would one drive this little speed demon? Not around my part of town; not unless you wanted to be stopped by our local police. Surely the appeal is there, and tuners who want to purchase a vehicle of this type without having to add anything, the Impreza WRX STi is the car for them.

According to a Chicago Tribune Magazine article, tuning has "spawned its own subset of customs and core values." Magazines, web sites (e.g., Super Street magazine,UrbanRacer.com) and clubs have popped up out of nowhere to provide a commonality to those getting into tuning. Nothing short of JDM will do, reports the Tribune article. JDM–Japanese domestic market–is the end all, be all for tuners. Some are willing to make trips to Japan to secure Japanese steering wheels and seats.

What "tuners" have figured out–and manufacturer’s have capitalized on–is that it is a lot cheaper to buy a four-cylinder car (Impreza, Chrysler Neon, Honda Civic, etc.) and install a giant turbo to boost the horsepower. Owning a Mustang with a V8 engine, for instance, means paying a big insurance premium (upwards of $4,200 a year).

While some automotive manufacturers are viewing tuner-mania as a phase, others, like Subaru and Chrysler are taking it a lot more seriously.

In 2001, Subaru of America, Inc. collaborated with Subaru Technica International (STi) and the Subaru World Rally Team representative, Prodrive to sponsor a Subaru Rally Team USA. The entries include a SCCA Pro Rally Group N car and an Open Class car.

Introduced in 2002, Impreza WRX fits neatly into the performance sport-compact segment. In its first eight months of sales, the Impreza WRX sold over 18,000 units to whom a turbocharged All-Wheel-Drive performance vehicle appealed. A value for the money, the Impreza WRX produced a limited edition "Blaze Yellow" model. In the fall of 2002, another limited edition (1,500 units), "Sonic Yellow" was introduced and included a rear spoiler normally an option.

Subaru Impreza WRX competes with the likes of Acura RSX Type S, VW GTI VR6 and now the new SRT-4 Chrysler Neon. Impreza offers more power than RSX or VW GTI VR6 and is the only one to offer AWD allowing the Impreza WRX to function as a year-round vehicle.

Impreza WRX is powered by Subaru’s exclusive intercooled/turbocharged 2.0-liter four-cylinder engine that offers 227 horsepower. Subaru claims a 0-60 mph of 5.8 seconds. We didn’t get a chance to test this, but could feel the power in just a few miles of street driving. One gets the feel of being in a 60s muscle car when accelerating and sitting at a light. The exhaust is tuned to imply performance and power.

Standard equipment on the Impreza WRX STi includes power door locks, remote keyless entry, front seat side airbags, fold-down rear center armrest with trunk pass through on the sedan, A/C, 60/40 split fold down rear on the Sport Wagon, AM/FM/80-watt stereo/cassette/in-dash six-disc CD changer and six speakers, tilt-adjustable steering column, power windows with driver’s auto down, cruise, and 16-inch tires, and ABS.

The seats in the WRX are comfortable and offer that sport design support. The dash is simple, yet sporty. In fact, our test vehicle did not come equipped with any stereo equipment. The steering wheel is wrapped in leather and the pedals are aluminum-alloy covered with rubber grips. This we liked. It made me think of past cars and the after market goodies we would buy to dress up our rides. The black interior gets a sporty boost from the silver metallic audio and HVAC bezels. Standard transmission is a 5-speed manual, although automatic is offered for 2003, featuring a gate-style instrument panel shift.

Surprisingly, visibility out of the back and sides of the WRX was better than expected, but the back spoiler does hamper visibility behind. We found it somewhat annoying.

Dodge Neon SRT-4

Same went for spotting the SRT-4 in my driveway. I rolled my eyes, knowing I wouldn’t be driving this vehicle much either. And again, the SRT-4 turned out to be more fun than I expected, although not a vehicle this writer would be driving at her stage in life!!

Oh, come on, now, you’re saying. You’re young at heart. Maybe so. But driving these "tuner" appealing vehicles are a niche market I don’t aspire to, different than the market originally intended for the likes of a PT Cruiser or Honda Element..

Even with all the goodies that come as standard equipment on the Dodge Neon SRT-4, the price is still attractively hovering under the $20,000 mark. Our test SRT-4 in bright yellow is an attractive vehicle, spiffing up an aging Neon nicely. The Neon, although it always appealed to this writer (once I got over the demise of its predecessor the Plymouth Sundance) has been around now for some time and is need of a redo, which is coming for 2005.

In the meantime, the Neon gets handed over to Chrysler Group’s Performance Vehicle Operations team, with the popular Dodge Ram SRT-10 and Dodge Viper SRT-10 vehicles to be made into a street legal pocket-rocket. In the hopes of attracting young buyers, specifically, tuners, to the Dodge brand, Neon SRT-4 hopes to accomplish what Subie’s WRX hopes to accomplish: an affordable "new" car for tuners.

Well, they’ve succeeded, or so it would seem. With 215 horsepower ( a few more than the Subaru), the Neon is fast and furious. And if that isn’t enough, Dodge raises the bar for 2004 by adding another 15 horse to its 2.4-liter engine.

Unlike the Subaru WRX, though, Neon is only available in a 5-speed manual transmission. Standard equipment is plentiful on the Neon SRT-4 too, including dual airbags, ABS, theft-deterrent key system, rear defroster, intermittent wipers, AM/FM/Cassette/CD changer with six speakers, tilt steering column, leather-wrapped steering wheel, tach, floor mats, power windows and locks, fog lamps, spoiler, and 17-inch wheels/tires.

Subaru WRX comes equipped with side airbags, Neon doesn’t. Subaru’s fuel tank holds 15.9 gallons, Neon 12.5 gallons. Neon SRT-4’s standard tire is 17-inch, WRX 16-inch. WRX engine is a 2.0-liter, Neon SRT-4 a 2.4-liter; both turbo; both come equipped with a 5-speed manual transmission, WRX also offering an automatic. Dodge boosts a 0-60 mph in 5.9 seconds, the second fastest offered by Dodge, only to be beat by Viper at 3.9 seconds.

Driving the WRX and SRT-4 back-to-back was helpful in determining which one came out ahead in this writer’s opinion. Our vote goes to the WRX, with more comfortable seating and a better feel about it. The SRT-4 is raw power and reminiscent of cars past, particularly of the muscle variety. Shifting the SRT-4 was smoother than expected; WRX very smooth. Neon SRT-4 feels heavier and seems to eat up the pavement. While this will probably appeal to tuners, it wasn’t a plus for us. Seats in the WRX were a tad more comfortable and supportive and the cabin a little larger.