The 25.4mm front bar offers up to 35 percent extra stiffness over the OEM bar, while the 24mm bar allows for up to 126 percent more stiffness than the original.
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In order to take full advantage of these suspension component’s potential ability, we employed Sway-A-Way’s front and rear say bars and endlinks. This allows the rear end to rotate with greater effectiveness. A small increase in diameter makes a considerable difference in torsional rigidity. The larger adjustable anti-sway bars reduce the load difference between the inside and outside wheels through increased stiffness over OE bars.
The Bilstein B16 adjustable dampers delivered stiffer spring rates and full control of both compression and rebound characteristics, however, the car still sat on stock sway bars which allowed for excessive lean and slow weight transfers in corners.
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The larger contact patch on sticky tires let the car carry more speed through corners, calling for improved suspension components. In part 2 of the VAB STI Test and Tune series, we equipped the car with a set of Gram Lights 57CR 18×9.5-inch wheels, wrapped in 265/35R18 Nitto NT05 tires. The race-spec Antigravity RS-20 Lithium-Ion battery weighs in at only 10 pounds, cranks out 1,000 amps of starting power and features an automatic low-voltage cut-off that limits discharge. Escalating power levels much higher would lead to questionable reliability of the EJ257’s internals in factory form, so priorities shift to further enhancing the car’s handling and looks. With a Stage 2 South Bend clutch taking place of the factory hardware, Al decided the powertrain has been through enough. The broad torque band made the car much more enjoyable to drive around, but also pushed past the limits of the stock clutch. At the end of our last Test and Tune, the car reached 369whp at 5,000 RPM and 430 lb-ft of torque at 4,250 RPM. In our most recent Test and Tune for the 2017 Subaru WRX STI, we equipped the car with a new intercooler, intake, unequal length header, turbo inlet hose, and blow off valve, among other components. Text by Cameron Parsons // Photos by Joe Singleton It’s time to tie up the project with style and handling upgrades to match the power and keep it as his fun yet still somewhat practical street car. With the car currently sitting at 369whp and 430 lb-ft of torque, Al decided it’s time to throw in the towel. Since its introduction to the D’Garage, we’ve tested 13 exhaust systems, upgraded the intake and intercooler, added flex-fuel capabilities, and opened the gates for more fuel flow, among numerous other mods.
When he acquired his latest daily driver, a 2017 Subaru WRX STI, he knew early on that he’d have to tread carefully when starting this project.
Coming from a background of drag racing his turbo Supra and daily driving large displacement monsters like the C6 Corvette and Dodge Viper, Al Rhee knows the horsepower addiction all too well. Once you start, it only gets harder to stop. M ost enthusiasts can relate to the drug that is modifying cars.
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