Subaru WRX STI Type RA: In-Depth Review

Subaru’s WRX STI Type RA is a limited-run, high-performance variant that revives a storied nameplate in the brand’s lineup. This in-depth article explores the latest Type RA – its heritage, engineering, performance, rivals, special features, and what it’s like to own. We’ll see how the modern Type RA bridges Subaru’s rally-bred past with contemporary performance demands.

Historical Context: Evolution of the Type RA

The Type RA designation carries significant weight in Subaru’s history. “RA” stands for “Record Attempt,” a moniker first used in 1989 after Subaru set a world endurance record with its Legacy sedan​. Following that record run, Subaru began offering RA versions of its cars to commemorate and facilitate motorsport achievements. Early on, the RA badge was applied to the first-generation Impreza WRX in the early 1990s as stripped-down, competition-focused models. For example, the 1993-94 Impreza WRX STI Type RA was a bare-bones rally homologation special – it had no sound deadening, no radio or air conditioning, and featured an electronically controlled Driver Controlled Center Differential (DCCD) to optimize traction​. These early RAs were lighter and more spartan than standard WRX STIs, built as a foundation for racing teams to upgrade with performance parts.

As Subaru evolved its performance lineup, the RA name continued to denote the most hardcore variants. In the late 1990s, limited runs like the WRX STI Type RA Version V Limited celebrated rally championships, adding back some comforts (like a radio and A/C) in special editions​. By the 2000s, Subaru shifted toward the “Spec C” nomenclature for its lightweight models, effectively replacing the RA. The WRX STI Spec C introduced around 2001 was even lighter than the old RA (using thinner glass and lighter body panels)​. Yet Subaru wasn’t done with the RA name entirely – it resurfaced in hybrid form on a few extreme Japan-only models. Notably, the 2005 WRX STI Spec C Type RA (350 units) gained a carbon-fiber wing and lip, special BBS wheels, and an exclusive engine tune, further sharpening the Spec C for track use​. Then in 2007, Subaru produced the WRX STI Spec C Type RA-R, a 300-unit run that pushed the envelope with a blueprinted 2.0L engine making 320 PS (316 hp) and upgraded brakes and suspension. In fact, the “RA-R” stood for “Radical”, underscoring its extreme nature​. With a larger twin-scroll turbo (borrowed from the S203/S204 specials) and six-piston Brembo front calipers, the 2007 RA-R was one of the most potent STIs to date​.

After the RA-R, the Type RA label went on hiatus for a decade. It finally returned in 2017 as Subaru eyed new records. A specially-prepared time-attack car called the WRX STI Type RA NBR Special blitzed the Nürburgring Nordschleife in just 6:57.5 – at the time, a record lap for a four-door sedan​. This achievement harkened back to the RA’s “Record Attempt” ethos. To celebrate, Subaru of America announced it would resurrect the Type RA as a limited-edition production model for 2018, bringing the RA legend to the U.S. for the first time​. Thus, the 2018 Subaru WRX STI Type RA was born – a modern interpretation of the RA philosophy, blending weight reduction and track-focused enhancements with the comforts expected in a road car.

Technical Specifications: Engine, Drivetrain and Chassis

Under the hood, the latest WRX STI Type RA stays true to Subaru’s performance roots. It uses the venerable 2.5-liter turbocharged EJ25 flat-four engine, tuned for a bit more punch and responsiveness. Thanks to an exclusive engine control calibration, a cold-air intake, and a high-flow exhaust, the Type RA produces 310 horsepower, a modest bump of 5 hp over the standard STI​. Torque remains 290 lb-ft, but Subaru engineers claim it arrives earlier in the rev range for improved mid-range pull​. Internally, the RA’s engine received strengthened internals such as reinforced pistons and sodium-filled exhaust valves to enhance durability under high stress​. These tweaks weren’t about huge power gains, but rather improving engine response and track reliability, in line with the RA’s mission​.

Power is sent through a close-ratio 6-speed manual transmission. Subaru fitted an STI short-throw shifter and, crucially, revised 3rd gear gearing in the Type RA​. The third gear ratio is shorter (numerically higher) than in a regular STI, which means the engine revs up more quickly in that gear for stronger acceleration out of corners​. This change sacrifices a bit of top-speed in each gear for better punch on track. In fact, testers found the new gearing so aggressive that the RA reaches redline sooner and even requires an extra upshift on the quarter-mile run, as we’ll discuss later​. The drivetrain retains Subaru’s hallmark Symmetrical All-Wheel Drive with front and rear limited-slip differentials (a helical LSD in front and Torsen LSD in the rear)​. However, the Driver Controlled Center Differential (DCCD) was upgraded – whereas older STI models used a mix of mechanical and electronic center diff control, the 2018 RA (and all 2018 STIs) moved to a fully electronic center differential for faster and smoother torque transfer between axles​. This advanced DCCD, combined with Multi-Mode Vehicle Dynamics Control and Active Torque Vectoring, helps maximize grip and stability by shuffling power where needed when cornering or on slick surfaces​. The net result is an AWD system adept at keeping the car balanced and accelerating hard out of bends.

Chassis enhancements are a cornerstone of the Type RA’s technical package. Subaru installed exclusive Bilstein dampers at all four corners, marking the first use of Bilstein shocks on a Subaru production model​. These struts, paired with revised STI springs, sharpen the handling and response. The suspension tuning in the RA is firmer and more track-oriented than a standard STI, aimed at reducing body roll and improving cornering grip. To further bolster rigidity and high-speed stability, an STI front underspoiler (lip splitter) was added to the front fascia​. This not only helps with downforce but also complements the aerodynamic balance with the large rear wing. Braking is another area of upgrade: the Type RA carries the new Brembo brake system that Subaru introduced on 2018 STIs, featuring stronger monoblock 6-piston front calipers and 2-piston rear calipers (painted silver on the RA) plus larger cross-drilled rotors at all corners​. The pads have a greater surface area for better bite, improving brake feel and fade resistance during hard use​. These Brembos, combined with sticky tires, give the RA confident stopping power appropriate for its track aspirations.

Weight reduction and aerodynamics also play a key role in the Type RA’s spec sheet. In contrast to early RA cars which stripped out creature comforts wholesale, the 2018 RA takes a more selective approach to shedding mass. The most visible weight-saving measure is the roof – a carbon-fiber roof panel replaces the standard steel roof, saving about 8 pounds up top​. This not only lightens the car but also slightly lowers the center of gravity. The RA also forgoes the spare tire, jack, and tools in the trunk (relying on a tire repair kit instead), which accounts for additional weight savings​. All told, the RA weighs on the order of 50-60 lbs less than a comparably equipped STI. (It’s quoted as 44 lbs lighter than an STI Limited trim by one source​, though versus a base model STI without a sunroof the difference might be a bit more.) In terms of aero, the RA is fitted with a prominent dry carbon-fiber rear wing mounted on aluminum pedestals. This giant wing isn’t just for show – Subaru claims it delivers functional downforce even at highway speeds, increasing stability at the rear​. Complementing the wing, the RA sports an exclusive front splitter (as noted) and a reshaped rear bumper with air outlets, all designed to smooth airflow. Rolling stock consists of lightweight 19-inch BBS forged alloy wheels in gold finish, another nod to Subaru’s rally heritage​. These wheels are not only aesthetically iconic but also reduce unsprung weight. They come wrapped in 245/35R19 Yokohama Advan Sport summer tires from the factory​, providing the contact patch needed for the RA’s heightened handling capabilities.

Despite the hardcore upgrades, the Type RA keeps most amenities intact (unlike the RAs of old). It still has a full interior, infotainment, air conditioning, etc., so it’s livable day-to-day. But as we’ll see, the focus of its specs – engine tweaks, gearing, suspension, brakes, and aero – all gear this STI for improved track performance and a purer driving experience.

Performance Metrics: Acceleration, Speed and Handling

Given its spec sheet, the WRX STI Type RA’s performance is of keen interest to enthusiasts. In terms of acceleration, Subaru’s official claim was 0–60 mph in about 5.4 seconds, which is a tenth of a second quicker than a standard STI​. In practice, achieving that time depends on driver technique; launching an AWD turbo car can be tricky. Independent tests yielded mixed results due to the RA’s shorter gearing. MotorWeek recorded 0–60 in 5.4 s in their track tests, with the quarter-mile in 13.9 seconds at 101 mph. Interestingly, these numbers were actually a bit slower than what they had measured in a 2015 STI (5.0 s 0–60)​. The likely culprit is the new gearing: the RA requires an extra shift into 5th gear by the end of the 1/4 mile, costing a few tenths​. In contrast, a standard STI could finish the run in 4th gear. So in a straight line, the RA’s advantages are subtle – you’re looking at mid-5-second 0–60 times, and mid-13s in the quarter, which is quick but not dramatically faster than the regular model. With an aggressive clutch-dump launch, some testers have seen low-5 or high-4-second 0–60 runs, but it’s not a drag strip champion. Top speed for the Type RA is in the same ballpark as the standard STI as well. With the large wing and shorter gearing, the RA is likely electronically or drag-limited to around 155–160 mph (similar to the base STI). It’s more than enough for track days or autobahn bursts, but the RA’s focus isn’t on v-max or straight-line glory.

Where the Type RA truly shines is handling and braking – essentially, overall track performance. On a road course, the RA immediately feels more focused. Reviewers noted that it’s “easy to drive fast” and that steering feel is vastly increased compared to the standard model​. The quicker 13:1 steering rack and those Bilstein dampers make turn-in razor sharp and immediate, requiring the driver to be attentive due to how eagerly the car changes direction​. Mid-corner grip is high, aided by the grippy Yokohama tires and the sophisticated AWD system deploying power where needed. There is still some inherent understeer at the limit (as is common in nose-heavy AWD cars), but it’s more neutral than a standard STI and can be balanced with throttle input​. The chassis feels “incredibly composed and tossable,” encouraging the driver to push harder​. One reviewer described the RA as a “wound-up terrier that just wants to race around” – always eager and alive​. Unlike some modern performance cars that isolate the driver, the RA is deliberately more raw: steering is very communicative, even if a bit twitchy, and the car responds immediately to every input​. This makes for an engaging, if intense, driving experience on backroads or tracks. The confidence the AWD system provides is notable – you can hammer the throttle at corner exit and the RA claws its way out with minimal drama, even if traction is marginal. It almost begs you to explore its limits, similar to how a junior Nissan GT-R might flatter a driver by sorting out messy inputs with sheer grip and clever differentials​.

The braking performance of the Type RA also impresses. The larger Brembo setup and high-performance pads mean repeated hard stops induce less fade. Although exact 60–0 mph braking distances aren’t always published, the improved hardware suggests stopping from 60 mph in roughly 100–110 feet, which is on par with sports cars. More importantly, on track the brakes inspire confidence lap after lap. Subaru’s use of cross-drilled rotors aids heat dissipation, and testers noted improved brake feel and fade resistance thanks to the upgraded pads and calipers​. In a nutshell, the RA can dive into corners later and with more stability than a standard STI, shaving precious time off a lap.

To quantify the track cred, it’s worth mentioning that dramatic Nürburgring lap from 2017. While the Type RA NBR Special that did 6:57.5 was a race-prepped machine (roll cage, slick tires, etc.), the genetic link to the production RA is evident in the aero and suspension upgrades. Subaru also took the Type RA to other circuits and events to demonstrate its prowess. The production RA might not set lap records out of the box, but it is certainly quicker around a road course than the regular STI by a noticeable margin. Its precise handling, strong grip, and robust brakes make it a formidable “track day toy” that can hold its own against more powerful rivals when the road gets twisty.

In summary, the latest WRX STI Type RA’s performance can be characterized as balanced and confidence-inspiring, with incremental improvements in acceleration and major gains in handling/braking over the standard car. It’s not built to win drag races; it’s built to carve corners and deliver a very direct, enthusiast-oriented driving experience – just as the RA heritage dictates.

Comparison with Previous Iterations and Competitors

Versus Previous Type RA Models

The 2018 WRX STI Type RA may share a name with its predecessors, but it differs greatly in execution from the original 1990s RA cars. The early Impreza STI Type RAs were essentially street-legal rally cars – very raw, minimally equipped, and rare. By contrast, the modern Type RA is a far more civil machine; it retains creature comforts and safety equipment, making it heavier but much easier to live with. Where the 1994 STI Type RA boasted about 275 hp and weighed under 2,800 lbs while sacrificing amenities​, the 2018 Type RA packs 310 hp and weighs roughly 3,400 lbs with all modern conveniences intact. The philosophy, however, has a common thread: focus on performance enhancements over the base model. Both then and now, Subaru used the RA to introduce special tuning and parts aimed at enthusiasts. For instance, the first-gen RA introduced DCCD and closer gear ratios for rallying​, and the latest RA similarly adds revised gearing, better suspension, and aero for track use.

Another big difference is production volume and market. Early RAs (and later ones like the 2005 Spec C RA and 2007 RA-R) were Japan-only and built in very limited numbers (often a few hundred units) for hardcore enthusiasts. The 2018 Type RA was offered in North America, indicating Subaru saw a larger audience of enthusiasts outside Japan. Subaru made 500 units for the U.S. and 75 for Canada – still limited, but not as ultra-exclusive as some JDM-only specials. Previous RAs were often sold out immediately to racing teams or collectors, whereas the 2018 RA, with a ~$49k price tag, had to attract buyers in a competitive market (more on the price in a moment).

It’s also interesting to compare the power levels across generations. The RA lineage never was about huge horsepower jumps – the original RA had roughly the same output as a regular STI of its time (limited by Japanese gentlemen’s agreement), and the RA-R in 2007 upped the ante to ~320 PS (316 hp) when regular STIs were ~280 hp​. The 2018 RA’s +5 hp is modest, but Subaru later introduced models like the S209 (2019) with 341 hp for the U.S. market, showing that bigger power bumps were possible in limited editions. The RA instead prioritized balance and handling. Some may lament that the new RA isn’t as “extreme” as the old ones which ditched radios and AC, but it’s a different era. Government regulations and customer expectations mean the 2018 RA still has to function as a road car. It achieves a similar spirit through modern means – carbon fiber bits, refined suspension, and technology – rather than simply stripping weight. In essence, the latest Type RA is a tribute to the heritage: it keeps the STI’s rally DNA (note the gold wheels and World Rally Blue paint option, a direct nod to the championship-winning Subarus of the 90s) while leveraging contemporary engineering to deliver a sharper, more track-focused drive. Enthusiasts who know the RA history can appreciate how Subaru carefully balanced respecting the past (honoring that Record Attempt legacy) with meeting the performance expectations of today.

Versus Key Competitors

In the late 2010s, the Subaru WRX STI Type RA entered a performance market filled with hot hatches and sport sedans vying for enthusiast dollars. Its closest rivals could be considered the likes of the Ford Focus RS, Honda Civic Type R, and Volkswagen Golf R, among others. Each takes a different approach: the Focus RS and Golf R offer all-wheel drive like the STI, while the Civic Type R is a lighter front-drive specialist. Below is a comparison of the Type RA and two key competitors on some major specifications:

Table: The WRX STI Type RA versus two key competitors in 2018 (Focus RS and Civic Type R).

In this field, the Type RA holds its own but is not the outright quickest on paper. The Focus RS, for example, significantly outguns it in raw output (350 hp) and accelerates faster to 60 mph. Ford’s rally-bred hatch also features tricks like a “Drift Mode” and more sophisticated rear torque vectoring, making it extremely potent (though also harsher on the street). The Civic Type R, on the other hand, is a front-wheel-drive rival that leverages light weight and superb chassis tuning. Despite having similar power to the RA, the Civic’s lighter weight (by ~300 lbs) and brilliant front differential let it sprint 0–60 in roughly 5.0 seconds​ and rip around tracks with remarkable agility for FWD. It even boasts a higher top speed (~169 mph)​ thanks to low drag and no AWD losses. However, numbers don’t tell the whole story. The Subaru’s advantages lie in its rally-tested AWD grip and durability. Unlike the Focus RS (which had some reliability issues and a very limited production run) or the Civic (FWD traction can’t match AWD launches on slick surfaces), the STI Type RA delivers consistent performance in all conditions. On a wet or gravelly road, the RA would leave the Civic struggling for traction. And while the Focus RS is a closer match with AWD, the Subaru’s long motorsport pedigree gives it a different kind of feel – the RA is analog and communicative where the Focus can feel a bit more computer-managed.

Another point of comparison is refinement and usability. Cars like the Volkswagen Golf R and Audi S3 were also competitors in the price bracket (the RA’s ~$50k price encroached on entry-level luxury sport compacts). Those German offerings provide far more luxurious interiors, dual-clutch transmissions, and everyday comfort, at the expense of the razor-edge feel the RA provides. The Type RA is intentionally more raw and engaging, which some drivers prefer and others might find tiring. Reviews noted the RA’s experience is “raucous” and in stark contrast to a polished Golf R or S3​. So in the market, the RA was something of a niche: it wasn’t the fastest or the most premium, but it offered a unique formula of rally heritage, mechanical feel, and exclusivity.

When measuring track performance, the Type RA could hold its head high. Its lap times would be very competitive with the Focus RS and Civic Type R. Each of these three has recorded impressive laps at various circuits (the Civic Type R famously set a Nürburgring record for FWD, and the Focus RS won comparison tests with its grip). The RA’s Nürburgring attempt (albeit in race car form) underscores Subaru’s commitment to performance credibility for this model.

In summary, compared to its competitors, the WRX STI Type RA is not about dominating any single metric; rather, it’s about delivering a well-rounded, enthusiast-focused drive with a heritage twist. It may give up some horsepower to the Ford or some refinement to the VW, but it offers a combination of AWD dynamics, rarity, and motorsport vibe that is uniquely Subaru. Buyers drawn to the Type RA likely cross-shopped it against these rivals and decided that the feeling it delivers – the sharp steering, the rumble of the flat-four, the confidence on any road – was worth choosing the Subaru despite the spec sheet comparisons.

Special Features and Limited Edition Details

The 2018 Subaru WRX STI Type RA in Subaru’s signature World Rally Blue Pearl, showcasing its carbon-fiber roof (unpainted center section), front underspoiler, and gold 19-inch BBS forged wheels. Cherry Blossom Red accents on the grille and lip spoiler are exclusive to the Type RA.

Being a limited edition, the WRX STI Type RA comes with a number of unique design elements and features that set it apart from a standard STI. Visually, it’s aggressive and purpose-built. At the front, an exclusive Cherry Blossom Red stripe outlines the mesh grille, a subtle nod to Subaru’s STI cherry-red performance color​. A bespoke STI front splitter (underspoiler) extends from beneath the bumper, not only improving aerodynamics but also giving the RA a meaner stance​. The rear bumper is a unique design for the RA, featuring air outlet vents and a matching Cherry Blossom Red pinstripe along the lower edge​. Perhaps the most eye-catching features are the dry carbon-fiber pieces: the entire roof panel is carbon fiber (visible as a carbon weave on the Blue cars) and the huge rear wing is also carbon fiber​. These not only reduce weight, as discussed, but signal that the RA is something special – a page from the playbook of exotic supercars and racing machines. The wheels are 19-inch BBS alloys in a gold finish, a tribute to the gold wheels worn by Subaru’s rally cars and a signature STI look​. Behind them peek the Brembo calipers in silver (instead of the usual STI neon yellow), another subtle differentiator​. The front fender now bears a black STI badge and the door mirrors and shark-fin antenna are painted black, further highlighting the contrast with the body color​.

From the rear view, the Type RA leaves no doubt about its identity. The trunk wears a special “WRX STI Type RA” badge on the right side, marking it as one of the rare 500. The carbon wing towers above, with STI logos on the endplates and an adjustable design should an owner want to tweak the downforce. The quad exhaust outlets and aggressive diffuser carry over from the standard STI, but with the red-accented bumper garnish the RA looks a bit more race-inspired from behind. Only three exterior colors were offered – WR Blue Pearl, Crystal Black Silica, and Crystal White Pearl. Subaru reported that about 49% of U.S. buyers chose the classic WR Blue, 19% went for black, and the remainder in white​. No matter the color, all Type RAs got the gold wheels and red accents, ensuring every one of these cars is immediately recognizable to those in the know.

Inside, the Type RA receives a handful of exclusive touches as well. The most notable are the Recaro front bucket seats, which were optional on the regular STI but come standard on the RA. These seats have black upholstery with red bolsters and stitching, plus an embossed STI logo on the headrest​. They strike a good balance: supportive enough for track days yet still comfortable enough for street use​. The steering wheel is wrapped in Ultrasuede (Alcantara) with red stitching and has a red sightline stripe at 12 o’clock – a sporty touch for the driver​. The typical STI red accents on the gauge cluster and trim continue here as well. In the center console, each Type RA has a numbered plaque just ahead of the shifter, indicating its build number out of 500​. This little aluminum plate underscores the exclusivity; no two owners have the same number, and owning 1 of 500 is part of the appeal. Other small details include a red STI engine start/stop button, RA-specific door sill plates, and of course the RA logo in the multi-function display on startup.

Despite the weight-shaving mission, Subaru chose not to delete the infotainment or automatic climate control. The RA comes with the same 7.0-inch Starlink touchscreen infotainment system as other STIs, including smartphone integration and apps​. This is a notable departure from the original 90s Type RA (which had no radio at all). Subaru knew modern buyers would appreciate that this “track car” still has navigation, Bluetooth, and even a decent audio system for the commute home from the track. As a result, daily chores like grocery runs or road trips are entirely feasible in a Type RA – you won’t suffer from the bare-bones feeling of a true race car for the street. The dual-zone climate, power windows/locks, and other amenities remain in place, making the RA a limited edition that doesn’t punish its owner in everyday use.

Of course, the production run was limited. Subaru built just 500 examples for the U.S. (plus 75 for Canada), each carrying an MSRP of $48,995 (before destination charges)​. This was roughly $12,500 more than a base WRX STI that year – a hefty premium for the special features. In fact, that price delta was a point of contention (we’ll discuss in the conclusion). Nevertheless, the Type RA included essentially all the options (Recaro seats, short shifter, etc.) in that price. Buyers lucky enough to snag one got a truly turn-key special – no additional packages to add, just choose a color and enjoy the exclusivity. Each car is a numbered limited-edition with unique cosmetic and performance upgrades that won’t be found on the mass-market STIs.

In summary, the special features of the WRX STI Type RA encompass bespoke aerodynamic components, lightweight materials, cosmetic flourishes, and premium interior appointments. It’s a car that wears its motorsport inspiration on its sleeve (or rather, its carbon roof and wing), yet still provides the tech and comfort features that modern drivers expect. This careful blend makes the RA stand out even in a parking lot full of other STIs – it’s the one with the big wing, carbon roof, and that certain aura that tells you it’s a bit more special.

Rear view of the WRX STI Type RA. The carbon fiber pedestal wing and Cherry Blossom Red rear accents are unique to this model. “STI Type RA” badging on the trunk lid and the lightweight 19-inch wheels complete the exclusive exterior touches.

Ownership Insights: Driving Experience, Reliability, and Value

Driving the WRX STI Type RA is an experience that largely delivers on the promises made by its spec sheet and styling. Owners report that the car feels noticeably tighter and more responsive than a standard STI on the road. The Bilstein suspension and reduced mass make the RA eager to turn in and very stable at speed. However, there are trade-offs. The ride is stiff and firm, even more so than the already-stiff STI – Subaru didn’t soften this car at all for comfort. On smooth pavement or a racetrack, it feels fantastic, but on rough city streets or highways with expansion joints, the RA can be jittery and transmit a lot of bumps to the cabin. This is something an owner quickly gets used to as “part of the deal” for driving a car with sporting intentions, but casual drivers might find it too harsh for daily commuting. The steering is very quick which is great on backroads, but it also means on highways the car reacts immediately to small inputs, requiring the driver to remain attentive to keep it tracking straight. The overall driving experience is raw, connected, and engaging – exactly what enthusiasts tend to want, though it may be overkill for someone who just wants a fast car for routine use.

One aspect that comes up in owner discussions is the clutch and transmission feel. The STI has always had a heavy clutch, and in the RA it remains quite stiff and has a high engagement point, which can be tricky in stop-and-go traffic​. Expect a bit of left-leg workout if you commute in congestion regularly. Shifts with the short-throw shifter are crisp, but also notchier than the longer throw of a base STI. It rewards deliberate, confident shifting; hurried or sloppy shifts can result in a crunch, especially 1st to 2nd when cold. This isn’t a refinement issue so much as a characteristic of a performance gearbox. On the flip side, the gearing is excellent for spirited driving – owners love how 3rd gear now pulls harder, and the car always seems to be in the meat of its powerband. The EJ25 engine, with its slight tweaks, feels a bit more eager to rev. There’s still turbo lag below ~3000 RPM (it’s an older single-scroll turbo design), but once boost hits, the RA surges forward with that classic boxer rumble. The intake and exhaust changes give it a somewhat louder, throatier sound than a stock STI, but it’s not obnoxious by any means. Long trips at highway cruise are manageable; the engine turns just under 3k RPM at 70–75 mph in 6th, and there’s minimal droning. Wind noise might be slightly more noticeable due to the carbon roof (less sound insulation) and that big wing, but again it’s part of the character.

In terms of reliability, the Type RA benefits from Subaru’s tried-and-true components, but also inherits some of their quirks. The EJ257 engine has been around for years and is generally robust in stock form. Subaru’s decision to include stronger pistons in the RA was likely aimed at ensuring longevity under track abuse (where sustained high RPM and heat can strain the engine)​. Regular maintenance – oil changes, proper warm-up and cool-down, etc. – is key, as with any turbo performance car. Some owners point out that the EJ25 has a known “ringland” weakness if one tries to significantly raise boost or power with aftermarket tuning. In stock tune at 310 hp, this shouldn’t be an issue, and Subaru likely chose a conservative output to maintain reliability headroom. The drivetrain (gearbox, differentials) is quite stout; many STI owners run much more power through the same transmission without failure. So as long as the RA is not abused with reckless modifications or neglected, it should prove reliable for everyday use and track days alike. It is worth noting that the RA’s trick bits (like the DCCD, Bilstein struts, etc.) are unique, but they are not known to have any particular reliability concerns – if anything, the fully electronic DCCD has fewer moving parts than the old mechanical one. One reliability advantage of the RA’s price tag: it likely attracted mature enthusiast owners who took good care of the cars, rather than being thrashed by inexperienced drivers. Many of the 500 units have been pampered, garaged, and driven on weekends.

The aftermarket potential for the WRX STI Type RA is as strong as any STI, if not more. Subaru’s performance community is huge, and the EJ25 responds very well to modifications. In fact, as one reviewer quipped, “A Subaru tuner can squeeze 30 more horsepower out of this engine while standing under his shady tree” – indicating that modest mods can easily unlock more power. Basic tweaks like an ECU tune, downpipe, or upgraded intercooler can take the RA well beyond 350 hp without much drama, given the robust nature of the drivetrain. That said, many RA owners face a conundrum: mod it for more performance, or keep it stock for collectability? Because the car is a numbered limited edition, modifications could affect its value or rarity. Some owners choose reversible mods (like wheels, exhaust) and keep all the original parts. Others keep the car bone stock to preserve its factory condition. There is also the fact that the RA already has upgraded parts – e.g. it already has a high-flow exhaust and intake from the factory, so some feel it’s “good enough” out of the box. Nevertheless, the sky is the limit if one wants to build on the RA platform: it’s not uncommon to see STIs with 400-500hp on built engines, and the RA’s stronger internals might give a bit more peace of mind for those chasing big power. The suspension is track-tuned already, but hardcore owners could still swap to coilovers or change alignment settings for even more grip. The aftermarket for STIs includes everything from rally equipment to stance aesthetics, so RA owners have plenty of choices. Importantly, the RA’s unique items (carbon roof, wing, etc.) mean there’s little need for cosmetic mods – it already looks like a special build.

When it comes to resale value and collectibility, the WRX STI Type RA is positioned to do well. Only 500 made (plus the Canadian units) means it’s much rarer than a normal STI. Early on, some critics wondered if the high price would hurt its resale, given the performance per dollar wasn’t a huge leap. Indeed, the RA was about $13k more expensive than a regular STI, but only 5 extra horsepower and 44 lbs lighter – by the numbers, a tough sell​. However, as a future collectible, the RA has intangible value: exclusivity, heritage, and the fact that Subaru is no longer making cars like this (the STI itself was discontinued in 2021 for the U.S. market). Enthusiast publications pegged the STI Type RA as a likely collector car early on​. Now a few years later, we see that low-mileage Type RAs often command strong prices on the used market. They haven’t depreciated like normal STIs. Many owners hold onto them as weekend cars, meaning there are examples out there with very low miles, which trade in the high $30k to low $40k range as of 2025 – impressively high value retention for a 2018 Japanese sport compact. For context, a standard 2018 STI might be worth half its sticker by now, whereas the RA is doing noticeably better. Of course, market conditions vary and extreme mileage or modifications can change the equation. But generally, the Type RA’s rarity and special status give it a boost in resale value. Subaru’s own decision to only do 500 virtually guaranteed that – there are far more than 500 Subaru dealerships in the U.S., so not even every dealer could get one to sell​. That initial scarcity created buzz and desirability that persists.

Owners frequently express a lot of pride in ownership with the Type RA. It’s the kind of car that draws thumbs-up from Subaru fans and starts conversations at car meets. Many appreciate that Subaru brought such a car to the U.S. (where previously we missed out on things like the Spec C and S-series STIs). Driving it feels like a privilege – you know you’re one of a small number of people with this exact model. There’s also a sense of being connected to Subaru’s racing endeavors: every time you see that RA badge, you remember it stands for Record Attempt, reminding you of the Nürburgring run and the rally heritage behind it. Reliability in daily use has been generally good; owners report typical STI traits (like some minor interior rattles, high fuel consumption if driven hard – expect mid to high teens MPG in mixed spirited driving). The car requires 91+ octane fuel, as expected for a turbo performance engine. Insurance can be slightly higher than a base WRX, but since the RA isn’t a separate model in VIN (it’s essentially an options package in the eyes of the DMV/insurance), it’s often similar to insuring any STI. One thing owners must be mindful of is the carbon fiber roof – it means you can’t install a roof rack easily, and one should be careful with things like hail (as repairing a carbon roof is more specialized). It’s a small consideration, but part of owning a car with exotic materials.

In summary, owning a WRX STI Type RA is a rewarding experience for an enthusiast driver. On the road, it’s engaging and special, if a bit uncompromising in ride quality. Mechanically, it’s solid and backed by Subaru’s long experience, though like any performance car it needs proper care. The aftermarket is welcoming if you choose to personalize or boost performance, but many owners are content with its stock capabilities (or mindful of preserving it). And if one ever decides to sell, the Type RA’s limited-edition status means it will likely be met with interest from collectors or Subaru aficionados who missed their chance in 2018. In short, the Type RA isn’t just another car – it’s an investment in Subaru’s performance legacy, with all the pros and cons that entails.

Conclusion: Legacy of the Type RA and Final Impressions

The 2018 Subaru WRX STI Type RA stands as a significant milestone in Subaru’s performance lineup. It embodies a blend of old-school rally spirit and new-age engineering tweaks, resulting in a machine that is both nostalgic and contemporary. After examining every aspect of the Type RA, a clear picture emerges of its strengths and weaknesses.

Strengths: The Type RA features an array of thoughtful performance enhancements that, collectively, elevate the driving experience. Subaru went further than just decals or paint – they implemented a “surprising number of engineering changes for a 500-car run,” including engine, suspension, and aero upgrades​. These go-fast bits – the carbon-fiber roof and wing, revised gearing, Bilstein dampers, and gold BBS wheels with sticky tires – all work in harmony to make the RA feel race-ready out of the box​. On a twisty road or racetrack, the car comes alive, delivering rally-car-like performance with tremendous grip and feedback​. Another strength is its exclusivity and style: the RA looks the part of a special edition, and owners can take pride in its rarity and the heritage behind it. It’s a car that garners respect from those who know what it is. Lastly, the RA managed to improve stability and handling without completely sacrificing practicality – a testament to Subaru’s balanced approach.

Weaknesses: The flip side of the RA’s focused nature is that it asks the owner to tolerate some compromises. The most obvious is the price – at nearly $49k, it carried a hefty premium of about $12,000–$13,000 over a regular STI. For that money, the tangible gains (5 extra hp and a small weight reduction of roughly 44 lbs) seemed modest​. This led some to criticize the value proposition; you’re paying a lot more for incremental performance, much of which could theoretically be matched by aftermarket mods on a standard STI. Additionally, despite all the tinkering, the RA is still held back by the fundamental limits of the decade-old platform – it’s fast, but not dramatically faster than its peers in a straight line. Performance gains were somewhat nebulous in daily driving, only showing their worth when pushing the car hard​. Another weakness is the stiff ride and general lack of civility compared to similarly priced cars​. The RA is noisy, firm, and demands driver attention – fine for an enthusiast, but tiring for a casual user. In an era when $50k could buy a more refined German hot sedan or a muscle car with a burly V8, the RA’s singular focus was a double-edged sword.

Significance: Within Subaru’s lineup, the WRX STI Type RA holds a special place. It harks back to the company’s rally dominance in the 90s and the spirit of constant improvement that Subaru Tecnica International (STI) is known for. In a sense, the Type RA (along with the later S209) is a swan song for the EJ25-powered STI era – since Subaru has paused STI development (there is no EJ-powered STI in the new WRX generation), these limited editions cap off the legacy of the gasoline STI with a bang. The Type RA demonstrated that Subaru was willing to cater to the purists and create a “standout in a long line of special Subarus,” even as the market shifted towards crossovers​. It’s a nod that the brand hasn’t forgotten its performance enthusiasts. The RA also laid groundwork – some of its improvements (like the stronger engine internals and aero ideas) were later seen in the more extreme STI S209, and its success showed there is demand for high-end Subaru performance models in America.

Driving the Type RA and living with it confirms that it is greater than the sum of its parts. It may not dominate any single category, but as a complete package it offers a distinct and thrilling experience. In the hands of a skilled driver on a winding road, the RA can punch well above its weight, delivering genuine sports car pace with four-door practicality. It connects the driver to the road (and to Subaru’s rallying past) in a way few modern cars do. Yes, there are faster, newer machines out there, but the Type RA’s character – that mix of Japanese turbo spirit, mechanical grip, and raw edged feedback – is something increasingly rare in the automotive world.

In closing, the Subaru WRX STI Type RA is a fitting tribute to what the STI brand stands for. Its strengths lie in its cohesive performance upgrades, exclusivity, and the unfiltered joy it brings to enthusiastic driving. Its weaknesses are largely the flip side of that coin: cost and comfort. For the true believers and collectors, the RA’s significance and limited production make it a gem; for the average buyer, it might seem like an oddity. But there’s no denying that the Type RA made its mark. It ensured that the VA-generation STI had a send-off model worthy of the rally heritage, and it gave Subaru fans something to celebrate and covet. In an age of rapidly changing automotive technology, the STI Type RA is somewhat old-school – and that’s exactly what makes it special. It will be remembered as a car that wasn’t about lap time glory or sales numbers, but about bringing a legend’s spirit to life one more time on public roads. And for that, the Type RA has firmly secured its place in Subaru’s performance lore.

John Buchanan