In the UK, Subaru gained its reputation through the World Rally Championship–bred Impreza WRX, driven by the late Colin McRae, the late Richard Burns, and later Petter Solberg. Constructors’ and drivers’ titles flowed throughout the mid-1990s and early 2000s.

Naturally, the public wanted some red meat, and alongside branded clothing and accessories, Subaru developed road-going versions for public consumption. Thus, legends were born and reputations were made.

Now, the legend has been remade and renamed. Subaru has dropped the “Impreza” naming convention and opted for simplicity. Meet the WRX STi.

The WRX STi sits low, wears an aggressive wide-body design, and features a large, charismatic rear wing. The electric-blue paint finish and black 19-inch alloys give it a rippling, muscular stance.

Without these adornments, the WRX would look like a skinny, buck-toothed librarian with a fringe spilling over thick-rimmed glasses.

The interior is lifted straight from the Levorg, so you get decent build quality, generous equipment, and supportive, comfortable leather/Alcantara sports seats. It’s all good in here so far.

Underneath the drama is a 2.5-litre twin-turbo flat-four engine producing 295 bhp and 410 Nm of torque. 0–62 mph? The snappy six-speed manual helps you achieve your traffic-light ambitions in just 5.2 seconds.

Subaru has worked hard to improve chassis and body stiffness over the previous-generation STi. The suspension has been reworked — we could talk about thicker anti-roll bars, but let’s keep it simple and say everything’s stiffer, meaning fewer vibrations. Let’s not get too technical here.

Fire up the engine and there isn’t much drama to hear. Floor the accelerator and you’re met with instant grip, courtesy of the AWD system and those low-profile Dunlops. Suddenly, you’re propelled at pace — the Subaru responds best when kept between 3,500 and 4,500 rpm.

Below that, you’ll experience a touch of turbo lag — noticeable but not bothersome. The STi comes with a multi-mode configurable limited-slip differential that manages torque across all four wheels, so driving the WRX STi around town wasn’t frustrating at all.

I kept it in auto mode for most of my time with the WRX STi. It was raining and wet, and I didn’t want to end up ploughing through a farmer’s field in late January. But when the diff was set to its lowest setting, the WRX STi became utterly unhinged.

You also get Subaru’s Intelligent Drive with three settings — Sport, Sport Sharp, and Intelligent — the latter focusing on economy. In essence, it’s a power management switch that adjusts throttle response. Though honestly, the differences between the three are minimal.

When you drive the WRX STi, it immediately feels raw and untamed. The ride is stiff — from the suspension to the anti-roll bars. At low speeds, the WRX STi doesn’t show the temper that lurks beneath.

Pick up speed and head for a twisty B-road, and you soon realise you have a precision tool in your hands — one that devours corners with indulgent accuracy. Directional changes are sublime, the STi responding to your every command. Two really do become one.

The WRX STi does have a few drawbacks. The ride is firm, and you’ll feel it over anything but the smoothest roads. Then there’s the fuel economy — the best I managed was 27 mpg. On the motorway, I discovered that keeping it at 90 mph was actually more efficient than 70 mph. Perhaps the rear wing’s aerodynamics kick in around 80 mph, or maybe it was the super unleaded I fed it.

But cars like this aren’t about economy, boot space, or legroom. You live with the compromises. These cars are about moments — about feeling that acceleration and those lunatic cornering speeds that grip so fiercely you think the STi will never let go.

You’ll have to contend with road noise — it’s not well suppressed. In fact, it’s like sitting next to a railway station. But you know what? The stiff ride has a hint of suppleness, the economy doesn’t bother me, and the noise is something I can live with. The turbo lag didn’t hamper my enjoyment, because at heart, the WRX STi is highly strung — and it knows how to strut.

The Subaru WRX STi can be both an animal and a ballet dancer, with a split personality divided between lunatic and deranged. It’s a car loaded with computer-controlled systems that make you believe you’re driving it — not the other way around.

However, the WRX STi may have a problem. The latest Ford Focus RS is a 350 bhp hot hatch that outguns the WRX STi in power and everyday practicality — and it’s not much more expensive.

But the Ford has its own problem. Too many in the UK motoring press will never knowingly displease Ford, for fear of losing access to their press launches or annual ski trips to France.

So, it’s up to you: do you believe the paid-for media reviews of the Focus RS, or do you trust your instincts and go with the Subaru WRX STi?

We’d go for the STi.