Deathlok

There's a simple reason why the STi doesn't have a stereo:

It allows them to sell the car slightly cheaper. The car's dash is already wired for audio and the dealer can drop a stereo in there (for a price!) right away at a nice markup.

gavriil

Autoweek just tested the EVO at 5.2 basically.

http://www.acura-cl.com/forums/showt...hreadid=102571

DtEW

Do remember that our STi is the anomaly. We are the only ones to receive it with the 2.5-liter turbo. It would be reasonable to expect the 2.0-liter high-pressure turbo that everybody else gets to be considerably peakier and hence would reap much more benefit from the tight gearing offered by the 6-speed.

gavriil

Good point DtEW. I bet that's the reason. It would have been to costly to have a gear ratio set for the USA Spec car and another for the Euro Spec car. Makes sense.

gavriil

By Peter Lyon





The fastest Impreza ever developed is set to blast from rally stage to the road later this year, according to Subaru sources in Japan. Company bosses are talking about bringing a limited-edition production version of the Impreza World Rally Car to Japanese showrooms by December. It's known as the WRCar road-going project, and the body will be prepared by Subaru's Isesaki studio.

While Isesaki's work is understood to be of the highest quality, the firm has only recently switched operations from manufacturing buses to concentrate on designing special interest, low-volume production models. As strange as this might seem, Isesaki has a long association with tuned Subarus.

Most memorably, the company was responsible for the outrageous-looking red-and-black chopped-top Impreza, which was unveiled at the Tokyo Auto Salon in January. Lowered by 100mm, the car demonstrated the firm's skills in making complex structural modifications, and its engine tuning expertise. However, according to our insider, the WRCar project will be a more straightforward affair.

chef chris

Whoah!

gavriil

Just to add to the article above:

The engine is the same from the S202 Subaru car, making 320 HP. 0-62 is at 4.3 seconds. There is a 330HP version of the STi in Europe, "done" as a modification package from all Subaru dealers but it takes a whole second more to accelerate to 62 mph. Mainly due to extra weight.

fahoumh

damn, that thing is ugly

Loseit

iTrader: (1)

i think it looks awsome!!

i love wrx's...esp now that they fixed the bug-eye. This more in line with the previous generation. Hot.

cusdaddy

That wing is hideous. I thought the current STi wing took the cake on being ugly.. but this one wins by a mile

Red Nj-s

wing is disgusting. Car isnt all that attractive either. Where is chevy with the new camaro, post some news on that gavril.

bkknight369

you need a pilot's licence to drive that car right?

mattg

sweet

gavriil

very unattractive form the rear I say. Fine from the front and sides.

purplehaze

i want that BOOKSHELF!!
PH

thatguy

are they ever going to make another 2 door Impreza ??

bkknight369

what are the performance numbers btw? or are they the same as the american sti?

Esti

why even bother having a rear window? You can't see behind you.
I'm sure it's good for a Rally b/c they don't have to back out of a parking spot.


Esti

Red Rider

I like it, except the wing. Looks like it was made with Legos

gavriil

Factory Face-Off
Can WRX Tuners Top the STi?

By Josh Jacquot
Photography: Josh Jacquot, Les Bidrawn

Rising from last month's highly anticipated comparison test with the Mitsubishi Lancer Evolution in which it lost by a hair, the Subaru WRX STi is seeking redemption.

This month, the 300-hp factory hot rod takes on three WRXs tuned by three different WRX tuners.

We gathered all four cars in Southern California and put them through two days of torture.

First, we hit the chassis dyno at HKS in Gardena, Calif. Then we headed 100 miles northeast to Rosamond, home to the tight 12-turn Streets of Willow road course, where we tested the cars' handling. The next morning, after a round of Grand Slam breakfasts at the local Denny's, we convened at California Speedway, radar gun in hand, for acceleration, braking and handling tests.

Why? Because Subaru redefined the playing field in the compact performance market with the introduction of the STi. Its specs leave enthusiasts slack-jawed. Three hundred horsepower? Three hundred lb-ft of torque? Can anyone--tuner or manufacturer--match those numbers for similar green? Given a stock WRX and some extra cash, or lots of extra cash, is it possible to match or, dare we say it, better the performance of the STi? We decided to find out. For the answer, read on.

STi

The STi brings three limited-slip differentials to the table with its massive power, so putting it down shouldn't be a problem. Neither should stopping with 12.7-inch Brembo front rotors, four-piston calipers and aggressive 225/45ZR-17 Bridgestone Potenza RE070s. Its cycloptic hood scoop, massive rear wing, gold wheels and rally blue paint make it stand out, even in this company. The STi looks pissed. Pissed enough to make any conventional WRX afraid. Pissed enough to swallow an EVO in a single snort. Maybe even pissed enough to blast some very well-prepared tuner cars straight off our test track.

The Challengers

Digging up tuner cars capable of challenging the STi's rare combination of performance and price wasn't easy. The three cars taking on the STi represent significant diversity in the world of WRX tuning. All three employ very different hardware strategies for going quickly. All three also make significantly different cost compromises along the way. In other words, the results surprised us a bit.

First up, our friends at Rally Performance, a Pennsylvania-based WRX and Lancer Evolution tuner, drove their appropriately named STi Hunter all the way from the East Coast for our contest of speed. Did you catch that? That's more than 3,000-miles round trip to show us what their car could do. Impressive confidence.

The STi Hunter is actually the mildest car of the group in terms of mods and cost. Rally Performance's tuning strategy is to accomplish as much performance as possible, using a minimal number of well-developed parts. It's the only tuner car in the group to rely on a stock turbo. Still, significant improvements in exhaust plumbing efficiency have been made through the use of ScoobySport parts, but the stock under-car catalyst is retained. An STi intercooler resides in place of the stock piece. Completing the list of engine mods is a Rally Performance remapped ECU. That's it. Simple, relatively inexpensive and effective.

The suspension is upgraded with Leda coil-overs, but in keeping with the simple and effective theme, the car retains stock anti-roll bars and control arms all around. Oversize 13-inch AP rotors, six-piston calipers and Pagid pads are in place up front. Larger 225/45-17 Kumho Ecsta MX rubber over 17-inch Prodrive wheels improve grip. Ken Cole, Rally Performance proprietor, estimates the cost to duplicate the STi Hunter is a reasonable $30,000 without the Scooby Sport wing or Morette headlights. That price, naturally, includes the car.

The SPI Motorsports WRX is on the opposite end of the scale. Over the top in virtually every way, this car is as much showpiece as it is performance machine. We can only assume the tuning strategy with this WRX was simple: "If it makes it go fast or look good, then we want it." Fair enough.

SPI used an upgraded Garrett turbo from AVO in Australia, which feeds an MRT front- mount intercooler. A Cusco header, PDE up-pipe and 3-inch turbo-back exhaust improve breathing. A Link ECU controls all engine vitals.

Underneath, TEIN Flex coil-overs with the company's cockpit-adjustable Electronic Damping Force Controller are in place. Cusco anti-roll bars and MRT alloy end links complete the suspension mods. Brakes are Stoptech 12.9-inch rotors and four-piston calipers in front. Surrounding the massive stoppers are 18-inch Prodrive wheels with 225/40-18 Toyo T1S tires. SPI estimates this car's cost at a hefty $50,000 when all is said and done.

Finally, Vishnu Performance dropped in with a WRX wearing its full Stage 2 kit. Vishnu's tuning strategy centers around driveability without ignoring blinding speed or reliability--often contradicting goals, which Vishnu combines remarkably well.

Vishnu's Stage 2 WRX uses the IHI VF30 turbocharger, Vishnu intercooler and plumbing as well as a Vishnu up-pipe and turbo-back exhaust. A Vishnu remapped ECU maintains engine parameters.

Suspension upgrades include Vishnu-specified JIC coil-overs with JIC trailing arms and toe links in the rear. This Stage 2 car is fitted with Stoptech's 12.9-inch rotors and four-piston calipers up front. Seventeen-inch Rota Tarmac Rally wheels and super sticky 235/45-17 Toyo Proxes RA1 R-compound tires are responsible for this car's ridiculous grip on the road.

The Track

No test exposes the best or worst characteristics of a car's performance like a racetrack. It's here, as we push the cars to their limits, that we find nasty traits like obscene, at-the-limit oversteer, terminal understeer and poor tuning. This time, however, there were remarkably few issues.

All three tuner cars blasted around the track with remarkable levels of refinement. All posted respectable numbers and none had any terminal problems. In fact, most showed several levels of adjustability beyond stock that made them easier (and faster) to drive as lapping sessions continued throughout the day.

The question on everyone's mind was simple: Would the STi dominate the track? After all, it's not out of its element on a racetrack--huge brakes, power anytime in any gear and wearing very sticky OE rubber, it was a worthy opponent to all the tuners.

As the day unwound and the lap times began to sort themeselves out, it became apparent the STi wouldn't leave the track on top. In fact, it was second quickest--2.24 seconds behind the Vishnu Tuning WRX.

In fairness, we should point out Vishnu's car arrived at our test wearing tires that gave it a significant advantage in every handling test. When it comes to managing the thermal loads produced by such powerful and heavy all-wheel-drive hardware, any R-compound rubber offers a huge advantage over even the best street tire, and the Toyo RA1s worn by the Vishnu car are perhaps the most streetable R-compound tire available. We estimate that on the Streets of Willow these tires are worth between 2 and 3 seconds per lap--almost the exact difference in lap time between the STi and the Vishnu WRX. Even so, the STi had been topped.

Back 1.14 seconds to the STi was the SPI-tuned WRX on its more conventional Toyo T1S rubber. Outward appearances told us this over-the-top piece would be more at home on the carpet of a car show than on the tarmac of a racetrack, but this simply wasn't the case. Any car that laps this closely to an STi is serious. It earned our respect in the handling department, thanks to cockpit adjustable dampers courtesy of TEIN, which really helped its track manners. Too much rear damping?

Nothing a few simple clicks from the driver's seat won't fix.

Power delivery was its only challenge on the track (more on this later) as it was easy to get sucked into the slow arrival of its huge gush of acceleration and miss a critical braking point. That's where Stoptech's brakes delivered, consistently slowing the car time after time.

The Rally Performance WRX lapped only slightly slower than the SPI car (.95 seconds)--an impressive performance, considering the relatively benign mods this car carries.

It performed well beyond the sum of its aftermarket parts, combining consistent lap times with an easy-to-drive character that made it very likable. It wasn't radical on any front, retaining much of the stock WRX's handling balance (a tendency toward understeer) with far higher dynamic limits and superb braking--a mix that was as predictable as it was enjoyable.

Acceleration

Lap times be damned, bragging rights on the street come from one simple knuckle-dragging, dick-swinging, ego-bolstering test of power and grip. Since WRXs are as good at accelerating as they are at any other single test, we anticipated an epic showdown.

And that's exactly what we got.

How does a 12.8-second quarter mile at 110 mph sound? Last time we checked, that's not quite Porsche Turbo territory, but at this price, who's complaining? Any street car that breaks the 12-second barrier in the quarter mile is a monster. And doing it for this kind of cash outlay verges on ridiculous. Equally silly is the machine's 4.7-second 0-to-60 time. Vishnu's WRX won this testosterone match with a simple combination of usable power (lots of it) and the reliability and driveability of Subaru's stock drivetrain, including the factory clutch.

The STi was not far off, hauling through the traps only .3-seconds behind. Its trap speed, however, was 5-mph slower--a testament to the sheer power of the Vishnu WRX. More striking was the demonstration of torque and the gross strength of the STi's drivetrain as it left the line with the all four tires smoking, putting rubber to tarmac all the way through first gear. Verdict: The quarter mile vanished in 13.1 seconds at 105 mph. Sixty miles per hour arrived in 4.9 seconds.

Here's where things got interesting. The Rally Performance WRX ran the 1320 in 13.6 seconds at 101 mph and the all-powerful SPI WRX ran it in 13.8 seconds at 102 mph. Those of you who already inspected the dyno chart are screaming in disbelief. How is it possible that the SPI car could be beaten by the least powerful car in the test? The answer is twofold. First, all you dyno disciples need to look carefully at the SPI car's torque curve. See that huge lag until 4000 rpm? That matters. In fact, the lag is severe enough that it doesn't match the Rally Performance WRX's torque until 4500 rpm. Simple, you say; just launch it above 4000 rpm. Clearly, our test driver sucks. Not so fast there, bench racers, there's another factor.

The SPI car was fitted with an Exedy twin-plate clutch, which made any sort of clutch slip impossible. Launching on boost wasn't an option, so the quarter-mile times aren't representative of the car's power. The problem is further evidenced in 0-to-60 data as the STi Hunter hit the magic mark 0.5-seconds quicker than the SPI WRX (5.2 vs. 5.7 seconds). Sometimes change for the sake of change isn't a good thing. We suspect a stock clutch would shave as much as a half second from the SPI car's quarter-mile time. And since we've seen stock WRX clutches prove their durability time and again, we don't see it as too risky--even at this power level.

Quarter-Mile Acceleration

Vishnu WRX 12.8 sec. @ 110.4 mph
WRX STi 13.1 sec. @105.2 mph
STi Hunter 13.6 sec. @ 101.2 mph
SPI WRX 13.8 sec @ 102.7 mph

Zero-to-60 Acceleration

Vishnu WRX 4.7 sec
WRX STi 4.9 sec.
STI Hunter 5.2 sec.
SPI WRX 5.7 sec

Turning and Stopping

Here's where we split hairs. With the exception of the Vishnu WRX's standout performances, which are largely a product of its R-compound tires, these numbers are very, very close.

WRXs are traditionally not well suited to the slalom. Their large body, strut suspension and tall stock ride height don't often impress in this test. Most notable is the fact that the STi snaked through the cones 3-mph quicker than the last stock WRX we tested (70.7 mph vs. 67.7 mph). The Vishnu car turned a respectable 71.9-mph average through the cones, 1-mph better than the SPI WRX's speed. Back another 1.5 mph is the Rally Performance car at 69.4 mph. The only real standout performance of the group came when the Vishnu car attempted a polar reversal at the end of slalom--an edge that's likely a product of its very sticky rubber.

Around the skidpad, Vishnu's WRX again blew the curve with its sticky Toyos helping it achieve .97g--.05g better than the test average. All three remaining cars were within .01g of each other, hovering in the .90g to .91g range. The Vishnu WRX was most receptive to throttle adjustment at the limit. Both the Rally Performance and SPI cars defaulted to relentless understeer.

Braking distances were also grouped closely, ranging between 110 and 118 feet. The STi and the Vishnu WRX led the pack at 110 feet each. Rally Performance's STi Hunter was next at 116 feet while the SPI WRX stopped in 118 feet--all decent numbers as the last WRX we tested stopped in 122 feet. All four cars used ABS in conjunction with massive rotor/caliper combinations to grind to a halt. None exhibited significant fade.

200 ft. Skidpad

Vishnu WRX .97g
WRX STi .91g
SPI WRX .91g
STI Hunter .90g

700 ft. Slalom

Vishnu WRX 71.9 mph
SPI WRX 70.9 mph
WRX STi 70.7 mph
STi Hunter 69.4 mph

60-to-zero braking

WRX STi 110 ft. (tie)
Vishnu WRX 110 ft. (tie)
STi Hunter 116 ft.
SPI WRX 118 ft.


Final Thoughts

A straight-up cost/benefit analysis isn't the best way to find a winner here. It comes down to what's important to you as an enthusiast. On raw data alone, we call this test a draw between the factory-tuned hot-rod STi and the Vishnu WRX. Sure, the Vishnu car is slightly quicker in every test, and at about $33,295, which includes the cost of the car, the premium beyond the cost of a new STi isn't unreasonable.

But don't forget about Rally Performance's STi Hunter. It's a worthwhile contender that comes in below the total cash outlay of an STi--in favorable proportion to its lesser performance. The STi Hunter is probably the most realistic street car of the bunch, balancing the best fun-per-dollar ratio of any car here. It's a respectable mix of performance, durability, driveability and value.

And finally, there's the SPI WRX. If you want the most outrageous, most unique, wildest-looking machine on the road, then this is your car. It's not the fastest car in this test, but it certainly posted credible numbers. It all boils down to what you what need from your machine. If you want ultimate performance, then you must have the Vishnu WRX or, at slightly less cost, the STi. If you're a value- minded realist, maybe Rally Performance's STi Hunter is the way to go. And if you just gotta have the big dyno numbers at any expense, then go the SPI route.

-----------------------------------------------------------------------------------------------------------------------------------------------------------------------

2004 Subaru WRX STi
Estimated Price : $30,995
Engine
Engine Code : EJ25
Type : Horizontally opposed four,
turbocharged and intercooled,
aluminum block and heads
Valvetrain: DOHC, four valves per cylinder,
Subaru Active Valve Control
System (AVCS) variable
valve timing
Displacement: 2457cc
Bore x Stroke: 99.5 mm x 79.0 mm
Compression Ratio: 8.2:1
Claimed Crank Hp : 300 hp @ 6000 rpm
Claimed Crank Torque : 300 lb-ft @ 4000 rpm
Measured Wheel Horsepower: 257 hp @ 5400 rpm
Measured Wheel Torque: 266 lb-ft @ 4000 rpm
Redline: 7000 rpm
Drivetrain
Layout: Longitudinal front engine,
all-wheel drive
Transmission
Gear Ratios
1: 3.636:1
2: 2.375:1
3: 1.761:1
4: 1.346:1
5: 0.971:1
6: 0.756:1
Final drive: 3.9:1
Differentials
Front : Suretrac gearless
mechanical limited-slip
Center : Active electromagnetically
controlled limited-slip
Rear: Clutch type limited-slip
Chassis
Chassis Code : GDB
Exterior Dimensions
Curb Weight: 3,263 lb.
Overall Length: 173.8 in.
Wheelbase: 100.0 in.
Overall Width: 68.5 in.
Track F/R: 58.7 in./58.5 in.
Height: 56.3 in.
Suspension
Front: MacPherson struts
with lower L arm, anti-roll bar
Rear : Struts with two lateral links
and one trailing link, anti-roll bar
Brakes
Front: 12.7-inch vented discs,
four-piston fixed calipers
Rear : 12.3-inch solid discs,
two-piston fixed calipers
Wheels and Tires
Wheels: 17x7.5-inch forged aluminum
Tires: 225/45ZR-17 Bridgestone
Potenza RE070
Performance
0-30 mph: 1.6 sec.
0-60 mph: 4.9 sec.
30-50 mph: 1.9 sec.
50-70 mph: 2.6 sec.
Quarter Mile: 13.1 sec. @ 105 mph
Handling
Lateral Grip (200-ft skidpad): .91g
Slalom Speed (700-ft): 70.7 mph
Braking
60-0 Stopping Distance: 110 ft.
Lap Time: 1:37.72

-----------------------------------------------------------------------------------

Rally Performance WRX
Estimated Price With Mods: $30,000
Engine
Engine Code: EJ20
Type : Horizontally opposed four, turbocharged and intercooled, aluminum block and heads
Internal Modifications: None
External Modifications: Scooby Sport up-pipe, Scooby Sport downpipe, Scooby Sport muffler,
Engine Management Modifications: Rally Performance remapped ECU
Measured Wheel Horsepower: 217 hp @ 5800 rpm
Measured Wheel Torque: 219 lb-ft @ 3800 rpm
Drivetrain
Layout: Longitudinal front engine, all-wheel drive
Drivetrain Modifications: None
Suspension
Front: Leda coil-overs, stock anti-roll bar, Cusco 21mm anti-roll bar
Rear: Leda coil-overs and dampers, stock anti-roll bar
Brakes
Front: 13.0-inch AP rotors, Kent Auto Design six-piston calipers, Pagid pads, braided stainless-steel lines
Rear: Stock rotors and calipers, braided stainless-steel lines
Exterior
Wheels: 17x7.5-inch BBS Forged STi
Tires: 225/45-17 Kumho Ecsta MX
Body: Morette headlights, Cibie driving lamps, Scooby Sport rear wing (7 lbs.), Cibie driving lamps,
Performance
Acceleration
0-30 mph: 1.8 sec.
0-60 mph: 5.2 sec.
30-50 mph: 2.2 sec.
50-70 mph: 2.9 sec.
Quarter Mile: 13.6 sec. @101.2 mph
Handling
Lateral Grip (200ft skidpad): .90g
Slalom Speed (700 ft.): 69.4 mph
Braking
60-0 Stopping Distance: 116 ft.
Lap Time: 01:39.8

--------------------------------------------------------------------------------------------------

SPI WRX
Estimated Price With Mods: $50,000
Engine
Engine Code: EJ20
Type : Horizontally opposed four, turbocharged and intercooled, aluminum block and heads
Internal Modifications: None
External Modifications: MRT short ram intake, MRT front-mount intercooler, STi intercooler MRT silicon and stainless piping, HKS Super Sequential blow off valve, AVO 450 turbocharger, Cusco header, PDE up-pipe, MRT 3-inch turbo-back exhaust, Nitrous Express Intercooler sprayer, PWR radiator, GFB pulley kit
Engine Management Modifications: GReddy Profec B boost control, Link ECU, Blitz 400 LPH fuel pump, 800 cc/min injectors, Vishnu fuel rails
Measured Wheel Horsepower: 331 hp @ 6400 rpm
Measured Wheel Torque: 303 lb-ft @ 5200 rpm
Drivetrain
Layout: Longitudinal front engine, all-wheel
Drivetrain Modifications: Exedy Twin Plate clutch, Exedy flywheel, STi Group N engine and transmission mounts
Suspension
Front: TEIN Type Flex coil-overs, Tein electronic damping force controller, MRT alloy end links
Rear: TEIN Type Flex coil-overs, Tein Electronic Damping Force Controller, Cusco 22mm three-way adjustable anti-roll bar, MRT alloy end links
Brakes
Front: 12.9-inch Stoptech rotors and four-piston calipers, Axxis pads, Goodridge stainless-steel lines Pagid pads,
Rear: 10.3-inch MRT slotted rotors stock calipers, Goodridge stailess steel lines
Exterior
Wheels: 18x8-inch Prodrive PFF7
Tires: 225/40-18 Toyo T1S
Body: Kaminari Reverse Cowl CF Hood, Prodrive UK300 rear wing, STI Solid fog lights covers, STI carbon-fiber blinkers, Prodrive UK300 headlights, Sparco hood pins
Performance
Acceleration
0-30 mph: 2.2 sec.
0-60 mph: 5.7 sec.
30-50 mph: 2.3 sec.
50-70 mph: 2.3 sec.
Quarter Mile: 13.8 sec. @ 102.7 mph
Handling
Lateral Grip (200ft skidpad): .91g
Slalom Speed (700 ft.): 70.9 mph
Braking
60-0 Stopping Distance: 118 ft.
Lap Time: 01:38.9

-----------------------------------------------------------------------------------------------------


Vishnu WRX
Estimated Price With Mods: $33,295
Engine
Engine Code: EJ20
Type : Horizontally opposed four, turbocharged and intercooled, aluminum block and heads
Internal Modifications: None
External Modifications: Vishnu Stage 2: IHI VF30 turbocharger, Vishnu intercooler, Vishnu Intercooler hoses, Vishnu up-pipe, Vishnu turbo-back exhaust, Vishnu underdrive pulley
Engine Management Modifications: STi injectors, Walbro 255 LPH fuel pump, Vishnu reprogrammed ECU
Measured Wheel Horsepower: 296 hp @ 5900 rpm
Measured Wheel Torque: 268 lb-ft @ 4500 rpm
Drivetrain
Layout: drive Longitudinal front engine, all-wheel drive
Drivetrain Modifications: None
Suspension
Front: Vishnu Stage 2: Custom valved JIC coil-overs, stock anti-roll bar
Rear: Vishnu Stage 2: Custom valved JIC coil-overs, stock anti-roll bar, JIC lateral and trailing links, Whiteline 22mm three-way adjustable anti-roll bar
Brakes
Front: 12.9-inch Stoptech rotors and four-piston calipers, Stoptech braided steel lines
Rear: Stock rotors and calipers, Pagid pads, Stoptech braided steel lines
Exterior
Wheels: 17x7.5 Rota Tarmac Rally
Tires: 235/45-17 Toyo Proxes RA1
Body: Morette headlights, STi hood scoop
Performance
Acceleration
0-30 mph: 1.9 sec.
0-60 mph: 4.7 sec.
30-50 mph: 1.9 sec.
50-70 mph: 2.2 sec.
Quarter Mile: 12.8 sec. @110.4 mph
Handling
Lateral Grip (200ft skidpad): .97g
Slalom Speed (700 ft.): 71.9 mph
Braking
60-0 Stopping Distance: 110 ft.
Lap Time: 01:35.5

Type S

that is realy a nice car that finally imports to states
and so does lan evo..
but..still save up to buy either one of that...
stock as bone...is powerful enough to smoke some suckers

gavriil

Unbelievably bad torque curve from the SPI car. Totally unusable in every day driving.

mantis23

nice review, very nice review indeed.

Chaptorial

Wow another great find. Just shows how much of a beast the STi really is.

thealliance15

VISHNU BABY! THEY NO HOW TO DO THE TURBOs! FORCED INDUCTION RULES!

O-Town_TypeS

This was in Sport Compact Car right?...I remember seeing it in July or Aug issue i think.

Awesome Review

gavriil

Correct.

phil2

I cant wait to get one!!!!!!!!!!!!!!

nandowong

:wackit:

gavriil

Last week Subaru unveiled a special edition Impreza WRX STi to celebrate Petter Solberg winning the Driver?s Title in the 2003 World Rally Championship.

On sale in the spring and limited to 500 units, the ?WR1? ? as it will be called ? will feature a power upgrade to around 310bhp plus a host of technical and visual changes.

For example, the Impreza ?WR1? will feature a driver?s control centre-differential (DCCD) via a switch mounted next to the handbrake.

It means the torque distribution between front and rear wheels can be manually selected. This allows the choice, for example, between a sharper cornering turn-in or more stable straight-line running. The system defaults to ?automatic? mode whenever the ignition is restarted.

Also new for the ?WR1? are special, Prodrive-developed uprated springs and bump-stops with a 25 mm lower ride-height.

Other handling-enhancing features include 18 ins diameter P-FF7 (Prodrive Flow Forming seven-spoke) alloy wheels with Pirelli PZero tyres.

Externally, the new ?WR1? will be instantly recognisable thanks to its new Ice Blue Metallic paint plus driving lamps and a stainless steel mesh grille.

Interior changes include anthracite instead of blue suede-effect seats, a special gear knob, imaged carpet mats and a numbered tax disc holder.

Shared features with all Impreza WRX STi?s range from a six-speed gearbox to Brembo brakes and front and rear ?Suretrac? differentials.

The new Subaru Impreza STi ?WR1? will enter dealer showrooms in April costing ?29,995 on-the-road.

Source: Pistonheads

http://www.pistonheads.com/news/defa...p?storyId=7865

chungkopi

woow! much better! i like the front grill!

Python2121

nice, driving lights!

how much more $$ is this then the normal version?

Sarlacc

I WANT ONE!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!

Beltfed

Even if it came to the States (which its not), it would probably be $2k+ more than the standard STi.....just the wheels/tires alone are pricey.

I would imagine someone will be able get the grill inserts soon enough, would put them on my car.

Chaptorial

Convert 29,995 pounds to american dollars.

Makes a great car even better.

phil2

There is no way in hell that the car is going to cost 53,913.01 USD

gavriil

Cars in England are always much more expensive than in the USA. Even if we are talking about the same car.

Six Shifter

it's called VAT ... runs to about 33% if memory serves correct

'97Acura3.0CL

Unique color. Looks tyte as hell.

charliemike

VAT ranges from 14-17%