I went looking for a Subaru Impreza FAQ and found one that is kind of outdated. I'm posting it here hoping to save it from an untimely death. If this is your copyrighted material and want me to take it down, just let me know.
revision 1.11, 12th February 2000
Please email faq@sidc.co.uk with additions, corrections or queries
The master copy of this document is at http://www.sidc.co.uk/faq.html
Contents
- Introduction
- Specifications
- Common problems, symptoms and remedies
- Modifications
- Suppliers
- Security
- Insurance
- Importing Japanese Specification Cars
- What the Press think...
- Useful Contacts
- Owners Clubs
- Acronyms and other "odd" information
- Copyright Notice
1. Introduction
1.1 About the FAQ
This FAQ was constructed to assist both existing and potential owners of one of motoring's best kept secrets, the Subaru Impreza. Although primarily aimed at turbocharged models, it is hoped that much of the information will be of interest to owners of normally aspirated Imprezas.
This document was created on the 8th March 1998 by John Stewart, Steve Breen, Adam Curtin and Peter Croney with the essential assistance of the members of the SIDC and IWOC mailing lists and (in later versions) by readers of the FAQ worldwide. This is your FAQ, so please email faq@sidc.co.uk with additions, corrections or queries.
The style of this document is a bit different from conventional FAQs, which have a question-and-answer structure. Instead, we've taken things which you want to know and put in more of a referency style. This means that we can sneakily add in things which aren't "frequently asked" but which we think you ought to know anyway!
1.1.1 Revision History
| Version | Date | Updater | Comment |
|---|---|---|---|
| 1.0 | 13th March 1998 | John Stewart | |
| 1.1 | 15th March 1998 | Steve Breen | |
| 1.2 | 7th April 1998 | Pete Croney | |
| 1.3 | 2nd May 1998 | Adam Curtin | HTMLised |
| 1.4 | 5th May 1998 | Steve Breen | Additions |
| 1.5 | 7th May 1998 | John Stewart | Minor Additions |
| 1.6 | 9th May 1998 | Steve Breen | Link Amendments |
| 1.7 | 19th May 1998 | Adam Curtin | Incorporated comments from IWOC, SIDC & Prodrive; General tinkering :-) |
| 1.8 | 27th May 1998 | John Stewart | Revised WRX/STi info. Incorporated additional IWOC/SIDC comments |
| 1.9 | 14th June 1998 | Steve Breen | Minor revisions - SE section Evo 2, Outback Sport added, APS, IWOC, Admiral - chip info updated, Import contacts, |
| 1.10 | 26th January 1999 | Adam Curtin | Corrections, links & more IWOC comments Mirroring/copying conditions, 99 model, diff lock, brakes, ABS. A lot of proof-reading and spell checking, added audio section, removed prices. Other stuff too! Sorry it's taken so long. |
| 1.11 | 12th February 2000 | John Stewart | More corrections. New models (STi 6, P1, MY2000). All new Impreza facts and rumours. New after-market suppliers, both in UK Australia and the US. Sorry for an even longer delay since the last update! |
1.2 Model History
1994 & 1995
The Impreza was first introduced to the UK in 1994, initially as a five door hatchback/estate, and later as a 4 door saloon. A number of different models were available, with a choice of 1.6, 1.8 and 2.0 litre engines, and a choice of either front or four wheel drive.
1996
In the UK, the 1.6, 1.8 and front wheel drive derivatives were never great sellers, and were dropped from the range in 1996 (although many are still doing sterling service as Subaru dealers' courtesy cars!), leaving the 2.0 GL, 2.0 Sport and 2000 Turbo models. The last few examples of the '96 Turbo model received the revised brake callipers of the '97 model.
1997
Over the years, Subaru has constantly improved the cars, addressing many of the criticisms raised against the earlier cars. The most significant changes were introduced late in 1996 as part of the 1997 model year. The external changes were relatively minimal, with a new style bonnet and a more aggressive nose. The Turbo model received a revised engine with a higher compression ratio, low friction pistons, smaller turbo and revised engine management system. Power output was unchanged at 208 bhp, but maximum torque increased by 5% to 214 lb ft at a lower 4,000 rpm. The suspension was also revised and improved, with the turbo receiving a new/thicker rear anti-roll bar. Brake calipers were also revised.
For 1997, the turbo also received much improved sports seats, replacing the unattractive non-sporty seats of previous models. The seats are still not ideal though, as there is a difference of opinion amongst owners. Many owners find them somewhat lacking in lower back support, whilst others just report them as fantastic.
The ICE system was also changed from the Subaru badged Panasonic radio cassette to a badged Philips unit with removable fascia, and the heater controls changed.
1998
1998 saw a major overhaul of the interior, with the introduction of a new dashboard, taken from the Forester, featuring white dials, a computerised odometer and a low fuel light. Other improvements include a passenger airbag, Momo leather steering wheel, leather covered handbrake lever and a shorter throw gear lever. ICE equipment remained the same but the apertures and grills (and reportedly wiring) for the "tweeter kit" is supplied as standard. Revised inner door panels and centre console that includes the current trend for putting cup holders in cars, completes the changes. The only external changes are the 16 inch alloys on 205/50 VR16 Bridgestone Potenza tyres now fitted as standard to the Turbo model.
1999
The 1999 car continues the trend of fitting parts from the Japanese STi cars, including the front seats (although with a bit more padding) including height adjustment for the drivers seat; 4-pot front brake calipers and vented rear discs; and the high rear wing. Suspension, in line with STis, is now considerably firmer.
The front bumper has been slightly modified, being a little deeper and with just one vane (instead of two) and a naff orange plastic wedge outside the fog lights. The bumper now passes a 5 mph impact test. The fog lights and headlights have multifaceted reflectors and clear lenses.
The engine is a "Phase 2" boxer incorporating some changes to the head, and claimed power output is 7 bhp higher at 215 bhp (although torque stays the same).
Inside, the car benefits from cup holders and a slightly different Momo steering wheel. The car is at last fitted with a Thatcham "Category 1" alarm and immobiliser.
The price has risen by a very reasonable (in view of the changes) £1200, now taking the car over the £20,000 mark.
2000
The 2000 car added some minor but welcome changes to the 1999 model, following the theme of contunual development.
The most obvious changes are the wheel design. Out went the much loved curved 5 spoke design, to be replaced with a 6 slender spoke design. Opinions on the new wheel style are generally mixed, but more owners prefer the older 5 spoke design to the newer one.
Other changes include colour coded mirrors and door handles, adjustable intermittent wiper speeds, remote central locking (was already fitted prior to delivery for UK cars with the alarm system), a metallic fascia, map reading lights and a new gear knob.
The very popular Dark Blue Mica colour was replaced by a slightly lighted Deep Blue Mica, and a new Red Mica Metallic colour was added to the range.
The Impreza has been in the same basic form for nearly 8 years now, and a completely new model is expected for the 2001 model year.
1.3 Special Editions
One of the main aims of motor sport for any manufacturer (rallying in particular), is to promote their cars on a world stage. Many manufacturers produce limited edition and homologation specials to "celebrate" their successes. Subaru are no exception to this game and have been quick to introduce a series of limited edition models throughout the world to help gives their many fans a chance to own a part of history. Other famous examples include the Clio Williams ranges introduced by Renault, and the Carlos Sainz version of the Toyota Celica GT4 Turbo.
1.3.1 UK Special Editions
Series McRae
In June 1995, to celebrate their winning of both the manufacturers and drivers World Rally Championship titles, Subaru in the UK released a limited edition run of two hundred cars (numbered 1 to 201 - no number 13!) prepared by Prodrive going by the name of the Series McRae. The main improvements over the standard model are:
- Special mica blue paintwork
- 6.5 x 16 inch eight spoke gold Speedline Safari alloy wheels
- Pirelli P Zero 205/50 ZR 16 low profile tyres
- Recaro sports front seats with open headrests and Series McRae motifs
- All seats (front and back) and door panelling retrimmed in Le Mans/Avus material
- Factory fitted electric tilt and slide sunroof
- Interior numbered Series McRae plaque
- Side and rear Series McRae decals
On the road price was £22,999
Catalunya
In 1996, Subaru again won the manufacturers title in the FIA World Rally Championship, finally winning the title with the points gained on the Catalunya rally of Spain. To celebrate this, another limited edition run of 200 cars (again with no number 13) was produced, this time going by the name of the Catalunya (I wonder why?) The main features of the "Cats", as they are commonly known as are:
- Special black mica paintwork (red metallic flecks)
- Colour matched door mirrors
- Gold Alloys (same ones as fitted to 2.0 Sport, but painted gold)
- Front and rear seats and side door panelling re-trimmed in black with red highlights
- Short rally style gear knob (initial sales blurb promised a quick shift!)
- Carbon fibre effect dashboard
- Air conditioning
- Special floor mats (black with red trim and Catalunya logo)
- Side and rear Catalunya decals
- Interior numbered Catalunya plaque
The first examples were registered during March 1997, for an on the road price of £21,610. Note that some dealers decided to cash in on tremendous demand for "Cats", and fitted leather seats, sunroof and other options to all their Cats, forcing buyers to hand over significantly more money than the list price, increasing their profit margin on each car sold.
Terzo
1997 saw Subaru win the WRC manufacturers title for a third time in succession. Even before the official announcement to the UK Subaru dealers, rumours were circulating over the inevitable release of a third special edition, with the possible specification suggested being very close to the final car. Available from April 1998 onwards, at an on the road price of £22,995, a total of 333 "Terzo" special editions have been produced (numbered 1 to 334, omitting 13). Terzo is Italian for third. This is to celebrate the third WRC championship victory in a row, and hence the third special edition. Specification for the Terzo is as follows:
- Special mica blue paintwork (similar but not identical to the current WRC cars)
- Current style 16 inch alloys, but painted gold
- Air conditioning
- Alacantra + suede effect interior trim (Same front seats as fitted to recent STi models, but without embroidered STi logo, and red shoulder flashes)
- Interior number Terzo plaque
- Cobra 6422 Thatcham Category 1 alarm with remote central locking
- Side and rear Terzo decals
- Special Terzo floor mats
- Non folding rear seat
22B "Type UK"
In late 1998, Subaru UK officially imported 16 22Bs (described below), and passed them on to Prodrive for modification. The UK cars differ from the privately imported 22Bs, not just in their 3 year factory warranty, but with revised gear ratios more suited to UK roads. The was acheived by changing the final drive ratio from 3.9 to 4.44 to lengthen the gearing. Cosmetically, the car got the headlights from the '99 model, UK rear light clusters and driving lights (not fog lights!) were fitted where the normal 22B has blanking plates. From the back, you can tell you're looking at one of the rarest cars in the world by the "Type UK" and "Prodrive" stickers. The price was £39,950, and demand for the cars was overwhelming.
Interestingly, Subaru UK were not able to put their 16 cars through the Single Vehicle Approval scheme because the maximum of 50 privately imported 22Bs had already been registered in 1998. Consequently the Type UKs were registered in 1999. The cars do not meet European Type Approval regulations for noise and emissions.
RB5
To celebrate Richard Burns' first year in the Subaru World Rally Team, the RB5 (5 was the number Richard used during the 1999 WRC championship) was launched to critical acclaim by the press. 444 examples of this car were made available to the general public. A "WR Sport" version of the car was available at extra cost, specified at delivery time by the first owner.
- Blue Steel metallic paintwork
- Fully colour-coded exterior (mirrors, door handles, skirts and driving lamp covers)
- Blue 'Alcantara' and suede-effect interior trim, with black 'jersey' surround on seats
- Special graphite trim for the centre console
- Air conditioning
- Unique titanium/pewter coloured 17in, 6 spoke Speedline alloy wheels with Pirelli 'P Zero' 205/45 ZR17 tyres
- PIAA front driving light conversion
- Prodrive quickshift
- Roof-mounted map reading lamps
- RB5 side and rear decals (and also on driving light covers)
- RB5 embossed carpet mats
- RB5 interior-mounted, numbered plaque "Limited Edition" only 444 availabl
- On the road price: £24,995
WR Sport Performance Package
Prodrive High wing (similar to the new STi 5 but with the brake light on the wing rather than boot lid)
Prodrive Performance pack, consiting of Prodrive ECU, exhaust and revised intercooler piping.
On the road price: £27,500
Prodrive WR Sport
Take the standard Impreza Turbo from new and add the full Prodrive interior treatment, suspension package, body kit, wheels with exclusive WR interior and exterior badging (engine upgrade not compulsory) and an official World Rally Sport limited edition of the Impreza Turbo is yours (for £30,000).
Prodrive P1
Throughout 1999, there were strong rumours that the UK market was at long last going to receive a Japanese specification Impreza, with improved levels of overall performance. A two door white Impreza Turbo running on 17 inch gold alloys and Prodrive number plates had been spotted several times. September 22nd 1999, Autocar magazine run a scoop showing this very same white car, along with a glowing write-up, and an estimated price tag of £30k. Despite having a few inconsistencies (eg 2.2 litre engine with 350bhp!), the article answered many of the questions enthusiasts across the country had been asking for many weeks. The white car was actually a prototype for the forthcoming UK spec Impreza supercar. Based on the 2 door Impreza body shell (but without the wide arches of the 22B)., the car had been developed by Prodrive during the previous year in conjunction with Fuji Heavy Industries and Subaru Tecnica International in Japan. It had been designed from day 1 to be Subaru UK’s response to both ‘grey imports’ and the phenomenal Mitsubishi EVO 6, which had been receiving rave reviews all year long. "Shock Subaru Announcement - New UK Spec 280 PS Impreza Turbo" was the title of the press release, which ran to a full 9 pages. This car was to be called the Prodrive P1 (Prodrive One), would have the full 280PS (276bhp) of the Japanese spec cars and carried a full 3 year warranty with support from all Subaru UK dealers. This astonishing car had been painstakingly developed, and not only met all requirements necessary for full European Type Approval, but also set class-leading standards for both ride and handling. The main features of the car are as follows:
- 2 Door Saloon Body
- Available exclusively in Sonic Blue, similar to the WRC cars, and the same as the 22B
- 280PS engine, with an estimated 260 lb/ft of torque
- Top speed of 155mph, 0-60 in 4.6 seconds
- Special Hella driving lamps
- Specially Designed "Titanium" 10-spoke O.Z. 17 x 7 alloy wheels
- High Ratio Steering Rack
- Ventilated front and rear brakes
- Shorter throw "Quickshift" gearchange
- 4 Channel ABS brakes
- Rear wiper
- Specially designed aerodynamically superior front and rear spoilers
- Category 1 alarm/immobiliser, and RAC Trackstar tracking system
- Air Conditioning
A production run of 1,000 cars was eventually produced, and there were some delays in getting the earlier cars to customers, following production problems with some of the parts fitted here in the UK.
"1.8GL"
A very special special! In 1993 Subaru UK brought in 6 Impreza WRX RSs, the development car which led to the RA. Due to type approval regulations, the cars were registered as 1.8GLs! 3 went to Prodrive and were presumably smashed to bits in a forest, while 3 went to Subaru UK who later sold them as used cars. At least one is known still to exist. Yes, it says 1.8GL on the registration document. Yes, it has a 2 litre engine with a huge turbo under the bonnet ...
1.3.2 European Special Editions
In Europe, there have been some special editions in blue known as the 555.
France
Mark Mansfield provided the following info ...
'96 Model '555'
- Black WRX bucket seats trimmed with grey Alacantra
- Black dashboard
- 555 Blue paintwork
- Gold wheels
- No split rear seat
- Nardi leather steering wheel and gear knob
- Cost FRF165 000 (compared to FRF 155 000 for standard model) Exchange rate was about 8F to the £
'97 Model '555'
- Red trim on black seats (all models now have bucket seats and Nardi steering wheel)
- Blue paintwork
- Gold wheels
- Cost FRF 166 500 (FRF 159 000 for standard model)
'97 Model 'WRX'
As for '555' plus:
- Metallic blue paint (like the WRC)
- WRX sticker and number on boot, front wings, and inside (very tacky and cheap).
'98 Model 'WRX'
- Black paint
- Gold wheels
Netherlands
The Netherlands have had '96 and '98 555 specials, which seem to be similar to the French WRX versions described above.
Italy
Italy had a 5 door special in blue mica with red trimmed black seats similar to the Catalunya.
1.3.3 Australian/New Zealand Special Editions
97 'Club Spec' (possibly as part of '97 model run-out)
- Either four or five door
- Special blue mica paint
- Gold 15" wheels
- Red inserts on seats
- Special 'Club Spec' decals.
98 'Silver Anniversary'
- Either 4 or 5 door
- Limited numbers
- Special black mica paint
- Gold wheels (std '98 config.)
- CD player (not autochanger)
- Leather trim on non-standard seats (seats appear to be from the non-turbo RX model - not wrap around)
- Automatic transmission
98 'Club Spec EVO 2'
- Special blue mica paint
- Quick-shift gear change
- 16 inch gold alloy wheels
- Seats and side trim as per STi3 (red/black with grey suede plus blue 555 logos)
- Nardi steering wheel
- Leather shroud for gear stick rather than moulded gator
- Tracker Security system
- Club Spec decals
- AU $47k on the road
Many thanks to William Fletcher and Ralph Douglas for the above info.
1.3.4 Japanese Special Editions
STi 22B
This stunning machine is based on the 1997 World Rally Championship-winning car. Only 399 were built for sale to the domestic market (another 25 were made for overseas markets) and they pre-sold almost instantly in early 1998, although many of those sales were to importers hoping to sell the car immediately. In Japan the car was sold for a retail price of about £28,000, but by the time they appeared in the UK as grey imports, many were sold for over £40k!! There are three cars known to have been issued with the 000 number, belonging to Dave Richards of Prodrive, Colin McRae and Nicky Grist. Colin and Nicky both purchased their cars directly form Subaru for an undisclosed sum.
Features include
- 2.2 litre engine restricted to 280 PS (276 bhp) for the Japanese domestic market.
- seam-welded body shell (supposedly identical in shape to the WRC)
- Driver-adjustable front/rear diff
- Twin-plate racing clutch
- Quick steering rack (13:1 ratio)
- Adjustable rear wing
- revised suspension and bigger brakes over the STi 4
- 7.5 x 17" BBS alloy wheels with 235/40 ZR17 tyres
- Blue alacantra seats and interior trim
- Nardi (non-airbag) steering wheel
- Uniquely numbered identity plate (1 to 400, with No 13 not being issued)
(A reader has pointed out that 22B in hexadecimal is 555 in decimal ...)
1.4 Non UK Impreza models
1.4.1 Australasia
In the UK the 208/214 bhp Impreza is officially known as the Impreza Turbo 2000. In Australia and New Zealand, the same Impreza is known as the WRX. In Europe and other markets (e.g. South America), the model is known as the Impreza GT. Apart from minor regional variations (climate control instead of air-con, cruise control, automatic transmission, special editions, heated seats etc.), the cars are essentially identical: 2.0 Turbo, 208/214 bhp, and a quoted 0-62 mph (100 km/h) time of about 6.2 - 6.4 seconds.
The 280 PS WRX models are also available as official imports in Brunei, Hong Kong and Singapore, and Cyprus. Automatic versions are also available, but only in 250 PS 5 door (wagon) form.
In January 1999 there were 400 STi V coupes officially imported to Australia, in a choice of blue or white. Sold at AU$60k, demand was such that they could be immediately resold at a premium of up to 30%!
In December 1999, the Autralian market was fortunate to receive a further 400 STi models (4 doors) based on the STi VI. Rumours pesisted that this version had been detuned following some blown engines with the pervious STi model, but several independant tests have found the performance of the cars to be virtually identical.
1.4.2 Japan
In Japan, home of Subaru Impreza, the standard model is known as the WRX (not to be confused with the Australian WRX). Most of the current 2 and 4 door models produce 280 PS (276 BHP), on Japanese 100 RON super unleaded fuel, and between 240 to 260 lb ft of torque. Acceleration times are close to 5 seconds for the 0-62 sprint, however top speeds are limited by Japanese law to 112 mph. A Japanese gentleman's agreement also prevents any production vehicle producing over 280 PS (276 bhp), hence a number of vehicles quote this as their standard output, but are widely accepted to produce more.. Bypassing the speed limiter and releasing more power from the engine can be simply achieved by certain under bonnet modifications, including changes to the engine management system.
Also available in Japan, are Subaru models modified by Subaru's advanced vehicle division, STi (Subaru Tecnica International). STi are responsible, along with Prodrive in the UK, for creating the WRC cars driven by the likes of Colin McRae and Richard Burns. Over the years, they have produced a number of production models (STi versions 1 to VI), in coupe, saloon and five door format. They have also released a number of limited edition models such as the V-Limited range and the 22B-STi wide bodied Coupe. Specifications for the STi models can include blueprinted engines, with different pistons and crankshaft, closed deck blocks, uprated close ratio gearbox, uprated suspension (i.e. hard!) and brakes, as well as nice toys such as water spray cooling for the intercooler, and driver adjustable differentials. STi engines rev to a 8250 rpm red line whilst the normal Japanese spec WRX's red line at 7500 rpm. Typically, the equipment specification of the Japanese WRX models are higher than that of the standard export models.
The Japanese spec WRX STi is also available as the 2-door coupe "Type R", which has the same equipment as a STi saloon plus driver-controlled diffs, and an intercooler water spray, but no ABS!.
The "Type RA" (Race Altered) is a lighter weight car with some options deleted and deemed the most suitable model in the range as the basis for a rally car. Generally they come without air conditioning, electric windows or radio, but these are available from the options list, and fitted to many road cars. The RA comes with a closed deck block, shorter gearing than standard (150mph at 8,000 rpm!), and rally style vent(s)/flap(s) on the roof.
When imported into the UK, the Japanese specification WRX retail price is approximately 25-100% higher than the standard Impreza Turbo 2000 model, depending on exchange rate, body style and options chosen. More detail on the specification of these cars can be found on the IWOC web site. For more information on importing these desirable cars, see section 8.
1.4.3 North America
The Impreza Turbo has not been sold to date in the US, partly due to emission regulations, and perhaps also because of the perceived lack of demand for a small-engined Japanese performance car. Instead, the Impreza range is topped by the 2.5RS, with a 165 bhp normally-aspirated engine (which still sports an intercooler intake on the bonnet). This car almost has as much of a cult following in the US and Canada, as the turbo models have in markets where they are available. Due to the excellent interchangability of parts, many owners have imporeved their RS by fitting aftermarket wheels, suspension and exhausts, as well as basic styling features such as spoliers and stickers etc. There is now a flourishing performance market in the US, with both turbo and supercharger conversions available.
However, all this is due to change for the year 2001 (MY2002 in the US!), when factory turbo Imprezas are due to be sold from Subaru dealers across the continent. No firm details are yet known regarding price and specification, but it is most likely to be based on the export models that the rest of the world recieves (~220bhp).
The "Outback Sport" is the Impreza 5-door with 2.2 litre engine, slightly increased ground clearance, two-tone paint, hood scoops, and various sport utility vehicle options as standard.
1.5 Warranties
The details in this section are with regards to the UK supplied and owned Imprezas. Details may and will vary from country to country. In the UK, the warranty lasts for three years or 60,000 miles, whichever comes first. To keep the warranty in force, Subaru insist that the car is serviced in accordance with their recommendations by Subaru approved dealers.
Certain "consumable" items, such as tyres, brakes, exhaust, clutch and items changed at specific services are not covered by this warranty, unless their failure was caused by manufacturing defects.
Also, the second and third years of the warranty (the Extended Limited Warranty) applies to:
- All Mechanical Components
- All Electrical Components
- All Trim Components
But not to any defects in sheet metal, body panels or paintwork.
Given the low cost of servicing and high replacement costs of many parts, it is very rare to find any Impreza that has not been routinely maintained by Subaru.
The warranty, like other manufacturers is only valid for approved Subaru parts and accessories. See section 4.11 (Warranties and the effect of modifications) for more details.
In the UK, we are probably in the unique position of having high quality approved performance parts available from Prodrive (get the WR Sport brochure from your dealer). The fitting of these parts is approved and actively promoted by Subaru, and doesn't affect your warranty in any way. The parts are expensive (Prodrive, Subaru UK and your local dealer all have their profit margins on them), but then again quality never was and never will be cheap. Prodrive argue that their kit increases the value of the car while some replacement kit decreases it ... which is probably true if you sell to a dealer, and may be true for some private buyers too.
Bodywork is covered by a 6 year anti-corrosion warranty, subject to inspection and re-treatment (at owners expense) 12 months, 36 months and 60 months after first registration. Paintwork is covered by a 1 year warranty.
If things should go wrong (even in the event of an accident) - and they rarely do - then the car is covered by a comprehensive 3 year recovery and assistance programme valid both in the UK and Europe. Cover includes vehicle recovery, home and roadside assistance and a 24 hour 7 day a week helpline and message service.
We are glad to report that both the recovery service and warranty provided by Subaru UK are superb. In one case, a car which was just under 3 years old (by a matter of days), and had just exceeded the 60,000 mile mark was recovered from Europe following the failure of an engine component, and all new parts fitted by the dealer in the UK without problem (apart from the delay in receiving such rarely needed parts!).
2. Specifications
2.1 General Specification
Specifications are for 4-door Turbo 4WD 2000, manual transmission, European model
| Dimensions | |||||
|---|---|---|---|---|---|
| 1994-6 | 1997 | 1998 | 1999 - 2000 | ||
| Length | 4340mm | 4350mm | |||
| Width | 1690mm | ||||
| Height | 1400mm | ||||
| Ground clearance | 150mm | ||||
| Track | Front | 1465mm | |||
| Rear | 1455mm | ||||
| Weight | Kerb | 1235kg (5 door 1270kg) | |||
| Gross | 1750kg (5 door 1800kg) | ||||
| Wheelbase | 2520mm | ||||
| Turning Circle | 10.4m | ||||
| Engine | |||||
| 1994-6 | 1997 | 1998 | 1999 - 2000 | ||
| Type | 4 cylinder, boxer layout, 1994cc | ||||
| Construction | Aluminium alloy head and block | ||||
| Valve Gear | 4 per cylinder, DOHC | ||||
| Compression ratio | 8.0:1 | ||||
| Power | 208 bhp@6000 rpm | 215 bhp@5600 rpm | |||
| Torque | 201 lb ft@4800 rpm | 214 lbft@4000 rpm | |||
| Bore x Stroke | 92.0mm x 75.0mm | ||||
| Fuel Grade | 95 RON Unleaded (MINIMUM) [fuel] | ||||
| Gearbox | |||||
| Type | 5 speed manual | ||||
| Ratios | 1st | 3.454 | |||
| 2nd | 1.947 | ||||
| 3rd | 1.366 | ||||
| 4th | 0.972 | ||||
| 5th | 0.738 | ||||
| reverse | 3.416 | ||||
| Final reduction [1] | 3.9 | ||||
| mph per 1000 rpm [2] |
1st | 5.32 | |||
| 2nd | 9.43 | ||||
| 3rd | 13.44 | ||||
| 4th | 18.89 | ||||
| 5th | 24.88 | ||||
| Wheels | |||||
| 1994-6 | 1997 | 1998 | 1999 | ||
| Size | 6 x 15 inch alloy | 7 x 16 inch | |||
| Toe | Front | 0 +/- 3mm | |||
| Rear | 0 +/- 3mm | ||||
| Camber | Front | 0° | |||
| Rear | -1° | ||||
| Tyres | |||||
| 1994-6 | 1997 | 1998 | 1999 | ||
| Size | 205/55 VR 15 | 205/50 VR 16 | |||
| Type | Michelin MXV Pilot | Bridgestone Potenza RE71 | |||
| Pressure | Front | 33psi | |||
| Rear | 32psi | 28 | |||
| Brakes | |||||
| Front | 270 mm ventilated discs | 292mm ventilated discs with 4-pot callipers | |||
| Rear | 230 mm solid discs | 230mm? ventilated discs | |||
| Electrical | |||||
| Battery | 55D23L-MF, 12V/48AH | ||||
| Alternator | 12V/75AH | ||||
| Spark plugs | NGK PFR6G/PFR6B | ||||
| Spark plug gap | 1.0 to 1.1mm | ||||
| Capacities | |||||
| Fuel [3] | 60 litres | ||||
| Engine oil | 4.5 litres | ||||
| Transmission oil | 4.0 litres | ||||
| Rear diff gear oil | 0.8 litres | ||||
| Power steering fluid | 0.7 litres | ||||
| Engine coolant | 7.2 litres | ||||
Notes
- The published figure for final reduction (3.545) is incorrect: Tests, and Subaru sources, show that the true figure is 3.9
- Calculated for 205/50VR16 tyres. Values for 205/55VR15 and 205/45VR17 are 0.8% lower and higher respectively
- Did pre-96 cars have a 50 litre tank?
2.1.1 Japanese Production Runs
| Year Code |
Manufactured | Model Code | Power PS |
Name | Comment |
| A | Nov.92-Sep.93 MY93 |
GC8A48D | 240 | WRX 4 door | First Impreza Turbo |
| GC8A47D | 240 | WRX RA 4 door | |||
| B | Oct.93-Aug.94 MY94 |
GC8B48D | 240 | WRX 4 door | |
| GC8B47D | 240 | WRX RA 4 door | |||
| GC8B48D | 250 | WRX STi 4 door | First appearance of STi, modified from production WRX | ||
| GF8B58D | 220 | WRX 5 door | First appearance of 5 door | ||
| GF8B58D | 220 | WRX SA 5 door | Auto transmission fitted after production | ||
| GF8B58D | 250 | WRX STi 5 door | As per WRX STi 4 door, modified from production vehicle. | ||
| C1 | Sep.94-Aug.95 MY95 |
GC8C48D | 260 | WRX 4 door | |
| GC8C47D | 260 | WRX RA 4 door | |||
| GC8C47D | 275 | WRX RA STi 4 door | Modified from production WRX | ||
| GF8C58D | 220 | WRX 4 door | |||
| C2 | Sep.95-Aug.96 MY96 |
GC8C48D | 260 | WRX 4 door | |
| GC8C47D | 260 | WRX RA 4 door | |||
| GC8C4ED | 275 | WRX STi2 4 door | First full production STi | ||
| GC8C4ED | 275 | WRX STi2 555 4 door | Special edition | ||
| GC8C4DD | 275 | WRX RA STi | First full production STi RA | ||
| GC8C4DD | 275 | WRX RA STi2 V-Limited | Special edition | ||
| GF8C58D | 220 | WRX 5 door | |||
| GF8C58D | 260 | WRX STi2 5 door | |||
| GF8C58D | 260 | WRX STi2 555 5 door | Special edition | ||
| GF8C58P | 220 | WRX 5 door AT | First production automatic transmission | ||
| D | Sep.96-Aug.97 MY97 (Facelift) |
GC8D2DD | 300 | WRX STi R 2 door | First 2 door coupe |
| GC8D48D | 280 | WRX 4 door | |||
| GC8D47D | 280 | WRX RA 4 door | |||
| GC8D4ED | 300 | WRX STi3 4 door | |||
| GC8D4ED | 300 | WRX STi3 V-Limited 4 door | Special edition | ||
| GC8D4DD | 300 | WRX RA STi3 | |||
| GF8D58D | 240 | WRX 5 door | |||
| GF8D5ED | 300 | WRX STi3 5 door | |||
| GF8D5ED | 300 | WRX STi3 V-Limited 5 door | Special edition | ||
| GF8D58P | 240 | WRX 5 door AT | |||
| E | Sep.97-Aug.98 MY98 |
GC8E2DD | 300 | WRX R STi4 2 door | |
| GC8E2DD | 300 | WRX R STi4 V-Limited 2 door | Special edition | ||
| GC8E2SD | 300 | WRX R STi 22B | Wide bodied 2.2 litre special edition | ||
| GC8E27D | 300 | WRX RA V-Limited 2 door | Special edition 2 door RA | ||
| GC8E48D | 280 | WRX 4 door | |||
| GC8E47D | 280 | WRX RA 4 door | |||
| GC8E4ED | 300 | WRX STi4 4 door | |||
| GC8E4DD | 300 | WRX RA STi4 4 door | |||
| GC8E4DD | 300 | WRX RA STi4 4 door V-Limited | Special edition | ||
| GF8E58D | 280 | WRX 5 door | |||
| GF8E5ED | 300 | WRX STi4 5 door | |||
| GF8E58P | 240 | WRX 5 door AT | |||
| F | Sep.98-Aug.99 MY99 |
GC8F2DD | 300 | WRX R STi5 2 door | |
| GC8F2DD | 300 | WRX R STi5 V-Limited 2 door | Special edition | ||
| GC8F27D | 300 | WRX RA V-Limited 2 door | Special edition 2 door RA | ||
| GC8F48D | 280 | WRX 4 door | |||
| GC8F47D | 280 | WRX RA 4 door | |||
| GC8F4ED | 300 | WRX STi4 4 door | |||
| GC8F4DD | 300 | WRX RA STi5 4 door | |||
| GC8F4DD | 300 | WRX RA STi5 4 door V-Limited | Special edition | ||
| GF8F58D | 280 | WRX 5 door | |||
| GF8F5ED | 300 | WRX STi5 5 door | |||
| GF8F58P | 240 | WRX 5 door AT | |||
| G | Sep.99-Aug.00 MY2000 |
GC8G2DD | 300 | WRX R STi5 2 door | |
| GC8G2DD | 300 | WRX R STi5 V-Limited 2 door | Special edition | ||
| GC8G27D | 300 | WRX RA V-Limited 2 door | Special edition 2 door RA | ||
| GC8G48D | 280 | WRX 4 door | |||
| GC8G47D | 280 | WRX RA 4 door | |||
| GC8G4ED | 300 | WRX STi4 4 door | |||
| GC8G4DD | 300 | WRX RA STi5 4 door | |||
| GC8G4DD | 300 | WRX RA STi5 4 door V-Limited | Special edition | ||
| GF8G58D | 240 | WRX 5 door | |||
| GF8G5ED | 300 | WRX STi5 5 door | |||
| GF8G58P | 240 | WRX 5 door AT |
The 7 digit "applied model" code found on the vehicle identification plate inside the engine bay is decoded in the following way.
- Series code G=Impreza S=Forester B=Legacy etc.
- Body type F=Wagon C=Sedan
- Engine type 8=2.0L Turbo
- Year code A=MY93 B=MY94 C=MY95&96 D=MY97 (facelift) E=MY98 F=MY99 G=MY00
- Number of doors 2=2 door coupe 4=4 door saloon 5=5 door wagon/hatch
- Model type 8=WRX 7=RA type E=Sti D=Sti Type R & RA
- Transmission D=5 Speed Manual AWD P=4 Speed Automatic AWD
2.2 Performance
2.2.1 Standard Cars
One of the main reasons for anyone buying the Impreza is the absolutely stunning levels of performance it offers for the money. For the 4 door saloon, Subaru claim 6.4 seconds for the 0-62 mph (100 km/h) sprint, and a maximum speed of 143.5 mph (97/98 models). The figures for the five door hatchback are 6.5 seconds and 142 mph respectively. All of this from a standard car costing around £21,000 on the road!
As many performance tests have proved over the years, these figures (particularly acceleration) are somewhat conservative.
Both Performance Car and Autocar magazines tested the 4 door saloon (pre '97 model) with an identical 5.9 seconds for the dash to 60 mph. These tests were carried out with a driver, passenger and a full tank of fuel over a number of runs to eliminate the effects of wind assistance/resistance.
On 4th Feb. 98, Autocar tested a 1998 specification five door hatchback. A top speed of 143 mph was recorded, with the 0-60 mph time being dispensed with in only 5.5 seconds, and 0-100 mph in 15.8. The standing 1/4 mile was completed in 14.2 seconds at 97 mph. The 30-70 mph increment was achieved in 5.6 seconds (a whole 1 second faster than a manual Porsche Boxster!)
However, the most remarkable tests were carried out on a standard 4 door saloons during November 1997. Firstly Top Gear magazine covered the 0-60 mph sprint in only 5.2 seconds! Then Performance Car (sadly no longer with us), as part of their 0-60 challenge timed the Impreza at a mind blowing 5.03 seconds for the 0-60 sprint, with the 1/4 mile being covered in 13.72 seconds at 100.6 mph. It should be noted though, that the Performance Car tests were carried out at Santa Pod drag strip (quality grippy tarmac), with only the driver, a near empty fuel tank and in one direction only.
Other magazine tests confirm that the standard Impreza turbo is easily capable of sub 6 second sprints to 60 mph, with a top speed in excess of 140 mph. There have been several stories of owners nearly redlining their cars in 5th gear. Although they have had the needle well off the clock, the indicated rpm would point to actual speeds of over 160mph being possible, although with wind resistance by far the dominant force at these speeds, a 10mph tailwind will increase the top speed by almost 10mph.
As well as having stunning acceleration, the Impreza also has legendary handling. In standard road trim, there is a good compromise between ride quality and stability on typical road surfaces. The ride quality on 96 and 97 models is on the firm side, with the car skipping nervously on rough or potholed surfaces at low speed, but it is by no means harsh and uncomfortable, improving when pushed on. The suspension on 98 cars seems slightly less firm with more tendency to understeer, but still provides levels of grip that defy belief. Most recently, the 99 car has acquired some of the stiffness of the STi models. The secret of the Impreza's handling seems to lie in the superb chassis. Out on the open road, the combination of a firm ride, good body control and the remarkable four wheel drive system ensure that there are only a handful of cars who can keep pace with a well driven Impreza. When the roads become wet, narrower and unfamiliar, there are realistically only two or three cars in standard form which could keep up with (or go faster than) an Impreza turbo, all of which are significantly more expensive .
Apart from a handful of group tests performed when the car was first imported into the UK (Top gear rated a Mazda 323 higher, with Performance Car giving it second place to a Mondeo), the Impreza seems to win both first place and the hearts of all those who test it. Although it hasn't won some of the more recent group tests, it has fared as well as can be expected against some tough opposition, in the form of the Mitsubishi EVO 6, Porsche 911 GT3, Ferarri 360. There is little else to touch the car in terms of performance, practicality, build quality and reliability, and certainly nothing else comes close at the price (apart from perhaps the Lotus Elise, which can hardly be classified as practical)
For a while, the car was known as "the best kept secret on the road", although numerous glowing magazine reviews and the off-road antics of a certain Mr McRae have somewhat eroded the cars anonymity over the past few years. Not all bad though, as people now say "Wow!" when you reply to the question "... and what do you drive?", instead of the previous answer: "What's that then?"
2.2.2 Modified Cars
In standard form, the Impreza's performance is nothing short of mind-blowing, especially for those of us brought up on powerful front wheel drive cars. In modified form though, the cars can be simply devastating. Some owners have reported indicated top speeds of 160mph, with only the minor changes of a performance air filter, exhaust, and running the car on Super Unleaded fuel (see section on fuel for further details).
Most performance tests carried out by magazines are carried out on a 2 mile straight, or banked circular track, where the maximum speed is affected by tyre scrub and side winds, or the need to stop the car before the end of the straight. Given a long enough stretch of road (and a lot of courage by the driver), maximum speeds can be about 5mph faster than those recorded during magazine tests. The number of places in the world where this can be done both safely and legally are very few. You might also wonder about the relevance of a top speed which takes several miles to achieve!
In a test by Performance Car magazine in the UK (December 1997), a modified Prodrive car was put through it's paces. Acceleration, with two people, full tank of fuel and a wet road surface gave a 0-60mph time of only 5.6 seconds, several tenths faster than the standard car. However, an unprinted test by Performance Car on the 1998 Prodrive demonstrator returned 4.94 and 5.08 seconds under the same conditions! The focus of the Prodrive engine mods is on real-world driving, and their changes give stunning mid-range performance. Combined with the 17" wheels and tyre set and improved suspension, there are few other cars (mostly expensive exotica) which can compete in terms of absolute A to B ability.
2.2.3 WRX/Sti Cars
With 276+ bhp, and 260 lb/ft of torque, mated to a shorter close ratio gearbox, the later Japanese specification Impreza's have the ability to out accelerate virtually all other cars on the road. Official figures are 0-62mph (100km/h) in about 4.9 seconds, although a Tye R was timed at 4.3 seconds (0-60) by Performance Car in the UK. In standard form, these cars are limited to 112mph by Japanese law, but bypassing the speed limiter enables them to reach top speeds of about 150mph+ You certainly wouldn't want to run the cars at this speed for any period of time, as the fuel consumption would be well down into single figures!!!
The regular WRX/STi models have different (slightly shorter) gearing than the Turbo 2000 models, but with an extra 500 or 1,000 rpm to play with, the maximum speeds in gears are similar. The top speed (limiter bypassed) of these models is around 150mph at nearly 7,000 rpm.
The following table of gear ratios relates only to the WRX STi IV saloon. The ratios for the Type R and RA STi models are significantly shorter, at about 19mph per 1000rpm in 5th.
| Gear | Ratio | Mph per 1000 rpm |
|---|---|---|
| 1st | 3.17 | 5.1 |
| 2nd | 1.89 | 8.6 |
| 3rd | 1.30 | 12.4 |
| 4th | 0.97 | 16.6 |
| 5th | 0.74 | 21.8 |
| Final Drive Ratio | 4.44:1 | |
2.2.4 Speedo Accuracy
A vehicle speedometer can never be perfectly accurate: variations in temperature, tread depth, tyre growth and a hundred other factors combine to give an indication of your speed, not a true reading. In the UK, the law requires that the indication be -0/+10%, i.e. it can over-read by up to 10% but must not under-read. In other words, if the big hand's pointing at 70, you are somewhere between 63mph and 70mph.
Needless to say, it helps to know how inaccurate your speedo is. One way of checking the speedo is to use a GPS receiver. Although these have their own inaccuracies and should be used with care, at higher (car) speeds the errors are typically about 1mph. Some tests by IWOC members (different GPSs, different days, different places, different cars) suggest the following:
| Car | GPS | ||
|---|---|---|---|
| test 1 | test 2 | test 3 | |
| 30 | 28 | 26 | 28 |
| 40 | 38 | 37 | 38 |
| 50 | 48 | 47 | 47 |
| 60 | 57 | 57 | 56 |
| 70 | 67 | 66 | 67 |
| 80 | 77 | 76 | 77 |
| 90 | 87 | 85 | 87 |
| 100 | 98 | - | 96 |
2.3 Servicing
In the UK, an initial "free" service is performed after the run-in period of 1,000 miles. As with most manufacturers, the labour is free, but parts used (oil & filter) being charged to the customer. (one revision of the service booklet said the service was completely free - this was quickly corrected).
Servicing intervals are then every 6 months (from initial purchase date) or 7,500 miles, whichever comes first. The first six monthly service is classified as a minor service, and as such consists mostly of checks and minor adjustments, with a change of oil and filters. Costs are approximately £90 for a six month service, with the annual inspection costing about £130. Some of the services after two to three years are more expensive, as timing belts and spark plugs (tricky access, apparently) require replacement.
A: Adjust; R: Replace or change; I: Inspect, correct or replace if necessary; (I) Recommend service for safe vehicle operation
Details taken from Service and Warranties Booklet
| Item | Interval | |||||||||
|---|---|---|---|---|---|---|---|---|---|---|
| 1000 mile | 6 month/ 7,500 mile |
12 month/ 15,000 mile |
18 month/ 22,500 mile |
24 month/ 30,000 mile |
30 month/ 37,500 mile |
36 month/ 45,000 mile |
42 month/ 52,500 mile |
48 month/ 60,000 mile |
See Note | |
| Drive belts (except camshaft) | I | I | I | I | I | I | I | I | I | |
| Camshaft belts | R | |||||||||
| Engine oil | R | R | R | R | R | R | R | R | R | 1 |
| Engine oil filter | R | R | R | R | R | R | R | R | R | 1 |
| Engine coolant | R | R | ||||||||
| Cooling system, hoses & connections | I | I | I | I | I | |||||
| Fuel filter | R | R | ||||||||
| Fuel system, line & connections | I | I | I | I | 2 | |||||
| Air filter | I | R | I | R | 1 | |||||
| Spark plugs | R | R | R | R | ||||||
| 4-Gas Analysis Check | I | I | I | I | ||||||
| Transmission & diff. gear oil | I | R | I | R | 1 | |||||
| Brake fluid | I | I | I | I | R | I | I | I | R | 3 |
| Brake pads & discs | I | I | I | I | I | I | I | I | ||
| Axle shafts joints & boots | I | I | I | I | 2 | |||||
| Brake lines | I | I | I | I | I | I | I | I | ||
| Park & service brake operation | I | I | I | I | I | I | I | I | 2 | |
| Clutch system | A | I | I | I | I | |||||
| Full Geometry check | Perform as required at additional cost | |||||||||
| Steering & suspension system | I | I | I | I | 2 | |||||
| Operation of lights, wipers, washers | I | I | I | I | I | I | I | I | I | |
| Tyre condition and inflation pressures | I | I | I | I | I | I | I | I | I | |
| Wheel bearing lubricant | (I) | |||||||||
Notes:
- If the vehicle is used under severe driving conditions, replace more often than the usual recommended intervals.
- If the vehicle is used under severe driving conditions, inspect every 7,500 miles or 6 months whichever occurs first.
- If the vehicle is used under high humidity conditions or mountainous areas, replace fluid every 15,000 miles or 12 months whichever occurs first.
Severe driving conditions are:
- Driving in extremely cold weather
- Towing a trailer
- Driving regular short distances
- Driving on dusty roads
- Driving on rough or muddy roads
- Driving in areas using road salt or other corrosive materials
- Driving in coastal areas
2.4 Fuel Consumption
Fuel consumption is always a good (but boring) topic of conversation amongst Impreza owners. Depending on how much you enjoy your driving, fuel consumption can vary between about 16 and 30 mpg. Most owners seem to average about 21 - 23 mpg, although on long motorway runs, 30 mpg and above is attainable. Acceleration most hurts economy - steady 90mph driving can easily give better mpg than a 60-70 range involving lots of speeding up and slowing down.
The 60 litre fuel tank (50 litres before 1996) gives a typical range of between 210 and 300 miles between fill-ups. Committed driving, for example on a track day, can see fuel consumption of 9 mpg or less!!!
For the normally aspirated 2.0 models, an average of 30 mpg seems to be the norm, with 35+ on long motorway journeys.
The UK government figures for the 2.0 Turbo models (1997 spec onwards) are:
| Mode | mpg |
|---|---|
| Urban | 20.5 |
| Extra Urban | 34.9 |
| Combined | 29.7 |
The gauge is not totally linear: "Full" and "3/4" are about right, but when the needle points to the end of the scale you can only get 45 litres in (i.e., it's still got a quarter of a tank). When the needle's on the middle bar of the "E" it'll take 55 litres (bottom bar on '98 models) - and cough around left-handers :-)
2.4.1 Type of Fuel to Use
Many questions are often raised regarding the type of fuel needed for the Impreza. The sticker inside the petrol cap says use Super unleaded only, but this has different meanings in different countries. In the UK, the standard (or premium) unleaded fuel is rated at 95 RON, the same as the Super available in other countries such as Australia and the US. In the UK, Super Unleaded is rated at 97 RON (was 98 until 1999). In Japan, it is 100. Generally, in the UK, normal unleaded is fine. In countries where lower quality fuel is available, then the best advise would be to run on the Super (or Premium) Unleaded fuel. Beware of octane boosters, as many contain lead or lead-like substances which will damage the catalytic convertor and oxygen (Lambda) sensor..
From the knowledge we have so far, it seems that the Engine Management System will react to a lower quality fuel by detecting the onset of knocking. In this case, it will retard the engine timing and reduce the maximum boost available from the turbo. It will then run on these lower settings until such time that the system is reset, though the system should eventually re-adapt to the higher quality fuel. Resetting the ECU simply speeds up this process.
Some owners report gradual improvements by simply running on the higher spec fuel, but most will find that although it is not any faster: the engine will be slightly smoother and the economy increased marginally (by about 5%). This subjective improvement can be hard to justify against the premium in fuel price.
2.4.1.1 The Fabled ECU Reset
One of the most frequently discussed and debated topics (even among people who have read this description!) is that of running the car on Super Unleaded (97 RON) fuel, and resetting the Engine Management Unit.
When first activated, the engine management system advances the ignition and shuts the wastegate to find the point at which it senses knock. This setting stays in it's memory and it will only alter itself to further retard the map if a fault occurs. This is a safety feature and is common to almost every modern engine. After a fault is repaired (in this case changing to a higher grade fuel), the engine will gradually become better, but unless the memory is wiped, it would take an infinite number of re-sampling cycles for the effect on the average to be overcome.
The knock point of a fuel is generally accepted as the level to which the fuel can be compressed before it self combusts, thanks to the heat generated in compressing it (the universal gas law). This is an over-simplification in an internal combustion engine, as there are many factors that affect this point, most prominent being the retained heat in the chamber from the efficiency of the previous explosions. If these explosions are too efficient, and too much heat is present, a modern ECU can reduce engine efficiency by delaying the spark or reducing the volume of air and fuel going in, by releasing pressure from the turbo, or both. The knock point of 95RON is much lower than 97RON and the engine must run at either lower internal temperatures (not possible without a WRX water spray) or lower boost or retarded timing. i.e. the engine is not running at as efficiently as is desired. As an example, WRX cars are designed to run on 100 RON fuel in Japan, their performance on UK 95RON is in the region of 245 to 265 bhp (various unconfirmed reports), purely from this adjustment in timing & boost.
To overcome the problem of the parameters learnt from running the car on normal unleaded, the ECU can be "re-initialised" with a full tank of pure Super.
The ECU is reset (the dealer uses either a diagnostics computer called a "Select Monitor" to zero all memory settings, or he disconnects the battery for long enough to allow the back up capacitor to drain). After this has happened, the ECU reverts to factory settings and has no previous history of limits learnt from the knock points of previous fuel grades. The car is then driven normally (ie briskly!), and the ECU starts assessing its parameters and adjusts the maximum settings accordingly, such that no engine knockhing is detected. This status will exist until either low grade/defective fuel is used or the ECU detects a fault that it must act upon.
As an example of the difference this makes, a members '96 is running at almost 1.2 bar which it has achieved by 3800 revs. The dealer had found that 95RON would only give 1.0 bar on a '96, as per the manufacturers figures. These figures have also been substantiated by another source in France. An owner in Pretoria reports that the local 91RON fuel allows only 0.5 bar!
The figures for newer cars (post 96) are lower, due to the smaller turbo.
Different people have tried this process, with different degrees of success. Some notice a huge improvement, whilst others report only a minor improvement (if any). The main criteria seems to be the previous performance of the car. If the car has just run for several thousand miles on SUL, then the averaging of its operating conditions will mean that there is an immeasurably small change to what the ECU already has as its acceptable limits. However if the car has run of differing fuel octanes and in particular on the dreaded "supermarket" premium unleaded, then there are potentially significant gains to be found.
The only guaranteed way of resetting the Engine Management System is to get your Subaru dealer to perform the task. They have the suitable diagnostic equipment required to do the job properly, and technicians who were taught how to perform the task during their Subaru training.
Actually getting your Subaru dealer to perform the task can be quite difficult. Some are unaware of the procedure, and lots deny all knowledge that it can be done. Others however, openly admit they perform the required steps, and will gladly perform the task as part of routine servicing, on request.
Comments from an owner ...
"I recently had the blow-off valve (air bypass valve on job card) replaced on my own car (common fault on 97 model cars), and as part of this task, they technician said they would also have to reset the engine management system. Having filled up the three previous times with Super Unleaded, I thought this would be an ideal opportunity to test the results. "Wow" was my first thought, the car picked up much better and pulled more strongly from about 2,500 to 5,500 revs. The boost levels from the turbo seem higher, and the car is now even more devastating in the mid range. I didn't notice any difference in top end power (probably being restricted by turbo output and the standard exhaust and air filter). The car now idles more smoothly, and picks up much cleaner at low revs. I now think it is worth the extra expense of filling up with the more expensive Super Unleaded fuel."
2.5 Running-In
Running-in is the subject of a lot of discussion among all owners of new performance vehicles, partly because they are impatient to "unleash the beast" and partly because they want to do the best for their new thoroughbred. There's the odd story (apocryphal - I hope!) about new owners leaving 4 black lines on the showroom floor, but the official statement (from the '96 Turbo owners manual) is:
The first 1,000 miles
The performance and long life of your vehicle are dependant on how you handle and care for your vehicle while it is new. Follow these instructions during the first 1,000 miles:
- Do not race the engine, and do not allow engine speed to exceed 4,000 rpm except in an emergency.
- Do not drive at one constant speed for a long time, either fast or slow.
- Avoid starting suddenly and rapid acceleration, except in an emergency.
- Avoid hard braking, except in an emergency.
1,000 miles seems pretty arbitrary, and it does seem strange that at 999.99 miles you can only do 4,000 rpm but 10 feet later you can redline it. Remember though that (in the UK at least) there is an oil change at 1,000 miles, where the (reportedly) special thin running-in oil is replaced by normal stuff.
In countries outside the UK, there can be no restrictions on running in the cars, and the first service does not appear until 7,500 miles (or 6 months).
2.6 Starting and Stopping your Engine ( including Turbo Timers)
When starting the engine, do not press the throttle at the same time! The engine management system is programmed to automatically adjust the settings and if you should press the throttle during the sequence it is actually possible to cause the system to shut down with the result of a non starting car.
(A couple of owners have reported a more persistent starting problem. When the dealer connected the "select monitor" to the ECU, a fault in the crank sensor was reported: a new crank sensor cured the starting problems)
In order to prolong engine life, a few common sense rules should be followed when starting and stopping the engine of your Impreza. When starting the engine from cold, you should avoid hard acceleration or high revs (i.e. boost conditions on turbo cars) until the engine has fully warmed up. Most engine wear occurs within the first few minutes after starting when the engine oil is cold and hasn't has time to fully circulate. Most owners restrict themselves (where possible) to 3,000 rpm and light throttle until everything has warmed up nicely.
After a period of hard driving, you should let the turbocharged Impreza models idle for at least 1 minute. This allows the circulating engine oil to dissipate most of the excess heat that has built up in the turbo. Failing to do this can leads to increased thermal stress on the turbo (particularly bearings), and in severe cases can literally "fry" the now stationary engine oil, turning it into a useless sludge. Continued abuse can also lead to "coking" of internal components (carbon based deposits which are both damaging and difficult to remove). You should never switch your engine off immediately after hard driving, no matter how much of a hurry you are in.
Of course, hard driving means different things to different people, but in general it's a prolonged (another subjective term!) period of driving at high boost. A 70mph motorway cruise isn't hard unless it's uphill; A 90mph cruise is hard; a second and third gear blast along a country lane is hard. Fortunately most hard drives have a period of gentle driving before parking, and this gentle driving is as good as idling. The biggest risk is forgetting to idle for a few minutes when pulling into services after a fast motorway cruise.
To help minimise the inconvenience of letting the engine idle for at least a minute after hard driving, a range of products called Turbo Timers are now generally available. These keep the engine idling for a pre-programmed (or automatically determined using fuzzy logic) period of time after the owner has switched off the ignition and removed the key (usually 1 to 4 minutes). Many owners are rightly worried about security, and it takes a certain amount of courage to walk away from your pride and joy with the engine still running.
We have been informed that with some minimal additional work, some Clifford alarms can be successfully adapted to act as a turbo timer. Obviously, this method will be inherently more cost effective and secure than independently operating devices, and indeed some models of turbo timers and alarm systems have proved to be incompatible. You should check carefully with your supplier (and possibly insurance company) before ordering. Also, local laws may prohibit leaving a vehicle unattended with the engine running.
3. Common problems, symptoms and remedies
Thankfully, the Impreza is one of those cars with almost no major problems, and reliability on the whole is excellent. There are however, a few relatively minor problems, which affect specific models. These are shown briefly in the table below, and discussed in more detail later on.
| Fault | Symptoms | Models Affected |
|---|---|---|
| Blow-off valve (Dump Valve, Air bypass valve) | Loud noise between 2-4000 rpm which sounds like someone blowing over top of a bottle. | 1997/1998 Turbo |
| Waste Gate | Solenoid can be noisy (clicking), and in extreme circumstances can cause sudden loss of power when accelerating hard | All Turbo |
| Heat Shield | Noise from engine compartment caused by cracked heat shield. | 1994-6 Turbos |
| Interior Mirror | Interior mirror vibrates lightly, blurring rearward vision | All |
| Clutch | Clutch judders when moving off. Worse when cold | All Turbo |
| Brakes | Spongy brakes | All models |
| Radio resetting | Radio resets when wash/wipe or electric windows activated | All 5-door |
| Brake Pipes | Noise from engine compartment caused by brake pipes resonating against bulkhead | 1998 Turbo |
| Porous 15" wheels | Loss of tyre pressure | 1994-7 Turbo |
| ECU bug :-) | Jerk when throttling off from full boost | 1994-6 Turbo |
| Engine | Engine splutters to a halt. Caused by driver enjoying him/herself so much they fail to notice they were running low on fuel :-) | All Imprezas |
| Worn anti-roll bar bushes | Clonking noise from suspension | WRXs |
| ABS isn't magic | Unexpected activation / long stopping distances | All ABS cars |
| Use of low octane fuel? | Serious engine damage (melted pistons) | STi (4 & 5?) |
| Piston Slap | Noisy (chattery) engine when starting from cold | 1998/99 models |
3.1 Dump Valves (aka Blow off Valves and By-pass Valves)
There seems to be a recognised problem with the 1997 specification car's dump valve. This does not shut properly under boost and thus vibrates giving the sound similar to someone blowing across the top of an open bottle. It has also been likened to a steam train whistle or ship fog horn in extreme circumstances!. Meanwhile the 1998 model seems to have a totally revamped and larger blow off system, but I have had reports that the problem sometimes still occurs.
3.2 Waste gate solenoid
The 1997 specification lowered the turbo boost pressure from 1.0 bar to 0.9 bar. The engine breather system vents into the air intake and it is possible for the oil and condensing, burnt oil vapours build up in this valve. This valve is a safety device for detecting overboost and will cause fuel and ignition to be cut if it senses that 1.2bar (97/98 models) has been reached. If it is bunged up, it isn't sensing correctly and will shut down the engine under high boost conditions. The solution advised by Subaru France was not to fill the oil up to maximum but to leave it at half filled only.
If your wastegate solenoid does pack up, the fix is to pull the T shaped supply hose off and fill it with brake cleaner from an aerosol. Then go for a blast before the cleaner evaporates. Tippex thinners also do the job. '98 models have a revised part, which is three port sensing and there have been no reported failures. You can get '97 cars upgraded.
Apparently the fault often occurs just after a service when the oil level may be slightly too high. The 1998 specification engine apparently has revised sensing locations, to over come the above problems but there have been some reports of failure on early '98s.
Sometimes this fault is incorrectly termed as "over boosting". The sensor is designed to detect an over boost situation and is usually so sensitive in normal operation that 1.19bar = ok and 1.20bar = fuel cut routine due to over boost. When it becomes contaminated by oil, this is lost and the sensor can cut in at much lower boost values, cutting in the routine under normal hard acceleration. The effect of this routine is quite disconcerting as all engine power is suddenly lost with some drivers reporting it feeling as if they have just driven into a brick wall!
How Things Work
Differences between waste gate and dump valve:
The waste gate is on the exhaust side of the turbo, the dump valve is on the intake side. This is what they do:
When you take your foot off the throttle to slow down or change gear a flap called the "butterfly" closes and stops the flow of air into the engine. The turbo though will still be spinning and thus tries to pump air in, but cannot and rapidly slows down with the restricted air flow. When you reapply the throttle the butterfly is opened and the restriction is removed and the turbo can again increase in rpm to develop boost. The time taken to re-gain turbo impeller rpm is felt as turbo lag and in the situation above, would be quite crude (early 911T). What a dump valve does is allow the pressurised air to vent, either to atmosphere, or back through the intake plenum (a recirculating system - as per Impreza). This reduces the restriction on the turbo impeller allowing it to spin almost freely and therefore retain momentum. If you then re-apply the accelerator soon after (such as during a gear change) the butterfly opens and dump valve closes and the turbo still spinning at quite a high speed. It takes much less time to spin up to full boost and thus creates less lag. If the dump valve should leak it will not allow full boost to be applied to the engine. This is the steam train whistle effect.
The dump valve is also called a blow off valve and air by-pass valve.
When the pressure sensors start saying that enough is enough, the wastegate opens to allow exhaust gas to by-pass the turbo and exit straight into the exhaust system. This reduces the load driving the turbo and lowers the boost of the charge going in.
A Turbo anti lag system works by allowing fuel and air into the engine, when the throttle is not depressed. This passes through the chamber, but explodes on contact with the hot exhaust manifold (typically 800°C). This explosion then drives the turbo impeller, maintaining a very high rate of spin.
There are two down sides to anti lag systems; apart from the noise, 1) the car never actually stops pulling, which could be a bit disconcerting, 2) exhaust manifold and turbo temperatures can rise to over 1100°C and this temperature and pressure mean that they last for about 1000 miles.
3.3 Exhaust manifold heat shield
Heat shields were a common fault on pre-'97 cars, as these cars do not have the tray under the engine bay. It is possible for road water to splash the very hot shields caused them to fracture. They then resonate, as the two sides of the crack vibrate together. This is a warranty fix, but if it's the one where the left and right side pipes join, (by far the most common one to fail - this is a very hot area) then the dealer should pack the lower shield out by 3mm. This lowers the temperature of the shield and it will then last much longer, if not forever. The owner who came up with the 3mm spacer trick had got through 3 shields in 15,000 miles and was used to driving a car that buzzed. It has never failed since.
3.4 Interior mirror
Blurred vision due to vibrations of the mirror. An owner submits the following suggestion if your dealer doesn't know how:
- Remove the plastic cover which sits ,over the roof to mirror
- mounting screws , Small screw drive required for this to gently "flip" it off.
- Remove all three of the mounting screws to release the mirror arm from the roof.
- Remove the central screw holding the plastic spacer onto the mirror arm mount .
- Super glue the spacer back onto the arm and quickly refit the central screw , nice and tight but not enough to crack it .
- Refit the mirror back onto the roof mount with the three screws , again quite tight.
- Leave this fully to dry , 24HRs is best .
- Now fully test will a fast motorway drive and you will find the vibration has disappeared!
3.5 Clutch judder
3.5.1 ... when cold
This is caused by the material used to with stand the abuse given to it by owners.....usually ok when warmed up. Can also be caused by problems (wear/dirt ?) with the special platinum spark plugs used in the Impreza. Replacing these at the 15,000/30,000 mile service can cure the problem (although sometimes only for a month or so!).
Another suggestion has been to treat your Impreza to several full bore standing starts (when warm of course), which apparently helps clean up the surfaces of clutch components.
For 1998 models, and some 1999 models, there have actually been many cases of faults with the standard clutch system. The symptoms are progressively worsening juddering when cold, leading to severe clutch judder at all times. Subaru dealers (certainly in the UK), have been replacing these faulty clutches free of charge under warranty, including a new flywheel, as long as the mileage isn't well above average, and the problem is severe enough. Some owners report a slight juddering at times, but this is not enough to warrant a new clutch.
3.5.2 ... when hot
Can be cured by uprating the clutch fluid to a DOT 5 fluid. Caused by fluid getting too hot from the engine bay heat. See also above for clutch problems with 98/99 cars
3.6 Brakes
The standard brakes (pre-99) are not great, suffering from a soft spongy pedal and being somewhat prone to fade under moderately hard use. Consider braided hoses, and replace fluid frequently - ideally with a DOT5 such as Castrol Response. Better brake pads can make a big difference to pedal feel, braking response and resistance to fade. See the BRAKES section for more information.
Note that the Mintex and (to a lesser extent) Pagid pads are quite a bit "dirtier" than the standard pad, leaving a lot more brake dust on the wheels. The Mintex pads are also notoriously squeaky!
It has also been known for some time, that under hard braking, the blukhead actually flexes, resulting in a spongier pedal feel. This can be significantly reduced by fitting a special bracket designed to reduce this flex. This is in an inexpensive item, and is available from a variety of suppliers such as MRT, Scoobymania and Power Engineering.
US expert Mike Shields of SPD Tuning Service writes about brakes ...
A braided-steel brake line kit will noticeably harden up the pedal during the high brake line pressure caused by hard use with hard pads. Going down the road everyday, you may not notice they are there. The braided hose does not expand with high line pressure and will tend to not cut or tear away should something bad happen at track day, still leaving you with brakes for the other three corners of the car should one corner get crushed. Not a good thought, but a very important consideration. I have seen whole suspension corners hanging by the steel braided brake line after a shunt.
The real source of the soft brake pedal on the Impreza RS (is it the same with the turbo?) is the vacuum booster design, which uses a dual stage booster. As the pedal is depressed, the first vacuum chamber assists the pedal effort. Once the pedal is down about 1/2 inch, the rod of the booster assembly uncovers a second port, adding the second chamber vacuum assist to the first.
So, while the unassisted brake pedal pressure is now quite high, this second stage keeps the pedal at your foot quite soft with the brakes on hard. The purpose of this dual stage booster is simply to keep the driving effort of the car low because the majority of commuters prefer it that way.
The soft pedal makes it somewhat hard for the average driver to "heel and toe" at high speeds and cornering forces. This is the main source of the complaint. You will become a smoother driver if you have a proper driving seat and the operating force of the brake pedal is a firmer than the standard RS design. Here is why this is true.
While your body is slamming around at or above one "G" (So that is where those coffee stains are on the passenger door panel came from! (True story, btw, from the cup holder in the center of the dash to the door panel, with none on the floor - great turn-in!)) it becomes difficult to hold your foot at just the pressure you want on the brake pedal and still give the throttle the stabs it needs to select the next lower gear smoothly. The harder pedal gives a better feel by opening up the total range of pressure felt and by making this range of actuation pressure correspond to the actual braking force of the car.
A second source of soft brake pedal is brake fade. Actually heat. Well actually, the gasses that the pads give off when stinking hot. They form a boundary layer on the rotor surface and no matter now hard you push, the car stops poorly. Everyone knows that drilled brake rotors help, right? SPD Tuning Service does not sell drilled brake rotors, so what is the deal?
A clever dude in England involved with world rally racing asked a simple question just a couple of years ago. Since we can't use carbon/carbon brakes due to the rules and if brakes fade due to gas coming off the pad, why drill rotors to make room for the gases when you can make a pad that does not give off gas in the first place? Mintex 1155 compound pads are a development of this concept suitable for every day road use. The pad is made and then "cooked" in an oven so hot that the gasses in the pad material actually cook off. This is a somewhat expensive (and slow) process. The gasses have to be recovered (keep it Green, please) and the pads must be properly heat cycled to retain their other desirable properties. Note also the STI Ver 5 298mm rotor kit pads have this feature also.
The end result is a pad with four very desirable features: 1) extreme fade resistance, 2) long pad life, 3) no "bedding in" needed and 4) they work when cold. The Mintex 1155 pads do not develop a soft pedal until MUCH higher brake temperatures are reached. This greatly increases the percentage time you can be on the brakes hard, such as seen on "track days" or in descents from mountain passes. And you do not need drilled rotors! The standard vented rotors just fine, and there is no risk of developing stress cracks from often seen on drilled rotors. A special SPD Tuning Service tip: Never come to a stop with stinking hot brakes and especially sit with your foot on the pedal at even a stop sign, much less a red light. The rotors will be cooling off rapidly except for the areas under the pads, and the rotors will warp. In turn, never make a banzai stop from above 70mph with cold brakes, unless you have to. The rotors will warp. They will especially have this tendency when they are older and thinner, than when they are new. Older can be 10,000 miles or 70,000 miles. Usually, the rotors become sensitive to the effects of high performance use when you are past half way through your second set of pads. They are thinner than they were when new.
Under hard use they will eventually warp and/or develop a case of the "wides". This is where the rotor metal has worn down and the rotor surface is so uneven that the rotor is thicker in some areas than others. As you come to a stop under moderate pedal pressure, they can drag lightly as the thicker portion of the rotor goes past the pads. If not warped severely, you can turn (true the surface of) the rotors, but depending on the severity of use, the smart money says it is time for new rotors, especially if on the second set of pads. They often are just used up and will warp again. There is actually a minimum width for the rotors cast into the part to help you with this decision.
Long pad life. For some it will be from 40,000 miles to 60,000 miles. For others, long pad life is from 2500 smiles increased to 5000 smiles. It just depends on how hard and how often you are on the brakes. The Mintex pads are harder and they also wear longer. As a result, wear the rotor metal at a seemingly higher rate. The higher metal wear rate is a characteristic of the pad compound AND they way they tend to be used by their owners! With standard pads, if you do not mind the risk of a bit of brake squeak, it is OK just to put in a set of pads without turning the rotors. With Mintex or other "hard" compound pads, especially when used hard, it is important to true up the rotors when changing pads.
The Mintex 1155 compound does not need bedded in. Bedding in is actually the thermal cycling of the pad material more than some idea of wearing the pad to the rotor surface. With a new car (pay attention here!) it is very easy to go out an romp on the brakes and heat glaze the surface of the stock pads. The car will have a hard brake pedal and will have poor stopping distances as a result. Because the Mintex 1155 compound has been thermally cycled during the "de-gassing" process, they are ready for prime time out of the box. Just a few good hot passes and they are as good as they are going to get.
They work when cold. Unlike true racing pads, the 1155 compound Mintex pads are designed to operate at a lower and wider temperature range. They will actually stop the car when the brakes are cold. It is a standing joke that many people have purchased racing pads for their street car only, at a minimum, to scare themselves half to death on the freeway the first time they need all the brakes after driving in a straight line for 15 minutes. Racing pads have no grip when cold! A semi-trailer truck with 40,000 pounds on board will out brake you for the first two stops from 70mph. Of course, you will stop about 1000 feet shorter on the third stop, but that is not the point. It is that first stop that counted. Please do not use racing compound pads on the street. The 1155 compound is the practical limit.
What if you still get brake fade and the soft pedal blues? You have two choices, use the brakes less, (which may make your lap times faster, not slower), or get bigger brakes. The fronts do most all the stopping, so it is standard practice to install larger front brakes on road cars and leave the rears for later. Larger brakes are usually needed when the power goes up. The car will get to higher speeds between each corner and need the extra heat dissipation of larger and larger brakes. Then again, some of us just like the big stopping power from high speeds that larger brakes will give you. It is just part of the total performance envelope.
3.7 Radio resetting
There have been several reports of the radio resetting or locking itself up on 5 door models. Two owners have seen this when the rear wash/wipe is activated. Two others have had the radio cut out on one speaker when the rear electric window behind the driver is operated. A mod is apparently available from Subaru involving putting a diode across the relay but it has also been reported that this fix did not work! In both cases turning the radio off and then on again cured the problem.
3.8 Brake Pipes
There has been one incident to date of a strange mechanical noise coming from the engine compartment. It apparently sounded like a top-end engine noise, but was eventually traced to the brake pipes being too close to the bulkhead above the pedals. At certain revs, the resonating pipes vibrated loudly against the bulkhead. The problem was cured by gently easing the pipes away from the bulkhead.
3.9 Porous 15" Wheels
Some of the 15" alloy wheels on 1994-7 turbos were slightly porous, resulting in tyre pressure loss similar to a slow puncture. (A dealer also reports some early Speedlines suffering the same problem). The warranty remedy requires your wheels to be repaired, which - since it can take months - can be a bit inconvenient ...
3.10 ECU bug :-)
In a low gear at high boost, such as pulling on to a roundabout in 1st or overtaking in 3rd, even a tiny reduction in throttle results in a sudden jerk, far worse than you'd expect from totally releasing the throttle, and enough in some cars to cause the inertia-seatbelts to activate. You'd expect the dump valve to open and to get smooth deceleration from engine braking, but instead you have to be very gentle with the pedal.
Apparently it's better on 1997/8 cars, but still present to an extent.
There is also an apparent protection system built in to the ECU to prevent damage to the gearbox under hard acceleration in 2nd gear. When travelling at a constant speed for a period of time between 3,000 and 4,000 rpm(more than 5 seconds), pressing the accelerator can result in less than full boost being delivered until 5,000+ rpm is reached. This phenomenon has been observed in a variety of cars, in different countries, but only by a small handful of drivers. Without replacing the ECU with an aftermarket one, the only real alternative is to make a change in your driving style. Simply drive along in 3rd gear, and change down to 2nd when needed, or simply change up to third and let the mid range torque do all the work.
3.11 Worn anti-roll bar bushes
WRXs seem prone to wear of the anti-roll bar bushes, leading to a clonking noise. The bushes (and the mounts if necessary) need to be replaced. Harder, "rally type" or "powerflex" bushes can be fitted but all the bushes would have to be changed at once, and the ride of the car can be noticably harsher.
3.12 ABS Isn't Magic
Not a fault with the Impreza or its brakes (obviously), but many owners don't appreciate the limitations of an anti-lock braking system.
ABS prevents wheels from locking under braking, because a sliding wheel has no grip (of course!). Having no grip means stopping distances are increased, and steering response is lost. ABS works by sensing when a wheel is about to lock and momentarily releasing the brake, just as in the conventional technique of "cadence braking", but performed many times each second. While a driver performing cadence braking applies and releases the brakes on all wheels together, depending on the complexity of the ABS, either all 4 brakes can be controlled independently ("4-channel": expensive and rare), or the brakes on each axle are activated as a pair ("2-channel"). The pre-98 Impeza has 3-channel ABS, allowing the front brakes to be controlled separately but with the rears worked together. The 98 Impreza got 4-channel ABS.
In the early days of ABS, an exceptional driver on a non-ABS car could stop shorter by holding the wheels just on the point of locking, and thus achieve maximum traction for the whole of the stop. Modern ABS has improved to the level where virtually no driver can beat it.
There are situations where ABS makes things worse. On a loose surface such as snow or gravel, a locked wheel builds up a wedge which slows the car better than ABS. Also when the road drops away - over a crest or following a bump or into a sunken manhole cover - the unweighting of the wheel means that even a moderate braking force can lock the wheel, activating the ABS. It's often a surprise when this happens!
3.13 Use of low octane fuel
We have heard a small, but still alarming, number of reports of serious engine damage to recent STi cars which have been run on low octane (95 RON - regular unleaded in the UK) involving damaged pistons. We don't have enough information to say for sure, but things are certainly pointing that way. We recommend against prolonged running of these highly tuned engines on regular unleaded. Use 97 RON if you can, and use a good quality octane booster for extended hard use such as track days, especially in hot weather. If you own one of these vehicles, then it would be sensible to invest in a device known as a "Knocklink" which detects knockand displays visually knocking/pinking/pinging/detonation. which may not be audible over the engine noise. These can be obtained from a number of suppliers here in the UK, and overseas.
3.14 Piston Slap
It seems a small percentage of the MY98 cars have had problems with Piston Slap after a period of 10,000 to 20,000 miles has been covered. This manifests itself as a knocking noise which is much more pronounced when the engine is cold. This should not be confused with a ticking/tappet type noise which is common on all Impreza engines , but a distinct knocking noise which is most noticed between 1,500 and 2,000 rpm. In the UK, Subaru have been resolving the problems by fitting an a completely new short engine (block, crank, pistons) , and this cures the problem completely. Some cars are apparently much worse than others, with very lightly driven cars being just as susceptible as those driven hard! All Subaru dealers should be aware of this problem, and offer to resolve (free of charge under warranty) if the problem exists. If your dealer denies all knowledge, then go to another dealer who may be more sympathetic to your cause. The work takes between 2 to 3 days to perform, and as well as running it in again, you most get your ownership document(s) updated with the new engine number. If the problem occurs on a normally aspirated engine, then a simple piston replacement can be used, instead of a whole new block.
4. Modifications
Given the Impreza is such a great car in standard form, you might be wondering why anyone would possibly consider modifying them. Granted, you will be in heaven for the first weeks or months of Impreza ownership, but you'll eventually start to get the measure of the car (or to think you are, anyway!) and you'll miss the thrill you felt when you first got the car. Don't feel guilty - it's human nature to want more! - and there are several areas where significant improvements can be made if you enjoy your driving. Take for example the most shockingly unattractive alloy wheels fitted as standard to the pre '98 models, the inadequate lighting, the unsupportive seats (pre '97), the somewhat spongy and fade-prone brakes, and the suspension which is a bit woolly on the limit.
These shortcomings, combined with the fact that the engine responds particularly well to minor changes to the exhaust and air filters, means there is now a fast growing industry responding to the needs of Impreza owners throughout the world.
One of the best modifications available for the Impreza is the quick-shift gear change mechanism. Available from Prodrive (via your local Subaru dealer) or GGR, the completely new linkage mechanism transforms both the operation and feel of gear changes. A cheap modification that makes the gear change quicker, more precise and adds a general sporty feel to driving the car. Probably the most common accessory on pre '98 cars (the standard linkage was improved on '98 cars and is not a quickshift, but is better).
Note: On pre-'97 cars the gearbox was a single-synchro design, and so with a quickshift it's possible to "beat the gearbox"
4.1 Engine
When this document wsa first written, there wre surprisingly few options for improving the engine of the Subaru Impreza. This is not the case today, and too many different options are avilable to list in this document, so we shall just list the more popular/affordable ones.
Prodrive offer a performance pack for the car, and depdning on the model year comprises a Ramair air filter, stainless steel free flow exhaust, revised engine management system and Mintex brake pads (up to MY98). This gives the Impreza about 15% extra power and torque, bringing it up to the 240bhp and 240 lb/ft mark for the pre MY99 cars. This may be fitted by Prodrive without affecting the standard 3 year Subaru warranty. For the MY99 cars onwards, they offer a similarly priced performance pack which adds a revised ECU, exhaust system and intercooler piping. Proven gains of 10 to 15% are offered, with a dramatic improvement in mid range response and urgency.
There are however a number of drawbacks. Firstly, the conversion is not cheap. Secondly, Prodrive will only fit the performance pack to cars with at least 16 inch wheels. For owners of pre '98 cars, this means an additional cost for a set of 16 or 17 inch wheels and tyres. Lastly, once upgraded, pre '97 cars must be run only on Super unleaded fuel. The conversion for the MY97 cars on allow normal unleaded fuel to be used, albeit with reduced performance. There are of course other options.
The Link ECU (also known as the Possum Link) is an aftermarket ECU which replaces the existing ECU, and utilises the same connectors. It comes supplied with a default map which can then be adjusted by the owner to help them extract the best performance from their car. There are various add-on modules available to assist the owner with this task. We would strongly advise owners to seek expert assistance in configuring/programming the Link ECU, as the results of entering wrong settings can be disasterous. Thankfully, the UK suppliers of these systems have the necessary expertise available. BR Developments are the acknowledged UK experts in the installation and tuning of this system
In Australia, MRT offer replacement engine management systems, some of which are adjustable. MRT offer a wide range of engine tuning parts for both road and competition use. As well as their own developed in-house parts, MRT can also offer parts from APS , STi and other leading tuning firms.
Superchips in the UK offer a replacement bleed valve and adjust the signals to (from?) the ECU, which reportedly increases the engine power to around the 260 bhp mark. They also offer a system for the normally aspirated non turbo Sport.
Scoobymania, are a new company specialising in top quality performance and styling upgrades. They are the UK distributor for MRTs parts, and have exclusive distribution rights for a number of other products.
BR Developmenst, are a UK company which offer a variety of products and services.
4.2 Wheels
Probably the first upgrade on most pre '98 owner's wish list is a set of replacement wheels. The standard 5 spoke 15" design fitted to the pre '98 models must be the most boring and unattractive wheel ever seen on a "sporty" production car. Also, the 6" wide rim is a bit narrow for the 205mm tyres - a 7" rim allows the tyre to sit flatter on the road. However, due to the small number of Impreza's in existence (compared to say a Golf GTi), there is a very limited (but growing)choice.
People associate big wheels with sporty cars, but the key factor is low-profile tyres - the link is that to keep the rolling circumference the same (to avoid introducing speedometer errors) then as the wheels get bigger, the tyres must get thinner. Low-profile tyres reduce the amount of spring and flex in the tyre. Less spring means reduced body roll in corners, but will make the ride somewhat harsher as bumps will not be soaked up as before. Less flex means that there is less lag between turning the wheel and the tyre following, so steering response will be more precise ... but the tyres will not mask ruts and grooves in the road, feeding back through the steering. Also, thinner tyres mean that big potholes have more chance of damaging the wheels.
Prodrive suggest that a 16" wheel offers the best compromise between looks, ride comfort, performance and cost, and indeed from the '98 model year, Imprezas have 16" as standard. However, the fact that Prodrive's demonstrators have always been fitted with 17" wheels shows that they certainly give additional performance - or better looks!
The 17" wheel and tyre combination increases the unsprung weight to about 21kg, up from around 16kg. This will have a noticeable effect on both ride quality and handling, although most owners say it's not too bad and well worth it. Uprated suspension becomes more desirable with heavier wheels.
In principle a 7 x 18" wheel should be fine too, but this will be heavier still and the tyres will need to be ultra-low profile, so this is probably only a sensible option for those who drive on the smoothest of roads.
One important point to bear in mind when shopping for new wheels is that the recommended offset (the distance between centre of the rim and the mounting face) for Impreza wheels is unusually high, at between 52 and 55mm depending on the model. Using more common, smaller, offsets will increase the track (width) of the car, which may cause the tyres to foul the arches, and will have an adverse effect on handling (by increasing the leverage of uneven roads and cornering forces on the suspension and steering components). One knowledgeable wheel retailer claims that anywhere from 45-55mm is fine (even going so far as to say that 55mm is excessive!), whilst a Subaru dealer insists that 55mm is essential and anything else wrecks the handling. It's probably worth pointing out that the standard wheels are 52.5mm offset, and the Speedline Competition 2, sold by Prodrive through your Subaru dealership, is 48mm!
Prodrive, holding the UK concession for Speedline, offer very good wheel/tyre options through their WRSport brochure, in 16,17 and now 18 inch sizes (P1). They are available either as wheels only, or fitted with high performance Pirelli P-Zeros.
The first of these is an 8 spoke design known as the Safari. These were the design fitted as standard to the Series McRae cars. Available in either silver, or the much more common gold, the most popular size being 6.5 x 16 inch. The recommended tyre size for this wheel is 205/50 ZR (or VR) 16. They can also be ordered in a 6 x 15 inch fitment, but anyone changing their standard wheels, would be well advised to upgrade to the 16 inch wheel and tyre combination. This design of wheel is commonly used by Group N and sometimes Group A rally cars, particularly for mud or snow special stages, due to its outstanding strength.
The second is a double six spoke design known in the UK as the Supertourismo. They are available in either 7 x 16 inch or 7 x 17 inch sizes, again in either silver or gold. This design of wheel has been used for the Prodrive demonstrators for the past few years, and are probably now the most common choice of replacement wheel for the Impreza in the UK. The recommended tyre size for the 17 inch wheel is 205/45 ZR 17, although 215/40 ZR 17 tyres can also be used and provide more choice of manufacturer. The Supertourismo does not fit over the STi 4-pot brakes fitted as standard to the 99 Impreza, and there is now a curved-spoke design named Supertourismo2. It looks like a bigger version of the standard 16" wheel, rather than a development of the Supertourismo.
There are two other Speedline designs available to fit the Impreza. One is a five spoke design known as the Mistral (OE in split rim format on Ferrari 308s apparently!), available in a 7 x 17 inch size. The other, available only in gold in a 7 x 16 inch size is known as the "Competition 2" wheel. This distinctive six spoke design is the homologated wheel for Group N Imprezas, and resembles that fitted to the latest generation of WRC cars for tarmac events, although not in the 8 (possibly 9?) x 18 inch size, since they will not fit comfortably under the standard Impreza wheel arches.
Other designs available through many accessory shops in the UK, are a multispoke (Touring car style) and directional 5 spoke designs made by a company called Radius. The models available to fit the Impreza are known as the R2 (5 spoke) and R3 (multispoke), and come in the popular 7 x 17 inch size, although with a 50mm offset. The Radius range of wheels has been heavily promoted in the UK. Compomotive also have a large range of wheels, from which the MO and SL should be available in scooby-friendly sizes.
Another option is to fit the 5 spoke 16 inch wheel fitted as standard to the 98 & 99 model turbo cars. Although available only in silver (unless you can find an STi or Terzo owner wishing to sell theirs!), it would be relatively straight forward to send them to one of the many alloy wheel refurbishment centres throughout the UK for stripping and re-painting in gold or any other colour. The wheel design is identical to that fitted to Japanese models for many years.
A survey carried out by an IWOC member identified many more 17 inch wheel designs. Costs ranged between about £100 and £200 per wheel. Although all of these designs will fit without apparent problem, any which do not have the recommended offset of between 50 and 55mm, may adversely affect the steering and/or handling of the car.
Outside the UK, there are many other designs available to suit the Impreza. Throughout Europe, several different models of Speedline wheel are available, as well as other manufacturers, who do not promote their products in the UK.
In Australia, MRT have a number of distinctive designs available, and most of these can be viewed on their comprehensive web site.
Japanese owners, not surprisingly have the widest choice of wheel designs available, with numerous manufacturers offering a variety of distinctive deigns in a variety of colours and sizes.
4.3 Tyres
As the tyres are the car's sole point of contact with the road surface, it is important to carefully consider the different options available when the time comes to replace your car's existing tyres. If cost is your prime consideration (why did you buy a Subaru then ?), then the chances are that you will end up with a lower quality tyre, with some potentially undesirable side effects. As well as giving lower levels of grip, cheaper tyres may have unpredictable behaviour as they approach and exceed their limits, wear more quickly, and generate higher levels of road noise. This is not to say that all cheap tyres are bad, just that the old saying of "what you get is what you pay for" seems to be especially appropriate.
4.3.1 15 Inch Wheels
Unusually for Impreza parts, in the standard tyre size of 205/55 VR 15, there are very wide range of tyres available. There is simply not enough space in this FAQ to discuss them all in detail. Some owners have commented that the current Bridgestone Potenza RE71/RE-010 tyres are a bit on the hard side, and seem to be lasting remarkably well, given the punishment they receive. Most would prefer a slightly softer compound, which although would give a shorter tyre life, would result in increased grip and in both wet and dry conditions. Favourable reports have been given on both Pirelli and Yokohama rubber, although the latter may be a little too short-lived for all but the dedicated enthusiast.
4.3.2 16 Inch Wheels
For 16 inch wheels, the recommended tyre size is 205/50 VR (or ZR) 16. In this size, there are much fewer choices available, most of which tend to be at the performance (read expensive) end of the market. The same criticisms of the standard Bridgestone Potenzas will presumably apply in the 16 inch size, and at the time of writing, it is probably too soon for most '98 model owners to give feedback on alternative fitments. Tests carried out by UK and German magazines for similar sized tyres rated the Bridgestone S-02 the best overall tyre, having particularly good wet weather performance. Meanwhile the S-02 Pole Position is a softer compound variant which appears to give outstanding dry-weather grip too. The Goodyear Eagle F1, and Toyo T1-S have also had many favourable reviews by Impreza owners. Tyre performance is a very subjective issue, and tyres which suit some driver/car/environment combinations, may not be suited to others.
4.3.3 17 Inch Wheels
For those with 17 inch wheels, there is very little choice in the recommended tyre size of 205/45 ZR 17, in fact we only know of the Yokohama A520, the Pirelli P-Zero Asymmetrico and the Dunlop SP9000. There are, however, more choices available in the alternative size of 215/40 ZR 17 (including the highly rated Bridgestone S-02).
4.3.4 Speed Rating
There has been some discussion on whether the higher rated ZR tyres are required for the Impreza Turbo. Subaru specify V rated tyres (for speeds up to 150mph - and acceleration and braking forces in line with a 150mph car) as standard, so you can be confident that the speed and load ratings will be sufficient for a standard car with normal use.
If you take your car on the track or drive hard on the road, Z rated tyres will offer better performance. If you have any kind of power upgrade, you may well take the potential maximum speed over 150mph, so you'd best fit some Zs.
There's a wider choice of sports tyres in Z, and if you've got 16 and especially 17 inch wheels, you'll have trouble finding a V to fit anyway.
4.3.5 Tyre Pressures
Another popular topic for debate often revolves around tyre pressures. Drivers' experiences show that the Impreza is sensitive to minor differences in tyre pressures (you can easily feel a drop of 2psi), so it's worth checking them regularly. For the '96 model turbo, the recommended tyre pressures for the 205/55 VR 15 tyres are 33psi front, 32psi rear. Some dealers have suggested that these pressures are adhered to when fitting larger 16 and 17 inch wheels, however Prodrive suggest 33psi front / 30psi rear (up to 32psi on the rear for sustained high speed or heavy load) for all wheel sizes, while MRT suggested 35psi on both front and rear results in better grip and handling, at the slight expense of ride quality. Prodrive even suggest leaving the tyres at the pressures for trackday use, although increasing the pressure will stiffen the sidewalls somewhat. An owner in Milton Keynes (probably the highest roundabout density in the world!) reports that to combat excessive front tyre wear, Continental tyre engineers recommended that the MK police increase front pressures by 10-15%. The owner reports that while standard pressures wear the fronts in 8,000 miles, running at 36psi provides significant reduction in wear.
Another common query is whether the tyre pressures should be reduced for snow or cold and wet conditions. The answer to this is no. Better grip and feel are obtainable using the standard or slightly higher tyre pressures. On the subject of cold weather, it's worth checking the tyres if the car feels bad (more roll, poor turn-in) since when the air in the tyres cools, the pressure is reduced.
4.3.6 Expected Tyre Life
Not a topic that has cropped up frequently on the mailing lists and bulletin boards. An article in Performance Car magazine claimed that the fronts should last between 15-20,000 miles, with the rears being good for 40,000 miles. Some enthusiastic drivers have reported less than 12,000 miles for a set of tyres (track events are very hard on tyres), with some getting as few as 7,500 miles from a set. Some dealers have suggested swapping the front and rear tyres periodically at the 6 monthly services, to get even tyre wear all round. Doing this, would give an average tyre life of around 25,000 miles for a set of four. Obviously, when replacing tyres, you should ensure you get a matched set. Steve Breen experienced handling irregularities which turned out to be because one of the P Zeros was made in Italy whilst the others were made in the UK. (A reader tells us that Lotus issued a warning to Elise owners regarding mixing P Zeros from different factories due to the possible effects on the handling)
Common sense would also suggest that you always replace tyres in pairs (i.e. both at front, or both at rear), or that you replace all four tyres at the same time, regardless of how expensive it might be at the time. It would be better to spend a few hundred pounds on a matched set of quality tyres, than writing off your pride and joy as a result of a mis-handling car at high speed.
In fact, most Impreza owners seem to consider the need to replace all 4 tyres an excellent excuse to upgrade to a much nicer looking set of 16 or 17 inch alloys at the same time.
4.4 Exhausts
On most other makes of car, the rear silencer is one of the first areas replaced as owners modify their cars. The Subaru Impreza is no exception to this, as it is widely accepted that the standard exhaust system is very restrictive, so as to comply with the various international "new car" noise limits. Replacing the silencer not only improves the look and dramatically improves the sound of the car, but it can also release a bit more power from the engine, between mid range and the rev limiter.
In the UK, Prodrive will only sell you their very nice looking and sounding exhaust system as part of the whole engine upgrade package. However, there are a number of alternatives available.
Probably the most widely used exhaust amongst owners is the system supplied by ScoobySport (see Suppliers section for contact details). This is a very high quality system, which reportedly performs as well as it looks and sounds. Hayward and Scott, who have made Ralliart's exhausts for over six years, manufacture it for them. Fitting is a simple 15 minute job, and can be done by a local "Kwik Fit" or similar.
Other alternatives include some of the Japanese after-market system, such as Blitz and HKS. Again these are very high quality exhaust systems, but some owner have said that they are significantly noisier than the standard exhaust, and can be tiresome on long journeys. For many owners though, this is exactly what they want.
Also available, are exhaust system from BPM and MRT in Australia, both of who have UK outlets. Again both offer very high quality products.
Before purchasing an aftermarket exhaust system, we would encourage owners to view and listen to a similar system fitted to an Impreza, to ensure that the combination of looks , performance and sound are exactly what they are seeking.
4.5 Suspension
4.5.1 Replacement Parts
The leading options are, Prodrive, ScoobySport and MRT.
The upgrade offered by Prodrive, was for a long time the only source available. The standard dampers and springs are replaced with Bilstein dampers and Eibach springs. The system provides firmer damping and stiffer springs, which also lower the car by 20mm. This is a very good system, that greatly improves the handling of the car. Bilsteins are rebuildable, but Prodrive are unable to offer this service at the moment.
ScoobySport have been working with Leda Suspension and now offer three options for upgrading Impreza suspension, The first is a fast road kit, with 30mm lower, up-rated springs and 24 stage adjustable dampers. The second option is a road/competition kit, and offers fully adjustable ride height in addition to the features of the first kit. Finally, a full Group A rally kit, offers gas pressurised damping and remote reservoirs. Leda suspension kits are fully rebuildable and can be fitted at Leda's factory in Braintree or by a dealer.
MRT's suspension is fully adjustable, but no other details are known at this time.
4.5.2 Steering Geometry
The recommended toe and camber settings for the Prodrive suspension may be applied with good effect to the standard items. The benefit is improved turn-in, better in-corner steering response, and reduced squirm under braking, especially with bigger wheels. The reason for this is that braking places huge forces on the front wheels and suspension components, causing them to splay outwards. The toe-in corrects this tendency. These settings are apprently within the limits specified by Subaru for the car, but are outwith those supplied in the UK handbook.
Note that these settings are different from the handbook specifications for standard suspension (presumably due to the potential for uneven tyre wear), so Subaru dealers will often refuse to make the changes when the car is still under warranty.
| Front | Rear | |
|---|---|---|
| Camber | Max equal negative | not adjustable |
| Toe-in | 1mm | 1mm |
Apparently different cars have different limits for the front camber - it's usually a bit less than 1° but possibly as high as 1.25° Just make sure left and right are the same!
We are also hearing very favourable reviews of some changes made to remove bump steer which is built into the cars. These changes involve lowering the steering rack (using spacers/shims), and requires several hours labour. These changes are performed by Powerstation
4.5.3 Strut Braces
It is of the opinion of many (including specialist after market tuning suppliers) that the Impreza is one of the stiffest chassis around and that a strut brace is of dubious advantage. Even the WRC car that Colin McRae drives (using a bare Impreza 2 door shell as a starting point) does not have one. To quote a well known Impreza supplier:
"A strut brace has no effect on "sag" - it simply transfers any load from one side to the other. Our experience with them is that they are better "look" value than performance. And yes, this is why they are supplied on up-market Sti models ..."
There is also the consideration that to fit a brace for the Impreza, it has to be bent at each end to clear the intercooler so will be necessarily weaker than a straight brace.
Here are two views from owners who have fitted one :-
"I fitted one recently and as far as I'm concerned it was the best £50 I've ever spent :-)."
"Took the car for a blast around some really tight 2nd gear corners and instantly noticed the difference. It seemed to sharpen the steering in the corner and the suspension really was working hard. I would imagine that the brace would not make that much difference being so close to the bulkhead, but there you go."
If you do fit a strut brace ensure that you then get the tracking checked and readjusted. It has been known for this to alter these with devastating effects on tire wear!
4.6 Electrical
4.6.1 Lighting
One of the main problems with the standard Impreza, is that the headlights are extremely poor for the levels of performance offered by the car. Traditionally, owners wishing to increase the output of their headlamps would fit higher wattage bulbs (illegal in the UK!). Unfortunately, in some sort of cost/weight saving frenzy, Subaru seem to have equipped the Impreza with plastic reflectors and the absolute minimum thickness of wiring necessary to drive the standard headlights. There have been numerous cases reported of the wiring getting very hot, and in some cases reflectors and wiring melting with higher wattage bulbs fitted. Some owners have been running the higher wattage bulbs without problem for several years. Fit these types of bulbs at your own risk!
Another option are high performance "Xenon" bulbs, which claim to offer 30% brighter light, for the same power. A growing number of owners are fitting these type of bulbs, including myself, and they do make a noticeable difference. The light produced is noticeably brighter (whiter), especially off-beam, when you can pick up a lot more detail at the edge of the road. As long as you are not expecting them to turn darkness into daylight, then they are a worthwhile improvement. These Xenon bulbs are available from a number of sources, including IWOC member Andrew Batters (andrew@andybat.demon.co.uk) who runs his own garage business, and sells them mail order at a discount. PIAA have also introduced a range of high-efficiency bulbs, with e.g. the 80w bulb producing equivalent light to a 130w conventional bulbs. These are very expensive though!
4.6.2 Headlight Adjustment
At the same time as fitting the higher performance bulbs, it would be prudent to check the headlamp alignment. The most accurate method is to have them calibrated using the correct equipment at any MOT testing station, or as part of your routine servicing. If this is inconvenient, then the following advice from Andrew Batters can be used as a rough guide.
The MOT "beam setter" is basically a box with a collecting lens at the front and a screen at the back with various markings onto which the headlight dipped beam is projected. It represents a scaled down version of the image projected onto plain screen 10 metres away from the light. The latter is still used for checking motorcycle beam aim.
The standing area for the vehicle and its relationship with the "beam setter", for the MOT, has to be accurate to within +/- 2mm laterally and when checking the beam aim, the equipment is set along the longitudinal axis of the vehicle each time. I'm telling you all this is so that you will realise the importance of getting things as accurate as possible.
We will assume that the left - right alignment is OK (mine was) so the vertical checking goes as follows:-
You will need a very flat area for the car to stand on and also your checking "screen" whether it be a wall, garage door or a sheet of something light coloured, it doesn't matter. The important thing is that it is in the same level plane as the vehicle and perpendicular.
In the centre of the headlight lens there is a dimple, this it the datum for setting the beam, mark a horizontal line on your wall, door etc. at exactly the same height as the dimple.
With somebody sitting in the driver's seat and the headlights on dipped beam and the internal level switch at zero you will see the horizontal portion of the beam with a 15° kick up to the near side.
The beam is measured as a percentage below the horizontal, a measurement of 10mm is 1 percent at a distance of the screen from the lamp of 1 metre (1000mm), so is 2cm at 2 metres.
On the headlamp casing there is a figure of 1.3 percent 13mm at 1 metre and this is optimum for the vehicle, but for me this is too low. The upper limit for the MOT is 0.5 (5mm) below and the lower is 2.0 (20mm) below. I have set mine at the top limit and is just a touch on the high side, but the control inside drops it to wherever is best, I use it a lot when driving as conditions change.
When using YOUR screen the accuracy will be better at greater distances than 1 metre, three metres the errors will be one third, the problem is that the further you go away from the light the probability of the vehicle standing area being out of true with your screen increases. If it is not right there are two adjusting wheels at the back of each lamp, one is up down, the other is left right. Can't remember from memory, which are which, fiddle and see.
4.6.3 Driving Lamp Conversion
If you are serious about fast night time driving in your Impreza ( and this can be the safest time to drive fast, if you're sure there are no cyclists, unlit skips or bambis in the road) then you should invest in one of several driving lamp conversions available.
The first option is a PIAA driving lamp conversion offered by Prodrive via your local Subaru dealer. This replaces the two fog lamps fitted as standard, with two PIAA (flamethrower!) driving lamps. Like all the Prodrive equipment, quality is top notch, but with a price to match. We've heard of some different fittings schemes: make sure your dealer wires them up to come on with main beam.
Another very popular driving lamp conversion is the kit provided by ScoobySport. Consisting of two Cibie Oscar Plus driving lamps, with 130w bulbs, mounting brackets, wiring, connectors, relay and full fitting instructions. Fitting can take less than 1 hour, but if it's your first time under the Scooby's bonnet you should allow two or three hours to make a professional job. Alternatively, a Subaru dealers or car electrics shop might do it for you.
There have been nothing but good reports from the growing number of owners who have fitted this kit. "Bugger me. Daylight!" were the words one owner uttered the first time he switched on his new driving lights. Total light output is the same as that of the Prodrive PIAA conversion. Some dealers have commented that the fitting is neater than that of the Prodrive kit, a glowing commendation indeed.
In Australia, MRT again offer a high quality driving lamp conversion. Full details are available on their web site.
4.6.4 Twin-Headlight Conversion
Demon Tweeks sell the Morette twin-headlight kit with Cibie optics. With standard bulbs you'd have 2x55w on dipped and 4x60w on main beam. The standard wiring isn't affected, which means you need to rewire to allow higher-wattage bulbs. The kit is bordered in black ABS so you need to get the plastic painted to match. It gives the car a very agressive nose - some love it, some hate it. With these and a driving lights conversion you'd be well equipped for night stages :-)
4.7 Brakes
Performance increases can come in many ways and improving the stopping power as well as ultimate engine power is one. The standard brakes are not the Impreza's strongest point and you can get through pads very quickly, with one owner reporting only 7,000 miles! Uprated Mintex pads available from Prodrive via your Subaru dealer and these improve things no end (apart from the brake dust on the wheels, and a tendency to squeal at low speeds :-). Pagid pads come highly recommended, and are available for the standard callipers via Scoobysport.
The Mintex part numbers are MDB1794M1155 ( '97/98 brake spec front), MDB1688M1155 (pre '97 brake spec front) and MDB1497M1155 (rear), and can be ordered from certain brake specialists at a lower cost than Subaru. The four numbers after the second M (i.e. 1155) indicate the compound material used. A variety of different compounds are available (1144, 1155, 1166 etc), and are suitable for different purposes.
AP Racing now produce a number of very high performance brake upgrade kits for the Subaru Impreza in a variety of sizes. Scoobymania have exclusive rights to an AP kit developed especially for the Impreza.
Scoobysport have exclusive rights to a high performance Brembo upgrade kit. These comprise grooved 310 x 28mm Group A Brembo discs (warrantied for track use!) using fully floating alloys bells, huge 4 pot monogrammed aluminium callipers, high performance pads, steel braided hoses and Castrol Response fluid. The kit delivers superb road and track performance and will fit virtually any 16 or 17 inch wheel.
See the supplier section for more information on aftermarket brakes.
4.8 Styling modifications
4.8.1 Exterior Styling
Many of the suppliers listed below offer various bits and pieces to make your Impreza a little bit different form the standard item. Many owners though are more than happy to let their car be the ultimate Q-car and NOT stand out in the crowd!
Various rear spoilers are available. The most common type is the group N high level rear spoiler for the 4 door (standard on the 99 model) which is available from various sources such as Prodrive, Autosportif , and Regal . A much larger adjustable rear spoiler is also available from Regal, and Scoobysport import a carbon fibre WRC-replica wing. Even the 5 door is not missed and Prodrive offer a double upper and lower spoiler for the back of the hatchback.
At the front of the car Prodrive and others offer a front bumper lip spoiler adding the aggressive look. It should be noted that some chin lip spoilers offered for sale are dubious in their legality due to their ankle/shin slicing abilities when involved with impacts with pedestrians
4.8.2 Interior Styling
The interior of the standard Impreza can never be described as extravagant or luxurious, with the pre-97 models being especially austere.
Dealers offer the standard seats retrimmed in leather, usually by a local firm, and as a result prices are usually negotiable and quality varies.
Prodrive offer interior re-trimming packages which include replacing the front seats with items from Recaro, and the rear seats and door panels trimmed in the same material. The package includes a choice of different gearknobs etc, and Prodrive monogrammed car mats.
4.9 Audio
4.9.1 Fitting CD Players
A question on the mailing lists revealed a variety of different positions suitable for mounting the Philips CD player offered by Subaru dealers in the UK. Most fit the unit in one of the recesses at either side of the boot (trunk for our US friends). However, it is possible to fit the unit under the rear parcel shelf (4 door only), and against the rear fold down seats.
Several owners have successfully fitted the unit underneath the front passenger seat, but some dealers refuse to fit here saying they are worried about potential overheating problems (there are heater ducts venting air under the front seats), and stray kicks from rear seat passengers.
Some owners with aftermarket Hi-Fi equipment, have managed to fit smaller CD units inside the (unlockable) glove box, although it is apparently a very tight fit. The only known unit to fit comfortably without excessive modification is the Alpine CHA-S604. Dimensions being (HxWxD) 6 x 25 x 15.3cm.
It is even possible to fit the unit inside the space provided for the spare wheel (space saver for Turbo), although custom mounting brackets will be required, and you should be aware of possible condensation problems.
The best advice for those seeking to position their CD player in a non-standard place is to seek professional help from a qualified car audio specialist. Common sense really.
4.9.2 Fitting speakers
4.9.2.1 Rear
Here's a readers instructions for gaining access to the rear speakers in a 4-door. Apparently it takes about an hour.
- Remove back seat, both pieces: 5 bolts
- Very carefully, remove side panels: in back seat
- Again very carefully, pop loose rear glass plastic window trim, pull out gently, as they just have a plastic pop insert to hold them in place. Ease back both sides - NOT ALL THE WAY - just enough to bend them back.
- Now, go into the boot and pop loose the little black plastic clips coming from the back glass shelf, there should be 4 - 2 each side. The shelf assembly should now be loose.
- Go back in rear deck area, and carefully bend laminated shelf with speaker covers up in the middle while removing slowly.
- Install new speakers and reverse order to refit.
4.9.2.2 Front
- Prise up the electric window switch at the front of the pad. Remove the screw in there, and disconnect the switches by pushing a lug on the back of the switches.
- Prise off the triangular piece of plastic by the mirror.
- Remove the screw behind the blanking plate below arm rest.
- Pop off the door handle surround. Don't need to unscrew the door handle.
- Pull off popper at door hinge end of the door.
- Pull whole trim outwards gently - it should be completely loose. Gently push it upwards and clear.
4.10 Miscellaneous
4.10.1 Bonnet Vents
The WRC cars have huge gaping holes in the bonnet where the road cars have little blanked-off grills. Some owners have removed the blanking plates and reported an improvement - in noise if nothing else!
A possible disadvantage to the removal of the blanking plates is the creation of hot-spots under the vents when the car is stationary with a hot engine. Also some of the electrics pass directly underneath these vents and it may be wise to add some extra protection to connectors etc. thus exposed.
4.11 Warranties and the effect of modifications
From the Subaru Passenger Vehicles Service and Warranty Book:
What is Not Covered
A. Defects, malfunctions or failures resulting from misuse (e.g. overloading, rallying or racing), negligence, modification, alteration, tampering, disconnection, improper adjustment or repairs, accidents, installation of parts not equivalent in quality and design to parts supplied by SUBARU (UK) LIMITED, add-on parts, improper maintenance or use of fuels, oils and/or lubricants other than those recommended.
The key phrase here is "resulting from ... modification". If you fit a non-standard air freshener and then the rear axle falls off, chances are the warranty claim will be allowed. If you rewire the lights and then you find you keep blowing bulbs, chances are it won't.
5. Suppliers
5.1 Prodrive
The original and genuine, Prodrive run the Subaru World Rally Team and prepare many privateer Impreza rally cars, not to mention Ford's BTCC Mondeo's. Their web site is at www.prodrive.com and now has lots of useful information on the variious performance products available..
High quality, high cost (Prodrive, Subaru UK and your dealer are all in the chain) and sometimes conservative (to allow your manufacturers warranty to be preserved), but then again only these upgrades carry full Subaru approval. See your Subaru main dealer for details and availability (they do not deal direct with the public in the UK, but do have an export department who are happy to supply their full range of products if you live outside the UK.). Your local dealer can also supply official Rally Teamwear.
5.2 MRT
Based in Australia. Massive range of road and race parts available, and actually run an Impreza rally car themselves. Web: www.MRTRALLY.com.au
5.3 ScoobySport
A range of excellent quality upgrades, inlcuding Hayward & Scott stainless steel silencers, Cibie driving lights, LEDA suspension kits, 4-pot Brembo brake conversions, and WRC-replica carbon fibre rear wings.
Web: www.scoobysport.co.uk; Phone: 01268 590085.
5.4 BGT Performance
Well established Impreza Tuning firm in Australia. Offers lots of tuning parts and services. Web: www.bgtperformance.com.au
5.5 Graham Goode Racing
Well known Cosworth racing company that now supports Imprezas - including supply of genuine STi parts (and badges & stickers!). Web: www.grahamgoode.com; Phone: 0116 244 0080.
5.6 Demon Tweeks
Vast Motorsport catalogue with everything from helmets to seats to suspension to tools to cable-ties to carbon-fibre gearknobs ... lots of generic stuff and quite a few of the ranges are carried in Impreza fittings. Web: www.demon-tweeks.co.uk; Phone 01978 664466 (and get a free catalogue).
5.7 Superchips
Offer a range of ECU remaps for various cars. The Impreza Turbo kit Turbo uses a piggyback board to block the wastegate-opening signal for a while, thus providing higher boost. A considerably cheaper option than the Prodrive engine upgrade, but obviously it's not covered by warranty. Superchips also offer a similar piggy back board for the normally aspirated Sport, which alters the ECU signals to and from the engine to give greater torque and power. Web: www.superchips.co.uk; Phone: 01280 816781.
5.8 Boost Performance Motorsport
BPM offer a full range of tuning products for the Impreza, but are most famous for their range of exhaust systems, and their stroker conversions which increases engine capacity to 2.2 litres. Website: www.bpmsports.com.
5.9 Regal Autosport
Offer an Impreza styling parts including rear wings, alloy wheels, stainless steel exhausts, springs and suspension, brake conversions, and replacement ECU's. Web: www.Regal-Auto.co.uk . Email: sales@regal-auto.co.uk; Phone: 02380 791000
5.10 Autosportif
One of the UK's leading rally car preparation and tuning specialist who is now branching out into road car modifications. Many items available such as body kits, alloy wheels, suspension parts and engine tuning. Phone: 01869 345626.
5.11 DMA Motorsport
Australian company offering a wide range of Impreza tuning products. Web: www.dmamotorsport.com.au.
5.12 APS (Australia)
Offer a tuning package to uprate the power output of the standard (208 bhp) engine to that of the STi models (~276bhp). The reasonably priced kit includes a revised air intake system (K&N based), 3 inch mandrel bent exhaust, UNICHIP 'piggy-back' ECU upgrade, a water spray for the Intercooler and modified air intake plumbing. The kit which increases boost to 17.4 psi (1.2 bar) comes with a 12 month warranty, and can be easily removed returning the car to standard condition at a later stage. Reportedly reduces 0-60 time to under 5 seconds. They have recently started to offer a Higher Output kit, which incorporates a front mounted intercooler and uprated turbo. More information can be found on their website APS
5.13 SPD Tuning Service
An American-based Impreza specialist with a full range of suspension, brake etc. upgrades. A reciprocal agreement with Scoobysport means UK customers should contact Scoobysport for information on SPD's products. SPD are also distributors for Prodrive accessories, including wheels and suspension kits
SPD's excellent website at www.spdusa.com/ offers not only an online catalogue but many articles on the theory and practice of brake and suspension modifications.
5.14 Scoobymania
Offer a very wide range of tuning and styling parts for the Impreza at a reasonable price. They are the UK distributor for MRT parts, and offer a number of exclusive products such as 6 pot AP Racing brake kits Web: www.scoobymania.co.uk.
5.15 BR Developments
BR Developments are a recent company, but who are the acknowledged experts in the UK regarding configuring and mapping the Link ECU system. They also supply a variety of other tuning parts and services. Web: www.brdevelopments.com.
5.16 WRX/STi Parts in the UK
Your local Subaru dealer is very unlikely to have any of the more specialist parts required for your Japanese WRX/STi model, such as brakes, engine/transmission parts etc. A dealer which should be able to help with most enquiries is David Hendry Cars (01666 824369). Graham Goode can also supply the full range of Japanese specification parts. Alternatively, contact some of the import specialists for part ordering information.
6. Security
The Impreza comes with a central locking system and a factory fitted immobiliser. The central locking is unfortunately only from the drivers side lock and does not operate via the passengers side lock. Also the immobiliser fitted to the 97 and 98 turbos does not meet Thatcham category 2.
During the time the Impreza has been imported it has been fitted with a couple of immobilisers. Prior to July 1996 the cat 2 Cobra 0802T Immobilisers were fitted at the docks by the importers, and allows a Cat 2 to 1 upgrade alarm to be fitted for full protection.
Subaru developed their own immobiliser for fitment after July 1996. Unfortunately this then failed the Thatcham tests as it still allowed the car to be momentarily started before cutting in. The cars are still fitted with Subaru immobilisers and the situation remains the same with an independent system requiring fitting if cat 2 is to be gained. Usually an after-market system is fitted along with remote locking alarm to category 1 and this has the advantage of being able to centrally lock the car from either side of the car!
The Terzo special edition has a Thatcham category 1 remote locking alarm/immobiliser (a Cobra 6422), as does the 99 car (a Sigma).
7. Insurance
As the answer to this depends on many variables, it is difficult to recommend companies, but Admiral are well worth a call but note they do not entertain engine upgrades, even the Subaru approved Prodrive performance pack. Privilege offer special Subaru rates (although it has been reported it is cheaper to go to Privilege direct) and accept the standard Subaru immobiliser as satisfactory plus have all the special editions, Prodrive, and WRX's listed. They also allow a certain amount of modification to the car for an increase in premium and excess. Brokers Greenlight also offer discounts for SIDC members and can provide competitive cover for modified cars and for trackdays.
Trackday cover usually requires you to inform your insurers of the specific event, and generally they require an extra payment (for example £30) and will increase your excess (normally well into the £1000s!). Many owners choose to accept the risk and drive uninsured on the track (which is perfectly legal, of course).
Some companies now offer discounts for on-line (Internet) quotations. For imported and modified cars, specialist brokers are often the best route to reasonable insurance costs. Check out the numbers printed near the back of most motoring magazines, be sure to get at least 5 different quotes and be prepared to haggle, as the first quote given will not be the lowest.
Note: It is essential that modifications are reported to your insurance company. Most policies don't cover trackdays, but that's your risk. If you have modifications which you haven't told your insurers about, then it can leave you with no insurance cover, which is a serious offence. Check when buying a policy whether it covers any modifications which you might be interested in, as some owners have made modifications and then found that their insurers have refused to cover them
8. Importing Japanese Specification Cars
There are quite a few companies who now specialise in importing high performance cars from Japan. The following advice on importing the Japanese specification Impreza range into the UK was given by Andrew Cliffe at Omicron Engineering (sales@omicron.uk.com):
Cars take about 30 days to ship to Europe once they have been loaded in Japan. The WRX and STi versions are in continuous production rather than the Lancer Evo V batch building. Coupes and a few others are produced to order. The wait depends on the current popularity of the WRX in Japan, which fluctuates depending on the McRae/Makinen rally war.
Air conditioning is standard. The four-door sedan comes in white, silver and black. There is more choice on the 'wagon' which comes in blue also. Japanese car producers have agreed that 280PS (276bhp) is the most that should be produced for a standard car. However Nissan sell a modified Skyline which produces 400bhp and Veilside will tune a Skyline to 1006bhp. Subaru are now taking orders for a 2.2l WRX STI coupe. 400 are being made, and we've got two reserved. There would be a slight reduction in power output, due to the fuel difference, but Subaru don't publish the climatic data of where their data was taken. All this has an effect also. If you wanted, the car could be put on a rolling road and tested to find out power at wheels, which will differ, from the published power at flywheel by 15% or so. It would be best to run it on the better quality fuel for something special like the WRX.
Another grey importer gave us the following report;
"If you order a new car it is new, but they have to be registered in Japan prior to export. Does this mean that they become used? We would also ask our Japanese friends to test drive the car to make sure that the car is OK before being shipped. If you ordered a s/h car, we would find a s/h car, which had been previously owned by a Japanese owner, and used in Japan. As with all used cars, I am sure you would find a pen under the seat.
Some spares are likely to be the same as the UK cars, but some parts are STi only and have to come from Japan. I would suggest that if you went ahead and ordered a car to buy the parts required for the first service, and when that service is due, order the parts for the next batch. This means that there is no waiting for parts to arrive from Japan.
There is no such thing as an exact cost. The exchange rate between £ and ¥ differs daily. Shipping cost is translated from US $. Duty is worked out using the exchange rate on the day it clears customs, which is likely to be different to the one used on day of purchase.
What I do is to work out cost in £ using an uncompetitive exchange rate, which provides a little room for manoeuvre. As it is not our main business, we do not have to make a living out of it. We do not have large adverts to amortise over a few cars. Basically it is your car as from Japan onwards, and we assist in the importation and registration.
Servicing should be done as per your normal Impreza. Run it in gently over a period of 1000 miles or so, before using full power. Some short bursts of full acceleration helps bed the transmission in.
Subaru's warranty is invalid as the WRX is not sold here. It is possible to buy a warranty (basically an insurance policy) from people like Warranty Holdings, Motor Warranty Direct, White Knight etc., for a small sum of money per year. Subaru Japans warranty is three years, so they must be pretty confident in the quality of the car.
There is a wide selection of tuning parts in Japan to make your STi go quicker. These engines are well engineered and then restricted to 280ps by the ECU. The differences over WRX and STi are to the brakes which are uprated somewhat over WRX, the exhaust system is different, there is a carbon strut brace, and the interior (seats, steering wheel) is slightly different. Visually there is a different rear wing, and the front fog lamps are blanked off. There would be more minor changes, which Subaru don't tell you about.
Conversion to UK spec at the moment is limited to a rear fog lamp only. Japanese radios work up to 90MHz (fm) and you could either specify a 'dongle' which boosts the received frequency by about 14Mhz, or fit a UK spec sound system. The car would arrive with a Japanese immobiliser, but your insurance company would want a Thatcham approved alarm.
Come May the SVA test may comes in (it was supposed to come in mid 97, then 1/1/98 but was postponed.) This would require some changes to the car, but nothing serious. The European Commission pending review or possible cancellation postponed it this time.
The speedometer could be converted to MPH is you wished (SVA mandatory in May), the speed limiter at 112mph could be bypassed, and we can fit tuning goodies if you wish. Mucking about with chips would invalidate Subaru's warranty anyway."
NB: Evo magazine (Feb 99) reports that Subaru Japan are requiring that Japanese Subaru dealers must obtain proof that a car is registered in Japan before supplying parts. This, if true, will make parts for greys more difficult to obtain ...
8.1 Import Specialists
Below is a list (in no particular order, and by no means complete) of companies in the UK who either specialise in importing "Grey Market" cars, or can assist you with the personal importation process.
| Company | Web | Telephone Number |
|---|---|---|
| David Hendry Cars | www.dhcars.co.uk | 01666 824369 |
| Direct Vehicle Imports | www.dreamvehicleimports.com | 0800 731 5653 |
| Orient Vehicles | www.orient-vehicles.com | 01753 714973 |
| Roger Clarke Motorsport Ltd | 01455 828610 | |
| Warrenders of Bolton | www.itsafastworld.com | 01204 528800 |
| Lockyear Cars | www.lockyear-cars.co.uk | 01403 891700 |
| STi Imports | www.stiimports.co.uk | 01454 411300 |
9. What the Press think...
This is by no means a complete list, if readers would like to contribute sightings they're more than welcome.
9.1 Reviews
| Performance Car | |
|---|---|
| Jul 96 | N459SOC 96 green long term fleet farewell |
| Jan 97 | '96 green Prodrive in Performance Car of the Year |
| Feb 97 | P113EVP green 97 |
| Jun 97 | P496DOA Prodrive 97 silver |
| Nov 97 | P118EVP 97 red 0-60 challenge |
| Dec 97 | R680CDA Prodrive 97 reddish blue (also WRX STi P318SPV 97 silver) |
| Jan 98 | R743CDA 97 reddish blue PCOTY 2nd place |
| Feb 98 | R744CDA white 98 & R743CDA reddish blue 4x4 issue |
| Mar 98 | N459SOC 96 green, R555WAS reddish blue, plus others in a second hand buyers guide. |
| Apr 98 | R397BTC WRX STi ver 4 plus a pic of N459SOC in the letters section and a 1/4 page and pic on a white WRX STi version 4 coupe (and mention of the STi 22B) |
| May 98 | Specs and pictures (seemingly ripped off the Internet!) of STi 22B and Terzo |
| June 98 | R400 RRR WRX STi Coupe Type R vs Mitsubishi Lancer Evo V (WRX loses due to frantic short gearing and less subtle handling, but does 0-60 in 4.3 seconds!, 1/4 mile in 13.2@104mph. R412 VOF Long term test car. |
| Car Week | |
| 25th May 94 | JET 2 Prodrive Impreza in a group test versus Escort Cosworth and Celica GT-4 |
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|
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| 6th April 94 | L605 YWD (incl.cover pic), silver 4-door. "fabulous performance, good value for money, excellent warranty" |
| 17th Mar 97 | 1/4 page limited edition Catalunya write up |
| 1st Oct 97 | 1/4 page R975UHM 98 red |
| 27th Nov 97 | P216 PLM Yellow WRX STi III 2 door coupe. Head to head with EVO IV and Escort WRC. Impreza gets reviewer's vote. |
| 4th Feb 98 | R741CDA 98 silver 5 door |
| 13th May 98 | WRX Type R Coupe vs Misubishi Lancer Evo V |
| 17th June 98 | R468 AOE Britain's blue 5 door. Top 100, no 1 Subaru Impreza Turbo 5dr. "So now it's official: the Subaru Impreza 2.0 Turbo is the best new car you can buy" |
| What Car | |
| Dec 97 | P118 EVP 97 red vs Volvo S40 T4 |
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| Autumn 94 Special |
L607YWD 5 door comparison test against Escort Cosworth and Lancia Delta Integrale. Impreza came equal 2nd with Escort in handling but won in best performance. |
| 21st Feb 97 | P97EVP 97 reddish blue. Comparison against Lotus Esprit Turbo and Lotus Elise |
| 10th Dec 97 | R743CDA 97 reddish blue |
| 17th Dec 97 | P97EVP 5 door 97 reddish blue sporting alternative shootout winner |
| 25th May 98 | R741CDA silver 5 door. Impreza versus Escort Cosworth, Impreza wins. |
| 6th May 98 | Details of STi 22B, including comments from Subaru UK that they are looking seriously at importing it officially into the UK! |
| Top Gear | |
| Jul 94 | L607YWD 5 door green, "Dull, boring and slow. Honest". Reviewer thinks it is fab, but wants to keep it a secret! |
| Jul 95 | M52 KJW 4 door red. Group test in which Scooby comes second to a Mazda 323! |
| Feb 97 | N542SOC, 5 door red long term test |
| Jul 97 | Red 4 door, minitest of improved 97 model |
| Nov 97 | P117EVP 97 white being thrashed around Thruxton by Tiff |
| Car | |
| Dec 96 | Prodrive modified 4 door wins handling test |
| Dec 97 | P32KOX 97 reddish blue in their handling test |
| May 98 | R400RRR 98 WRX STi 4 vs Mitsubishi Lancer Evo 5 (the WRX wins ;-) |
| Sep 98 | Feature on 22B; comparison with 911 Mention of this FAQ! Feature on grey imports |
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| July 98 | R644ENV green 5 door & R387VOF 4 door Prodrive. Comparison of standard and Prodrive modified Impreza Turbo's |
9.2 Quotes
"The Impreza Turbo is the cult car of the late 1990's"
-- Performance Car, Dec 97
"Finally at 4000rpm the boost starts to flow. It's hardly the explosion I feared but it pushes the Turbo along briskly, if not with the vigour of, say, an Impreza Turbo"
-- Performance Car, May 98 (talking about a 260bhp Porsche 911 Turbo)
"The Subaru has similar power to the Boxster. It lapped faster. It's a four door saloon. And if it had been wet or bumpy the difference would almost certainly have been greater. An amazing car."
[And a final caption on a photo...] "Impreza Turbo: power, grip, balance. Buy one."
-- Car, Nov 97
"The Impreza is one of those cars that cannot be driven in any manner other than too fast"
-- Autocar, 26 Nov 97
"Much has been written about the Scooby ... so I won't bore you with anything more, except to say that it is the best car I have ever driven. It's so good it makes me walk differently. I adopt a sort of bowed stance, arms and upper body unmoving, shaking my head in wonder, looking at the floor and shuffling forward slowly. That's if I'm not walking backwards, admiring the thing, listening to it tick as it cools. Arghh!"
-- Performance Car, Jun 1998
9.3 Accolades
BBC Top Gear Magazine in association with J.D. Power run an annual customer satisfaction survey for British motorists. In 1997, Subaru was rated top manufacturer. In 1998, Subaru slipped back to second, but the Impreza was top car!
9.4 Magazine Back Issues
Should you wish to read any of the above reviews, we would suggest that you contact the very helpful back issues departments of the above magazines. Even if the issue you want has sold out, they can usually arrange for you to get a photocopy of the article you are interested in.
Telephone numbers
| Performance Car | Sadly no longer exists ... contact Car? |
| Autocar | 01235 534323 |
| Auto Express | 01454 620070 |
| Top Gear | 01795 414744 |
| Car | 01858 435337 (9:00 - 5:30 weekdays only) |
| Car and Car Conversions | 0181 686 2599 |
| EVO | EVO Magazine |
10. Useful Contacts
10.1 Internet Contacts
The authors of this FAQ (in alphabetical order!) are:
| Steve Breen | srb@enterprise.net |
| Peter Croney | Peter.Croney@btinternet.com |
| Adam Curtin | adam@ifeng.demon.co.uk |
| John Stewart | John.Stewart@aberdeen.entoil.com |
Please email faq@sidc.co.uk with additions, corrections or queries relating to the FAQ.
10.2 Internet Resources
For links to suppliers pages, see section 5.
| Subaru official sites | |
|---|---|
| Australia | http://www.subaru.com.au/ |
| Canada | http://www.subaru.ca/ |
| Cyprus | http://www.subarucy.com/ |
| Germany | http://www.subaru.de/ |
| Hong Kong | http://www.subaru.com.hk/ |
| Italy | http://www.subaru.it/ |
| Japan | http://www.inter.co.jp/SUBARU/top.htm |
| UK | http://www.subaru.co.uk/ |
| USA | http://www.subaru.com/ |
| Other Web sites | |
| The SIDC web site | http://www.sidc.co.uk/ |
| Steve's Eta Tauri Site | http://homepages.enterprise.net/srb/alcyone.html |
| Impreza 2.5RS Website and Bulletin Board | http://www.impreza-rs.com |
| Adam Curtin's Scooby page | http://www.ifeng.demon.co.uk/scooby/ |
| RallyCars | http://www.rallycars.com/ |
| Rally Zone Home Page | http://www.rallyzone.co.uk/ |
| Lee Christie's ScoobyMania website | http://www.scoobmania.freeserve.co.uk/ |
| Anders Skarsten's 22B website | http://www.22b.com |
| The Sube Directory | http://home.earthlink.net/~gndiamant/subaru.htm |
| "Webrings" for Subarus & Imprezas | www.webring.org and search for "subaru" and/or "impreza" |
| USENET newsgroups | |
| all things Subaru | alt.autos.subaru |
| Discussion on WRC and local rallying | rec.autos.sport.rally |
| UK-specific discussion including rallying | uk.rec.motorsport.misc |
| Mostly off-roaders but occasional relevant 4x4 stuff | rec.cars.4x4 |
| Same but with more Land Rovers! | uk.rec.cars.4x4 |
| A lot of V8 talk but some WRX discussion | aus.cars |
| Mailing Lists & Bulletin Boards | |
| Impreza Web Owners Club (mailing list) | See section 11.2 |
| I Chat (less formal Impreza-oriented mailing list) | Go to www.egroups.com and search for "I-Chat" |
| Scoobynet Bulletin Board | bbs.scoobynet.co.uk |
| Driving Techniques - lots of very useful information on how to drive your Impreza, and improve your driving skills. | www.drivingtechniques.co.uk |
Note: if you find any of the above links invalid please contact one of the FAQ authors
10.3 Real World Contacts
11. Owners Clubs
Given the cult status that the car has achieved on a global basis, it is not surprising that a number of owners clubs have sprung up around the world, with owners keen to get together and communicate their experiences of owning a Subaru Impreza. Some of the better known clubs are listed discussed here. If you know of any others, then please add them to the list with contact details.
11.1 SIDC
About the club
The aim of the Club is to create a forum for sharing knowledge of/experiences with Subaru Impreza's, to improve the buying power of individual SIDC members, to ensure that servicing and vehicle maintenance standards continually improve, to encourage the development and manufacture of aftersales products by the establishment of a market, to organise social events for Impreza owners and their families and to encourage the improvement of members' driving abilities. The Club charges an annual family membership fee of £20, and is a non-profit making organisation run by enthusiasts for enthusiasts.
About club events
Advanced driver training
Many people will tell you that they are not very good at tennis or golf or windsurfing, etc., but not many will admit that they are not very good at driving. Club Vice-Chairman, Dick Grimes, is driving instructor with Essex Police and teaches their drivers to reach the highest standards possible. In conjunction with Essex Police, he runs frequent Advance Driver Training Courses for SIDC members at police HQ in Chelmsford. Courses are run either as a series of evenings or as one day intensive sessions. They include class room and skid pan work. We are very grateful to Essex Police for this service to the Club and this Course will benefit every member who takes it.
Rally driving courses
Drive-It-All at Church Enstone near Oxford, give SIDC members a 10% discount on their excellent Mintex Challenge Course. The Course is a one day serious tuition day, spent in Group N rally spec Toyota Corrolla's (16v rear wheel drive).
Group attendances are planned and if enough people want it, they can supply Group N Impreza's for us to do the Course in, although this option is more expensive.
WRC Events
We make annual trips to the Network Q Rally of Great Britain and the Catalunya Rally. (The drive down through the Pyrenees is spectacular, as was the countryside in the Catalunya National Park).
Track days
The Club organises mant track events across the country ona yearly basis. There is virtually no track in the UK that the SIDC have not organised a track event at. Keep a look-out on the events page at the SIDC website http://www.sidc.co.uk, or check out the info published on the Bulletin Boards
RAC Affiliation
At the 1998 AGM, the Club voted to adopt a form of the RAC Motor Sport Association rules, and to register as an affiliated club, allowing us to organise 12 car rallies and hold track days at some of the more famous circuits. Registration was completed in December 1998.
Club Meetings
Club meetings are approximately quarterly, with the AGM in July. Information about meetings and all other events will be notified to members in the quarterly newsletter True Grip, or if there is not enough notice by ad-hoc mailshot. Alternatively, most events are notified on Club's Website at http://www.sidc.co.uk
The SIDC can be contacted either via their Web site (http://www.sidc.co.uk), or by writing to them at the following address enclosing a stamped address envelope:
SIDC
14 Cedar Walk
Canewdon
Rochford
Essex
SS4 3QL
11.2 IWOC
The (Unofficial) Impreza WWW Owners Club is a relaxed forum run by Steve Breen for existing and potential Impreza owners to exchange ideas, problems and queries. It currently has over 700 members from all over the world, with up to 30 - 50 e-mail messages being exchanged every day of the week! It can be a very lively forum, with every topic of Impreza ownership being discussed on a regular basis.
The IWOC members web page can be found at www.iwoc.freeserve.co.uk
Obviously, you need to have access to the Internet or at least E-mail to become a member of this fast growing club. Either drop into the web site or send an email to Steve at srb@enterprise.net
11.3 Australasian Clubs
11.3.1 Australia
| Club | Web site |
|---|---|
| New South Wales WRX Club | www.wrx.org.au |
| WRX Club of Queensland | www.wrxclubqld.org.au |
| Victoria WRX Club (and affiliates) | www.wrx.com.au |
| Impreza WRX Club Canberra | act.wrx.com.au |
| Western Australia WRX Club | wrxownersclub.com.au |
| Southern Australia WRX Club | wrx.com |
11.3.2 New Zealand
| Club | Web site |
|---|---|
| Super Subby Club | www.subbyclub.co.nz |
| Subaru Club of New Zealand | www.clubsub.org.nz |
11.4 Netherlands Subaru Club
See their web site on www.subaruclub.nl
11.5 German Impreza GT Club
11.6 Subaru WRX Club Switzerland
mypage.bluewin.ch/wrx/index2.html
11.7 Subaru Impreza Club of Sweden
11.8 Belgian Subaru Club
11.9 North American Subaru Impreza Owners Club
12. Acronyms and other "odd" information
12.1 Pronunciation
Impreza is often mis-spelled with two 'z's, and often mis-pronounced. It's "Im-PRET-sa", not "Im-PRAY-zer".
Subaru is pronounced "Soo-ber-oo" In English. We are reliably informed that, in Japanese, it is pronounced "S'bal"!
The word Subaru, if pronounced backwards reads "You-are-a-Bus!".
12.2 Nicknames
The Subaru Impreza (and other Subaru's in fact) are often known as Scoobys, because Subaru sounds vaguely like a favourite Hanna Barbera cartoon character called Scooby Doo. Incidentally, Warner Brothers bought the rights to the Hanna Barbera characters so Scooby t-shirts, fridge magnets and (most crucially) key-fobs can be bought at Warner Brothers shops :-) Meanwhile in Australia the nickname is Rex as the turbo is called WRX.
12.3 Logo
The 6 star badge on all Subaru's represents Pleiades (M45) - the most famous star cluster - in the constellation of Taurus. It signifies the coming together of the 6 companies which now make up Fuji Heavy Industries and Subaru is the Japanese name for the constellation.
The cluster has been known for thousands of years, and is mentioned in Homer's Odyssey and three times in the Bible. The Pleiades are also known as the Seven Sisters, because someone with normal eyesight can see seven stars - although the record with the naked eye is said to be nineteen, and many more can be seen with binoculars (the total membership of the cluster is around 400 stars). The brightest star in the cluster is Alcyone. (a name Subaru used to designate a variant of the SVX).
Quite why the Seven Sisters is represented by a six-star logo is not clear. Perhaps its a bit foggy in Japan? :-)
12.4 Acronyms
STi are Subaru Tecnica International (the motor sports division of Subaru)
555 is a brand name of British American Tobacco. (a reader has pointed out that 555 in decimal is 22B in hexadecimal. Spooky!)
IM is International Motors, the UK importer of Subaru, Isuzu and Ssangyong cars.
12.5 Games
The Impreza features in a few computer games for the Playstation and PC.
Network Q RAC Rally Championship gives you the chance to tackle 28 stages of the original RAC Rally. Venture into Kielder at your peril in one of six rally cars including the 95/6 Impreza with Tony Mason shouting out pace notes as you go!
V-Rally is based on the '97 World Rally Championship and offers all the WRC and some F2 cars. The tracks aren't real but the character of e.g. Sweden, Great Britain, Safari and Corsica are just right. Excellent gameplay, and the night stages are fantastic!
Colin McRae Rally has eclipsed V-Rally somewhat. Again with '97 WRC and F2 cars, along with 'bonus' cars such as Audi Quattro, Ford RS200 and the Mk.II Escort! The graphics aren't a huge improvement over V-Rally, but the dynamics and gameplay are much better. The sound is fantastic, the gameplay is excellent, and of course there's the celebrity endorsement: Colin McRae talks you through the driving school, while Nicky Grist is your co-driver through the stages. A superb game.
International Rally Championship is based on the '97 World Rally Championship a choice of cars including the Impreza WRC and some F2 cars. Like V-Rally, the tracks aren't real but are great fun. You can fine tune the set-up of the cars, compete against up to 16 other networked drivers, and even create you own tracks. Great fun, and available now at a reduced price of about £12 from some stores.
Gran Turismo offers absolutely stunning graphics and realism, with the chance to drive hundreds of production cars including various flavours of new and used WRX (which you can then tune with STi parts!), not to mention the Lancer Evo, Skyline GTR and a lot of "exotica". An essential purchase for the Playstation owner!
V-Rally 2 is based around the same successful V-Rally, but with improved graphics and gameplay.
Colin McRae Rally 2.0 Not surprisingly, is very similar to the highly successful original. Improved handling, better graphics and a much better menu system are offered. Currently this game is only available for the Playstation.
GT2 Just when you thought Playstation games couldn't get any better, along comes GT2, the much awaited successor to Gran Turismo. Improved graphics and gameplay, with much more tuning options available. The range of cars is now simply incredible, with more than 600 to choose from. Comes on two CDs.
12.6 Where can I rent an Impreza ?
Well nowhere that we know of currently. There used to be a few car rental companies in the UK that offered Imprezas for hire, but sadly no longer do so following a few accidents, and rumours of the cars being abused on the track. However, there is a holiday company operating in Thailand, where you can spend a week driving high specification turbocharged Imprezas and other desirable cars, on some of the best driving roads in the world. More information can be found on their website at www.cultcartours.com. Tell them that the SIDC sent you, and you may just be able to negotiate a good discount.
12.7 Some "interesting" quotes from the Subaru Owners Manual
The best way to preserve your vehicle's beauty is by frequent washing. Wash the car at least once a month to avoid contamination by road grime
It is recommended that a coat of wax be applied at least once a month, or whenever the surface no longer repels water.
Before entering the vehicle, remove any snow or ice from your shoes because that could make the pedals slippery and dangerous.
If your Subaru is not going to be used for an extended period, it is best to have the fuel tank filled to capacity.
Due to the expansion and contraction of the metals used in the manufacture of the exhaust system, you may hear a crackling sound coming from the exhaust system for a short time after the engine has been switched off. This sound is normal.
Never inhale engine exhaust gas.
Tyre chains should be placed on the front wheels only.
Always use the utmost care in driving - overconfidence because you are driving with an ABS equipped vehicle could easily lead to a serious accident.
Never drive with your hand resting on the shift lever. This may cause wear on the transmission components.
Never drive with the tachometer needle in the critical engine speed range except for brief acceleration in an emergency.
The front passenger's cup holder is built in the centre console. To use the cup holder, open the lid. When not in use, fold the arm and close the lid.
12.7 Controls
The Impreza has more than its fair share of inscrutable controls. For example, there's an object in the centre of the dashboard which looks like a radio, but all it seems to do is produces varying degrees of crackle and static :-)
12.7.1 The Bright Switch
The Bright Switch is many Impreza Owners' favourite control, although unfortunately WRXs aren't fitted with one. Rightfully taking pride of place in the centre of the dashboard, this large switch has a deceptively simple function: to override the dimming of the clock when the lights are turned on. Handy for foggy days ...
12.7.2 That Switch on top of the Steering Column
Where many cars have the hazard-light switch, the Impreza has a toggle with a symbol of the car, with what looks like little flashy-light symbols at each corner. Is it a hazard switch? No, it's a parking light switch, keeping the tail & sidelights on when the key is removed.
12.7.3 The Centre Diff Lock
WRX STi owners have a dial which can be used to generate a burning smell from the middle of the car. STiV owner and Nürburgring expert Phil Gardner describes the correct use:
In Practice
With the switch in the open position (green dash indicator at bottom of bar, coloured full green), the car drives like a rear-drive vehicle. Booting it in a bend will unstick the back, all drive is sent to the axle with the least resistance (i.e.: the back), the tyres light up and the a big broadside soon develops. Back off quickly and it snaps back into line (safe but a bit uncomfortable for passengers and not too cool looking), but balance the power and the drift then continues for a while, nicely sideways and feels good into the bargain.
As you progressively wind the knob forward, more drive is sent to the front axle, to the point at which the handling feels just like my UK car (about 2/3rds to 3/4 forward I would say).
Fully forward (LOCKED on the dash bar) should not be used on the road as the axles are locked and transmission wind-up will occur.
Technical Theory
The STi has 3 controlled differentials; an automatic viscous unit in the front (might actually be mechanical but I doubt it), an automatic mechanical LSD in the rear (you can really feel this one doing its stuff) and a manual, electrically controlled centre diff. UK cars have automatic viscous units in centre and rear positions only, the front retaining an open diff.
The centre and rear diffs on STi Type-R's are the ones that have the big effect on handling. In the OPEN position (bottom green sector of dash bar), the diff is just that - fully open. Torque will be transferred to the axle with least resistance (i.e.: rear normally) and handling will be rear biased accordingly. Torque split is 36:64 front:rear, so lighting up the back tyres is easy. In addition to this, the mechanical LSD in the rear axle locks both rear driveshafts together very quickly once slip is detected, spinning both rear wheels and removing nearly all rear lateral stability, i.e.: the car fish-tails if asked to. Compare this to a Ford Crapi that would light up one wheel only and go nowhere.
As the centre control is wound forward, more locking is applied to the diff. Slip is controlled closely ensuring that proportionally more drive is sent forwards, thus reducing the rear-drive tendencies. I have found that about 2/3 to 3/4 forward provides handling similar to the UK car.
Should the front wheels start to slip, the viscous unit between the driveshafts will progressively lock-up, ensuring that full drive is available to both wheels.
If the centre control is fully forward in the yellow 'lock' position, then the centre diff is no longer a diff as it is 100% locked. Torque split is then 50:50. This is identical to locking a centre diff in a Land Rover for example. You cannot negotiate tight bends or roundabouts as the axles require differential slip and there is no diff operation to oblige. On slow bends on the road, you will plough straight on, but on high speed, loose surfaces (rally stages, big fast sweepers at the Ring etc.), stability might be aided. As you can guess, this locked position should be used only off road....
.... or in heavy snow actually, when going up hill or pulling away. The LSD's in this situation will lock each end, and the centre lock will tie both ends together - useful and actually full, permanent 4WD. Trying to negotiate a snowy corner in this guise will not work for obvious reasons.
Recommendation
Driving environment
Centre diff
Dry, normal driving Open Wet, 'progressive' driving 2/3rds Locked All other Anywhere between the two
But remember your mechanical sympathy when it comes to using the lock facility. You'll have no comeback on a dealer if you return the car with a wrecked transmission because you were playing with your new facilities! You could buy a shotgun and kill yourself, but that's only because you were stupid, not the shopkeepers fault!
12.8 Trivia
12.8.1 The Impreza Coin
A reader tells us that there was a 20p coin minted in the UK in 1996 depicting an Impreza WRC leading an Escort Cosworth on one side, and "Isle of Man 1996" on the other. We're not sure what the circulation of the coin was.
13. Copyright
The information within this Subaru Impreza Frequently Ask Questions (FAQ) is given in good faith and the authors are not liable in anyway to advice given or taken from its content. Information may only be reproduced by consent of the authors and then may not be altered from the form given.
Copyright © 1998-2000 Steve Breen, Peter Croney, Adam Curtin, John Stewart
13.1. General Conditions of Reproduction
Permission is given to reproduce this document ("The FAQ") for non-commercial use, subject to the following conditions:
- An email is sent to faq@sidc.co.uk describing the use for The FAQ.
- The FAQ is reproduced in full and without modification.
- The contact email address and URL of the master copy of The FAQ must not be changed or removed. On hard-copies, this information must be shown on every page.
- The copyright of the authors is acknowledged.
For other uses, please mail faq@sidc.co.uk directly. We will require, as a minimum, inclusion of the Copyright statement, email address and URL. We reserve the right to charge for commercial use of some or all of the FAQ.
Please email faq@sidc.co.uk with additions, corrections or queries.
End of the Subaru Impreza FAQ.
Supersession
This document has been superseded by a wikiesque Subaru FAQ, which lives at http://www.scoobypedia.co.uk/index.php/SidcFaq/SidcFaq. I'll just leave this here.