2005 Subaru Impreza WRX Sti Sedan

Description

Based on the humble Impreza, Subaru's mighty WRX ranks right at the top of the list of motoring cult cars.  The combination of all-wheel drive grip, turbocharging and, crucially, a keen sale price all contributed to this legend - not to mention images of the signature blue and gold works cars howling through the forests in the World Rally Championship.  Introduced in 1992, the WRX shared the underpinnings of the previous Liberty/Legacy RS, but each part was refined, enhanced and packaged in the Impreza’s smaller body.  Australian cars received a 155 kW version of the EJ20, 2.0-litre horizontally-opposed turbo 4-cylinder coupled to the familiar constant all-wheel drive system.  Acceleration was phenomenal, easily matching local V8s of the day, but it was the extraordinary levels of grip the WRX had that made it such a legend.  The original body 'GC8' Impreza WRXs went through to August, 2000 before the second-generation GD chassis was adopted, ushering in a new era of high performance motoring.  Offered as a sedan or wagon only with no two-door variant available, the new WRX’s controversial ‘bugeye’ styling only lasted a couple of seasons before being revised to a more cohesive design that was certainly easier on the eye.  Standing for Subaru Technica International, the STi served as the flagship of the WRX range, sporting the engine modifications and suspension tuned for ultimate driver involvement.  Set apart inside by the blue Ecsaine seat material and door trims, a leather Momo steering wheel, along with a reduction in sound deadening in the interests of weight saving.  A high rear wing and wider BBS rims improved grip, while the turbo boost was raised to 14.5 psi, the intercooler was fed via a giant bonnet scoop and the 2.0-litre boxer motor featured Subaru’s Active Valve Control System (variable valve timing system), forged alloy pistons, forged high-carbon steel connecting rods and sodium-filled exhaust valves.  Power increased to an even 300bhp at 6000 revs, an output matched by the torque figure, while the regular five-speed transmission was replaced with six cogs.  The WRX’s legendary all-wheel grip was enhanced with DCCD, a helical-type front diff and limited slip diffs at both ends, while the Brembos boasted decent-sized 12.7-inch vented rotors and four-pot calipers up front and 12.3-inch rotors and two-pot calipers at the rear, plus electronic brake-force distribution and the Super Sport ABS.