2006 arrive at dealers starting late July New front end on all models. All models now have dual stage front airbags, new tailights, outside temperature gauge, air filtration, front seatback net, and front and side airbags. Models grow 2″ to 175.8 from 173.8 WRX is available in 2 new models for a total of 3 models.

New for 2005 is a base WRX TR (Tuner Ready) sedan and a WRX Limited sedan and wagon (replaces the previous Premium sedan), in addition to the standard WRX sedan and wagon. The WRX with automatic transmission is available in Limited only.
All WRXs get new larger 2.5L engine with 230hp and Active Valves, 17″ 7spoke alloys, engine immobilizer key, 4 piston front, 2 piston rear brakes with red painted calipers, Body colored side ground effects, leather steering wheel…
New for 2006 WRX Limited package finally available on sedan and wagon, includes leather (a first on the WRX), sunroof, all weather package and more.

STi renamed STI (capital I) and gets new day-time running lights (DRL), lower profile hood scoop, steering wheel sensor added to improve the DCCDs response in cornering, roof-vane spoiler.

We’re still peeling open our eyelids as we head out of Los Angeles and into the sunrise. We’ve got enough sugar on board to keep us awake for a month.

We’re driving the new faster and face-lifted 2006 Subaru Impreza WRX, but our final destination isn’t clear. Subaru arranged the trip so we could check out the latest round of semi-serious changes for the Impreza and WRX, but was stingy on details. A note in the glovebox says nothing more than, “See you in Vegas.”

“Vegas?!” says our co-driver between slugs of Red Bull. “Good thing we packed our ATM cards.”

As Subie tries to keep its archrival, the Mitsubishi Lancer Evolution, from biting too far into the WRX’s sales lead in the high-performance all-wheel-drive sedan category, it keeps making updates to the road-going rally car. This round of changes is the second in two years, and includes a new face similar to the mug on the company’s B9 Tribeca SUV, a larger, more powerful engine and a new range of models.

The old 2.0-liter turbocharged flat-four engine is gone, replaced by the 2.5-liter flat-four from the Subaru Forester XT. Its 230 horsepower is only three ticks higher than last year’s 2.0-liter, but torque is up from 217 pound-feet to 235 lb-ft. The extra grunt comes in earlier, too, as the torque peak now rests at 3,600 rpm instead of 4,000.

Fully awake and free of L.A. traffic, we open it up. The new engine features a form of variable valve timing that Subaru says accounts for its more accessible power. Unlike last year’s car, this WRX accelerates hard in top gear. The five-speed manual’s new double cone first gear synchros and shorter shifter throws are also welcome upgrades.

We’re barely two Twinkies into the morning before we start slamming across the desert at triple-digit speeds. Subaru also added extra sound deadening material to keep noise down, and it works.

Other improvements include a quicker steering ratio, standard 17-inch wheels wrapped in 215/45-17 Bridgestone rubber, and all models now get the same aluminum transverse links found in the top-of-the-line WRX STI (now all caps). Subie has even sprung for a completely upgraded set of brakes, with larger discs (11.5-inch diameter in front and 11.3-inch diameter in the rear), four-piston front and two-piston rear calipers.

In Vegas, we’re clued in on our final destination — the top of Pikes Peak in southern Colorado. It’s the site of the Pikes Peak International Hill Climb, the second oldest motorsports event in the world and the perfect place to show off the Impreza’s standard all-wheel-drive system.

Eastbound again on the dead straight interstates of Arizona our co-pilot gets so bored he actually starts reading the press kit. Turns out there are now four WRX models to choose from, the WRX TR, WRX, WRX Limited and the ultra-high performance WRX STI.

Offered only as a sedan, the TR (Tuner Ready) is mechanically identical to the standard WRX, which is available as a sedan or wagon, but strips out content like automatic climate control and rear-seat cupholders to give it a base price of $23,995. It also gets an 80-watt single CD player, and black instead of body color mirrors.

Spend another grand for the standard WRX and you get all the stuff the TR cuts out along with a 140-watt stereo, upgraded seats and projector beam foglights. The new WRX Limited starts at $27,495 and is the only WRX you can get with an automatic transmission. Also available as a sedan or wagon, this model offers upscale content that was previously unavailable in a WRX, like leather heated seats, a sunroof and heated mirrors.

The WRX STI remains the ultimate Impreza. It gets the new nose and revised taillights along with reshaped side sills, a roof spoiler just above the rear window and an underbody diffuser. Complaints about poor visibility in last year’s STI also prompted a return to a standard-size WRX hood scoop. Sad, but true.

The 2006 STI rides an eighth of an inch lower on structurally stronger inverted struts that provide better control under load. Subaru also added a steering angle sensor and a mechanical differential to the Driver Controlled Center Differential (DCCD). Subaru says the extra diff improves the system’s responses to changing terrain while the new steering sensor betters the computer’s ability to determine where you’re trying to go and how best to get you there.

The improvements also allowed Subaru’s engineers to change the standard torque split from 35-to-65 front-to-rear to 41-to-59 and give the DCCD system a greater range of torque distribution. They also gave the six-speed manual transmission carbon-plated synchros in fourth, fifth and sixth gears for smoother engagement and improved durability. Its 2.5-liter 300-hp flat four remains unchanged, although liquid-filled engine mounts have been added to reduce vibration.

A half dozen double cheeseburgers and four Indian reservations later we’re in southern Colorado with just enough time for a nap before hitting Pikes Peak at sun up.

It’s a 12.4-mile sprint to the top of the 14,110-foot peak on a mostly unpaved road with 156 turns and no guardrails. The plan is to drive the standard WRX half way up on the mostly paved section and then swap into STI models for the final leg in the dirt. It’s like going to sleep on Christmas Eve.

As the sun breaks the horizon we head up the hill in the standard WRX and immediately appreciate its quicker steering, stronger brakes and wider tires. This car has more grip than we have guts. There’s still considerable body roll, but it’s an acceptable compromise when you consider we just drove it a thousand miles in complete comfort.

The STI is a monster in the dirt, accelerating ferociously and providing the kind of unfiltered feedback you need to go fast. Its ability to accelerate around a turn is just plain scary. So is the 2,000-foot drop-off that awaits if you make a mistake. It’s definitely the most capable STI we’ve ever driven.

Well Worth the Drive
We return to base camp in one piece and take one last look at the new WRX. The car is clearly better than it has ever been and the new look is growing on us. It even made the trip from California to Colorado feel half as long.

There aren’t many cars that would make us look forward to a 4 a.m wake-up call, but the 2006 WRX and WRX STI qualify. We’d gladly lose a few hours of sleep to drive either.

Subaru signalled an increased commitment to rallying in 1989 when it joined forces with motorsport preparation specialists Prodrive to campaign the new Legacy RS. The Subaru World Rally Team was born out of the alliance and domestic success in both individual rallies and championships soon followed. From the outset the team built its reputation on constant development and a willingness to experiment with cutting-edge technology – perpetual traits through the passing seasons. Within a year of joining Subaru, Prodrive was invited to contribute ideas which would make the forthcoming Impreza suitable for the stage well before the production car design was finalised.

Soon after the 1993 launch of the Impreza road car, its rally-bred cousin was revealed. It would be known as the Impreza 555. Mechanically-speaking the Impreza and Legacy were very similar. The new car retained its predecessor’s compact, lightweight engine, well-balanced chassis and strut-type suspension. But the Impreza was smaller and nimbler, with a new turbo, intercooler and cylinder heads giving it 15-20 more horsepower. Subaru was keen to put its new creation to work on the most demanding test bed of them all: the World Rally Championship.

The Subaru Impreza 555 first turned a wheel on May 19, 1993, three months before it was due to make its competitive debut. It was an improvement over the Legacy in almost every aspect. The engine offered better acceleration, more response and ran at a cooler temperature. The Impreza’s enhanced handling raised cornering speeds, while the braking system was also superior.

Much of the Impreza’s early success was derived from its basic layout and deliberate weight distribution. The all-aluminium engine meant less of the load hung over the front wheels, enhancing the car’s balance and allowing the drivers to make a more efficient use of their tyres than any of the competition. Technological boundaries were still being pushed, however, as the car featured an active centre differential from the outset.

The Impreza 555 made its World Rally Championship debut on Finland’s 1000 Lakes Rally in 1993 where two cars were entered, driven by local superstars Markku Alen and Ari Vatanen. Vatanen dominated the event, giving a thrilling demonstration of the car’s potential. A windscreen de-misting problem ultimately denied the team a maiden victory, but Ari’s second place certainly singled the car out as one to watch.

The team didn’t have to wait long for the Impreza 555’s first win. It came in Corsica, 1994, with Carlos Sainz at the wheel. The Spaniard’s success marked the beginning of a triumphant period for Subaru. New Zealander ‘Possum’ Bourne won the FIA Asia-Pacific Rally Championship (a result repeated by Kenneth Eriksson in 1996), while Sainz and team-mate Colin McRae claimed three further victories on WRC events.

The 1994 season had raised expectation in the Subaru camp to fever pitch. The following year delivered the dream results. McRae and the Impreza 555 swept the board, winning both the Manufacturers’ and Drivers’ World Rally Championship titles. The Scotsman was the youngest-ever world champion (with Sainz taking second place) and Subaru took a clean sweep of the podium positions on both the slippery mud of the RAC Rally and the dry asphalt of Catalunya; ample demonstration of the Impreza’s all-round ability.

The success story continued in 1996, when another dominant season from the Impreza and team drivers Kenneth Eriksson and Colin McRae was rewarded by a second consecutive manufacturers’ title for Subaru.

From 1997 there was a new look to the cars competing in the World Rally Championship. A new breed of machine was created to embryonic World Rally Car specifications. Revised regulations permitted major changes, chiefly to the width of the car and suspension geometry; engine internals and the aerodynamics.

Although based heavily on the basic concept of the Group A Impreza 555, the car’s successor: the Impreza WRC97 set the visual standard by which other manufacturers were judged. While engineers capitalised on the freedoms allowed by the new technical regulations, renowned auto-stylist Peter Stevens was drafted in to get the most from the aerodynamic opportunities. It was the first WRC car to be unveiled and widely acclaimed as the most visually stunning.

The Impreza WRC97 made the best possible debut with a win on the 1997 season opener when Piero Liatti won the Monte Carlo Rally. Seven more wins ensured Subaru was unchallenged for its third consecutive world manufacturers’ title. The development of the car continued through the late 1990s, with the WRC98 and WRC99 further refining the Impreza package and incorporating the latest technological advances.

Among the array of technology in the Subaru Impreza range was the unique semi-automatic gearbox, together with a fly-by-wire throttle, as fitted to the 1999 Impreza WRC. Physical selection of the gears was made by a series of hydraulic actuators, controlled by a computer. Unlike previous versions of the Subaru system, there was no gear lever in the car. Now the driver pushed or pulled a paddle to the right of the steering wheel to make selections. All modern rally cars now have this technology, but Subaru is proud to have been the first.

After a comparatively disappointing 1998 season, by the team’s exacting standards, and a difficult first half of 1999 where the team’s efforts were dogged by mechanical troubles, a dramatic victory in Argentina in 1999 signaled a return to form. In the second half of the season the Impreza, now driven by Richard Burns and Juha Kankkunen, was once again the car to beat. Following the win in Argentina, the Impreza claimed victories in Greece, Finland, Australia and Britain. Burns ended the season as runner-up in the championship.

The WRC99 was retained for the start of the 2000 season and proved competitive with a memorable victory on its last event: the tremendously tough Safari Rally in Kenya. For the next rally of the season, the Rally of Portugal, the Subaru World Rally Team unveiled the Impreza WRC2000.

The outgoing Subaru Impreza WRC99 was the result of a 10-year evolution process that began with the Legacy. The WRC2000 was a complete redesign of the rally car following a 10-month development project, starting with a clean sheet of paper. Every component was examined for possible improvement and, although the end product looked similar in external appearance to the WRC99, beneath that familiar skin it was 80 per cent new.

The WRC2000 made its debut in Portugal, and, with Richard Burns behind the wheel, claimed victory out of the box. More successes followed for the WRC2000, this time in the mud and rocks of Argentina. Despite another home win on Rally GB and his most successful season to date, Burns again had to settle for the runner-up spot in the World Rally Championship.

The one area of the Impreza WRC2000 that was not obviously different to the previous incarnations of the model was the two-door bodyshell. The same, however, could not be said of the WRC2001. More so than any other Impreza at the time, the WRC2001 was developed in tandem with its road-going counterpart, allowing Subaru’s legion of fans to genuinely benefit from the technology bristling beneath the car’s skin and four doors.

Development of the new car was in two phases. The first was the mechanical development, which had been thoroughly tested in the WRC2000, before being transferred to the new WRC2001 bodyshell. The second phase was to address the physical considerations of aerodynamics, shell strength, packaging and weight distribution. Once again, Prodrive’s director of styling, Peter Stevens, was pressed in to service to oversee the external elements of the car – a project that began as early as September 1999.

A difficult start to the 2001 season was quickly overturned by Subaru’s dedicated team of engineers. Thanks to a determined approach by Burns, the Impreza tasted the ultimate success, with a world title, on Rally GB. Victory in New Zealand earlier in the year had thrown Burns into the heart of a title battle that would go down to the wire. A controlled third place in Wales was enough to secure Burns’ first Drivers’ Championship and a fifth title for Subaru.

The 2002 season delivered fresh challenges. Four-time world champion Tommi Mäkinen led the Subaru World Rally Team line up, partnered by Norway’s rising star Petter Solberg. Between them they ensured the Subaru Impreza success story continued. The year was bookended by victories for Tommi (in Monte Carlo) and Petter (on Rally GB). Those maximum scores, combined with a string of podium places, carried the young Solberg to second position in the title race.

The WRC2003 was the result of an integrated design process which brought Prodrive and Subaru closer together than ever. The two companies worked hand-in-hand to complete revisions to the engine, roll-cage, body panels and the car’s overall aerodynamic package. During the 2003 WRC campaign, the car proved a significant improvement over its predecessor and powered Petter Solberg to four sensational wins and the drivers’ title.

After a 14-month design and development project the next evolution of the Subaru Impreza World Rally Car, the WRC2004, made its competitive debut on the Corona Rally Mexico. Taking full advantage of the latest FIA technical regulations, and incorporating a host of improvements to areas like the bodyshell, engine, suspension, electronics systems and aerodynamics, the WRC2004 was a result of Subaru’s desire to harness the engineering skills of its teams at Subaru Tecnica International (STI) and Fuji Heavy Industries Ltd (FHI) in Japan and at the Subaru World Rally Team’s base in the UK. It did not disappoint and achieved five wins in one season. The WRC2004 was retained for the start of the 2005 season and won on its final ever official outing, when Solberg won the Swedish Rally.

Featuring a wider track, revised styling, composite body panels and a host of engine enhancements, the 2005-specification Impreza world rally car made its competitive debut on Rally Mexico. A product of the continued close collaboration between engineering and design teams in the UK and Japan, the WRC2005 ensured that the Impreza kept its position as a top-level contender in the World Rally Championship – despite incredibly stiff opposition.

The 2006 season saw the biggest shake-up in the technical rules since the world rally car formula was introduced in 1997. In order to cut costs, active differentials and water injection were banned. Teams were also obliged to re-use cars and engines on selected ‘pairs’ of events – a system which was first tried on some rallies in 2005. All these rule changes meant that Subaru, along with every other team, was obliged to run its 2006 car from the first rally of the year, rather than introducing it once the season had started. For 2007 the team will revert to the tradition of introducing its new car only when it is satisfied that the car has been fully developed into a winning proposition, so an interim Impreza will be used on the opening rallies of the year.
Introduced by Subaru in November of 1992, the Impreza is a compact car that was offered in either front wheel or all wheel drive and featured sporty curves. The Impreza came in both four-door sedan/saloon versions or five-door station wagon/estate. More compact than the Legacy, the Impreza had a more enhanced high-performance driving and feeling of quality than its predecessor.

The Impreza became Subaru’s entry into the small-car maket segment in U.S., European, Japanese and numorous other world markets. ‘Subura’ a Japanese word meaning ‘unite’ has a reputation for reliability and customer satisfaction that is represented in their more than 10 million vehicles sold worldwide.

Equipped with a flat engine (or an internal combustion engine, also called a boxermotor) the Impreza came with distinguishable Subaru characteristics. With an engine choice of 1.5: or 1.8L naturally-aspirated engines that were neither turbocharged nor supercharged.

Available in a 4-wheel drive turbo charged version that delivered 211Bhp and had the distinction of the turbo charger mounted on the right side of the engine. The intercooler is located above the engine, therefore the reason for the big central air vent on the bonnet of the Impreza. On the racing version of the Impreza, the intercooler is located in the front bumper.

The Impreza came with an engine that was mounted longitudinally, making the gearbox and transmission much easier to fit and service.

For drivers searching for a car that provides thrills without major frills, the Japanese manufacturers have gained the status of being the only ones still able to produce a car for such a low price. Subaru Impreza turbo is gaining impressive commercial success due to price to performance ratio, its racing successes and reliable features.

The Impreza turbo’s commercial success has led to production of more impressive versions that aren’t available outside of Japan. The Impreza GT turbo evolved into becoming a multiple World Rally Champion with three world championship titles.

Common in Japan and Europe, special editions of the Impreza were available, usually coinciding with significant victories at World Rally Championships.

For the 1997 model year, the Impreza received an updated exterior facelift that was followed by a complete interior redesign in 1998.

A first-generation Impreza, turbocharged was never received in the North American market.

Jessica Vaughan
Subaru introduced its Impreza Compact Car in 1993 and has since become a pinnacle of performance. The name ‘Impreza’ was derived from an Italian word ‘impresa’, meaning a feat or achievement. In Polish, the name ‘Impreza’ means to ‘party’, an ‘event’ or ’show’. In either language, the name is suitable.

When the Impreza was first introduced in November of 1993, it was available in either front wheel drive or all wheel drive configuration. Two bodystyles were offered, a four-door sedan or five-door station wagon. The two-door coupe followed a few years later, in 1995. Trim levels included the LX, GL, and Sport. Adding to the vehicles versatility, the Impreza was offered with a variety of engines, including a 1.6, 1.8, and 2.0-liter engine. To boost performance further, a turbocharger and intercooler was available on the 2-liter engine. Horsepower for the forced-induction engine was an impressive 208. In the Japanese market, the output was even higher.

Subaru Tecnica International (STi) was formed in 1988; their purpose was to specialize in the preparation of vehicles for rallies. In 1994, they were given the opportunity to create a version of the Impreza to bear the ‘STi’ nameplate. When introduced, it was only available in the Japanese Domestic Market (JDM) and European Domestic Market (EDM). These versions featured performance-tuned engines, transmission, and suspensions. Horsepower was raised above the normal WRX models, and could carry the vehicles from zero-to-sixty in just 4.9 seconds. Top speed was electronically limited at 122 mph. The European market had a slightly de-tuned version of the engine, though performance was still impressive. Additional steps were taken to prepare the vehicles for rally competition. The soundproofing material was reduced, the air conditioning removed, and void of many non-essential amenities. The overall weight of the vehicle was reduced significantly.

The Impreza received cosmetic changes in 1997 and the interior was redesigned in the following year. The design-inspiration for the interior was borrowed from the Forester.

Special edition Impreza’s have been introduced throughout its production lifespan. These limited edition models are often tuned for greater performance or given unique cosmetic changes. The purpose is often to commemorate a racing success or to honor a racing legend. Editions include the Series McRae, 555, Catalunya, Terzo, RB5, P1, and 22B. A limited edition version of the Impreza Wagon was even offered for a short time, dubbed the CasaBlanca.

The European market received a performance upgraded version of the Impreza in 1999 which featured an improved turbocharger and 4-pot calibers with larger disc brakes. The suspension was improved and the seating became more racer-oriented with bucket seats similar to the STi version.

While the rest of the world was offered the turbocharger version of the Impreza, the North American market was left to sit on the side-lines. The turbocharger would not come across ‘the pond’ during the first generation of the Impreza. The Impreza was offered with the 1.8-liter engine with either front- or all-wheel drive. A 2.2-liter version of the engine became available in 1995. The FWD was later droped and all Subaru’s became all-wheel drive as standard.

Subaru was unsure of the performance market in North America, and thus, offered only basic engines. In 1998, the year the 1.8-liter engine was no longer available, Subaru decided to explore the possibilities of performance in the US. They offered a performance model dubbed the Impreza 2.5RS. The 2.5-liter DOHC naturally-aspirated engine produced 165 horsepower and had performance upgrades throughout the vehicle, including larger brakes and 16-inch five-spoke gold-colored wheels. Hood vents, rear spoiler, and a hood scoop helped segregate the styling from this ’special’ model and its non-tuned sibling.

In 2001, Subaru introduced a larger, more refined and improved, Impreza. For some, the changes were a step in the wrong direction, as the car grew in size and weight. It was tamer beast for the typical day-to-day driving conditions and the extra size meant it was more versatile. Also, the coupe model was no longer offered.

The WRX version, for the United States, with its 2.0-liter turbocharged engine that cranked out nearly 230 horsepower became available the following year, in 2002. The US had to wait a long time to get the STi version, which did not enter into production for the States until 2004. To comply with safety and emission control laws in the United States, it was not the same thoroughbred racer as in other parts of the world. Still, it was a very impressive machine. In other markets, the STi was equipped with a twin-scroll turbocharger 2.0-liter engine. In the US, the STi was powered by a 2.5-liter EJ25 engine mated with a turbocharger.

In 2003, the Impreza was given a facelift, mainly due to the negative reaction by some media outlets. One of the more noticeable changes were to the headlamps, which became more square. Another redesign occurred in 2006 on all Impreza’s, featuring changes to its headlights, taillights, and bumpers – among other changes.

The Third generation of the Impreza was introduced to the world at the 2007 New York Auto Show, ready for sale in 2008. It will be available as a four-door sedan and five-door hatchback.

2006 Subaru Impreza WRX STi WRC
Year 2006
Make Subaru
Model Impreza WRX STi WRC
Engine Location Front
Drive Type AWD
Production Years for Series 2002 – 2007
Weight 1230 kg | 2712.2 lbs
MPG City 18
MPG Highway 24

Engine
Engine Configuration O
Cylinders 4
Aspiration/Induction Turbocharged
Displacement 1994.00 cc | 121.7 cu in. | 2 L.
Valves 16 valves.
4 valves per cylinder.
Valvetrain DOHC
Horsepower 300.00 HP (220.8 KW) @ 5500.00 RPM
Torque 434.00 Ft-Lbs (588.5 NM) @ 4000.00 RPM
HP to Weight Ratio 9.0 LB / HP (Vehicles with similar ratio)
HP / Liter 150.0 BHP / Liter
Fuel Feed Fuel Injected
Vehicles with similar horsepower and weight

Gear Ratios
1st Gear 3.636
2nd Gear 2.375
3rd Gear 1.761
4th Gear 1.346
5th Gear 0.971
6th Gear 0.756

Standard Transmission
Gears 6
Transmission Manual
Electro-Hydraulic

Dimensions
Cargo Volume 11.00 cu. ft.
Fuel Capacity 15.9 Gal
Seating Capacity 4
Doors 4
Exterior
Length 4425.001 mm | 174.2 in.
Width 1800.001 mm | 70.9 in.
Height 1390.001 mm | 54.7 in.
Wheelbase 2545.001 mm | 100.2 in.
Front Track 58.701 in | 1491 mm.
Rear Track 58.901 in | 1496.1 mm.
Ground Clearance 5.701 in | 144.8 mm.
Interior
Front Headroom 38.601 in | 980.5 mm.
Rear Headroom 38.601 in | 980.5 mm.
Front Legroom 42.901 in | 1089.7 mm.
Rear Legroom 42.901 in | 1089.7 mm.
Front Hip Room 53.31 in | 1354.1 mm.
Rear Hip Room 51.91 in | 1318.5 mm.
Vehicles with similar dimensions

Suspension
Suspension Front : MacPherson strut. Sachs, fully adjustable shock absorbers

Rear : MacPherson strut with longitudinal and transverse link. Sachs, fully adjustable shock absorbers

Steering
Steering Overall Ratio 15.2:1
Turns lock to lock 2.70
Turning Circle 35.401 ft

Brakes
Front Brake Size 12.001 in | 304.8 mm.
Rear Brake Size 12.001 in | 304.8 mm.

Tires / Wheels
Tires BFGoodrich
Wheels BBS

Pretty sure its 5.0 and under 0-62mph (100kph)

Watch this Subaru STI try to outrun a Porsche Turbo on a track. Even with 260HP at the wheels the Subaru is left behind every time there’s a straight! The Porsche’s massive 420HP is no match for the Subaru STI!

The WRX Type RA Record Attempt) STi produced 275 PS (202 kW) and 32.5 kg/m (319 N/m) of torque. This version of the WRX STi was a stripped out car that had no sound-deadening, radio or air-conditioning. It came sparsely equipped as it was to be sold to racing teams that would throw out the cheap parts for racing parts. This version of the WRX came with a Driver Controlled Center Differential (DCCD). This device was an electromechanical differential that could lock the differential. This allows the amount of torque sent to the front and rear wheels vary from a split of 35/65 to 50/50. The DCCD would be beneficial to people who used it in various rally conditions.

Version II (1995) – GC8C: The regular STi’s engine output stood at 275 PS (202 kW) and 32.5 kg/m (319 N/m) of torque. This was the year that STi started painting the intake manifold red. The car weighed 1240 kg and had gold wheels like the one on the World Rally Championship Impreza.

The V-limited STi edition was produced. It was a limited edition was often used to celebrate a Manufacturer or Driver title award to Subaru’s World Rally Team. The interior is colored blue on the seat inserts and carpeting. The WRX Type RA STi received a radio and air-conditioning in the V-limited form. 1000 WRX STi Version 2 V-limited were produced. 555 (the cigarette brand that was the premier sponsor of the Subaru World Rally Team) WRX Type RA STi Version 2 V-limited were produced.

Version III (1996) – GC8D: The engine was vastly updated and was given the name Boxer Master 4. It developed the then-established gentlemen’s agreement power limit of 280 PS (206 kW). Torque peaked at 4000 rpm with a value of 35.0 kg/m (343 N/m). The car gained 10 more kilograms and weighed at 1250 kg. The STi shared the same face lift that the rest of the Impreza line received.

With Version III came the start of the coupe version of the WRX STi. This car was to be the new basis for rally races. It is called the WRX Type R STi. The coupe was chosen by Prodrive because it was smaller, lighter and stiffer than the 4 door version. It was essentially a 2 door version of the WRX Type RA STi meaning it had DCCD, little sound-insulating material, close-gear ratios and the gearbox was hardened. This car also had an intercooler spray to cooler the intake charge for the turbocharger. This car was produced on an order-only basis.

The WRX Type RA was not produced and there were only 500 of the WRX STi Version 3 V-limited produced.

Version IV (1997) – GC8E: The power was again increased. This time 280 PS (206 kW) was produced, but the torque was increased to 36.0 kg/m (353 N/m).

Again, like the Version II, there were 555 WRX Type RA STi Version 4 V-limited cars produced. The WRX Type R STi Version 4 V-limited was produced on an orders-only basis with a 3 month waiting period.

Version V (1998) – GC8F: The power stayed the same as the previous version. The engine layout and design was made cleaner. This engine was dubbed as the Boxer Phase2 engine. The facelift the rest of the Impreza line also applied to here. The WRX STi weighed 1270 kg.

The V in “V-Limited” was dropped. There were 1000 WRX Type RA STi Version 5 Limited cars and the WRX Type R STi Version 5 Limited cars had a 4 month waiting period for each order.

Version VI (1999) – GC8G: Again the power stayed the same. Most the changes were cosmetic. The wing was sculpted to be more aggressive.

There were 2000 WRX STi Version 6 Limited and 1000 WRX Type R Version 6 Limited cars produced.

Japanese-spec Special Variants

22B STi (1998): In 1998, Subaru of Japan produced a widebody, 2-door, Impreza called the 22B STi. The 22B had the EJ22 engine as opposed to the regular EJ20 engine. This means the displacement was increased from 1994 cc to 2212cc. The block was a closed-deck borrowed from the Legacy’s EJ22. The heads (valves, valvetrain and such) were lifted from the STi Version 4 engine. It produce 280 PS (206 kW) and 363 N/m (37.0 kg/m) of torque at a lower engine speed of 3200 rpm. The redline was lowered from 8000 rpm to 7000 rpm.

The 22B was used to commemorate both Subaru’s 40th anniversary as well as the 3rd consecutive manufacturer’s title for Subaru in the FIA World Rally Championship. This car was given a unique color of blue and had fender flared widebody taken from the Peter Stevens designed WRC car. It sported a Bilstein suspension, a triple-plate clutch, cryo-treated gears, a unique spoiler, a unique bumper and custom BBS gold wheels.

The origin of the name 22B has often been debated. Many assume 22 referred to the 2.2 liter displacement and the B was for the Bilstein suspension. This would correlate with the idea that Subaru sells a Legacy Spec B, where the B represents the Bilstein suspension. Others believe that 22B was meant to represent the much recognized 555 decal on the WRC car as 22B is a hexadecimal representation of the decimal number, 555.

It is interesting to note that the 22B STi that is suppose to be #13 was never given the plaque. Subaru of America imported #13 to be used as a press car.

S201 STi (2000): Subaru Tecnica International started the S-series of special Imprezas. This series is a limited production series that sports an engine output of greater than 280 PS (206 kW) (special variant cars were excluded from the gentlemen’s agreement). The car was decked with nearly every single part from the STi catalogue.

The S201 was a 4-door STi that sported the only body-kitted S-series WRX STi. It had a tri-planar wing and a massive front airsplitter. The entire suspension was composed of STi parts. GD chassis (2001 – present)

In 2001, the Impreza line received a complete update. The chassis was stiffened so that it had 120% torsional stiffness increase. The WRX STi gained 17″ x 7.5″ alloy wheels over the previous 16″ x 7″ wheels. The 5 speed transmission (reputed to be one of the car’s weakpoints) was changed to an STi engineered 6 speed manual transmission. The engine was retained from the Version 6 STi and still retains the semi-closed deck block and is still labeled as the EJ207. However, the turbochargers are IHI models. The interior was updated with a STi logo on the gauge. The STi’s gauge also has a red shift light. The STi’s and optioned Type RA STi have received Brembo 4 pot front and 2 pot rear brakes while the bare-bones Type RA STi still carried the Subaru 4 pot front and 2 pot rear brakes. Externally, the STis had larger hoodscoops and had foglight covers with STi embossed on them. The DCCD was updated so it can work with anti-lock brakes. During braking, when the ABS is on, the DCCD will set itself to open-mode (no locking).

The version nomenclature was dropped from the name. To distinguish between the years, Japanese and other auto-enthusiasts often refer to the chassis as GDB (the STi had a ‘B’ where as the regular WRX had an ‘A’) revision A to F where F is the current (2006) version.

Japanese-spec

Rev. A (2001): In 2001, the WRX STi received the aforementioned updates. The WRX Type RA STi was produced. The STi wagon was still produced but it’s engine only produced 260 PS (191 kW). The STi foglight covers had white STi lettering on them.

The WRX Type RA STi was used for the Group N homologation.

Rev. B (2002): Along with the rest of the Impreza line, the grill and body of the WRX STi was minorly updated by Peter Stevens to give it a more angular look when seen from the side. The foglight covers had pink STi lettering. Not much else besides minor suspension improvements and a small increase in torque output was done.

The WRX Type RA STi was dropped for a new WRX STi Spec C. This model was much lighter than the WRX Type RA as it received lighter glass and body panels. The Spec C’s handing was much improved due to an increase in caster (from 3.5 degrees to 5 degrees). This was achieved not by changing the suspension mounting point, but by lenghtening the wheelbase (15 mm). This was done by including different control arms. This increased caster significantly helped the turn-in capabilities of the car. The Spec C also has a steering rack ratio of 13:1. The transmission is supplied with its own oil cooler.

The WRX STi was used for Group N homologation.

The WRX STi wagon had ceased to be produced.

Rev. C (2003): Not much was changed.

The WRX STi was used for Group N homologation.

Rev. D (2004): The WRX STi received the same Peter Stevens-designed facelift that rest of the Imprezas received. The WRX STi is now capable of being ordered with DCCD.

The WRX STi Spec C Type RA was released. It sported a carbon-fiber wing and a carbon fiber lip. It also had a new set of BBS wheels as well as a newly tuned engine.

The WRX STi V-limited was released. It sports 4-way dampers tuned by Subaru World Rally Team’s Group N driver Toshi Arai.

The WRX STi was used for Group N homologation.

Rev. E (2005): The WRX STi receives the same increase in wheelbase as the Spec C. All STis received additional rear fender flaring in order to allow an increase in wheel size. The wheel size went from 17″ x 7.5″ to 17″ x 8″. In accordance with the increased wheel width, steering lock-to-lock turns have been reduced. Wheel hub strength was improved. The P.C.D. was changed from 5 x 100 to 5 x 114.3.

The DCCD mechanism is improved with the addition of a yaw rate sensor that helps the AWD’s computer determine torque distribution to the wheels and reduce understeer or oversteer. Unlike the Lancer Evolution’s Active Yaw Control, the system still only varies the torque split of front to rear and not side-to-side.

The WRX STi Spec C WR-limited was used for Group N homologation.

Rev. F (2006): The WRX STi continues on relatively the same. The Impreza line’s looks have been changed by Andreas Zapatinas.

The WRX STi Spec C’s receives the Arai tuned dampers and a 21-mm swaybar. The rear suspension is changed from rubber bushings to pillowball bushings. The strut tower was further stiffened for improved handling and stability. The strut towers were reinforced for better handling and better ride characteristics. The engine mounts were changed from metal to liquid-filled plastic mounts to reduce vibrations into the car’s cabin.

The DCCD is updated with the use of a torque-sensing mechanism inside the DCCD. The torque split is changed to 41/59.

The WRX STi Spec C was used for Group N homologation.

Japanese-spec Special Variants

S202: This car was an S-series Impreza based on the Spec C. All of the suspension and powertrain parts included STi parts from the STi part catalogue. The interior included special edition black seats with red STi logo stitching. A smaller, lightweight AC compressor was fitted to save weight. The brake rotors were gas slotted. The rims were STi labeled Ray’s Volks rims.

S203: This limited edition Subaru was an S-series Impreza based on the WRX STi. Again it is basically a car with all the STi parts available. It was shod with custom made 18 inch BBS rims with Pirellis. The crankshaft is balanced by hand.

S204: The new S204 was released at the end of 2005. It is based on the WRX STi and similar to the S203. It does away with the roof spoiler and has a different grill from the rest of the Impreza line.

Asia, Oceania and European-spec

In 2001, most of Asia, Oceania and Europe received the new STi. The engine was detuned to meet emission standards. Instead of the stated 280ps, the engines produced 265 PS (195 kW).

In 2006, the engine was changed to the EJ25 and produces 280 PS (206 kW). The STis finally received the DCCD that US models had from the beginning and the extra wheelbase increase like the Japanese-spec WRX STi Spec C.

While it still looks like a Sube, it performs like a racecar. The WRX STI (which stands for Subaru Tecnica International) gets its motorsports technology directly from Subaru expertise in FIA World Rally Championship (WRC) competition. Lots of changes for ‘06: new 2.5L 300hp engine, new driver controlled differentials and re-worked suspension. Let me be perfectly clear: this car for serious driving enthusiasts only. Still looks like a Sube, though. MSRP: $33,600; Warranty: 3/36,000.

Generally, though, the WRX STI leaves no doubt as to its performance car nature. The big air scoop on the aluminum hood feeds outside air to an intercooler sitting square on top of the engine. The two-plane rear spoiler – very similar to the wing on the WRC car – helps to reduce lift and improve high-speed stability. Front and side aerodynamic underbody covers and side ground effects are additions to contribute to high-speed track stability.

Subaru WRX STI vs. Lamborghini Gallardo.

Compilation of rally crashes. Including old rally cars and current WRC cars. Some crashes are really nasty so beware!