Subaru WRX - Speedy Scooby

This skillfully modified Impreza WRX is a fan’s personal tribute to Sabaru’s WRC exploits

The owner of this silver Subaru, Hock, is hugely passionate about speed. But he had never owned a performance car until 2010, when he saw a 1998 first-generation (GC8) Impreza WRX for sale. And the 36-year-old businessman was quick to buy it. You’re probably wondering why he purchased a 12-year-old car (the GC was replaced by the “bug-eye” GD model in 2000).

Sabaru’s WRC

“Like every rally fan in the 1990s, I followed the FIA World Rally Championship (WRC) closely, and I was captivated by the performance of the famous Subaru World Rally Team and its star drivers, Colin McRae and Carlos Sainz. I still remember the team securing three consecutive manufacturers’ titles from 1995 to 1997 in the super-powerful GC-derived rally car,” says Hock. “So, when I saw the WRX up for sale, I knew I had to get it. I wanted to have my very own ‘rally car’, and only the first-generation model would do.”

Creating a full-fledged WRC race machine was never Hock’s intention, however. First of all, it would cost too much money and take too long. Secondly, the parts are almost impossible to come by, as many of them were only ever used by the WRC team. Lastly, he wanted his WRX to be as road-friendly as possible, meaning suitable for daily driving.

Luckily, he could turn to someone with extensive WRX knowledge. Chester Chua boss of Applied Performance (a local tuning outfit specializing in Japanese performance cars), not only had a clear idea of how Hock wanted his WRX to be, but he also has the “connections” to acquire all the important parts needed for this special project.

“Subaru, through its high-performance and motorsports division Subaru Tecnica International (STI), was involved in many other events besides the WRC. Group N rallying is an excellent example. This type of racing involves cars that are very similar to those sitting in the showroom, but which have been modified to withstand the rigors of motorsport,” says Chua. “And the WRX STI Spec C has to be one of the most iconic models ever created for Group N competition.”

Hence, Spec C components were the order of the day. Chua swopped many of the original parts on Hock’s WRX with those used for the Spec C model.

Boosting the boxing: Professionally programmed, this HKS boost controller enables the turbo boxer engine to perform at its best throughout the rev range

The engine features a Spec C head and twin-scroll turbocharger, with extra oomph from a Graham Goode air intake, K&N air filter, Bosch high-flow fuel filter and Super sprint exhaust muffler. This souped-up saloon now produces in excess of 350bhp and 450Nm. Channeling the power and torque to the tarmac is an STI driveshaft and a Spec C 6-speed gearbox. Hock wanted this setup as it features Subaru’s DCCD – driver-controlled center differential. This clever piece of technology works by distributing torque, optimally, to all four wheels to ensure maximum traction under all driving and road conditions. There’s also a selector switch that allows manual operation if the driver wants to indulge in some “DIY” 4x4.

Thanks to Chua’s expertise in tuning (of the standard ECU and the HKS boost controller), the 2-litre boxer motor’s increase in performance can be felt throughout the rev range. The quicker-spooling turbocharger adjusts to throttle input almost instantaneously, thus making overtaking a cinch. There is one downside to the engine mods, however – the twin-scroll design of the turbo has resulted in the “disappearance” of the trademark boxer beat, which is a distinctive characteristic of Fuji Heavy Industries’ older flat-4 powerplants.

“I cannot deny it - I loved how the boxer sounded when I got the car. But with more ‘horses’ and ‘Nms’ now, I didn’t have the chance to get too disappointed. It is one of the fastest machines I have ever driven. Its straight-line acceleration prowess is jaw dropping,” says Hock. “And you should see how it takes corners. Frankly, up till now, I haven’t been able to discover the limits of adhesion on my Rex. Every time I try, I have had to back off as the numbers showing on the speedometer ‘scare’ me.”

From rex to riches: Alcantara dash trim and STI goodies such as the bucket seats put some “WRC” into this WRX

The undercarriage is another area of the car that received plenty of “Spec C-ing”. The front arms, sub-frame and quick-geared steering are exactly the same as those found in the special Group N WRX. Coupled with AST adjustable coilovers, Cusco anti-roll bars, AVO bar end-links and specially customized titanium strut bars, the end result is the constant utterance of fast-car phrases such as “corners as if it were on rails” and “flat as a pancake with no body roll” - all in reference to this Scooby’s ability through the twisty stuff.

Grip, as expected, is amazing, with the Falken Azenis RT-615K tires playing a big role. Made with a special compound similar to that used for racecar tires, this street-legal rubber affords traction of the highest order - even when the tarmac gets wet. Wrapped around BBS gold-hued alloy wheels (which were made for STI only), the Falkens also complement the STI Brembo brakes perfectly. The STI WRX Version 5 body-kit and the Version 6 spoiler (“soaring” skywards) complete the visual package.

In all, the entire rebuild took about six months to complete. And it made Hock around $40,000 poorer. “I actually stopped keeping track after spending the first few thousand bucks, as I was worried that I might suffer a heart attack if I did so,” jokes Hock. “But when I saw my finished car, any reservations I had vanished into thin air. And when I drove it fast for the very first time, I was blown away.”

“I finally have a ride inspired by the dominant rally racer of the 1990s. My motoring fantasy has become a reality!” It has, indeed.