Subaru IMPREZA TURBO/WRX (1994 TO DATE)
MODELS COVERED: 2/4 door saloon, 5 door hatchback:Series 1 1994 2.0-litre [Turbo, Terzo, Series McRae, P1, Catalunya] 2.2-litre [22B] Series 2 2000-2003 [WRX, UK300] Series 3 2003 to date [WRX, WRX STi, WR1, STi Type-UK]
BY ANDY ENRIGHT
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If one car could be said to have spawned an entire motoring cult, its probably the
Subaru Impreza Turbo. No, it wasnt the first four-wheel drive sports car, but it has legitimate claims on being the greatest. Since its introduction to the UK in 1994, the Turbo spawned a whole host of go-faster editions, and has subsequently metamorphosed into the WRX variants. Many thought the rush for this most prolific of Japanese evo-cars would die down after the early sales boom of the mid nineties but years later, turbocharged Imprezas are still hot tickets.
There are some used examples about that by now have fallen into the wrong hands. Heres how to steer clear of these rogues.
The first Impreza Turbo models now appear surprisingly crude things compared with their more sophisticated offspring but still serve up the basic formula of rapid fun, surprising practicality, excellent reliability and rather substandard interiors. The dull grey plastics and often uninspiring seating trims made it obvious why the special edition models found such ready takers although Subaru smartened the Series 1 models up towards the end of their lives with high level rear wings and two-tone bucket seats. As with so many evolutionary models, the Series 2 Impreza range emerges as a better car, although perhaps not quite so exciting as the previous model. It certainly feels a more mature proposition.
The interior does at least appear to be built to a far more acceptable standard of quality. The seats will feel slightly narrow for some tastes, but offer great support. In the WRX variant, the leather-trimmed Momo steering wheel and drilled aluminium pedal set certainly complete the sporting picture. The fascia has been livened up with splashes of silver and chrome, and the effect, whilst unlikely to give
Audi sleepless nights, is a vast improvement on the old model.
Some details still grate, however. The cupholders jam in their slots and theres some untidy finishing, but the interior no longer feels like a cheap and cheerful Korean shopping hatch. All Imprezas are surprisingly practical propositions given their explosive performance. The five-door wagon is especially well suited to trail driving/ski resort duties.
Lets keep this simple. Were only dealing with UK cars here as to describe the various import models is an unenviable mission. The first of the 1994 Turbo models can now be found for around £5,000 in either saloon or hatch guise. The more powerful 215bhp cars start at £9,500 and the last of the classic Series 1 models change hands at around £10,000.
The first of the Series 2 WRX models opens at around £10,600 with a decent 2002 51-plated saloon retailing at around £12,000. Special edition models are trickier to value. Although the Terzo and Catalunyya models arent worth a great deal more than the cooking Impreza Turbo, the Series McRae is becoming rather sought after and the RB5 especially with the 236bhp power upgrade commands prices around £2,000 over the standard car. The P1 two-door is a very different proposition and these start at £16,000 for a 2000 W-registered model topping out at around £20,000 for a very low mileage 2001 car.
Impreza 22B models start at around £26,000 and range up to £34,000 dependent on mileage, history and condition.
This can be something of a minefield as there are few early cars around that are in an unmolested state, many of them having had essential basic servicing neglected. Look for crash damage and check the condition of the turbocharger. White smoke from the exhaust can herald big bills. Check the owner thoroughly.
Do they know much about the cars history? Are they willing to let you thrash the car from cold? Youll also need to find out whether youre looking at a UK car or a grey import. Cars imported from Japan are often prone to rust and there are some very tatty looking models about. Look for kerbed alloys, spongy brakes, worn clutches, sizzled tyres and hamfisted performance upgrades. Parts are expensive, so tread carefully.
If youre looking at an RB5 or a UK300, remember that there were two versions, one with a flashy bodykit and a bog standard 215bhp, the other with a flashy bodykit and a wickedly non-standard engine upgrade. Dont make the mistake of bidding upgrade money for the standard version. You can try to convince a seller that his upgraded car is only worth the same as this one youve seen here in the FreeAds but Impreza owners are, by and large, an informed bunch. The fact that the Impreza regularly comes at or near the pinnacle of the J D Power surveys is testament to its almost metronomic reliability.
Jump from an Audi S3 into an Impreza Turbo or WRX and your first impression would be that the Impreza would be lucky to last all the way to the bottom of your drive, but the Subaru trounces the Audi in terms of actual reliability. The cheap fascia plastics and the exposed wiring in the boot may look like corner cutting, but the bits that matter have had millions of yen of development budget thrown at them.
(2.0 WRX approx.) Subaru parts have a deserved reputation for being expensive. A clutch assembly is around £200.
Front brake pads are around £80, and a new alternator is over £400 new. A headlamp is £240 while a cam belt is just over £100. Even a humble fuel filter is £33.
The WRX doesnt feel anything like as vivid as the old Impreza Turbo. With the same power, 70kg of extra weight to haul around and a turbo response tuned for torque rather than explosive mid-range punch, this may not be surprising. Like so many other aspects of this latest model, however, if you give it time youll come round to its reasoning. Take the steering for example.
It doesnt possess anything like the feedback of the previous cars but when hammering along a narrow, rutted B-road, youll be able to carry far more speed with far more composure, as the wheel will now feel calm, direct and perfectly weighted. A standard WRX model can despatch the sprint to 60mph in 5.9 seconds en route to a top speed of 143mph for the saloon and 140 for the estate. The brakes have been improved over the old Turbo, with ventilated discs all round giving an impressively fade-free performance.
If you really want to cover ground fast, look for the RB5 or the P1.
The Impreza is a cult car for good reason. Fast, reliable and as tough as old boots, and entire industry has sprung up offering accessories, performance extras and styling addenda for the Impreza. As long as you pick a car that hasnt been horribly cowboyed, you should find a used Impreza a fast track to the sort of motoring fun you thought was a thing of the past. Although its not a cheap car to run, a used Impreza Turbo or WRX is surprisingly practical and can often be sold to a sceptical other half on the basis that that practicality and Subarus consistent high placing in JD Power surveys.
Cult cars usually come with considerable caveats. Not so the Impreza.
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