Subaru Impreza 2005 review

This year alone we have seen a new-look Impreza rocketship for the World Rally Championship (new body bits and extra go-fast gear) and a WRX STi Spec C (did you get all that?) used to qualify a fresh set of kit for Group N, including the Imprezas for the Australian Rally Championship.

And Subaru Australia has done its own work on a limited-edition WRX, called the WRX WRP10.

That's WR for the world rally championship, P for Pirelli tyres and 10 for the years the Impreza has been sold in Australia.

The WRP10 was trumpeted as a major local project and a significant advance, but even before the final cars were sold – there are still a few of the limited-edition run of 200 cars out in dealerships – a car called the Impreza WRX ClubSpec Evo 8 had arrived from Japan.

If you're finding this a little difficult to follow, you're probably not a WRX enthusiast.

These people know every twist and turn in the tale, from the first WRX to the original limited-edition two-door STi to the various tickle-ups.

This time we are taking a look at and driving the WRP10, and assessing the work that has gone into the super-duper Suby developed by Greg Foletta from his STi engineering base in Melbourne.

Foletta was asked to put together a car using only Subaru STi performance parts from Japan in a limited-edition special suitable for local conditions.

He was briefed to make the car quicker than a regular WRX but not as extreme as the WRX STi, and to fit between them on price.

The result costs $48,490, up from the WRX at $39,990 and well below the STi at $56,630. Adding a twist to the WRX tale, the ClubSpec Evo 8 has just come in at $42,485.

"The cars are aimed at different audiences. The WRX is well established as the entry level to our performance stable and the STi is the ultimate Impreza, with direct links to the rally heritage," Subaru Australia spokesman David Rowley says.

"WRP10 offers a range of accessories and options people might not normally access directly. What we're giving is the security of factory backing, with enhancements that normally don't have that backing.

"We did lots of local testing and that means we can set the cars up ideally for Australia. I think this will be the first of a potential series over some time."

The heart of the WRP10 upgrade is a tweak to the engine with an STi upgrade kit and exhaust change that takes power to 175kW and lifts torque to 302Nm.

The suspension is lowered, there is a carbon fibre front-strut brace, and the wheels are swapped for 17-inch Rays alloys with 215x45 Pirelli P Zero Nero tyres.

Special badges are fitted to the centre console, front doors and carpets, and all 200 cars have crystal grey metallic paint.

ON THE ROAD

To be honest, we didn't expect much from the WRP10. The power-up work adds only 7kW and a lousy 2Nm, the badges are sticky-backed plastic and the alloy wheels come from the STi catalogue.

But then we drove. And drove. And enjoyed driving.

We discovered the WRX WRP10 – a pity about the name and the stigma attached to a "limited edition" model – is actually a good thing.

It's not a great thing, but the WRP10 has more meat than a regular WRX without the explosive nastiness of an STi.

The WRP10 is also considerably more enjoyable to drive than an STi any time you're not flat out. And that's most of the time.

It is also just a little sweeter, and more muscular, than the starter car. Not a huge amount, but enough for the price rise.

The WRP10 doesn't have the explosive top-end power of the STi, but there is a slight extra hiss from the turbocharger and it feels a little stronger than a base WRX from about 3500 revs. Power tails off after 5000.

We like the look of the car, including the larger charcoal alloys and the slightly lower stance. Yet we still wonder about the cheap, tacked-on style of the rear spoiler.

It's nothing special inside, but the seats are still brilliant and the controls are good.

Handling is nicely balanced, and the steering light. It is perfectly easy to place the car, even under full power, and that's not true of the WRX or the STi.

The WRP10 feels much more like a nicely sorted rear-drive car than the STi.

It stops well enough, the ride is smooth enough and the overall effect is neat and tidy.

But why, oh why, didn't Foletta do something with the headlamps? We have criticised the lighting on Subarus for more than 10 years, because the lights don't match the cars' performance or overall engineering. Here he had the chance to do it right for a change. And didn't.

The WRP10 doesn't get near the Lancer Evo as our feral fun favourite, but it sits nicely in the WRX range and we would happily recommend it.

Actually, it's the car we'd pick for most of our driving, most of the time, if it was sitting between a WRX and an STi.