Not everyone can afford the 35 large required to buy a new road-going rally car from Mitsubishi or Subaru. But almost anyone can afford to buy a used Subaru Impreza GC8. And the best used GC8 has to be the 2.5 RS. It weighs over 430 pounds less than its modern day equivalents. It has all-wheel drive and its Japanese cousin came with a turbocharged engine that put out more than 276bhp.
The more numbers we plug in, the more curious we become. Available for around $7000-$8000 at the time of writing, we wondered what the $25,000 premium of a new car was really worth. We had to find out. Mitsubishi graciously supplied us with a brand spankin' new Evo IX MR, but the challenge would be finding a clean Impreza 2.5 RS. We eventually found Pirouz Sichani from Dynamic Power Solutions in Maryland, who had a 2.5 RS that was pristine enough to eat off. He bought the car new in 1999 and has been wrenching on it ever since.
Sichani's Impreza is no ordinary 2.5. With the same displacement as stock, the car uses an EJ257 swap with a custom Turbonetics T3/T4OB turbo kit. According to Sichani, the car is capable of about 320 wheel-hp. That's a lot of power for a car weighing less than 2900 pounds. Often mistaken for a standard 2.5 RS, Sichani reports that many overly-anxious 350Z owners get a big surprise when they try to intimidate this car.
To even out the playing field a little, we've thrown in a lightly modified Evo VIII from www.evolutionm.net. It represents a good example of how a few careful modifications fit together to achieve a well balanced car; nothing is over the top. The guys at evolutionm.net claim this Evo dynos at 352 wheel-hp, making it the hardest hitter of the bunch by a reasonable margin.
Initially, we wanted to put the cars on an autocross course, but bad weather foiled that plan. No matter, all three cars are better geared for track duty than the tight coned corners of an autocross anyway. As it turns out, we get some track time at Carolina Motorsports Park in Kershaw, South Carolina, for a full day of testing. As an added bonus, the interim between cancelled autocross and eventual track day allows us to get a feel for the cars as daily drivers.
Impreza 2.5 RS
The giant front-mount intercooler sitting immediately above the aggressive Chargespeed front lip makes the intentions of this particular 2.5 RS perfectly clear. While the lip speaks volumes, it's a pain in the ass to baby out of parking lots and over speedbumps. The version five STI wing with rear bumper spoiler pieces from the (extremely) limited edition 22B also help make the car look authentic-and predatory.
On the street, the spring rates of the Prodrive P1 suspension are low enough to soak up any bumps, but the Subaru still feels distinctly 'modified car'. With upgraded front calipers and rotors from the much-vaunted 22B, the 2.5 has no trouble stopping. What we don't like are the large donuts for tires (225/50 Kumho Ecsta MX) mounted on a stock set of 16-inch wheels. With a slightly thinner sidewall, turn-in could be markedly improved.
The steering isn't as a precise as the two Evos. Granted, the Subaru is about seven years old, but the high level of power assistance makes the steering feel more Cadillac than performance car. The second issue is the clutch. Anything aftermarket will take some getting used to, but for some reason the clutch doesn't disengage very easily. It's difficult to get consistently smooth shifts, which can be frustrating on the daily drive. With some acclimatization, this issue might be resolved.
The 2.5 RS takes to the track like a kid to video games; unbelievable fun to pitch into the tighter sections of the course and use the turbo to blast out. With all the low end torque available, the car seems to build a greater amount of exit speed than the Evos. The power is there throughout the day and never backs off, netting the little Sube a 2.00:12 final time, despite the relatively dinky rubber.
We experience a fair amount of nose-dive under braking, which could be attributed to the same soft springs that are such a joy on the road. With each progressive lap, the brakes start to fade, finally requiring a quick cool-down in the pits. State-of-the-art technology from 1999 is seven years old in 2006. Brakes and suspension are the issues clouding the car, track-wise. Otherwise, it has a lot of potential and could easily be a great weekend track machine and workday wonder.