So you're in the market for a second-hand performance car, huh? The original shape Subie Impreza WRX is a tough bit of gear to overlook, but - for the uninitiated - the different models can be very confusing.
The Models
The Early 1994 Series
The first series WRX - chassis coded GC8 - wasn't an overnight success. It was a slow starter in the sales race. Only modest numbers of MY (Model Year) 94 to 96s were sold in Australia. There were two things that count against the original specification cars - first, it has very doughy bottom-end torque and, second, the interior is very bland. Its impact on its release was also diluted by the lower-spec front-drive Imprezas that were available until Subaru made the decision to focus on becoming an AWD-only car maker.
The first MY94-series engine is essentially the same as used in the earlier Liberty/Legacy RS turbo - a 2-litre all-alloy flat-four with DOHCs, 4-valve-per-cylinder heads, multi-point fuel injection, single water-cooled turbocharger and an intercooler. Interestingly, the WRX did away with the RS's water-to-air intercooler arrangement in favour of a top-mount air-to-air core, which is claimed to offer superior airflow. The core is kept cold via a forward-facing bonnet scoop. Another major difference to the RS - and the main reason the 94-series is so sluggish down low compared to the Liberty/Legacy and later models - is the turbocharger specification. The early WRX is blown with a TD05H puffer, which is reputedly 10 percent larger than the RS's turbo.
Internally, the EJ20 turbo engine maintained the same basic design, but the pistons are revised, the heads feature improved port angles and the lifters are hydraulic. The quad camshaft sprockets are a lightweight plastic to help reduce valvetrain rotational mass. Running on premium unleaded, the early WRX hit the streets making 155kW at 6000 rpm and 270Nm at 4800 rpm. Boost pressure is set around 11 psi.
Backing the high-output motor is Subaru's constant all-wheel-drive 5-speed manual gearbox, incorporating a viscous limited-slip centre coupling. The clutch cover is upgraded slightly over the RS's, but at the time clutch slip was an issue with a few hard launches. With its tremendous grip and substantial power, the early WRX could accelerate to 100 kays in less than 7 seconds and cover the quarter in less than 15 seconds. It humbled the then-new Australian 5.7-litre HSV sedans.
The suspension layout of the '94 remained in service to the end of this generation. There're MacPherson and swaybars struts front and rear, dual rear links, and the whole '94 - '96 shebang rides on 15 x 6-inch alloys and 205/55 rubber. Ride quality is quite good overall. Braking is via four-wheel discs (277mm ventilated on the front and 266mm solid on the rear) and standard ABS.
A 4-door sedan or 5-door hatch body (often called a wagon) comes draped over a shared floor pan. The sedan weighs 1245kg while the hatch adds a further 35 kilos. Note that some of the earlier MY94-series were delivered with aluminium bonnet and front guards, making it slightly lighter again.
Indoors, the '94-'96 WRX is wall-to-wall cheap light grey. The only real luxury appointments are power windows and mirrors, standard air (in Australia, anyway) and a leather wrapped wheel and knob. Cruise control, standard on the previous Legacy RS, was deleted.
The 1997 Update
The '97 update addresses the two main criticisms of the MY94-series and, in doing so, goes a long way toward explaining the 'stripes' the WRX wears today. The MY97 WRX turned out to be the turning point in the car's success - Subaru sold 1743 units that year, compared to just 360 in 1996.
The most significant mechanical change was the use of a smaller capacity turbocharger. The '94-series TD05H was replaced by a relatively small IHI job, which spools up much quicker, giving the MY97 a much zappier feel. Other significant changes include an all-new intake manifold with the compressor inlet tunnelled beneath, a larger air-to-air intercooler and new blow-off valve. The ignition system is also revised, moving away from direct fire coils to twin double-ended coils with leads. The static compression ratio is unaltered at 8.0:1, but we're told cam profiles were changed.
Interestingly, the MY97 WRX's max power output was listed at the same 155kW as the 94-series, though this is now found at 5600 rpm rather than 6000 rpm. Maximum torque increased, however, from 270Nm (at 4800 rpm) previously to 290Nm (at 4000 rpm). Boost was perhaps slightly more than the 11 - 12 psi used in the MY94-series, but - at the end of the day - straight-line acceleration was virtually line-ball.
The MY97 manual gearbox is slightly upgraded over the earlier model, with improved synchro rings. In addition, the clutch grew 5mm in diameter and received a slightly heavier duty pressure plate. The WRX also became available with a 4-speed automatic option. Everything else underneath the floor - brakes, diff and suspension - remained almost identical.
The MY97 interior is a stark contrast to the MY94-series. The new model received 'Extreme' rally-style bucket seats to hold occupants t-i-g-h-t. These seats are, however, a bit too narrow for people with a larger frame. The next model year - the 98 - was then equipped with a completely revised dashboard (with white face dials), door trims and a lid'd centre console.
Externally, you'll find the MY97 sported revised 15-inch wheels with relatively subtle body changes. The bonnet was changed with revised vents and scoop and the front bar was tweaked. As seen in this pic, five spoke 16 x 7 inch alloys then became standard (wearing 205/50 tyres) for the MY98 car. Overall kerb weight went up about 10 kilograms on the '94.
These effective engine, body and interior changes created the package that is big-time popular.
Last In the Line
The final phase of the GC8 chassis development came in 1999-2000. These models drive very similarly to the '97/98, but there are a few minor improvements - most noticeable is the fitment of standard dual airbags and better brakes.
Inside, the '99 maintained the previous MY's rally seats, updated dash and centre console - the only significant change was the introduction of twin front airbags as standard.
Engine-wise, the MY99 remains essentially the same as the MY97-series except ? somehow ? it jumped 5kW to a total 160kW (occurring at the same 5600 rpm). Despite this, straight-line performance is virtually the same as before, but Subaru - again - improved its launch-ability by adding a little bit extra gearbox strength (particularly in the casing). Improved braking power comes from 4-pot front calipers and ventilated rear discs in place of the previous solids.
Again, the MY99 is distinguished by only subtle upgrades. The mirrors, side skirts and door handles are colour coded, the front-end is rearranged with new lights, grille and bumper and - most strikingly - a high-rise wing got the nod as standard fitment on the sedan. Six spoke 16s went on to set the MY00 (2000) model apart from the MY99.
Neither the MY99 nor 00 are anything hugely different to the MY97/98 - just a fine-tuned version of an already good package.
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Limited Edition Models...
Subaru has slipped in a few special WRX models over the years.
The most exciting WRX is the truly hard-core STi, available as a two or four-door. This baby burbles out 206kW and comes with revised gearing, suspension, brakes, body kit and some interior differences. Capable of 0 - 100 in the fives the STi is immensely quick, though its suspension harshness does make it a little tiring for everyday commuting. A great weekend track attacker.
Other than the STi model, the limited edition Rexes have been fairly tame, involving just trim bits and pieces - no extra power, handling or braking. These limited edition cars include the early series Rallye (painted ProDrive blue and with wrap-around seats) and the 1999 Club Spec Evo 4 (which came in pale yellow and with a few interior trick bits). There is also a Classic with black paint and tan leather over early-style, non-wrap around seats.
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Buying a Rex
The WRX is a widely recognised performance car, so you should be cautious not to buy one that's been completely thrashed. Unless, of course, you intend to do the same...
The most obvious indication to how brutally a WRX has been treated is its clutch and gearbox history. The standard clutch slips after lengthy periods of hammering, and the gearbox synchros get tired whenever someone's been rushing the changes. In many cases, the standard clutch has been replaced - perhaps several times - so check out the bell housing bolts for signs of tampering.
Vehicles equipped with an aftermarket clutch are often an indicator the driver works the car fairly hard, placing more strain on the gearbox. Here's what can happen to the gears when a no-slip clutch is fitted.
Aside from the driveline there's very little else that's prone to failure. Both the engine and turbocharger can, with diligent servicing, last over 200,000km without any major attention. The suspension also seems to last for a big chunk of kilometres, though the front brakes on earlier models can chew out when using the standard pads.
You may notice many of the WRXs on the market have already been modified. Cars with basic intake and exhaust mods are usually quite okay, but - beyond that - you might want to take a r-e-a-l close look at what you're buying. Unless spinning spanners doesn't concern you, it might be an idea to steer clear of WRXs carrying signs of competition use (evidence of fire extinguisher and roll cage mounts, for example)
It's not safe to assume that all WRXs are on the road legitimately - we've heard a few body number and build tag swaps going on with Japanese domestic-market imports using badly-damaged Australian cars as number donors. If you get nabbed with one of these illegal imports, you could be in all sorts of strife. As with any high-performance turbo car, insurance costs can be steep, especially if you are young and yet to prove your history to an insurance company. We suggest you get a quote on how much it will cost you to insure a WRX before you commit yourself to purchase. A good driving record, no finance and mature age (over 25 or 30) will get you a more affordable rate. Shop around.
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