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Thursday, 23 October, 2014 - 11:59 (UK)  

 Subaru Impreza




Subaru Impreza Story
An Introduction to the Subaru Impreza


History of the Impreza
A complete History of Subaru and the Impreza


Special Editions
All the UK special edition Impreza's listed here


My 2001 Impreza WRX
My own 2001 Impreza WRX in Red Mica


Project PPP
Upgraded my WRX with PPP saving nearly 1,200!


Scooby @ Lochindorb
Photo gallery of the car at Lochindorb Jan08


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MY03 Impreza (Gallery)

 

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..:: The Subaru Impreza Story

1. The Subaru Impreza Story, as told by me
2. The History of the Subaru Impreza
3. Special Editions
4. Image Galleries
5. My 2001 Subaru Impreza WRX - Red Mica


..:: My 2001 UK Subaru Impreza WRX - Red Mica

NOTE: This page is SSSOOOOoooo... out of date! Had the car just over a year now, and it looks quite different to the pictures on this page.. Also had a few changes under the skin! Soon I'll report on what all has been done to the car.. Not much left to do now.. It's been one hell of a project at a fraction of the cost it would normally be if I had a garage do all the work! Stay tuned! For a sneek peak check out the Lochindorb gallery! (actually event that's more or less out of date now too.. Someone please give me a kick up the ar*e!)

       

SIDC Member Direct Car Parts Shop

UK Spec Standard 2001 Subaru Impreza WRX Finished in Red Mica 40,000 miles!

Sourced from Sunnyhill Motors in Turrif, Nov 2006.

Black privacy glass fitted which looks sweet against the Red Mica body! Really can't miss it when you see it on the road!

No plans for any modifications at the moment but I'm sure it wont be too long.... :o)
(23/03/07) Nope hasn't taken long at all.. Few cosmetic tweaks here and there since I bought the car, Mud flaps, front grills, fog lamp covers, grill inserts and some vinyl graphics. But the proper modding has started. Front & Rear aluminium top strut braces fitted wont have much affect at the moment unless used in conjunction with other suspension upgrades..

Soon to have the prodrive 3rd decat pipe fitted along with a Prodrive WRSport backbox (ooh burble) can't wait!

Other semi-planned mods are to the suspension. A set of Prodrive/Eibach springs would be nice, stiffer drop links, possibly new Anti-Roll bars. After that getting the suspension geometry reconfigured is a must. May got for the rally Group N settings as opposed to Prodrive configurations which tends to give uneven tyre wear. Only other change would be ECUTek remap for the ECU once the decat and backbox are fitted which would hopefully give bhp a kick up to around 265bhp from 215bhp, and a drop in 0-60 from 5.9sec to 4.8sec (as if it isn't fast enough). The possibilities for modifying truly are endless with these cars. But my pockets aren't that deep *sigh*

21/04/07
Finally got the 3rd cat delete pipe installed today thanks to Wallace Performance in aberdeen for removing the origonal cat pipe which was held in place by very dodgy workmanship!

 

If you spot me, don't forget to gimme a flash and a wave!!!

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(Coming Soon)

 




 

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A ride in the Sin R1 shows how far this racer for the road has come
A ride in the Sin R1 shows how far this racer for the road has come It's been nine months since we last saw the road-going 444bhp Sin R1, and in that time the project has gone from hollow shell to road-ready sports car

There was a moment, right after passing the 140mph mark on Bruntingthorpe's back straight, when I began to realise just how far the Sin R1 road car has come in its short life.

I last saw this V8-engined, 444bhp sports car at Autosport International in January and, to be honest, was a little disappointed not to see a finished product. With the R1 racing car already finished and ready to race in the GT Cup, I'd expected to see the full R1 road car ? but instead the firm showed a hollow prototype, a body with no engine or interior.

Nevertheless, nine months later an almost-complete car is hurtling around the Leicestershire aerodrome. I say ?almost-complete?, because although orders are being taken this is still described as a pre-production model. It's about 95 per cent there, Sin boss Rosen Daskalov tells me. The interior, mechanicals, shape and panels are as customers would see them. What remains is to lift the fit and finish.

There's some work to do in that area, because although the R1 looks very striking on the road, close inspection reveals some panel gaps which are too large, an uneven paint finish in places and carbonfibre trim which looks pasted on.

It'll all need attention if Sin wants to succeed in attracting the kind of clientele who have 72,000 to spend on a sports car. That?s high-end Jaguar F-type and Porsche 911 Carrera money, after all.

The real proof of the car's potential, though, is in a passenger lap. I'm told the R1's Michelin tyres have already been put to good use on a cross-continental dash from Bulgaria, where the Sin company is based. Not helping is the British weather, and Bruntingthorpe is seriously wet by the time we head out.

Getting over the R1's high door sill takes finesse, but once strapped into the relatively spartan cabin the visibility is more than adequate. Though narrow, those leather sports seats are comfortable, too. Driver Jonny MacGregor straps into the other side, and as we head towards the circuit he explains this is the first time he's ever driven the R1 road car.

The 6.2-litre V8 engine's sound fills the cabin ? more so than in other similar cars, it has to be said. There may be some sound deadening work to do here.

Soon enough we're on track, and it's clear what chief executive Daskalov and his team have spent their time doing. The R1 feels smooth and comfortable, even as we enter triple-digit speeds.

MacGregor works the six-speed manual transmission hard, and it seems a little notchy at first, but the car's response and handling appear to be pitch perfect. Later Daskalov tells me he rarely uses first gear as it?s so short, and instead pulls off in second. 

On the back straight the R1 hits 140mph with no trouble. It almost feels lazy, effortlessly cruising along, but I'm reminded that earlier in the year we hit the same speed here in an old 500 Jaguar XJ Sport. There?s some dancing about from the front end and lots of wind noise, but from the passenger seat it still feels impressive.

A specific type of customer will be interested in buying an R1. With the racing version helping to raise brand awareness, there'll be those who can not only afford to buy the model, but who like the idea of owning truly rare sports car.

Plus, it has to be said, getting a project from hollow shell to full sports car in nine months is an achievement, especially for a small group working out of both the UK and Bulgaria. 

The first cars could be ready for customer deliveries at the end of the year, leaving the team ample time to work out the final kinks. If they succeed, R1 owners could end up with a car capable of fulfilling its promise of offering supercar thrills at sports car prices.

Read more about the Sin R1

Video: Porsche Cayenne Turbo review
Latest version of the luxury high-performance SUV put to the test on and off the road

The 2014 Porsche Cayenne Turbo gets more power, more torque and a whole host of other upgrades. Steve Sutcliffe puts the latest version of the luxury high-performance SUV to the test, on and off the road, to see just how much it's changed.

Read more about the 2014 Porsche Cayenne Turbo here.

Mercedes-Benz B-class Electric Drive first drive review
Mercedes-Benz B-class Electric Drive first drive review Exceptionally refined with punchy overtaking abilities and impressive ride and handling. Premium driving experience at expense of ultimate usability This is the Mercedes-Benz B-class Electric Drive, the manufacturer?s pure electric version of the newly facelifted B-class.Rather than follow the lead of the BMW i3 and build an electric car around an all-new architecture, this EV is based on the standard production car, which has needed the minimum of amount engineering changes.Taking inspiration from the original A- and B-class models, the new-generation car has the option of a ?sandwich? version of the rear half of the car?s platform.Called the ?Energy Space? by Mercedes, raising the floor in the rear half of the cabin frees up underfloor space, which, in the EV, accommodates the lithium-ion battery pack. This space is also used by the natural gas-powered version of the B-class to accommodate three gas tanks.The upshot is that the B-class is as effectively as spacious as the mainstream versions, which means a good 500-litre boot, generous head and legroom and the option of a fold-forward front passenger seat, which allows loads well over two metres long to be swallowed.The electric drive system has been sourced from Tesla (interestingly, the day this production car was launched to the press was same day Daimler disposed of its four per cent stake in Tesla, which it had held since 2009).The B-class Electric Drive has a three-mode operation. Economy Plus ? designed for constant steady-speed journeys ? reduces the output of the motor to just 83bhp and top speed to 68mph. Economy reduces output to 132bhp and Sport offers the motor?s full 179bhp. However, the two Economy modes can be overridden and full power and torque accessed by the driver using the kickdown function.If the ?Collision Prevent Assist Plus? system is added as an optional extra, this B-class acquires a very neat radar-assisted recuperative braking system. Using information from the radar about the state of traffic ahead, the car can use battery-charging braking to slow itself or, when the road ahead is clear and/or downhill, switch to ?sailing mode? which doesn?t use any battery power.Fully recharging the B-class via a 16-amp home wall socket will take around nine hours if the battery is empty. Using a 400-volt three-phase electricity supply (rather more common in Asia than Europe), the car can be recharged in just three hours.

2014 Porsche Cayenne S E-Hybrid first drive review
2014 Porsche Cayenne S E-Hybrid first drive review A Cayenne hybrid of heightened economy potential, and quite attractively priced given its complexity and capabilities Porsche is keen to sell us plug-in hybrids. It now makes three, although one is rather unaffordable, it being the 652,849 918 Spyder. The other two are the Panamera and the new Porsche Cayenne e-Hybrid, which replaces the plain hybrid version.This upgraded petrol-electric Cayenne is part of the revised range presenting a freshened styling and new features that include the economy-promoting coasting mode provided by the previous hybrid alone, stop-start that kills the engine a few mph before halting and a launch-control system with the optional Sport Chrono pack.It also has more precise suspension geometry and a greater dynamic range between the Comfort and Sport modes for both steel-sprung and air-suspended versions. Improved rear seat comfort and a heated screen option are among the detail improvements.But the upgrades to the Cayenne hybrid are a lot more substantial. Aside from the facility to plug it into a cheaper mains energy supply, a lithium-ion battery pack of almost six times the kilowatt-hour capacity replaces the previous nickel-metal hydride pack.That allows the electric motor?s output to jump from 46bhp to 94bhp, while the electric-only range lengthens from 1.6 miles to between 11 and 22 miles, although Porsche?s development engineers say they?ve gone further.It now cruises at up to 78mph rather than 40mph on amperes alone, and its 410bhp system output allows it a 5.9sec sprint to 62mph rather than the 6.5sec of the previous 380bhp hybrid. Its CO2 emissions reduce spectacularly from 193g/km to 79g/km, although the EU?s methods for measuring plug-in hybrid economy and carbon emissions are seriously misleading.That said, this hybrid Cayenne will be genuinely cheaper to run than the last, tax-wise and when maximising travel on electricity alone. Of which there?s a good chance.

Stripped-out interior of the McLaren P1 GTR revealed
Stripped-out interior of the McLaren P1 GTR revealed Extreme 1.98m hybrid hypercar gets a steering wheel inspired by McLaren's Formula 1 cars and seats derived from a DTM touring car

The cabin of the McLaren P1 GTR has been revealed for the first time as the Woking-based manufacturer continues to develop its track-focused, limited-edition hypercar.

Using the (slightly) more road-oriented McLaren P1 as a base, the cockpit has been stripped out, with a greater focus on driver engagement and weight saving, albeit without compromising comfort or safety.

A new steering wheel based on the item used in the MP4-23, McLaren's 2008 Formula 1 car, is exclusive to the P1 GTR, which was first revealed at the Pebble Beach Concours d'Elegance in August.

Key controls are located to the centre of the wheel, allowing the driver to fully adjust the set-up and characteristics of the car without having to take their hands from the wheel. The DRS and IPAS buttons for the Drag Reduction System (DRS) and Instant Power Assist System (IPAS) are retained on the steering wheel.

McLaren says it has configured the controls so they can be comfortably operated when the driver is wearing a full race suit, helmet and gloves.

The cabin is equipped with lightweight carbonfibre seats similar to those used in DTM touring cars and full six-point motorsport harnesses. These will be set up for each P1 GTR owner, and mounted directly to the chassis, reducing weight by having no additional mounting brackets. The seats are compatible with a Head and Neck Safety (HANS) device.

Unlike some stripped-out track cars, the air-con system is retained in the P1 GTR to maintain comfort during track driving.

The carbonfibre MonoCage chassis is carried over from the road car, and weighs 90kg including the upper and lower structures, roof snorkel, engine air intake cavity, battery and power electronics housing.

The development programme for the car has focused on testing the capabilities of the upgraded powertrain, optimising the balance and handling characteristics on the car's Pirelli slick tyres, and working through aerodynamic developments including the fixed-height rear wing.

Company officials reported: "All tests were completed with results meeting or, in many cases exceeding, the stringent targets set. The McLaren P1 GTR development continues its rapid progress, with further mileage scheduled over the winter throughout Europe".

McLaren has now switched the focus of its testing with the P1 GTR to extremely hot conditions, taking its latest development prototype to the Bahrain International Circuit.

The British company has also revealed more details of its P1 GTR Driver Programme, which will teach owners how to get the best out of the car.

P1 GTR owners will gain access to areas of the McLaren Technology Centre in Woking that are off-limits to the public, including the company's racing simulator.

Paul Mackenzie, McLaren P1 GTR Programme Director, said: "Before they get out on track, each driver will join us at the MTC and have unprecedented access to the cutting edge facilities.

"This will enable drivers to build up a greater understanding of the car?s capabilities and true performance, as well as learning the braking and turn-in points before they arrive at the circuit. It also allows them to analyse and discuss their performance ahead of testing themselves in the real world situation, so they are fully prepared when they take to the track.

"It is a programme that has been developed over the years for our Formula 1? and our young drivers. It?s not just about fitness, but also about mental preparation, and looks at the full wellbeing of the driver, and prepares them mentally and physically for the activities they will experience on track."

McLaren P1 GTR owners will take part in six track events during the first year of the Driver Programme. The events will take place at "iconic racing Formula 1 circuits across the world".

At each event, drivers will have a dedicated race team responsible for running the car. This will include a personal driver coach and head engineer, who will work through telemetry and video analysis to hone skills, and optimise lap times.

The car, revealed at the Pebble Beach Concours d?Elegance, will go on sale in just under 12 months after production of the standard P1 ends. It will only be offered to the existing 375 P1 owners and will cost 1.98 million.

Watch McLaren's official video explaining its P1 GTR Driver Programme:

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