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 ScoUK.net > subaru-impreza > Special Edtions - RB320 P2 UK300 P1 WR1 RB5 22B
Monday, 24 November, 2014 - 08:58 (UK)  

..:: 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


..:: Special Editions - RB320, P2, WR1, UK300, P1, RB5, 22B & more

Here we have the complete list of Special Edition Subaru Impreza's were/are available in the UK. There have been many more editions released world wide, but here is the list of UK models along with there specifications.

     

 RB320 - 2007

November 2006, exactly one year after the sad death of Richard Burns from a brain tumour. Subaru UK announced a new special edition of their MY06 Subaru Impreza WRX STi. The RB320 is packaged in Obsidian black, with bespoke black alloys. May not be to everyone's liking but I think it looks fantastic and appropriate for the anniversary. The RB320 is no limited edition paint job, as the name suggests the RB320 delivers around 320bhp from it's WRX STi PPP package. That's a lot of oomph!! Added to that just about every subaru/prodrive option you can think of has been added as standard on the RB320

 Model
RB320
Overall Length mm
4465
Overall Width mm
1740
Overall Height mm
1440
Wheelbase mm
2540
Kerb Weight kg
1495
 
Engine Size cc
2457
Max Output bhp @ RPM
320@6000
Max Torque lb/ft @ RPM
332@3700
0-60 sec
4.8
0-100 sec
12.2
Top Speed mph
155(estimated)
 
Number of models
320
Cost
£29,995

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 P2 - 2005 (Prototype, not in production)

Prototype vehicle made by prodrive. Initial runours hoped it woudl be the next Impreza, but it was purely a prototype, never to be put into production. Pity it was pretty sticky in the bends!

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 WR1 - 2004

In 2004, the Subaru World Rally Team finally got back to winning Rally Championships thanks to Petter Solberg and traditionally released a Special Edition Subaru Impreza to celebrate, in the form of the WR1. Based on the latest Subaru Impreza WRX STi the WR1 also had the added Prodrive Performance Pack PPP Which makes this the most powerful and fastest Subaru Impreza you can buy off the shelf!

 Model
WR1
Subaru Impreza WR1
Overall Length mm
4415
Overall Width mm
1740
Overall Height mm
1415
Wheelbase mm
2525
Kerb Weight kg
1470
 
Engine Size cc
1994
Max Output bhp @ RPM
315@5800
Max Torque lb/ft @ RPM
309@4000
0-60 sec
4.25
0-100 sec
10.67
Top Speed mph
155
 
Number of models
500
Cost
£29,995

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 UK300 - 2001

After a gap of no special editions. Subaru came back in 2001 with a new shaped Subaru Impreza, a new World Rally Title, with the help of Richard Burns , and a therefore a new Special edition in the form of then UK300.

 Model
UK300
Overall Length mm
4405
Overall Width mm
1730
Overall Height mm
1440
Wheelbase mm
2525
Kerb Weight kg
1385
 
Engine Size cc
1994
Max Output bhp @ RPM
215@5600
Max Torque lb/ft @ RPM
215@3600
0-60 sec
5.9
0-100 sec
unknown
Top Speed mph
143
 
Number of models
300
Cost
unknown

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 P1 - 1999

The second special edition to be released in 1999 was the P1, which was more to do with Prodrive than Subaru directly. Prodrive is the company that develops the Impreza's for the World Rally Teams, so they know a thing or two about the Subaru Impreza. Therefore, they decided to release their own special edition Impreza. P1.

 Model
P1
Subaru Impreza P1
Overall Length mm
4350
Overall Width mm
1690
Overall Height mm
1400
Wheelbase mm
2520
Kerb Weight kg
1295
 
Engine Size cc
1994
Max Output bhp @ RPM
276@6500
Max Torque lb/ft @ RPM
253@4000
0-60 sec
4.66
0-100 sec
12.3
Top Speed mph
155
 
Number of models
1,000
Cost
unknown

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 RB5 - 1999

In 1999 Subaru released two new special edition Subaru Impreza's. The first of those was the RB5. This was to celebrate the new driver lineup with Richard Burns.

 Model
RB5
Subaru Impreza RB5
Overall Length mm
4350
Overall Width mm
1690
Overall Height mm
1400
Wheelbase mm
2520
Kerb Weight kg
1235
 
Engine Size cc
1994
Max Output bhp @ RPM
215@5600
Max Torque lb/ft @ RPM
214@4000
0-60 sec
4.7
0-100 sec
13.0
Top Speed mph
149
 
Number of models
444
Cost
unknown

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 22B - 1998

Often considered the best Subaru Impreza ever. The Impreza 22B was released in 1998 and came with a new 2.2litre engine. Although overall power was the same torque was improved to to the larger capacity. The 22B was also dresses in 2-door coupe form unlike previous 4-door Impreza's

 Model
22B
Subaru Impreza 22B
Overall Length mm
4365
Overall Width mm
1770
Overall Height mm
1170
Wheelbase mm
2520
Kerb Weight kg
1302
 
Engine Size cc
2212
Max Output bhp @ RPM
276@6000
Max Torque lb/ft @ RPM
268@3200
0-60 sec
4.7
0-100 sec
13.0
Top Speed mph
149
 
Number of models
400
Cost
unknown

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 Terzo - 1997

The Subaru Impreza Terzo was released in 1997 in order to celebrate a hat-trick of championship wins for the Subaru 555 World Rally Team.

 Model
Terzo

Overall Length mm
unknown
Overall Width mm
unknown
Overall Height mm
unknown
Wheelbase mm
unknown
Kerb Weight kg
unknown
 
Engine Size cc
1994
Max Output bhp @ RPM
208@5600
Max Torque lb/ft @ RPM
214@4000
0-60 sec
unknown
0-100 sec
unknown
Top Speed mph
unknown
 
Number of models
333
Cost
unknown

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 Catalunya - 1996

Celebrating Subaru's second World Rally Championship title in 1996, The Catalunya Subaru Impreza.

 Model
Catalunya
Overall Length mm
unknown
Overall Width mm
unknown
Overall Height mm
unknown
Wheelbase mm
unknown
Kerb Weight kg
unknown
 
Engine Size cc
1994
Max Output bhp @ RPM
208@5600
Max Torque Nm @ RPM
214@4000
0-60
unknown
0-100
unknown
Top Speed
unknown
 
Number of models
unknown
Cost
unknown

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 Series McRae - 1995

The Series McRae Subaru Impreza was released in late 1995 to celebrate the achievement of the Subaru 555 World Rally team and Colin McRae winning the World Rally Championship for the first time for both driver and manufacturer.

 Model
Series McRae
Overall Length mm
3230
Overall Width mm
1690
Overall Height mm
1440
Wheelbase mm
2520
Kerb Weight kg
unknown
 
Engine Size cc
1994
Max Output bhp @ RPM
unknown
Max Torque Nm @ RPM
unknown
0-60
unknown
0-100
unknown
Top Speed
unknown
 
Number of models
200
Cost
unknown

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Ford looks to Vignale brand to boost European sales
Ford looks to Vignale brand to boost European sales Bosses look to new super-luxury sub-brand as sales slump in Europe, with the hope that Vignale could become a brand of its own

Ford of Europe CEO Barb Samardzich has high hopes for the company?s new Vignale luxury brand and would ?love that it takes off so much that it becomes a separate brand?.

The Vignale sub-brand, which Ford says builds on the success of the highly specified Titanium X trim level, arrives with the all-new Mondeo early next year.

As well as getting a separate area in Ford dealerships, Vignale customers will also get ?private account managers? who will be the buyer?s point of contact with the dealership.

Senior Ford sources have previously ruled out models from Ford?s more upmarket US-based Lincoln brand being sold in the Europe as Vignales.

However, Ford?s struggling European arm is aware of the expansion of premium sales in the moribund EU market and will have been watching PSA?s creation of the stand-alone DS brand with some interest.

Lincoln is the subject of a massive revamp, with Ford set to spend more than £3 billion on a new architecture and several new models. Mark Fields, the company?s new chief executive, recently said it was important for the company to have a ?relevant and vibrant luxury brand. You need to make the investment and build the brand?.

The new-generation Lincolns are due in five years? time, with a big push into the Chinese market under way. However, by the time they are ready to roll, Ford?s European arm will be well placed to make a decision on Vignale becoming a stand-alone marque with bespoke models.

Meanwhile, although Ford of Europe is having great success with the Kuga SUV, with sales said to be up ?substantially? over the past five years, and the launch of the mid-size Edge SUV imminent, it is not considering introducing the big Explorer model, which will be manufactured in Russia.

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Comparison: Ford Focus versus Volkswagen Golf
Comparison: Ford Focus versus Volkswagen Golf Ford has revamped the Focus in a bid to reclaim class leadership from the VW Golf. Mark Tisshaw finds out if it succeeds

?Too close to call? is a phrase that I?ll keep in the first sentence of this comparison test rather than use as a cop-out verdict at the end.

Splitting these two ? reigning everyman hatchback champion the Volkswagen Golf Mk7 and the newly revamped Ford Focus Mk3 ??is going to be tricky, such is their respective excellence. But here goes.

It?s the arrival of the latest Focus on these shores that brings this test together. When we had the chance exactly two years ago to drive an early left-hand-drive version of the latest Golf and put it up against its rivals, the VW saw off all comers, including the Focus ? just ? and went straight to the top of the class.

So with the opportunity to have an early go in a left-hand-drive Focus this time around, we want to find out if the deep-running changes allow the Ford to usurp the Golf as class leader.

No other rivals are needed here. Although there?s real strength and depth in the class, with the likes of the Audi A3, Mazda 3 and a revised version of the Volvo V40, to name just three, none would trouble the top two here. 

What?s new with the Focus, then? You?ll have already spotted the obvious visual differences, chiefly its exterior reskin. That ?Aston Martin grille for the people? finds its way on to the Focus as part of a new front end, and there are detail exterior changes elsewhere.

But visually, the most significant changes come inside, where the switchgear is significantly pared back. The fussy interior was always a big weak point for this generation of the Focus, and we?ll come back to whether or not this rationalisation of the controls, done in conjunction with a leap in quality and extra cubbyholes, works in practice.

Chassis tweaks also feature on the Focus. An overhaul of the suspension system is said to reduce chassis flex and in turn allow the steering to be tuned to reduce the amount of effort needed while maintaining the precision. Which all sounds okay in theory, so long as the changes do indeed maintain and even enhance the Focus?s position as the driver?s car of choice in the class.

Under the bonnet, there?s the usual array of fleet-friendly diesels, now downsized from 1.6 to 1.5 litres in various outputs, plus a range-topping 2.0-litre version.

However, it?s the petrol versions that still intrigue most private buyers, and there?s a new 1.5-litre EcoBoost in place of the previous 1.6, plus that firm favourite, the three-cylinder, 1.0-litre EcoBoost, in various flavours, including the 123bhp version fitted to our test car. Our example is a plush and extremely well equipped £22,295 Titanium X version, with almost another £3000 in options on top, pushing it into premium money at £25,775 all in. 

Read the 2014 Ford Focus first drive

The Golf here is a 120bhp 1.4 TSI petrol-powered mid-range Match model. You won?t be wanting for much equipment, our £21,700 test car (£20,335 base price plus £1365 worth of options) coming with the likes of touchscreen infotainment and adaptive cruise control.

On the spec sheet, this Golf gives away 3bhp to the Focus but has identical peak torque of 148lb ft (the Ford?s maximum figure achieved on overboost). The Focus, on paper, has an economy advantage, though. Its combined figure of 60.1mpg eclipses the Golf?s 53.3mpg, and its CO2 emissions of 108g/km also comfortably beat the Golf?s 123g/km.

I jump in the Golf first, to refamiliarise myself with the class?s benchmark. To get the subjective stuff out the way first, I think that it?s still the classiest-looking car in its sector.

The more Mk7 Golfs that I see on the road, the more I like it. I just can?t see the lines of this generation of Golf aging any time soon. Compare that with the Focus. The original Mk3 design was quite faddish and soon dated. It?s much improved now but still lacks that timeless quality.

The Golf is a car into which you can quickly relax. Like the exterior, the interior oozes timeless class and sophistication and is constructed from materials of a high perceived quality. The controls are laid out clearly and nicely weighted, and a comfortable driving position with good visibility is easily found.

Time hasn?t harmed this Golf?s visual appeal inside and out, then, and as it?s only two years old, it?s no surprise that the Golf remains a very fine car indeed to drive. It simply glides everywhere in a smooth and quiet fashion; the ride quality is unruffled by the worst that an early winter B-road can throw at it and it  steers with a good level of feedback and precision, even if it?s a little light.

Body control is also excellent. ?This VW emphatically dismisses any fears that lower-powered Golfs suffer for ride and handling because they have ?only? a torsion beam rear suspension rather than a multi-link set-up. It?s not what you use but how you use it, and VW has tuned this Golf to excel at comfort, refinement, stability and predictability.

That might read as ?unexciting? to some, but the Golf is able to lose its straight, sensible face for a moment. That fine body control also endows the Golf with a sense of poise and nimbleneess, thanks in part to ?the relatively light kerb weight of 1225kg. It?s no GTI, but it grips well and urges can be satisfied. 

The 1.4 TSI engine helps to that end. The old cliché that it feels quicker than its official 0-62mph time (9.3sec) suggests can be wheeled out here. It?s far from express pace, but it has a good spread of torque when you need extra shove and is a smooth, calm companion in its default running mode. Much like the rest of the car, then. 

Read the full Volkswagen Golf review

The high bar that the Golf set two years ago has not got any lower, in other words, so does this Focus climb over it? Although I?ve got reservations about how well the Focus will age, there?s no doubt that its new look brings it closer to the Golf in terms of visual sophistication, perhaps overcoming in part that subconscious badge snobbiness.

The new interior is a huge improvement, too. The design of the switchgear is much simpler, with buttons easier to find and some functions ported over to the touchscreen that runs Ford?s new Sync infotainment system, which is a doddle to use. The perceived quality is also greatly improved, with more soft-touch materials and some handsome brightwork.

The VW still has the edge, though. As improved as the Focus?s interior is, it?s clear that Ford has tried to fix something that was fundamentally flawed, rather than getting it right in the first place. And the Golf?s perceived quality is still a level above. 

On the move, though, the Focus claws back most of the margin lost to the Golf on static appeal. Much of the Ford?s initial driving pleasure comes from the sound of that three-cylinder engine, which oozes enthusiasm ?and urgency and encourages you to work it hard.

Mostly, doing so is optional and a delight, but there are times when you have to because, unlike in the Fiesta, this engine in ?the Focus can occasionally feel like it?s the big turbo pulling you along ?in a bigger, heavier car.

This also partly explains why the Focus returned indicated economy in the low 40s on this test, compared with the mid-40s of the Golf, whose four-cylinder engine never has to work as hard as the zesty Focus?s. 

The Ford?s greater enthusiast appeal extends to the way that it rides and handles. It steers with a touch more feel and precision and is more engaging than the Golf. Its ride is firmer than the Golf?s but no less comfortable for it, the benefit being slightly superior body control.

It has keener turn-in, helped in part by that lightweight three-pot engine over the driven wheels, and it is agile and responsive enough for some mid-corner adjustability. 

In truth, though, every point that one of these cars scores over the other is marginal, and much will come down to personal preference. Which means that it?s time to get off the fence, dust off that tape measure and gauge the width of the cigaratte paper that splits this pair. 

The verdict

The Golf and its superior breadth of ability nudges it. The Focus is closer to it than ever and in certain circumstances ? particularly when you want to take the long way home ? better to drive. But the Golf is close enough to its rival in the areas where the Focus excels and that bit further head in the others, such as refinement and interior quality. Whichever you buy, though, you won?t be disappointed.

Read Autocar's previous comparison - Mercedes A45 AMG versus Renault Megane 275 Trophy-R

Volkswagen Golf 1.4 TSI 122 Match

Price £20,335; 0-62mph 9.3 seconds; Top speed 126mph; Economy 53.3mpg; C02 123g/km; Kerbweight 1225kg; Engine 4 cylinders, 1395cc, turbocharged, petrol; Power 120bhp at 5000rpm; Torque 148lb ft at 1800-4000rpm; Gearbox Six-speed manual

Ford Focus 1.0T EcoBoost Titanium X

Price £22,295; 0-62mph 11.0 seconds; Top speed 120mph; Economy 60.1mpg; C02 108g/km; Kerbweight 1270kg; Engine 3 cylinders, 999cc, turbocharged, petrol; Power 123bhp at 6000rpm; Torque 125lb ft at 1800rpm; Gearbox Six-speed manual

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Lexus SC to take on Porsche 911 Turbo in 2016
Lexus SC to take on Porsche 911 Turbo in 2016 New sports coupé based on the LF-LC concept is set to replace the LFA as Lexus?s halo supercar

Lexus is poised to join the growing ranks of car makers looking to challenge the £120,000 Porsche 911 Turbo when it launches a production version of the Lexus LF-LC Hybrid Sports Coupé concept before the end of 2016.

The 2+2 sports coupé is likely to revive the SC badge, although it is expected to be a far more focused sports car than the model that previously used the name until production ended in 2010. 

The European boss of Lexus, Alain Uyttenhoven, said: ?It is true that we are evaluating this car as a potential halo car, to take on the role of the Lexus LFA supercar in a more affordable way. The LFA was an incredible project; it showed what we could do and it brought all sorts of positives to Lexus. 

?One of our key priorities is to make Lexus a more emotional brand, and the appeal of this kind of car in the range is clear to us.?

The V10-powered, carbonfibre-bodied LFA cost from just under £350,000. A total of 500 were made, including faster, more focused Nürburgring special editions.

The new Lexus SC would be front-engined and rear-wheel drive, powered by a V8 engine and an electric motor. The power target is reported to be at least 480bhp.

The LF-LC concept, first shown in 2012, featured several driver-orientated details that are expected to reach production, including lightweight, race-inspired front seats and a racing-style steering wheel containing integrated controls including a start button.

It also featured a remote touchscreen system that allowed the driver to operate controls without shifting their position or altering their line of sight. Twin 12.3-inch LCD screens provide information and navigation displays.

It is not clear whether the production car will use a shortened version of the next-generation LS or GS?s platform, or whether a new platform would be developed specifically for the car.

Separately, sister firm Toyota is reportedly developing a significantly cheaper hybrid sports car with BMW. It has already been previewed as the two-seat Toyota FT-1, which was designed by the same US-based CALTY design studio as the LF-LC concept.

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Why White Van Man is about to kick up a stink
White Van Man is about to kick up a stink A European legal judgment could force the UK to sweep older diesel-fuelled vehicles off the streets

Yesterday was a bad day for the iconic White Van Man. A wealthy member of the Labour party?s shadow cabinet tweeted a picture which appeared to mock a house festooned in England flags and which had a large Transit van on the drive.

Although the shadow minister resigned within hours of the errant tweet, it did much to reinforce the idea that Middle England?s White Van stereotype was one that could be openly laughed at.

So if WVM is feeling unloved by the metropolitan elite this morning, things might be about to take a turn for the worse. As we report today, a European Court of Justice ruling has dramatically brought forward the likelihood of ?ultra low emission zones? being created in Britain?s most densely trafficked urban areas, which would almost certainly sweep nearly all pre-2009 diesel vehicles off the road.

I admit that it seems highly unlikely. Simply outlawing the backbone of Britain?s commercial transport network with a couple of years? notice is too ridiculous to even entertain.

But it could happen. The UK?s Supreme Court has been ordered by the European Court of Justice to force the Government to rapidly address air pollution, which, in many places in the UK, is well over EU-mandated limits.

While I entirely sympathise with any White Van People who might, by now, be fuming at ?European? meddling in the UK?s affairs, I fear this is one of the few times the EU?s attentions have been welcome. There?s no doubt that we have to get a grip on diesel-fired pollution.

There again, this situation is thanks to the European Union?s utterly inexcusable failure to get a grip on the problems of diesel power much earlier.

The US and Japan has long had a distaste for diesel and the associate pollution, which is shown clearly in the graphic (compiled by Bosch) accompanying our news story. In the US Clean Air laws ? which covered all types of pollutants ? came in with force for cars back in1975.

Europe, by contrast had a happier relationship with diesel, which originally became popular in the 1970s because of the engine?s simplicity and longevity.

But 25 years ago, as fuel prices rose and the climate change lobby began to get real leverage. Although legislation for catalytic convertors had finally seen them becoming standard fit across the EU, Co2 output went to the top of the Euro-agenda.

Diesel seemed like a perfect solution: more performance and much better economy than petrol engines. Everybody was happy. By the 2000s, Co2 had become synonymous with ?pollution?, even though it is locally harmless.

This Autocar news story from 2006 shows just how much CO2 became the ?evil gas? when, ironically, a large-engined petrol vehicle of the type being targeted was probably one of less polluting vehicles in the capital.

Although we did have the highly sensible EU-ratings system for engine pollutants, it seems that the Eurocrats and scientists dropped the ball massively.

While, say EU4, demanded a certain ex-factory performance in terms of pollutants leaving the exhaust pipe, many think these tests are hopelessly inadequate in real-world driving conditions. More seriously, it seems that as a diesel engines wears, it becomes much more polluting.

This is hardly White Van Man?s fault. He has no choice but to drive a diesel van, because clean-burning LPG and CNG fuels were never promoted as encouraged by the authorities, as they should have been.

Now we are in the position of having at least 15million diesel vehicles on the roads, which are polluting now and bound to get worse with time (aside, for example, from engines like Volvo?s Drive-E which have self-adjusting injectors).

And if White Van Man blames the politicians, the Eurocrats and the one-dimensional pressure groups for this mess, he?d be dead right.

Video: new 424bhp Porsche 911 Carrera 4 GTS driven
This new variant of Porsche's classic sports car is designed to plug the gap between the Carrera S and GT3. But does it work? Steve Sutcliffe finds out

The new Porsche 911 GTS has been built, says the manufacturer, for the kind of customer who quite fancies a GT3 but isn't prepared to put up with the compromises demanded by such a track-orientated car. So it's the car that fills the gap between the regular Carrera S and the GT3. Does that mean it's the answer to a question no one has yet bothered to ask? Steve Sutcliffe finds out when he drives the four-wheel-drive variant.

       

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