From the get-go, Fuji Heavy Industries is one massive Japanese corporation. Since its inception, it was heavily involved in the tech-race in the aerospace and transport manufacturing industry. With its rich heritage and immense expertise in building state-of-the-art vehicles, it is little wonder why its automotive division, Subaru is so well known in the world; clinching rally championships and motorsports related titles from all corners of the globe.

Just as rich as a velvety chocolate cake can be, the Subaru Impreza WRX is one machine whose rich heritage and ties with the motorsports fraternity can never be severed. With DNA from a mighty boxer and dance moves taught by a butterfly, the Impreza WRX has always been the “thorn in the neck”, thrust into the side of its age-old rival, the Mitsubishi Lancer Evolution. Fighting on the edge for ultimate glory during the yester-years of the World Rally Championship (WRC), the Subaru Impreza WRX has certainly proven itself to be a worthy competitor in both rally and tarmac stages under the hands of various racing legends, such as Peter Solberg and Tommi Makinen.



Put the mighty and torque-whipping EJ power-plant and systematically-crafted AWD system in the hands of the driver who has a nagging passion for circuit racing and you have a great story worth penning down. Enter Jerry, the owner of this issue’s Cover Car. An avid Pleaides Star enthusiast, Jerry is well-known in his circle of friends. A paparazzo-worthy sensation if you would, for his absolute thirst and determination, never seen before on the roving circuit of Pasir Gudang, Malaysia.

But even the “Pasir Gudang King” had to earn his right to his deserving throne. As durable and sturdy as an Impreza WRX already is, the ultimate goal is a pursuit of times that are not attainable even by many. In this aspect, the Subaru had to undergo a sea of upgrades to ensure its longevity in the pursuit of circuit domination.



Pursuing horsepower and response in the nether regions of high RPMs, a podded Apexi air intake system was installed to help decrease rev reluctance. A trusted Walbro 255L fuel pump was installed to help feed larger ECUTek 650cc fuel nozzles that sprayed generous amounts of volatile mist alongside the increase in air volume for a great horsepower burn. Not ignoring turbo related issues, a rare, limited edition STi S204 red turbo inlet hose was installed not for the sole purpose of vanity, but for long-lasting durability.

Keeping a vented lid on pressure build-up is the responsibility of the GReddy Type RS blow-of valve, which also provides for a sensual, iconic blow-of sound under pressured conditions. Exhaust gas is dutifully channelled out through a legal Trust PE-Ti muffl. Finally, the engine is harmonised to absolute perfection with tuning from BKS Performance and maintained by MotorVac. Heat has always been the issue with tuned turbocharged cars, since decades ago. Covering every aspect of his loyal stallion, Jerry opted to cleverly reuse parts that would suffice, such as a STi S204 intercooler to keep quell turbocharged heat issues.



With the engine constantly under duress, a GReddy oil cooler was installed to ensure that motor oil would never liquefy under the stresses of high revs, while a STi steering cooler keeps control temperatures- well, under control. Water temperatures are kept from boiling with an enlarged Koyorad aluminium radiator. For the purpose of matching revs and ensuring smooth power delivery, the stock clutch was replaced with a sturdy twin-plate from Carbonetics, alongside a six-speeder STi gearbox for versatility in shifts.

Assisting the car mechanically in cornering is a Cusco 1-Way LSD that smartly vectors torque behind the left and right wheels. Just as explosive as the surge of turbocharged power maybe, handling and stopping such a monster could not be discounted or left stock. Not gambling on being able to fudge out of corners using brute power, Jerry took the liberty of swapping the stock set of legs for an upgraded pair; a set of APi Racing RS-R coilover in spring rates of F:10kg/R:8kg.



Further reducing unsightly bodyroll is a set of Cusco strut bars that ride on the upper front and rear mounts of the car to ensure top-notch stability, especially in high-speed corners. Complementing his way of drive is a thicker 22mm anti-roll bar from Cusco that keeps the nose of the car from unneeded flxing. Coming to a halt in short notice is left in the good hands of a set of OEM Brembos for the STi. All that is great is gold; 4-piston calipers up front and 2-piston calipers in the back stamp their respective N Brake NA-P high temperature brake pads down on rotors, hauling the Japanese machine to a quick stop.

Translating power into grip is the job of a set of sticky Achilles Radial 123S tyres in 235/45/17 profie, worn handsomely on a set of blocky 17” Rota IK-R rims. Not wanting to exceed the extravagant boundaries of the Scooby’s exterior, Jerry went through some degree of deliberation before fially deciding this outlook. Up in front just below the bumper, rests a crucial STi front lip that erases updraft that escapes beneath the car, while a Kansai-inspired rear diffser takes residence just below the front bumper to cleanse dirty air from beneath the car.



On the boot, a simple STi S204 spoiler keeps aerodynamics proper without looking too extraordinary. The interior is kept easy and simple, since this was a daily driven. Retaining stock seats for ride comfort, Jerry’s only personal whim is a simple Momo Drift steering wheel for great steering leverage. Allowing him to monitor critical and crucial conditions are a set of Def in amber light, boasting a turbo package that includes boost, exhaust temperature, oil pressure and water temperature.

Keeping it old school, the Apexi AVCR boost controller provides him with the opportunity to tinker with boost settings, while another Apexi product, the turbo timer provides auto cool and shutdown while on track. A recent PG Trackies outing to his favourite circuit has left Jerry’s heart in knots. It would be a critical and tough decision to make in a few months for the man and his machine. With so much blood, sweat and tears poured into the creation of such a fine machine, it would take certainly a lot of resolve, like every other Singaporean car owner to keep this flame alive. We say King, keep the flame burning brightly!

Subaru Impreza WRX

Engine
Apexi Air Intake System, S204 STi Red Turbo Inlet Hose, Walbro 255L Fuel Pump, ECUTek 650cc Fuel Injectors, Cusco Oil Catch Tank, GReddy Type RS Blow-Of Valve, GReddy Oil Cooler, STi Steering Oil Cooler, Koyorad Enlarged Aluminium Radiator, Trust PE-Ti Exhaust System, STi Intercooler, ECUTek Tuning

Undercarriage
STi Gearbox, Carbonetics Twin-Plate Clutch, Cusco 1-Way LSD, Cusco 22mm Anti-Roll Bar, Cusco Front Strut Bar, Cusco Rear Strut Bar, APi Racing Type RS-R Coilover (F:10kg/R:8kg), STi Gold Brembo Brakes (4-Piston Front, 2-Piston Rear), N Brakes NA-P High Temperature Brake Pads, 17” Rota IK-R Rims, Achilles Radial 123S Tyres (235/45/17)

Exterior
STi Front Lip, Customised Kansai-inspired Rear Diffser, STi S204 Spoiler

Interior
Def Boost Package (Boost, Oil Pressure, Oil Temperature, Water Temperature, Exhaust Temperature), Def Controller, Apexi AVCR Boost Controller, Apexi Turbo Ti mer, Momo Drift Steering Wheel