Either way, this is a good deal more engine than that of the 225bhp standard WRX model - but dont be fooled into thinking that the power increase has been achieved by merely plugging in a more aggressive engine management chip or a bucket-sized turbocharger. Nearly 80% of the STis all-alloy powerplant is unique.

The piston head has been reshaped to form tougher semi-closed-deck cylinder blocks. Screw-in conrods and forged pistons combine with shimless valve lifters, sodium-filled exhaust valves and hollow valve intakes. Every moving part is either stronger, lighter or both. This reduces inertia and gives the engine a manic free-revving feel thats missing from the standard WRX.

A larger intercooler and air intake help keep things from meltdown. A drivers control centre differential (DCCD) is fitted as standard to the Type UK and its an interesting gadget. Operated via a switch mounted adjacent to the handbrake, the DCCD allows the driver to manually adjust the front/rear torque split, changing the handling balance of the car to suit a particular condition. When the ignition is switched off, the system reverts to an automatic setting.

The addition of a yaw-rate sensor and a front helical limited slip-differential reduces the amount of torque steer under hard acceleration and improves driver confidence when cornering. The suspension has been heavily revised with virtually every component changed, from mounts to front and rear links, springs, dampers and anti roll bars. The caster angle has been raised and the rear track and wheelbase altered as well to offer more stable straightline running yet retaining sharp turn-in. Even the front axle hub units and housings have been refettled while the steering gearbox has been remounted to offer more precision and better feedback.