wr1 gone ,p1 now on drive
03 January 2011, 05:55 PM
#31
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little update , iv just got a stainless uppipe / headers /front mount
so with the other mods should be nice ;-)
stu
so with the other mods should be nice ;-)
stu
Last edited by stuart148; 03 January 2011 at 05:57 PM.
03 January 2011, 06:29 PM
#33
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oi less of that , it will be fine right up to 400bhp lol
this is why im sticking to the vf35 and not going 20g or fp green or scoobyclinic
the vf should see me 350 so thats ok for now
stu
this is why im sticking to the vf35 and not going 20g or fp green or scoobyclinic
the vf should see me 350 so thats ok for now
stu
03 January 2011, 07:16 PM
#34
You have no choice in using/not using the DCCD on a TypeR, you just have the choice of changing the lock ratio of the centre diff. The TypeR (65R:35F) is more rear biased than the P1(50:50), ignoring all the other benefits in the transmition system.
03 January 2011, 07:24 PM
#35
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its a lot shorted than a normal sti 5 as iv had one , the p1 and the type r feel the same to me
also aint the p1s 60/40 , evos are 50/50 not subarus
stu
also aint the p1s 60/40 , evos are 50/50 not subarus
stu
03 January 2011, 07:42 PM
#36
No, you are wrong
P1 and STi5/6
4.444 final drive
1:1 drop gear
Viscous coupling 50/50 ratio 4kgf centre diff
3.166 1st 5.09MPH/1000rpm
1.882 2nd 8.56MPH/1000rpm
1.296 3rd 12.43MPH/1000rpm
0.972 4th 16.58MPH/1000rpm
0.738 5th 21.83MPH/1000rpm
STi5/6 Type R
4.444 final drive
1:1 drop gear
DCCD centre diff with 65R:35F ratio with variable clamp load on the plated centre limited slip diff.
3.083 1st 5.23MPH/1000rpm
2.062 2nd 7.81MPH/1000rpm
1.545 3rd 10.43MPH/1000rpm
1.151 4th 14.00MPH/1000rpm
0.825 5th 19.53MPH/1000rpm
P1 and STi5/6
4.444 final drive
1:1 drop gear
Viscous coupling 50/50 ratio 4kgf centre diff
3.166 1st 5.09MPH/1000rpm
1.882 2nd 8.56MPH/1000rpm
1.296 3rd 12.43MPH/1000rpm
0.972 4th 16.58MPH/1000rpm
0.738 5th 21.83MPH/1000rpm
STi5/6 Type R
4.444 final drive
1:1 drop gear
DCCD centre diff with 65R:35F ratio with variable clamp load on the plated centre limited slip diff.
3.083 1st 5.23MPH/1000rpm
2.062 2nd 7.81MPH/1000rpm
1.545 3rd 10.43MPH/1000rpm
1.151 4th 14.00MPH/1000rpm
0.825 5th 19.53MPH/1000rpm
03 January 2011, 10:43 PM
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The 1999 London Motorshow saw the introduction of this, the Subaru Impreza P1. The P1 (short for Prodrive One) was especially developed for the UK market by a joint effort of Subura, Subaru Tecnica International (STi, Subaru's racing department) and Prodrive (runs the WRC campaign for Subaru). At its introduction it was the most extreme Impreza on the UK market and the only two door version of the Impreza.
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
04 January 2011, 12:11 AM
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The 1999 London Motorshow saw the introduction of this, the Subaru Impreza P1. The P1 (short for Prodrive One) was especially developed for the UK market by a joint effort of Subura, Subaru Tecnica International (STi, Subaru's racing department) and Prodrive (runs the WRC campaign for Subaru). At its introduction it was the most extreme Impreza on the UK market and the only two door version of the Impreza.
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
04 January 2011, 12:57 AM
#42
The 1999 London Motorshow saw the introduction of this, the Subaru Impreza P1. The P1 (short for Prodrive One) was especially developed for the UK market by a joint effort of Subura, Subaru Tecnica International (STi, Subaru's racing department) and Prodrive (runs the WRC campaign for Subaru). At its introduction it was the most extreme Impreza on the UK market and the only two door version of the Impreza.
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
It is 50:50, and everything else i told you.
The engine produced 276BHP (280PS) at 6500rpm and 353NM (259ft-lb) at 4000rpm using 100RON fuel, they didnt give a figure on 98SUL, which was as good as SUL got in the UK back then.
The P1 is basically an STi5, with UK electrics modifications built into a 2 door shell, it even runs an STi5 ECU mapped for 100RON fuel, but has some suplementary mods to the knock corection circuitry and a speed delimiter mounted in the passenger footwell.
04 January 2011, 01:27 AM
#43
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tell me about it mate , the last owner said it got swapped coz the bloke couldnt see out of the rear window so he bought a gen sti6 one as its taller than the p1 one ,, dont no how true that is tho
as for the splitter i cant tell the diff any way so it dont bother me
if some one could post a pic up so i can see the diff , would be nice
stu
ps ,, any one got a p1 spoiler for swaps
as for the splitter i cant tell the diff any way so it dont bother me
if some one could post a pic up so i can see the diff , would be nice
stu
ps ,, any one got a p1 spoiler for swaps
Nice P1 you got there... Your not far wrong there owners with P1 changing to the taller sti6 for better views out rear window! Then some take off there genuine P1 front splitters to clear speed bumps! I think a P1 should have all its Genuine bits for a complete car!
04 January 2011, 06:05 PM
#48
The 1999 London Motorshow saw the introduction of this, the Subaru Impreza P1. The P1 (short for Prodrive One) was especially developed for the UK market by a joint effort of Subura, Subaru Tecnica International (STi, Subaru's racing department) and Prodrive (runs the WRC campaign for Subaru). At its introduction it was the most extreme Impreza on the UK market and the only two door version of the Impreza.
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
Power leaps from the standard Turbo's 218bhp at 5,600 rpm to 280bhp, while torque has increased to 363 Nm compared to the 'normal' model's 290 Nm at 4,000 rpm.
Fundamental to the Impreza Turbo's 'cult car' reputation for dynamic handling and grip in all weather conditions is its all-wheel-drive (AWD) system. This features a centre differential with viscous coupling. In normal and dry road conditions torque is distributed 60/40 between the front and rear wheels. But in wet, muddy or icy conditions, the viscous coupling senses which axle has the most grip and distributes torque accordingly. The P1 also shares the Impreza Turbo's limited-slip rear differential. This further distributes torque - this time to whichever rear wheel offers the most grip.
Highly respected British designer, Peter Stevens who designed the McLaren F1 and Subaru WRC car developed a front spoiler extension together with a new design of rear spoiler following extensive wind tunnel tests to reduce lift and improve balance. In fact, the P1 requires 3 less bhp to achieve 100 mph compared to the GT Turbo. Stevens was also responsible for the titanium look OZ wheels.
At its launch a 500 car production run was planned but demand was so high that in the end a total of 1000 cars were built
IM SURE IT SAYS 60/40
Shock horror - " not everything written by journalists is correct" scoop...
This arose some time back because various numpties couldn't work out what the UK 1.1:1 central transfer gears and a 3.9 front diff and 3.54 rear diffs meant in terms of the split ( multiply 3.54 by 1.1 and what do you get? 3.9 = 50:50 split).
Even better - it doesn't apply in the case of a P1 in any case as that has equal 4.44 diffs front and rear and a 50:50 central viscous diff.
Anyway enjoy the car.
FB
(p1 owner except for it now having a 6 speed dccd box with 3.9 diffs fitted
)
13 January 2011, 10:52 PM
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so back to my mods and new ones
iv just bought a set of stainless headers and up pipe , along with a hdi fmic
my question is will i have to get a cone filter or can i keep the standard air box ???
also how much are bov adapters and where do you get them ???
sorry for the questions , but if i need one its going to set me back a little
stu
ps and pics of the above would be nice (v5/6) so i can get to grips :-)
iv just bought a set of stainless headers and up pipe , along with a hdi fmic
my question is will i have to get a cone filter or can i keep the standard air box ???
also how much are bov adapters and where do you get them ???
sorry for the questions , but if i need one its going to set me back a little
stu
ps and pics of the above would be nice (v5/6) so i can get to grips :-)
13 January 2011, 11:33 PM
#51
You will have to lose the standard airbox and get a cone filter, not enough space with the I/C pipework, and bov adapters are approx £25 from Harvey on here I believe, have a look in the Trader section
13 January 2011, 11:34 PM
#52
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You have hit tricky waters here, you need to go for a cone filter because of the fmic, but that leaves your maf sensor open to failure, so then its an after market ecu you need, just a bog standard one, you dont need lunch control (as it will lunch your gearbox 
) or anti lag, just stick with nice basic mods and you "should" be ok
Tony
) or anti lag, just stick with nice basic mods and you "should" be ok Tony
14 January 2011, 12:41 AM
#54
so back to my mods and new ones
iv just bought a set of stainless headers and up pipe , along with a hdi fmic
my question is will i have to get a cone filter or can i keep the standard air box ???
also how much are bov adapters and where do you get them ???
sorry for the questions , but if i need one its going to set me back a little
stu
ps and pics of the above would be nice (v5/6) so i can get to grips :-)
iv just bought a set of stainless headers and up pipe , along with a hdi fmic
my question is will i have to get a cone filter or can i keep the standard air box ???
also how much are bov adapters and where do you get them ???
sorry for the questions , but if i need one its going to set me back a little
stu
ps and pics of the above would be nice (v5/6) so i can get to grips :-)
Hi Stu will be expensive if you are go FMIC route.You will need at least as above Aftermarket ECU which support mafless,you will loose std.airbox,good cone filter RCM,fitting headers,mapping etc.(and if everything will go bad,you will be prepare pay for rebuild)
Jura
14 January 2011, 06:56 AM
#56
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i had a v5 type r a few years back with the same mods as im putting on the p1 and never had any probs with the maf
is there any way of lookin after the maf ?
stu
is there any way of lookin after the maf ?
stu
14 January 2011, 06:56 AM
#57
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i had a v5 type r a few years back with the same mods as im putting on the p1 and never had any probs with the maf
is there any way of lookin after the maf ?
stu
is there any way of lookin after the maf ?
stu
14 January 2011, 09:36 PM
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its pritty simple why , why would you buy a fmic , headers etc etc
listen i bought a p1 , it had some mods , im adding a few more and just thought id let people know , i dont need or want all the snotty remarks
i dont mind advice , but what the *** sort of question is "why"
stu
Last edited by stuart148; 14 January 2011 at 09:38 PM.