WR-one

The Spec C has front suretrac and rear mechanical LSD - does the WR1 have suretrac front and rear ?

Bhp and torque specs for "c" are quoted elsewhere as 322 bh 325 lb and 335 bh and 280 lb torgue and on Lit Imports site 280 bh and 290 lb.

The WR1 is quoted as 315 bh and 309 lb.

Has it greater bhp and torque ? Which is quicker ?

Are the only major differences engine wise between the 2, are equal length manifold and twin scroll ?

questions....questions...

Gutmann pug

There are loads of threads on here discussing this mate.....have a wee search and you will find them ......

I dont think you can compare the two of them myself ....

Oh and welcome to scoobynet

TonyBurns

iTrader: (3)

The honest truth?
The Spec C will be the quicker of the 2.
Simple facts are..
The Spec C will push out more than 280ps in standard form, much more torque than that, it has a quicker, more responsive turbo (and bigger) shorter 5th and 6th gears making it quicker there too, the twin scroll eliminates lag between gear changes where as the uk sti wont do (thus loosing you 10ths of seconds)......
The Spec C is also 120kg lighter than the WR1, its torque and power to weight ratio's are very good, its delivery of power is excellent, 4th gear at 20mph isnt to be sniffed at (5th at 30!) BUT, the WR1 is probably easier to drive as the Spec C can be a handful with the Bridgestone RE070's.
No doubt people will disagree with this but there are 1/4 mile times of 12.6 set for a standard Spec C, .2 secs quicker than the wr1

Tony

TonyBurns

iTrader: (3)

Oh dont get me started on engine differences, basically, JDM car has the better engine by quite some margin, better internals and more advancements (did i forget to mention the engine oil cooler on the Spec C also? )

Tony

WR-one

Thanks for that.

Guess I've ordered the wrong one then!!

Nevetas

I woudn't exactly put it like that, just enjoy it! Drive it & Love it!

Or give it to me

Neil Smalley

WR-one

Not neccessarily

JDM Sti may be technically a better better package, BUT
1. It will depreciate faster than a UK Model
2. It will need SUL+Octane booster(unless remapped to use UK Fuel)
3. You'll need to find an independant garage to do all the servicing(UK dealers won't tocuh it)
4. Higher insurance(usually)
5. Potential Warranty worries.

Some people can handle all the above, and therefore a JDM car makes sense. Other just want to drive the car and leave the 'hassle' to the dealers.

Personally I think the WR1 is a stunning all round package and is difficult to match taking technical and practical considerations in mind.

scoobycar60

Spec C
Does it have AirCon and or ABS, can they be selected as options?

Tone Loc

iTrader: (1)

Tony...i'd be intesreted to here about the differences in engine internals and the advancements that the Spec C/JDM has over the WR1. Apart from the bolt on stuff (turbo etc) i hadn't been aware of any..... (but saying that i haven't done any researce on the subject either). Do you know of any good web sites with this info?

Also what worth do you think the oil cooler has..... do you use your car on track. I'd say unless the car is used often on track the oil cooler does nothing of much use as the standard system can control temps for light track use and raod use easily. Some would say an oil cooler for purely road use is actually a point for possible problems.

Cheers,

Tony.

LitchfieldImports

Don't forget the different water pump as well Tony

Evo has a feature on both of them early next month

Iain

www.litchfieldimports.co.uk

john coffey

JDM cars have this annoying habit of melting #3 piston 2 or 3 times a year, how many UK cars suffer from this?
The lower grade UK fuel pays a big part on this and a remap should be the first thing you do when it reaches UK soil.
As Neil says they are a better package compared to UK spec cars but come with all the worries he listed.
The Spec C is similar to the EVO RS in many respects, a stripped out rally car for the roads. This may be OK for the weekend driver but not your everyday commuter who needs a reliable, comfortable motor.
If I were to go Jap Spec my money would go on the GL model (GSR Evo equivalent) which has all the toys you expect a car to have whilst still being very quick.

FrenchBoy

Iain,

glad to see your as sad as the rest of us on scoobynet at 7.30 on a sat night!!

not a big fan of Ant and Dec then!? or is it just that you have some sort of super alarm over at the Litchfield Imports batcave that goes off everytime someone mentions the spec c or the T25 on here!!??

greasemonkey

Why do you say that?

If you want a lightweight, stripped out Impreza and aren't worried about niceties like electric windows, or a dealer warranty, the Spec C was probably the car to have.

However, if you want an extremely fast, rewarding Impreza with a full complement of electric bits and a full UK warranty and dealer support, the WR1 is currently the best option there is.

Incidentally, don't get fixated on the fact that the Spec C has an engine oil cooler. It is primarily there for rally homologation purposes, and isn't really necessary in a roadcar. If it was, all Imprezas would have them.

Tone Loc

iTrader: (1)

All i can find is that the spec C has different cams. Not the better internals or more advancements that i was expecting from Tony's quote above .

Is this the only internal engine difference or have i been reading the wrong web sites?

Tony.

Nathan L

Nitrid Crank, revised cams, revised inlet system, tubular headers.

Nathan..

Fizz

iTrader: (1)

don't believe Subaru's WR1 claims... wait and see

jason4656

so much nonsense in this thread, so much speculation

jdm has nitrated crank, forged pistons, alloy con rods, better turbo, fuel pump i think

sorry dont see any of those being an issue, just myths, and ur opinions, so many specialists now more than main dealers, and better service at some of them, insurance is marginally different, but you get what u pay for, better performance. dont need octane booster in mine either. What makes u think the wr1 wont be 20k in a years time?

also this

melting pistons 2 or 3 times a year? is that an overstatement or what? how many cars do you actually know of that have melted 2 pistons 2 to 3 times a year? also we are already talkin about the gl or similar here with the spec c, i have never heard of 1 with a melted piston yet?

chrisp

3.5 years and still on my original pistons and 225bhp/ton in standard form

john coffey

I'm talking about Jap spec Impreza's in general not just the newer ones as they are terrible for reliability. The Impreza has a terrible reputation for blowing engines as soon as the 112mph de-limiter has been removed and people start filling up with crap UK fuel.
I'm sure you all know at least someone whose engine blew....

TonyBurns

iTrader: (3)

The JDM cars have a hell of alot of differences internally, the components used are better than those in the euro cars to start with, its just in a different class, you dont get the twin scroll, you dont get the rollerbearing turbo (actually you dont even get the most up to date turbo!) you also miss out on the equal length headers (you really want to look under the bonnet of a JDM car when its next to a UK one, amazing just to look at as you notice a few things straight off!).
JDM car, just a big step up.

Tony

TonyBurns

iTrader: (3)

Ah i remember the P1 all so well
Of course uk cars dont blow engines either?
The new generation of JDM cars are considerably better than their predecessors, the biggest cause of failures on any impreza, jdm or uk was airflow, driving at too high a speed and coming off the gas, the engine then just lets go, this little problem has now been sorted with the bigger intercooler scoop (with splitter on STi's) but ive not heard of a new age JDM car letting go.

Tony

NotoriousREV

Just passed 100,000 miles with no octane booster, no particularly special treatment that I wouldn't give any car and no particular mechanical sympathy. And I don't even know the history of the 1st 65,000 miles.

Same pistons as far as I know

TonyBurns

iTrader: (3)

It comes with ABS and EBD, a/c isnt specified as a factory option even though my car does have it.

Tony, check out www.japanvehicles.com i think they have some bits on the engine internals, otherwise you will have to look at subaru japan, but consider that the UK STi hasnt changed its internals since its release, this includes the WR1 which is exactly the same.

Tony

chrisp

dont forget the new stis have avcs

FrenchBoy

Ok, lets just pretend that i'm stupid (which i am)

what is 'avcs' and...

what is a twin scroll turbo and what are its benefits?? (been dying to ask that one as the spec c crowd keep mentioning them)

...please be gentle!

(sorry, dont mean to be rude and get off the subject - just inquisitive.)

WR-one

Thanks for all the feedback.

Reading between the lines - I think it comes down to this....the Spec C and Type 25 are probably technically better because they were built specifically for a purpose.

However, assuming I wont keep the car till it or I die !, putting between £28K and £34K of hard earned dosh into any one of them, residuals are the issue for me. The WR1 as a limited edition, UK spec car, full warranty etc must have the better residuals so I lose less of that dosh in depreciation at the end of the day.

Cheers.......we shall await this months EVO......

Nathan L

Active Valve Control System, variable valve timing AFAIK.

Twin Scroll Turbo is essentially a twin chambered turbo charger which allows a very quick spool up speed like a UK TD04 turbo but allows it to flow more air and therefore more power like a TD05.

Nathan..

FrenchBoy

Ahhhh!

Thanks nathan!

Markus

Umm, I had a 94 WRX Wagon for three years. It was modified when I got it. First thing I did was have the 112mph limiter removed, plus for the first year I ran it on 95 RON fuel, did not have a problem. When I decatted it, yes, I did run it on SUL/Optimax, however, I never had the ECU remaped and never had a problem.

I think what you have said is a very sweeping statement indeed. I would say that if an STi was taken and run on UK fuel without a remap, then yes, under harsh driving conditions it could cause problems.

What do you mean by 'crap' UK fuel? Do you mean 95 RON? or do you include SUL and Optimax in this as it's not the normal 100 RON fuel you'd get in japan? Bear in mind that the ECU does retard things if it senses poor fuel, on the low spec cars, eg 215bhp WRX's then that retardation *might* be enough to prevent det occuring. If we are talking 260 - 280 bhp cars, then I seem to recall that the ECU's retardation might not be enough to prevent det in harsh driving condidtions, but I'm no expert. So, if the ECU does not retard things enough, get a remap, problem sovled.

If we are talking about piston three problems, I seem to recall that this is a potential problem on all cars, UK or JDM, might be wrong here but doesn't piston slap, when terminal, ususally result in piston three going bye bye?

greasemonkey

Lol! He didn't really answer your question FrenchBoy!

The twin scroll turbo/equal length 4:2 header setup increases turbo efficiency over the single scroll/ unequal length 4:1 header used by most Subarus in a number of different ways.

As Nathan almost () said, the hotside of the turbo has two separate gas inlets. The exhaust manifolds, instead of being combined into a single up-pipe, are combined into two, with the twin up-pipes keeping the gas from adjacent (in firing order) cylinders separate all the way up into the turbo, where the twin scroll exhaust housing separates them all the way onto the turbine blades.

The first advantage is that the equal length design of the headers evens out the time intervals with which the exhaust gas pulses hit the turbine blades. This imparts more energy into the turbo, which helps promote quicker spool.

The second advantage is that the separation of adjacent gas pulses in the headers and turbo prevents something called reversal, which is where part of the gas pulse takes a "wrong turn" in the normal manifold, and starts travelling back towards the other cylinders instead of to the turbo, where it can collide with the next gas pulse, reducing the energy available to drive the turbine round in the process. By virtually eliminating this, you're again getting more energy into the turbine blades rather than wasting it.

The increases in turbine efficiency mean a smaller one can be used for any given size of compressor and desired flow rate, and the reduction in size leads to a reduction in rotating mass, which again helps spool and response.

Another happy advantage of the lack of reversal is that the knock-on effects can improve fuel efficiency, so it's an improvement all round.