13 WHEEL RIMS

Subaru Impreza - First generation - "GC"/"GF"/"GM"

Production 1993–2000
Assembly Ota, Gunma, Japan
Body style(s) 2-door coupe
4-door sedan
5-door station wagon
Layout Boxer Front engine, front-wheel drive / four-wheel drive
Engine(s) 1.8 L 110 hp H4
2.0 L Turbo 208-280 hp H4
2.2 L 145 hp H4
2.5 L 165 hp H4
Transmission(s) 4-speed automatic
5-speed manual
Wheelbase 2520 mm (99.2 in)
Length 4375 mm (172.2 in)
Width 1705 mm (67.1 in)
Height 1410 mm (55.5 in)
1430 mm (56.3 in) (1999-2001 Outback Sport)
Curb weight 1220 kg

Introduced in November 1993, the Impreza was offered in either front wheel drive (FWD) or all wheel drive (AWD) versions and as a four-door sedan/saloon or five-door station wagon/estate. According to a Motor Trend article written March 1992 on page 26, the name of Subaru's new compact was, initially, to be called the Loyale, displaying an official photograph of the 4-door sedan. In late 1995, a two-door coupe was introduced. The Impreza, like many Subaru-built cars, was equipped with a flat engine, a distinguishing Subaru characteristic. Initial engine choices included 1.6, 1.8 and 2.0-litre naturally-aspirated engines as well as the turbocharged and intercooled 2.0-litre engine. The basic turbocharged motor, the EJ20, produced from 244 PS (179 kW; 241 bhp) to 210 kW (286 PS; 282 bhp) in Japanese market WRX trim depending on model and year. Outside Japan, the turbocharged model was initially rated at 211 PS (155 kW; 208 bhp) and marketed as the 2.0 Turbo, 2.0 GT, 2.0 GT Turbo, 2.0 WRX, or Turbo 2000 AWD in the United Kingdom.

Trim levels were LX, GL and Sport. LX models were front-wheel drive, and powered by a 1.6-litre engine; these were four-door only. GL trim levels were either front-wheel drive (Subaru badged these 2WD) or all-wheel-drive (badged AWD); cars launched in 1993 had a choice of 1.6 and 1.8 flat-4 engines, the 1.6 being available with 2WD, the 1.8 an AWD version only. From 1996, the 1.6 and 1.8 versions were dropped (in the European market), and replaced by a 2.0-litre engine. Sport versions had alloy wheels, and a 2.0-litre engine only. These were "warm hatch" versions which were similar to the WRX, albeit less adorned.

In 1994, Subaru introduced Subaru Technica International (STi) versions of the Impreza in the Japanese Domestic Market (JDM) and European Domestic Market (EDM). These models were upgraded from the WRX in many categories, including blueprinted performance-tuned engines, transmissions, and suspensions. The STi versions of the Impreza were immensely successful in rallies and popular among street racers. The first STi models featured higher power ratings than the WRX, while later versions of both WRX and STi were rated at 280 PS (206 kW; 276 bhp) due to the Japanese manufacturers' informal agreements around power ratings. Its top speed was electronically limited at 180 km/h (110 mph) and it had a 0–100 km/h time of 4.9 seconds in the UK Impreza Turbo 218 PS (160 kW; 215 bhp) version. 2006 WRX STI claimed 0 to 100 km/h in 5.4 seconds.[4] RA (Race Altered) versions of the WRX and STi were also available in the Japanese market. Targeted for race and rally, the RA versions were generally lighter in weight; featuring reduced soundproofing, manual windows, no air conditioning, and added racing features such as more robust engines, driver controlled center differentials, and shorter gearing.

Special editions of the Impreza were very common in Japan and Europe, many coinciding with a significant World Rally Championship victory. These editions included the Series McRae, 555, Catalunya, Terzo, RB5, P1, and 22B, the latter still considered by many to be the ultimate Impreza of all time with its wide arched rally style body.

During this generation, Subaru made a limited edition Impreza Sport Wagon called the CasaBlanca,[5] which had a retro front and rear end treatment, which was inspired by the popular kei car Subaru Vivio Bistro styling package and Subaru Sambar Dias Classic. The Sport Wagon was also offered with the WRX turbocharged engine, and was called the Gravel Express.

The Impreza received an external facelift for the 1997 model year, followed by an interior redesign in 1998, using the new redesigned dashboard from the Forester.

The European 1999-2000 turbo model received further upgrades in the form of more parts from the STi range. The front brakes became Subaru branded 4-pot calipers with 294 mm discs, the wheels having become 16-inch (410 mm) lightweight alloys from 1998 - previously 15-inch (380 mm), vented rear discs, the Sti 4 high level wing was fitted to the saloon, Sti style front bucket seats and firmer suspension. The phase 2 engine now fitted developed 160 kW (218 PS; 215 bhp), an increase of 5 kW (7 PS; 7 bhp) over the previous model.

The story of the North American Impreza is much different than the rest of the world. North American markets never received a turbocharged version of the first generation Im

Car in foreground:

KEX 223V - 1979 Talbot Sunbeam Lotus Group 2 Rally Car

Bids to ?30,000 - "Not Sold"

The standard Chrysler Sunbeam first appeared with three engine options - 930cc, 1300cc and 1600cc. A 1600cc Ti model was then targeted at the performance road market. However, even that was never going to satisfy the needs of Competitions Manager Des O'Dell, who was desperate to build a rally car capable of beating the Ford RS Escorts and Vauxhall HS Chevettes.

With no in-house powerplant capable of delivering the required performance, he looked elsewhere. As luck would have it, Lotus had been supplying 2-litre engines to Jensen Healey, who had recently ceased trading. A deal was done and two test engines secured. The standard 160 bhp unit was fitted to an Avenger for testing and demonstrating to the management, while the 230 bhp race version found its way into a rally-prepared Sunbeam, 'WRW 30S'. Testing began in earnest and the car competed in several events where homologation was not required. Andrew Cowan did the competing while Bernard Unett carried out the development testing.

The competition engines were initially uprated to 234 bhp (later increasing further) and featured 48 mm carburettors and a compression ratio of 11:1. To enable these to compete, however, 400 cars had to be produced to satisfy homologation rules. Chrysler's ambitions were for a run of 4500 engines, and homologation was achieved on April 1st 1979 on the basis of 32 pre-production cars converted by the Competitions Department.

Lotus was heavily involved in the development and production, not only designing and manufacturing the engine but developing the suspension and exhaust systems as well. The rolling chassis, built alongside all other Sunbeams at Linwood, Glasgow, were delivered by transporter to a satellite operation at Ludham airfield, some 20 miles from Lotus's Hethel headquarters, Norfolk. Here modifications were made to the bodyshell, and the engine, five-speed ZF gearbox, larger radiator and alloy road wheels, were fitted. The completed cars were then transported to Coventry for final checking before delivery to the dealers.

The Sunbeam Lotus was launched at the Geneva Motor Show in March 1979, and deliveries started a few months later. By this time, Chrysler UK had been sold to Peugeot, who changed the name to the Talbot Motor Company. With the exception of the very first pre-production models, all road cars were officially known as Talbots. Overall, Lotus claim to have built 2298 cars (1150 with right-hand-drive) while Talbot claim a total of 2308. This difference is accounted for by the building of 10 Works rally cars from bare bodyshells at the Humber Road Competitions Department between 1980 and 1982.

The Sunbeam Lotus took part in international rallying from 1979 to 1982 and won the World Championship for Talbot in 1981. Its most famous achievement was at the 1980 Lombard-RAC rally, where Henri Toivonen became the event's youngest ever winner and Sunbeam Lotus cars finished 1st, 3rd and 4th - the last time a two-wheel drive car won the RAC. Des O'Dell was presented afterwards with a Sunbeam Lotus road car bearing the registration 'RAC 134W'! In fact, Talbot's Sunbeam Lotus won their class (Group 2) on the RAC for three years in succession, culminating in 1982 with the last ever win in this class before the FIA rules changed to Groups A, B, etc.

Sunbeam Lotus works drivers included the late Henri Toivonen, Guy Frequelin (co-driven by Jean Todt), who narrowly missed out on being the Driver's World Champion in 1981, Stig Blomqvist, Tony Pond, Andrew Cowan and Jean-Pierre Nicolas. Russell Brookes also competed in a Works-built car, privately sponsored by Andrews Heat for Hire.

The left-hand drive Group 2 car being offered was manufactured in 1979 and is reportedly to full 'Works' specification. We understand the bodyshell is a clean, straight Lotus Series 1 example in steel with alloy Works-type arches. It is modified as per the Works cars, with correctly strengthened chassis legs, while the boot is modified to accept the fuel tank, fuel pumps and battery. It is finished in the Works colours of white and blue. The engine is apparently based on an ex-Works two-piece block built by former Works Talbot engine builder, Phil Davison. It has a big-valve head, 48 mm carburettors, a water rail kit and Pace dry sump oil system. It has seen no use since the last overhaul.

The engine is mated to a ZF close-ratio competition gearbox. The axle has just been rebuilt by Gartrac, and features a plate-type limited slip differential with 4.6:1 crown wheel and pinion. The casing is a genuine ex-Works Salisbury 4HA. The running gear is to Works specification and includes: rose-jointed steering and suspension arms, a heavy duty high-ratio rack, heavy duty cross member and Bilstein dampers. Braking is by 267 mm discs all round, operated by four-pot calipers at the front and AP CP2383 units at the rear. The Sunbeam is