It upset the faithful, but the Mk3 super-Scooby still has some tricks up its sleeveThe first two Impreza WRXs had a populous fanbase, often stereotyped but fiercely loyal to their cars, be it the hardcore ‘classic’ model or the more habitable (and frequently facelifted) ‘new age’ version.
Perhaps their star was already fading with the later ‘hawk-eye’ version’s less charismatic engine (its boxer four enlarged from 2.0 to 2.5-litres), but it struggled to compete in a world of increasingly efficient front-wheel-drive hot hatches like the Ford Focus ST and Renault Mégane R26.
Then, with 2007’s new WRX, several identifying features were stripped away. Upright five-door hatch replaced the brooding saloon, bare side windows were scaffolded with frames, a roly-poly ride emerged and the distinctive World Rally Blue Mica was dropped from the colours list. And just over a year later, Subaru withdrew from the WRC.
The transition segregated the hot Impreza from its followers, and poor sales followed for both the flat-sided, £20k, 226bhp WRX and 2008’s more chiselled 296bhp WRX STi. The added refinement and practicality appealed to some, though - buyers previously put off by the car’s image, perhaps. An unexpected result of slow sales and the new customer profile is impressively strong residuals. Even before cracks started to appear in the global economy, our depreciation boffins predicted STis would be worth 31 per cent of their sticker price after three years. Four years on, even the cheapest retain 49 per cent, while most achieve at least 40 per cent after five years.
If you’re considering a WRX, note that in addition to the lower power output and plainer body (compared with the STi), the suspension is less focused and the cabin dowdier. Also, its fade-prone brakes use weedy single-pot calipers, there’s a five-speed ’box to the STi’s six-cogger, and there are no throttle or centre differential settings to play with.
Luc Leetham, of official Subaru dealer Walldonway in Larkfield, Kent, says the upgraded WRX S is the best non-STi model, although it’s in short supply (there are just 266 official examples). A Prodrive exhaust and ECU remap added 25bhp and a vital 52lb ft of torque to yield an STi-troubling 288lb ft. Cosmetically, 18-inch anthracite alloys, WRX S seat logos and STi-spec lip spoiler, grille and rear wing improved visual definition, while WR Blue Mica returned, too. Insurance costs no more, and prices start at about £10k today.
Among the STIs, Leetham recommends cars fitted with the Prodrive Performance Pack exhaust and remap to add 29bhp and 44lb ft. The pack was standard on the 330S, which also brought stiffer Prodrive springs and grippier Recaro seats. Again, there’s no insurance penalty.
The 2010 facelift saw more radical changes as the standard WRX was dropped and the saloon body style was reintroduced alongside the hatch, adding 119 litres of boot space. The STI’s engine output was unchanged, but both models got tauter Japanese ‘Spec C’ suspension, quicker steering and cabin tweaks. We reckoned these changes made the STi the car it should have been originally, but the ride might be on the harsh side for the new breed of buyers. When considering a facelifted car, bear in mind that current deals pitch pre-reg STis at just £26,995 (£6k off list price).
Last year’s 320R remap option (offered free for a time alongside sat-nav) added 20bhp, and the recent 340R manages 335bhp, but 2010’s Cosworth-fettled, £50k CS400 remains king at 395bhp and 400lb ft. Limited to 75 examples, it benefits from deeply invasive engine mods, brake and tyre upgrades, lowered, stiffer suspension and cosmetic embellishments. There’s lots of lag, but it’s easily hardcore enough to pique the old guard.
Services are due annually or every 10,000 miles and average about £350 at Walldonway (where labour costs are £107 per hour) for both the WRX and STi, peaking at 60,000 miles where a typical service will cost around £550. Timing belt changes are dealt with separately.
What to look out for:
Engine hesitancy, power loss and poor economy are symptoms of cracks in the piston ring lands due to detonation. If the car is out of warranty, it costs thousands to fix.
Knocking from the WRX’s front end should prompt you to examine the dampers for visible leaking. Front stabilising link wear would also explain it but is less likely.
On leggier cars, find out if the timing belt change included a tensioner, as they sometimes leak oil. A new tensioner will add about £220 to the timing belt bill at a Subaru dealer.
A car with recent Subaru service stamps will have benefited from technical updates, including the essential ECU remap to preclude cylinder detonation. There are no official VOSA recalls to worry about, though.
Although the STi’s six-speed gearbox is very strong, it’s a complex unit that would require lots of specialist labour to rebuild following severe abuse, so give it a thorough workout.
To search for a used Subaru Impreza WRX Mk3 for sale on PistonHeads, click here
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