<p><span style="font-weight: 400;">The Impreza Spec C is one of our favourite cars to come out of Japan in the past 20 years. Lightweight, focused and hugely enjoyable to drive there's few cars that offer as much bang for buck</span></p>
<p><span style="font-weight: 400;">An Impreza Spec C Hatch makes a brilliant performance daily with a good amount of space, Isofix rear seats and a decent size boot, for lots of people it’s a great balance.</span></p>
<p><span style="font-weight: 400;">When the opportunity arises the performance and general driving characteristics are outstanding. Show it a B road or take it on a trackday and for this kind of money there are few usable, reliable modern cars that will worry it.</span></p>
<p><span style="font-weight: 400;">This 2009 (59) Impreza Spec C is a fine example indeed. A genuine Grade 4B with documented low mileage; it's exactly the sort of quality we look for. Presented in Pure White (51E) it’s a great looking car with factory option half leather Recaro interior and has been treated to a host of well chosen additions. </span></p>
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<p><span style="font-weight: 400;">Optional leather/alcantara RECARO interior </span></p>
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<p><span style="font-weight: 400;">GReddy meter</span></p>
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<p><span style="font-weight: 400;">Cusco Front and rear strut braces</span></p>
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<p><span style="font-weight: 400;">Cusco Brake master cylinder</span></p>
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<p><span style="font-weight: 400;">Cusco chassis Brace </span></p>
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<p><span style="font-weight: 400;">Whiteline Top Mounts</span></p>
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<p><span style="font-weight: 400;">Powerflex front arm Bush Kit + Caster arm kit </span></p>
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<p><span style="font-weight: 400;">Custom decat downpipe (OEM supplied)</span></p>
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<p><span style="font-weight: 400;">RCM fuel pressure reg</span></p>
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<p><span style="font-weight: 400;">RCM 3 port boost solenoid </span></p>
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<p><span style="font-weight: 400;">RCM uprated fuel pump</span></p>
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<p><span style="font-weight: 400;">K&N panel filter</span></p>
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<p><span style="font-weight: 400;">Uprated plugs</span></p>
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<p><span style="font-weight: 400;">Michelin PS4 tyres all around </span></p>
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<p><span style="font-weight: 400;">Mapped by Andy Carr. 360bhp 370lbs</span></p>
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<p><span style="font-weight: 400;">Dixcel Slotted Front Discs</span></p>
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<p><span style="font-weight: 400;">DBA T3 Rear Discs</span></p>
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<p><span style="font-weight: 400;">Dixcel Z type pads </span></p>
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<p><span style="font-weight: 400;">RBF 700 fluid</span></p>
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<p>Goodrich Brake lines</p>
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<p>The hatchback has often been overlooked with the earlier incarnations stealing most of the limelight. We've recently witnessed a big increase in attention towards the hatch and we can understand why.</p>
<p><span style="font-weight: 400;">EVO magazine's Peter Lyon explains perfectly...</span></p>
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<p><em><span style="font-weight: 400;">"Just one lap of the short, 0.8 mile-long south track at Honda’s Twin Ring Motegi complex, two hours north of Tokyo, was enough to highlight the Spec C’s phenomenal abilities. Compared with the stock STI, the Spec C was a full second faster: 57.87sec vs 58.88. Multiply that by the many miles covered in rallying, and you start to get the picture.</span></em></p>
<p><em><span style="font-weight: 400;">A weight-saving programme has shed 30kg through the use of various lightweight components. The engine is the Japan-spec STI’s 2-litre flat-four rather than the 2.5 that powers UK cars, with peak power of 304bhp at 6400rpm. A new ball-bearing turbo, which reduces friction inside the turbo, brings quicker throttle response. There’s also a water spray for the intercooler that allows the car to be punished longer but retain maximum power: depending on the amount of stress the engine is subject to, the unit regularly sprays water over the intercooler, reducing intake temperatures from 70C to 40C. According to the engineers, this allows the engine to retain about 25bhp and 30lb ft that would normally be sacrificed when an engine is thrashed.</span></em></p>
<p><em><span style="font-weight: 400;">This effect is especially noticeable coming out of tight corners when you need explosive acceleration. Even after several hot laps, whereas the STI engine had started to show signs of fatigue and throttle response had waned in the mid-range, the Spec C’s tacho spins high and hard as the car’s intercooler light flashes on the dash, letting you know that water is being sprayed two or three times a minute to cool things down in the engine bay and maintain maximum usable power. Other upgrades include a high lateral-g fuel pump.</span></em></p>
<p><em><span style="font-weight: 400;">At chassis level, the Spec C has a new rear mechanical LSD replacing the Torsen item on the regular STI, bespoke springs and dampers, a thicker rear anti-roll bar and those grippier Potenza RE070s on 18in alloys. The combined effect is a chassis that gets the power down more effectively than any STI before it. The Spec C’s turn-in is sharper with less understeer, and yet it retains an excellent ride, certainly being more comfortable than previous Spec Cs. The Brembo four-piston brake set-up is similarly impressive with almost no fade.</span></em></p>
<p><em><span style="font-weight: 400;">While interpreting the grip levels of the stock STI can be a challenge, the Spec C’s more feelsome steering delivers more of the information that tells a driver when adhesion limits are being reached. And being able to get closer to the Spec C’s limits, but staying within your own, makes this car a lot more fun – and safer – to chuck around than an STI. It’s a pity that it won’t be available in showrooms here, but that’s where the specialist importers come in"...</span></em></p>
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