The 2020s appear to have turn into the last decade for resto-mods; but with EV-this and hybrid-that, recreating the heros that made a variety of us fall in love with cars just is smart.
Not so way back, resto-mods were almost exclusively reserved for large dollar classics and vintage supercars. But exclusivity no more, just within the last couple of years we’ve seen the JDM space sprout just a few of its own resto-mods; the Built By Legends GTR’s and TOM’s Supra simply to name just a few.
That’s where the Prodrive P25 is available in. Nevertheless, there’s a substantial difference between the P25 and other existing resto-mods, and that’s production numbers. Cars just like the Built By Legends GTRs are speciality, tailor-made, one-off builds for the client; a certainly one of one where no two are the identical. The Prodrive P25, nevertheless, is a numbered chassis, each automobile 1 of 25 built.
So when Renncurator, the owner of this particular P25, reached out to me to let me know he could be shaking the automobile down at The Magarigawa Club circuit here in Japan, I needed to go and see what £552,000 gets you for a Subaru.
Renncurator’s trip to Magarigawa was not only to shake down his P25, but to also take a few his other cars out over just a few days of seat time – but we’ll touch back on that in one other story.
Upon arrival at The Magarigawa Club, the P25 was undergoing just a few changes. Switching from it’s street set-up to circuit-focused settings, lowering the automobile 5mm throughout and adjusting the arms accordingly. Moreover 0.5 degrees of negative camber was added to the automobile’s front and rear, the suspension was stiffened and street pads were switched out for the more aggressive racing pads.
This gave me an excellent probability to have a take a look at what was occurring behind the Prodrive manufactured wheels. Up front, AP Racing 380mm vented discs with 6 piston callipers, and within the rear a 4 piston and 350mm vented disc.
After an excellent day of adjustments, day 2 rolled around and it was time to stretch the P25’s legs for the primary time on the track. Prior to this outing, Renncurator had only enjoyed the P25 on some local Hong Kong roads, before it was quickly sent over to Japan.
But before we get on the right track, we’ll take a closer take a look at what makes this resto-mod so special – starting with the chassis.
Starting life as an ordinary Impreza WRX STI, the bonnet, boot, front and rear quarters, roof, in addition to the front and rear bumpers are torn off and replaced with carbon fibre reproductions. There has also been a notable increase in track width to the chassis with this swap, giving it that unmistakable 22B look.
But there’s not much else 22B about it. After acquiring the WRX chassis, the automobile is media blasted back to a bare metal shell, then reinforced and stiffened throughout, only then for the carbon panels to be fitted.
With all of that carbon weight reduction, we’re left with a 1200kg automobile which is an ideal balance to the 450BHP engine underneath.
Based on the EJ25, a Prodrive-built motor is assembled. Each of those engines are hand built and stamped by Tony Hawtin, Colin McRae’s engineer in his WRC days. This includes the expected forged pistons, steel conrods and ported heads. On top of this, a Garret Turbo strapped to the side, paired with a front mounted intercooler, carbon intake and Akrapovic titanium exhaust.
You is likely to be considering that for the price-tag, 450BHP doesn’t seem all that much, especially in a world where the brand new normal has an 1000hp benchmark. But what this automobile lacks in big numbers, it makes up for in balance. The 457lp ft of torque propel the P25 to 100km/h in only 2.8 seconds – not too bad in any respect.
That kind of acceleration, nevertheless, isn’t being put down with an ordinary 6sp. As an alternative, an X-Shift 6sp sequential gearbox with helical gears has been added, paired to an lively and electrically adjustable center diff.
The P25 was remarked as a ‘no frills’ approach to resto-modding. This implies no ABS, no traction control, a hydraulic handbrake and all the proper noises to match.
But jumping contained in the P25, there’s been no detriment to comfort. The inside is alcantara from floor to roof, paired with carbon fibre additions throughout. The automobile still retains a full infotainment system, AC, heating, push-to-start, speakers and all the usual creature comforts of your average every day driver.
Renncurator’s example is what he believes to be the just one with a blue inserts on the seats and doors, with all other 24 examples just black. Behind the seats, a wheel color-matched roll cage and harness.
Up in front, a full custom developed display that permits multiple different orientations, modes and data logging options all powered by the Motec ECU. And naturally the Anti-Lag system.
Jumping on the right track, Renncurator immediately noted the cars improved corner stability with the modified arrange. Watching the automobile fly through the course’s tight bends, the automobile sat surprisingly flat, supported by the Bilstein dampers.
Wrapping the day back on the right track, I had a while to shoot the P25 because the sun dipped behind the circuit’s rolling hills. Subarus have at all times slipped my grasp, however the P25 has reignited the will for a gut-punching hit of torque and acceleration that has at all times been hard to match with every other configuration.
It’s been an excellent couple of years for the reason that P25’s inception and there has not yet been one other JDM resto-mod to hit the news; I’ll be keenly awaiting for the following.
Alec Pender
Instagram: noplansco
Renncurator – Automobile Owner
Instagram: renncurator
Subaru related stories on Speedhunters
This Article First Appeared At www.speedhunters.com
