The 1920s seem to have become the decade for Resto mods; but with EV-DIT And hybridThe recreation of the heroes that caused many of us to fall in love with cars is just logical.
Not so long ago, Resto mods were almost exclusively reserved for large dollar classics and vintage supercars. But no more exclusivity, just in recent years we have seen the JDM room sprout a few of its own resto mods; The built by Legends GTRs and Tom’s Supra to name just a few.
That is where the Prodrive P25 enters. However, there is a considerable difference between the P25 and other existing resto mods, and that is production numbers. Cars such as the Legends GTRS built are specialty, tailor -made, one -off builds for the customer; One of one where no two are the same. However, the Prodrive P25 is a numbered chassis, every car 1 of 25 built.
So when Renncurator, the owner of this specific P25, contacted me to let me know that he would shake the car at the Magigerawa Club circuit here in Japan, I had to go and see what £ 552,000 you get for a Subaru.
The journey from Renncurator to Magdigawa was not only to shake his P25, but also to take a few of his other cars for a few days of sitting time – but we will come back to that in a different story.
Upon arrival in the Magrouwawa Club, the P25 underwent some changes. Switching from the street arrangement to circuit -oriented settings, lowering the car everywhere in 5 mm and adjust the arms accordingly. In addition, 0.5 mm negative camber was added to the front and back of the car, the suspension was stiffened and street pillows were eliminated for the more aggressive racing blocks.
This gave me a good chance to take a look at what was going on behind the Prodrive manufactured wheels. In the front, AP racing 380 mm ventilated discs with 6 piston relders, and a 450 mm ventilated disk on the back.
After a good day of adjustments, day 2 rolled around and it was time to stretch the legs of the P25 on the track for the first time. Prior to this outing, Renncurator had only enjoyed the P25 on some local Hong Kong roads before it was quickly sent to Japan.
But before we get on the rails, we will look further at what makes this resto-fashion so special with the chassis.
Life start as a standard Impreza WRX STI, the bonnet, boot, front and rear quarters, roof, as well as the front and rear bumpers are torn off and replaced by carbon fiber reproductions. There is also a remarkable increase in the road width for the chassis with this exchange, giving it that unmistakable 22b -look.
But there is not much else 22b left. After obtaining the WRX chassis, the car media was blown back to a bare metal dish and then strengthened and stiffened, only then that the carbon panels are mounted.
With all that carbon weight reduction we have a 1200 kg car that is a perfect balance for the 450 hp engine underneath.
A motor built by products is assembled based on the EJ25. Each of these engines was built by hand and stamped by Tony Hawtin, the engineer of Colin McRae in its WRC days. This includes the expected forged pistons, steel bearods and ported heads. In addition, a Garret Turbo is tied to the side, combined with a front intercooler, carbon inlet and Akrapovic titanium outlet.
You may think that for the price tag 450 pkp does not seem that much, especially in a world where the new normally has a benchmark of 1000 hp. But what this car misses in large numbers makes it good in balance. The 457LP FT torque pushes the P25 to 100 km/h in just 2.8 seconds – not that bad at all.
However, that type of acceleration is not set with a standard 6SP. Instead, an X-shift 6SP-sequential gearbox with spiral gears has been added, coupled to an active and electrically adjustable middle difference.
The P25 was noticed as a ‘no fringe’ approach of resto-modding. This means no ABS, no traction control, a hydraulic parking brake and all the correct sounds to be updated.
But jumping in the P25, there is no damage to the comfort. The interior is Alcantara from floor to roof, in combination with carbon fiber additions everywhere. The car still retains a full infotainment system, AC, heating, push-to-start, speakers and all standard creature comfort from your average daily driver.
The example of Renncurator is what he thinks is the only 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.
In the front, a fully customized display with which several different orientations, modes and data logging options can be powered by the Motec ECU. And of course the anti-lag system.
Renncurator jumped on the right track and immediately noticed that the cars improved the corner stability with the amended setup. Watch the car flying through the tight turns off the track, the car was surprisingly flat, supported by the Bilstein dampers.
I wrapped the day on the right track and had some time to shoot the P25 while the sun dived behind the rolling hills of the circuit. Subarus has always pushed my grip, but the P25 has ruled the desire for a bowel punching hit from couple and gear that is always difficult to match with another configuration.
It has been a good few years since the founding of the P25 and there has been no other JDM-Resto-Mod to hit the news; I will wait for the following sharpness.
Alec Pender
Instagram: NOPLANSCO
Renncurator – Auto -owner
Instagram: renncurator
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