Unique Motorsports

Pretty much any car designed for the masses is going to be somewhat neutral in many aspects. Suspension is a great example of this as the average person doesn’t want a firm ride or the worry of breaking the front bumper cover off when getting just a little to snug to a curb. Automotive enthusiasts however, are a slightly different breed. We notice that split second gab between turning the wheel and the car following along. We are ok with a little more noise, we want the car to be firm and responsive.

Springs vs Coilovers – The debate will continue. Personally I say springs. You can get a nice firm responsive whip without being overly jaring. Coilovers really limit the amount of suspension travel you have. For example, you might need to jack up your car 4 inches before the tire leaves the ground. With coilovers, it’s only going to be about an inch. The nice thing about coilovers such as installed here, are the advantages of setting ride height, spring rate and shock firmness.

This install is about coilovers. The install is pretty much the same as a regular spring install with a few key differences.

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Another spring install on a WRX along with a Downpipe install. This time its a 2009 Impreza WRX Hatchback. Not only do these Epic Lowering Springs give the car a much nicer stance, it’s also a great suspension modification to improve the handling of the WRX without sacrificing ride quality.

Scroll through and click on the images for descriptions of the install.

Installing a pulley on an Subaru with an EJ engine such as the Impreza or Legacy is pretty straight forward. Basically just lock the engine either by putting the car in gear or using something such as my pulley removal tool to lock the engine as you loosen the crank pulley. Once the bolt is loose, work the pulley off and replace with your new lightweight pulley.

Months into this paint job and I am now fully Convinced.

Hours have been spent straightening, sanding, cleaning, painting, cleaning, painting, sanding and so it goes. The first coat was a little thick and had some massive orange peel, as I progress I get better and faster. I still have two coats of black but I got anxious. I had to see the finish product. I’m glad I I’d too and for two reasons. One, I have a better understanding about the wet sanding. Two, I can see myself in that paint! After some wet sanding with 1000 grit on a block I followed up with 2000 in my hand. A few spots of primer are showing up which can be expected as I’m still a few coats away from being done.

I wrote up a little more, talking about the highs and lows of this evening, me battling the shine but I lost it. Turns out I should hit save prior to done and since I’m making this post from my phone I really don’t want to go back into it. Important thing is the shine.

Now for some pictures. I took a few pictures of the hood, as you can see I only actually buffed a small section. I also have some pictures of the front fenders after two coats of paint. The mix is two parts Rustoleum hunter green to one part Lowes royal blue enamel.

This is the original article from when I built up my original kit in 1999.

Disclaimer: This article is written for information purposes only. In no way do I suggest doing this. If you do… this information should be interpreted as a tool or learning device, not a “how to.” I take no responsibility for what you do on your time. That being said, this information is correct to the best of my knowledge.

Introduction:

After seeing turbo cars pop up in magazines and after owning a 1990 Eagle Talon TSI Turbo, I decided to look into turbo charging the Impreza even more. Once Minnam Racing came out with a turbo kit for the Impreza, I realized that it is possible to feasibly turbocharge an Impreza. At this time the thought of 4 spinning tires, neck-break acceleration, and the quarter mile times of a Porche 911 turbo were mostly just fantasy. Soon after however, something pushed me over the edge. The March 1999 turbo magazine. On page 130 lies Byron’s now 500+ horsepower daily driver Impreza.

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