Modernising A WRC Legend: The Prodrive P25

The 2020s seem to have become the decade for resto-mods; but with EV this and hybrid that, recreating the heroes that made a lot of us fall in love with cars just makes sense.

Not so long ago, restomods were almost exclusively reserved for big dollar classics and vintage supercars. But exclusivity no more, just in the last couple of years we’ve seen the JDM space sprout a few of its own resto-mods; the Built By Legends GT-Rs and TOM’S’ Supra just to name a few.

That’s where the Prodrive P25 comes in. However, there’s a considerable difference between the P25 and other existing restomods, and that is production numbers. Cars like the Built By Legends GT-Rs are speciality, tailor-made, one-off builds for the client; a one of one where no two are the same. The Prodrive P25, however, is a numbered chassis, each car 1 of 25 built.

So when Renncurator, the owner of this particular P25, reached out to me to let me know he would be shaking the car down at The Magarigawa Club circuit here in Japan, I had to go and see what £552,000 gets you for a Subaru.

Renncurator’s trip to Magarigawa was not just to shake down his P25, but to also take a couple of his other cars out over a few days of seat time – but we’ll touch back on that in another story.

Upon arrival at The Magarigawa Club, the P25 was undergoing a few changes. Switching from it’s street set-up to circuit-focused settings, lowering the car 5mm all around and adjusting the arms accordingly. Additionally 0.5 degrees of negative camber was added to the car’s front and rear, the suspension was stiffened and street pads were switched out for the more aggressive racing pads.

This gave me a good chance to have a look at what was going on behind the Prodrive manufactured wheels. Up front, AP Racing 380mm vented discs with 6 piston callipers, and in the rear a 4 piston and 350mm vented disc.

After a good day of adjustments, day 2 rolled around and it was time to stretch the P25’s legs for the first 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 track, we’ll take a closer look at what makes this resto-mod so special – starting with the chassis.

Starting life 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 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 car 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 car which is a perfect balance to the 450BHP engine underneath.

Based on the EJ25, a Prodrive-built motor is assembled. Each of these 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 might be thinking that for the price-tag, 450BHP doesn’t seem all that much, especially in a world where the new normal has an 1000hp benchmark. But what this car lacks in big numbers, it makes up for in balance. The 457lp ft of torque propel the P25 to 100km/h in just 2.8 seconds – not too bad at all.

That sort of acceleration, however, isn’t being put down with a standard 6sp. Instead, an X-Shift 6sp sequential gearbox with helical gears has been added, paired to an active and electrically adjustable center diff.

The P25 was remarked as a ‘no frills’ approach to resto-modding. This means no ABS, no traction control, a hydraulic handbrake and all the right noises to match.

But jumping inside the P25, there’s been no detriment to comfort. The interior is alcantara from floor to roof, paired with carbon fibre additions throughout. The car still retains a full infotainment system, AC, heating, push-to-start, speakers and all the standard creature comforts of your average daily driver.

Renncurator’s example is what he believes to be 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.

Up in front, a full custom developed display that allows multiple different orientations, modes and data logging options all powered by the Motec ECU. And of course the Anti-Lag system.

Jumping on track, Renncurator instantly noted the cars improved corner stability with the changed set up. Watching the car fly through the course’s tight bends, the car sat surprisingly flat, supported by the Bilstein dampers.

Wrapping the day back on track, I had some time to shoot the P25 as the sun dipped behind the circuit’s rolling hills. Subarus have always slipped my grasp, but the P25 has reignited the desire for a gut-punching hit of torque and acceleration that has always been hard to match with any other configuration.

It’s been a good couple of years since the P25’s inception and there has not yet been another JDM resto-mod to hit the news; I’ll be keenly awaiting for the next.

Alec Pender
Instagram: noplansco

Renncurator – Car Owner
Instagram: renncurator