Subaru Impreza Turbo, first generation GC8 (1994 to 2000 in the UK)

Subaru launched the Impreza in Japan in late 1992, where the turbocharged WRX quickly became the basis of the company's World Rally Championship programme. UK buyers got their version, the Impreza Turbo 2000, in March 1994 as a four-door saloon and a five-door estate. It combined a 2.0 litre turbocharged flat-four, permanent four-wheel drive and a five-speed manual gearbox in a modest family car body, and it was relatively affordable for the performance on offer.

Rally success did the rest. Colin McRae's 1995 drivers' title, later success with Richard Burns and the Prodrive connection made the blue Impreza a cultural icon, and a string of UK special editions followed. On the road a standard UK Turbo has noticeable lag, with the boost arriving from around 3,000rpm, then pulls hard. The suspension is supple and suits British roads, the grip and traction are outstanding, and the steering can feel light at first. The cabin is plain and plasticky but the seats are supportive.

The flip side is that very few have survived unmodified, crash free or rust free. Many were tuned, thrashed, crashed or used for track days. A standard, well-documented UK Turbo is now sought after by enthusiasts, and condition and history matter far more than badges.

• Years built: Japanese launch late 1992; UK Turbo 2000 from March 1994 until the second-generation car arrived in 2000.
• Body styles: four-door saloon and five-door estate (Sport Wagon). Two-door coupes appear in special editions such as the P1 and 22B.
• Engine: 2.0 litre turbocharged, intercooled flat-four (EJ series). UK Turbo 2000 quoted at 208bhp at launch, rising to about 215bhp to 218bhp after updates (sources disagree on both the figure and the year).
• Gearbox: five-speed manual with permanent four-wheel drive.
• Imports: Japanese-market WRX and STi models, rated from about 237bhp upwards, were widely grey imported.
• Production: no reliable overall UK total found. Limited editions are better documented (see below), though even these figures vary slightly between sources.

• 1994: UK Turbo 2000 saloon and estate launched.
• 1995 or 1996: Series McRae, 200 built for the UK (Hagerty says 1995; Octane says 1996).
• From 1996: dealer-fitted Prodrive performance packs became available on UK cars, and suspension and brakes were upgraded around the end of 1996 according to Auto Express, with a torque increase.
• 1997: Catalunya special edition, 200 for the UK. Terzo, 333 built. Late 1997 interior update with white dials, revised trim, a Momo steering wheel and passenger airbag.
• 1997 to 1999: power rose to 215bhp to 218bhp with revised torque delivery. Octane dates this to 1997, Hagerty to 1998 and Auto Express to 1999, so check the specification of any individual car.
• 1998: 22B STi two-door with a 2.2 litre engine; about 400 for Japan plus a small number for the UK (15 or 16, depending on source).
• Late in the run: RB5 (444 built) with bespoke wheels, seats and a Prodrive quickshift; then the Prodrive P1 two-door of 1999 (1,000 built, Sonic Blue, 276bhp).
• Chassis identification: model years are identified by a letter after the GC8 code, from A onwards.

Bodywork and structure

• The rear arches, inner rear arches and rear strut turret tops are the main rust points; serious turret rot is a structural problem.
• Check sills (rust can hide under plastic covers), front and rear subframes, the bottoms of the front wings and the panel under the radiator.
• A fuel smell near the nearside rear arch suggests a corroded filler neck.
• Japanese imports were often supplied without factory underseal, so check them especially closely.
• Many cars have been crashed. Look for uneven panel gaps, overspray, kinks in the chassis legs and underbody dents that might suggest off-road or rally use. A history check is essential.

Engine

• A standard, well-serviced engine is tough. Hard use and poor tuning are what kill them.
• Listen for knocking low in the rev range, which can signal big-end bearing failure, and check the oil pressure. Big-end failure means a costly rebuild.
• Piston slap and tapping when cold, often associated with number four cylinder, are known traits. Cracked piston rings cause oil burning and smoke; a compression test will reveal them.
• Head gaskets can fail. Check for oil in the coolant and coolant loss.
• Oil leaks from the cam covers and sump are common. MAF sensor failure causes poor running.
• The cambelt interval is 45,000 miles or three years according to the guides consulted. Ask for receipts.
• Blue smoke can also mean worn turbo seals. Listen for whine or whistle from the turbo.

Gearbox and drivetrain

• The five-speed is strong at standard power but can jump out of fifth. Tuned cars often wear second and third synchromesh.
• Clutch judder when cold is common on hard-used or uprated clutches; a slipping clutch is a sign of extra power.
• Listen for rear differential howl, particularly in reverse.

Suspension, steering and brakes

• Expect worn bushes and leaking dampers on high-mileage cars. Many have aftermarket springs, dampers or coilovers; check they are well set up and look for uneven tyre wear.
• Standard brakes on UK Turbo models are adequate but can fade and warp with heavy use. Uprated brakes are common.
• Inconsistent power steering assistance may point to pump or rack mounting issues.

Electrics and interior

• Check for hacked wiring from aftermarket alarms, stereos and gauges.
• Standard seats and plastics wear reasonably well, but limited-edition trim is unique and hard to replace.
• Confirm the heater works and look for damp in the boot and footwells.

Identity and paperwork

• Grey imports are common, and UK and Japanese cars can look similar. Check the V5C, import paperwork and VIN, and confirm whether the car was first registered in the UK or imported.
• Limited editions and STi models are cloned. Check for model-specific features and documentation; Japanese STi and RA models have distinctive features such as roof vents on some types, a driver-controlled centre differential on Type RA and R, and specific intercooler and manifold details. An inspection by a marque specialist is the safest way to confirm authenticity.
• Very few cars are fully standard. Ask for a full list of modifications, dyno printouts for remaps and details of who did the work. Sports exhausts and decat pipes can cause MOT problems.

Service, brake, suspension and steering parts are widely available, including upgrades. Model-specific trim, special-edition parts and some Japanese-only components are harder to find. Independent Subaru specialists are numerous and generally preferred by owners. The main UK club is the Subaru International Drivers' Club (SIDC), formerly the Subaru Impreza Drivers' Club, at sidc.co.uk (opens in a new tab), which runs a forum, events and a magazine.

• Is this a UK-supplied Turbo 2000 or an import, and what paperwork proves it?
• What modifications have been made, by whom, and is there a dyno printout?
• When was the cambelt last changed, and are there receipts for regular oil changes?
• Has the car ever been in an accident, used on track or in motorsport?
• Have the rear arches, strut turrets or subframes been repaired?