The instructions are clear. "Put it in second gear and mash the brake. Then rev it to about 5500 rpm, let off the brake, floor the gas and jam it into first. Then you just upshift at redline like a normal automatic."
Uh, yeah. OK.
These words of wisdom come from Jonathan Ryther of Knight Motorsports, the guy responsible for the automatic transmission in this 2002 Subaru WRX.
We usually don't waste your time or our pages on cars with automatic transmissions. The reason is simple; the relatively torqueless world of compact performance traditionally leaves little room for the inability to directly connect a car's engine to its drive wheels. The power sucked up by a torque converter is almost always put to better use making forward motion. Unless you're talking about the 500 hp to 1,000 hp (and torque to match) often produced by Supras, automatics are simply not a practical way to go fast.
But there's an exception to every rule, which is the case with this 2002 Subaru WRX.
When Steven Alfano ordered his WRX, he knew what he was getting into. Alfano, a resident rally geek from Portland, Ore. planned from the beginning to build the most high-performance street car he could fathom without the compromises common in other highly modified cars. Given this goal, Alfano had one major decision to make before ordering the car: which transmission to use. He reasoned that a five-speed would provide better all-around performance, but also knew it would be the WRX's Achilles heel. Swaying his decision toward the autoshifter were several industry contacts who figured ultimate performance could be had reliably with an automatic. And he needed to be different.
Alfano was soon in touch with Knight Motorsports, which had previously modified '98-and-earlier automatic Subaru gearboxes. Knight was up for the challenge of engineering a high-performance box for the WRX, which sealed the deal for Alfano.
The results are far better than anticipated. With the brakes pumped sufficiently and the transmission in second gear (first will overpower the brakes), we dig into the throttle. At first, very little happens, but after a few seconds, the boost begins to build. A few seconds later, we're exercising pure automotive torture. The engine is screaming at 5500 rpm, the boost is pegged and something is going to give. As instructed, we lift our left foot and slip the tranny into first. Instantaneously, the entire car reels back, Pro Stock style. Well, not exactly, but the launch would make Bob Glidden proud.
The WRX hits 30 mph in 1.5 seconds and 60 mph in 4.8 seconds, faster the WRX STi we tested in the July issue. By the end of the quarter mile, however, it has fallen behind the STi's staggering pace, with a still-impressive 13.3-second performance at 102 mph.
Knight designed the automatic to be sequentially shifted-downshifts are executed by pulling backwards and upshifts by pushing forward-or you can put it in drive and it acts like a conventional slushbox.
More impressive, however, is the fact that the tranny does what it's asked, when it's asked, without delay. This means it's not stupid-proof like all other modern automatics. Jam it down to first at 90 mph and you'll break the engine. To help prevent this problem, Knight made the detent into first significantly stiffer than the other gears. Shift logic is also programmable via a laptop computer. Ryther can change line pressures, torque converter lockup points and other functions critical to the particular application. In other words, maps can be created for drag racing, road racing, autocross or whatever type of competition Knight customers choose.
Other performance improvements to the transmission include a Phantom Grip limited-slip front differential and a computer-controlled planetary gear center differential. Two oil coolers, strengthened gears and a custom valve body ensure durability.
Of course, there would be no need for a radical transmission without some serious power to put to the ground. Under the hood, the major hard parts come from SPO Motorsports, importer of Australia's AVO Turboworld goodies. AVO supplied a Garret hybrid ball-bearing turbo capable of supporting more than 400 hp.
Carefully sized intercooler plumbing from AVO leads to the company's front-mount intercooler. An intake and blow-off valve from AVO complete the cold side hardware. Feeding the turbo is an HKS header and a GT-Spec up-pipe. Downstream there's a Turbo XS turbo-back exhaust.
Naturally, the fuel system needed enhancement to keep up with the engine's better breathing abilities. A high-volume BBK pump and 650 cc/min. injectors combined with high-flow fuel rails help the cause. A custom-tuned UTEC ECU controls the engine and is user-programmable via Delta Dash software.
Underneath, the WRX uses a combination of H&R coil-overs, SPO anti-roll bars and Energy Suspension bushings to lift handling to supercar levels. And Kumho Ecsta V700s sized 225/45-17 over 17x7.5 inch SSR Competition wheels help the Suby achieve 1.0 g around our skidpad. Through the slalom, it averages an even more amazing 72.5 mph-nearly as quick as a stock EVO and considerably better than a stock STi.
Brembo 13.1-inch front rotors and four-piston calipers up front, in conjunction with 12.9-inch Brembo rotors and calipers out back, bring the WRX to a halt from 60 mph in 110 feet.