Unfortunately for Subaru, the plan to show Jacquot and I the new US-built PWRC 2008 WRX STI soon began to unravel. Apparently, a parts supply problem had delayed the finishing touches on the new car to the point that it wasn't ready to debut in Rally New Zealand as planned. Instead, Travis Pastrana's Group N 2007 WRX STI, which was campaigned in Greece, was pressed into service for Block to drive. New dampers, brakes, wheels, and tires were fit onto the rally car, along with the requisite vinyl sponsor theme.
To Block, the car and this rally would already have a steep learning curve - the Group N/PWRC cars are vastly different than the Rally America Open Class STIs that he's used to and he didn't have too much experience with the Rally New Zealand stages. To me, a 2007 Group N car is just about as inspiring as a 2008 model. There was more than enough on the old car to geek out on, from cage design to damper setup to drivetrain to engine tuning. If I wanted to see what the new STI could be built into, I could just ask Subaru Rally Team Russia, who occupied the next pit space with a 2008 model. And I would have except that the angry Russian guy building an exhaust, from underneath jack stands, kept giving me the evil eye. It was all very Eastern Promises.
After Block came back with the TV dude in one piece, I got into the (thankfully) dry racing suit and squeezed my oversized melon into a spare helmet. I've met Block before, when we tested his ghymkhana STI at Willow Springs International Raceway (SCC April '08). He impressed me then with his adaptability and outright speed, and this time would prove to be no different. The practice course began at the top of a short hill and Block nailed the throttle from the very beginning, slamming the dogbox through its gears. It had been deeply rutted by the WRC cars and was a straight shot down to the bottom. Block was well into fourth gear by the time we needed to slow down and dropped through two whining gears for the tight 90 degree right-hander that I still have no idea how to call out on the intercom.
Two turns in and I realized that being inside a rally car is not the place to have an insightful conversation. It's loud, it vibrates a lot, and every time we caught air through one of the numerous trenches in the practice course, the STI landed with a kidney-smashing thud. I loved how the nut-crunching seat and harness combo let me feel everything about the Subaru's rotation through the gravel and I have nothing but respect for co-driver Alex Gelsomino's ability to read pace notes through all of this action. If I had my way there would be no notes, just a lot of guessing and me screaming "faster, faster" to Block as we attempt to jump and slide through just about any surface we came across. It would be crash or win for sure.
As the actual WRC competition started, so changed our travel patterns. With our expatriate guide Ellie Stamp leading the way (Ellie used to rally race herself but gave it up due to sponsorship restraints. If you're looking to buy a Group A Lancer Evolution, I know of one that's for sale in New Zealand), we would snake our way through the New Zealand countryside at record pace and cover two to three major stages a day. Arriving between 1.5 to 2-hours before the cars were scheduled to proceed through the stages, we would experience the WRC the way that it was meant to be - with eating, drinking, car talk, and lots of hanging out. Judging from the empty beer bottles and courageously excited fans lining the stages, this was the norm. Cheese sandwiches, chocolate fish (Google it), and Fresh Up would rain from the skies as we bounced speculation amongst ourselves about such things as Solberg's season, the pace of the new WRC-class 2008 STI, and exactly why all New Zealanders thought that Jacquot and I were in the cast of The O.C. just because we lived in the Orange County area of Southern California.