One look at Erin Morely's '04 Subaru WRX wagon and you can tell pretty quickly that it ain't no grocery-getting, soccer-mom, mall-outing-to-Nordy's type machine. Sure, the in-your-face graphics and sponsor decals conspicuously splashed across its matte-silver exterior are a clear giveaway on this rarely street-driven Subie, but it is the low, wide, purposeful, stance and meaty Toyo 888s wrapped around industrial 18-inch wheels that really make you take a closer look at the wagon. And well you should, because the car was built right with a reason for everything, and almost everything for a reason. That said, everyone has their doubts; even we did when we first saw the car. However, any doubts that you might have about what Erin's progressively evolving project has turned into are finally and totally dispelled once you drive the car. And drive it we did-a lot-on the now familiar twists, turns and subtle elevation changes at the Bob Bondurant School racetrack at Firebird Raceway in Phoenix.
Erin, who originally hails from the East Coast and sported a BoSox cap as he drove his more-than-capable wagon down the Bondurant driveway, had wanted an STi when he first went shopping for cool hot rods in 2004. However, even though he is no stranger to the tuner scene, having co-owned a local speed shop in the Phoenix area, Erin is also clearly measured in how he thinks about things, and as such decided to buy the wagon for practicality's sake. As you can see from the pics, though, something went terribly wrong-or right, as the case may be. Practicality and all that such a word implies, gave way to the relentless need to make his Subaru not just quick, but truly track capable.
Erin took his time and looked at the entire performance equation. The 8500-rpm JDM Spec C 2.0-liter currently puts down 350 hp to the wheels, and amongst other things, comes equipped with a Blouch 18G turbo developing an ear-popping 22 psi of boost. To keep the charged air cooler and more efficient at the combustion site, Erin chose a WBR front-mount intercooler. To further handle the prodigious airflow across and out of the 2.0-liter on steroids, Erin went with a Grimspeed manifold and crosspipe and Injen up-pipe. An APS turbo-back exhaust routes the exhaust gases out the back through a gigantic resonator. Although I wasn't a big fan of the look of the borderline obnoxiously huge resonator, the exhaust sounds of the WRX at full throttle and full boost were spine-tingling and worth the look.
Power is only one part of the performance equation, though, and Erin and Goodspeed Performance Lab in nearby Tempe, Arizona, worked hard to not only improve the handling balance of the wagon but also to increase the car's ability to endure the rigors of regular track use. A set of Tein Super Racing coilovers brought the car down to a race-proper ride height with the widened fenders allowing just enough clearance for the 255/35/18 888s front and rear. Erin also added a Whiteline front antiroll bar and a Hotchkis rear bar. To increase track width, camber and caster adjustment ranges and overall parameters, Erin used Whiteline adjustable lateral links and STi sedan front control arms. Finally, a Beatrush subframe was employed to increase chassis torsional rigidity and to reduce weight, and every bushing in the car was changed out to something stiffer and stronger.
To act in concert with the comprehensive suspension changes and improvements, Erin changed all three differentials in the car by going with Cusco products at front, middle and rear. Erin used a 1.5-way diff for the front and rear and went with a tarmac diff for the center. Erin also changed the gearset to the shortened RA gears, a good choice as it turned out, considering the boost lag that the current motor setup seemed to exhibit.