2006 Subaru WRX STI - Game Changer

scoobycolm

scoobycolm

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ISDC Club Member

Clashing, brash, and built for the time attack dash. The new age of show is all go.


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We have to admit: We like where the show scene is going. We're fans of tuning cars in accord with their original designs. Take the sleek, low profile, and plush accommodations of a GS300, LS400, or M45, and what's the most logical direction to take for modification? It ain't bolting on Lambo doors, replica wheels and a cheap kit, or stuffing 12,000 LCDs or a fish tank in the cabin. VIP's the way to be for these three, and we love to see sleeker, slammed, and more plush VIP whips take back the trophies from riced out rides of decades past. For born-and-bred performers, like certain turbocharged, all-wheel-drive platforms, a different direction is best: Do away with the frill, adjust the ride height to its optimal point for performance, and to hell with sleek. It's a logical path, just one that hasn't won shows until now. But that's exactly why we love Jamarri Whiteside's WRX STI.


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Yes, Jamarri's STI was built to dominate the show circuit. At least for now. Go ahead and sink $60K into your prized ride and see how willing you are to crack up ultra-rare Voltex and Zero Sports aero chasing after time-attack Gold. Jamarri's down to do that, but he's planning to rake in at least a year of top show honors first. And judging by how well he's done, fielding one of the only race-prepped machines out there and raking in 11 Best of Show titles so far this year-with absolutely zero audio-we can only agree that it's a wise strategy.



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Building his previous car is what got Jamarri into this game. "The show scene was huge when I first got serious about building my ('94) Prelude," he says about the import scene circa '04-'07. "Drag racing was sort of dying out back then, and time-attack wasn't very popular. Plus, the Prelude makes a better street car than a race car, so taking it to shows was just what we did." Not wanting to destroy the streetability of his only car, Jamarri kept his build stylishly basic: a Wings West lip kit, 19-inch Rays G-Games, a carbon-fiber hood and trunk, JDM ITR Recaros and interior components, and tastefully executed Alpine audio. "It wasn't as crazy as a lot of the cars it went up against," he says, "but it was a lot more functional. It was different, and I guess the judges liked that." It would appear so-the 'Lude won over 100 trophies in four years showing. "I used to work the points system," he tells. "I had parts in every category: audio, power, interior and exterior, suspension. But I made them all subtle; not in-your-face." The more he and the competition progressed away from overbearing body kits and audio, and toward functional cleanliness, he came up with a new plan: "Performance parts are constantly being improved and new ones are coming out all the time," he says. "I started to realize that a lot of the most functional parts were rare and hard-to-find, and thus worth a lot of points. By scoring points in the areas that increased performance, I could cut out the parts I didn't need, build a track car, and still win."



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Jamarri bought his STI in 2007 and set out to build that class favorite, modifying it almost entirely from within his Beaverton, OR, one-car garage. He went back and forth on the gutted-interior look before settling on it. The car was rolled across town for the fabrication of an SCCA-legal, fully gusseted roll cage and select stitch-welding. Then it was off to nearby Performance Race Engineering (PRE) in Portland for the installation of a Perrin GT35R turbocharger (with a Garrett 0.70 A/R compressor housing and 82-trim exducer), Greddy turbo manifold, and custom exhaust. "Bobby from PRE suggested I tune it with an AEM EMS stand-alone and complete fuel system for maximum upgradeability," he says. "That's when I yanked the interior for the last time and got to work." A complete, custom-plumbed, external Aeromotive fuel system was devised, feeding monster 1,200cc Deatschwerks injectors, controlled by a variable-speed fuel pump controller. "Running a high-capacity pump at full pressure heats up fuel if it isn't used quickly," he explains. "The variable controller keeps pump voltage lower when fuel demand is low, to decrease vapor lock."



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Back in his garage, Jamarri got to work on a new interior. Recaro Pole Position bucket seats replaced the factory stock, customized a bit: "I've always been a Honda guy," he says. "I wanted to incorporate the personalization and 'gangster' look the SoCal Honda guys are doing." Hence, the bandana reupholstery. "But my car's an STI, and no one gives love to pink-I figured, 'Why not?'" Teamtech was contacted, and custom pink harnesses and window netting were added, and door pulls for custom aluminum Racetech door panels. The STI's dash was removed and rid of its A/C, heat, airbag, and audio provisions, and covered in black suede to reduce glare. In it, Jamarri got a little crafty, adding a carbon-fiber switch panel in place of the factory head unit, and retrofitting the left-most vent with an engine kill switch.



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With the help of Auto Concept Elite, while all this was going on, Jamarri sourced one of the most exclusive and functionally eclectic mixes of exterior components we've seen on an STI, highlighted by a Voltex undertray and Type 5 V-mount carbon-fiber wing (believed to be the only such Subie-specific model in the States), Varis three-piece carbon rear diffuser and B-pillar garnish (L'Aunsports for the C pillars), Zero Sports roof vane, and carbon-fiber hood, trunk, and doors from Seibon. Perfect for raking in show points, and later, pwning track competition.

For all of Jamarri's car that meets the eye, it's what isn't apparent at first glance that separates it from the rest. Short of that track-only R34 GT-R on last month's cover, we can scarcely remember seeing such a well-planned, functional, and stylish undercarriage on a car other than Jamarri's. Picture nearly every aftermarket component from the top companies' product lineups-Jamarri's added it to his STI. Aside from semi-compliant and non-compliant bushings (from Kartboy, Tic, and Whiteline and Beatrush, respectively) supporting nearly every removable component, standouts include powdercoated Perrin adjustable rear control arms and sway bars, Cusco adjustable rear trailing arms and bracing, and select parts à la GT Spec, Carbing, and EM Racing. Among this mix, some might be surprised to find comparatively underpriced Megan Racing coilovers. Don't be one of them. "They were my very first mod, back when I didn't have a lot of coin to drop," explains Jamarri, "but I love them. I've driven other Subies with competitively priced alternatives, and I would stick with the Megans all over again if given the choice."


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And if you think that's impressive, pop the hood. Surrounding that Perrin turbocharger is nearly every supporting mod we could wish for in a dream setup: Grimmspeed three-port electronic boost control solenoid, Koyo radiator, Forge Motorsports aluminum power steering reservoir and header tank, PTP black turbine blanket, Beatrush pitch stop mount, AEM water/methanol injection system, a ton of anodized or powdercoated gold everything, baller hardware, and sleek black nylon braided lines and A/N fittings wherever possible. And even some stuff you can't see-namely an ACT six-puck/Xtreme pressure plate clutch setup with Prolite flywheel, rated at up to 500 lb-ft of torque.



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What you won't notice on the spec sheet is the mention of internal engine work. "I wanted to get everything sorted out and troubleshot before I did any of that," Jamarri says. "With the right mods and good tuning, the EJ engine is a lot stronger than people give it credit for." After all, he's just showing and driving his STI on the street for now. "Once I start tracking the car I'll see how far I can push the stock engine, then rebuild it when I need to." A decade ago, we'd never hear those words from the owner of a "show car."





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Great read. Those are the wheels I was going to get. Enkei NT03. Will be my next set for sure, wrapped in some Toyo's.
 
the nt03 are great wheels. the new version nt03 m+ are even better with a nice lip on them. rpf1 is another great wheel :)
funny enough looking at his hella horns as I just the other day sprayed mine gold :D
other than that is a bit of mess to me
 
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Savage can they be got here in Ireland ??
 

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If your willing to pay mad money in the first place then get screwed on import duty anything can be got .

There was a tenzo copy a few years back though
 
What you won't notice on the spec sheet is the mention of internal engine work. "I wanted to get everything sorted out and troubleshot before I did any of that," Jamarri says. "With the right mods and good tuning, the EJ engine is a lot stronger than people give it credit for." After all, he's just showing and driving his STI on the street for now. "Once I start tracking the car I'll see how far I can push the stock engine, then rebuild it when I need to." A decade ago, we'd never hear those words from the owner of a "show car."

Some of the UK lads are running savage power on standard internals
 
up to 509 bhp on the jdm engine yes they are the gt35 r on a 2 litre wont make full boost until 5500 -5750 lad on scooby net put a graph up last week must be a ba*tard to drive with all that lag
 
how long will it really last at that level , and whats the point with all that lag , a good 350 to 400 bhp should be more driveable and the power be useable compared to a 500 bhp car with an on an off switch for a turbo
 
400 is perfect for a good all rounder any more makes it a bit of a pig to drive in my opinion
 
im saving the pennys for lm450 turbo funds wont stretch for it in april i agree 400-450 with zero lag makes the ultimate fast road car
 
I'd say 300/350 bhp is as much as you need for a road car as the rest can't be used or put down . But. Everyone's opinion differs . Very few people will notice the difference between 350 and 400 bhp.
 
Opinions are like arse holes Joe. Everyone has one and a few a just sh1tty


Deffo agree with ya though .the difference between mine at 300 standard to where it is now is huge. And it's use able and driveable without been tormented by heavy clutches etc
 
According to Bob when he mapped it she was good for 350 bhp and 400 torques

Last rolling road I was at showed 300 but was a couple of leaky boost pipes but it pulled pretty close to the 400 torque .

To be fair it feels a lot better than it did standard which pulled 300 on couture rollers so it's gotta be around 350 according to the arse dyno .

At the end of the day bhp figures is a micky waving competition down the pub . Car pulls well and does what is needed :icon_grin:
 
a classic at 300 to 350 is imo a very quick car and newage needs maybe an extra 50 bhp to be at the races so at those figures you'd have a very quick machine under you

Sent from my GT-I9505 using Tapatalk
 
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