Driving a $600,000 Subaru supercar proves that rally and restomod go together like Goodwood and England.
So here I was at one of the handling courses at England’s Millbrook Proving Ground, behind the wheel of a car that looks every bit the ‘90s part. But for most intents and purposes, it’s a Subaru supercar underneath.
Prodrive, it’s worth noting, isn’t part of Subaru. Cars are only part of its motorsport and technology business, although it’s a venue that shows off the company’s fluency with weight-saving composites.The engine in the P25 is and isn’t a Subaru creation. It’s a Prodrive-built 2.5-liter turbo-4 based on the Subaru EJ25 engine from recent model years.
Prodrive took a tricky approach to helping make sure the P25 always feels on top of its boost. Part of it is sending an extra spoonful of sugar—that’s high-octane gasoline—to the Garrett turbo to keep it spinning on lift, but there’s more to it: simply using more throttle than the engine will ever need.
The P25 gets a 6-speed sequential gearbox, with limited-slip front and rear differentials and an electronically controlled active center differential. The most important lesson about how to drive the P25 involved the 6-speed sequential-shift gearbox, which is quite an evolution from the 5-speed manual on the 22B. Launching from a standing start and coming back to a stop are the only times when you need to worry about the clutch pedal due to the long paddle mounted to the steering column.
I ask Jermolaj about how many laps the P25 is designed to be driven by a pilot like Higgins, and he replied that the test P25 has more than 20,000 miles with little wear and no failures. It’s engineered to be resilient. The engine and clutch don’t need frequent service or adjustments, and if something blocks the radiator and the temperature spikes, it will dial itself back to road mode and then go back to sport if the temperature recovers.
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