1995 Subaru Impreza L Rally Car

True motorsport enthusiasts agree that rallying requires the biggest cojones. Why? Because it pits man against the elements. Make one mistake and you could be upside down with a tree between you and your co-driver. If you break down, you don't get to pull over and have 12 guys in Viagra-branded jumpsuits come out and help, you have to pull a MacGuyver and fix the car yourself. The sport's hardcore nature attracts a certain kind of racer: down-to-earth, straight-shooting, just plain badass.

Erik Schmidt fits this profile to a tee. He's been rallying since 2002 and has racked up several podiums in Rally America and the Colorado Hill Climb Association. Rallying is in his DNA. His father, Larry, has been preparing and racing rally cars since the early 70s. "I was dragged around the US to watch my dad race his '77 Dodge Colt," said the younger Schmidt. "Just as my mom feared, I was bit by the rally bug." After running a couple of seasons in a Dodge Neon, Schmidt solicited his dad's help and the duo turned their attention to a brand synonymous with rallying-Subaru.

They decided a 1995 Subaru Impreza L would provide a strong base that could grow as Schmidt's driving skills evolved. Now built to Rally America Open Class specifications, the Subie would also serve as the perfect shop car for their new rally car and parts business, L and E Fabrication.

True to form, the no-nonsense Schmidts had the Impreza stripped down within days of taking delivery. An eight-point roll cage was constructed and installed to Rally America's specifications. Seam-welding the car's front end and installing Cusco engine and rear cross-member braces enhanced the chassis' rigidity. Excess weight was cut down to an absolute minimum, partly by replacing the stock windows with Lexan pieces. Custom L and E Fabrication aluminum skidplates were installed to protect the underbody from the inevitable flying road debris.

With the chassis fully prepped, the team turned their attention to power. While the stock, 1.8-liter, naturally aspirated engine was great for freeway cruising and picking up the kids, some serious mojo was needed for their rally monster. At first, a 2.5-liter EJ25 naturally aspirated engine was swapped in, then a 2.0-liter EJ20 turbocharged engine with a stock turbo. Finally, the EJ20 was paired with a custom L and E Fabrication turbo kit. This kit features a Garrett GT28RS 'Disco Potato' turbocharger, plumbed with an L and E up- and downpipe combo. Engine management is a Haltech E11v2 standalone ECU, which controls a set of larger STI 'pink' fuel injectors. Exhaust gases are expelled through a three-inch high-flow cat and a custom L and E exhaust system. Because of the immense thermal stress on automotive components created by racing, the L and E crew have installed a dual-speed radiator fan, Koyo aluminum radiator and a custom oil cooler kit using an Earl's core.

The five-speed Subaru gearbox is a known weak link in many performance Imprezas and the Schmidts took every measure to ensure reliability. PPG straight-cut gears are used for first through fourth, with a stock fifth gear used for cruising. Traction is addressed by a Subaru clutch-type rear limited-slip diff and a KAAZ front LSD. A Subaru DCCD (Driver Controlled Center Differential) lifted from an overseas-model STI gives Schmidt the ability to control torque delivery on the fly. This is something his dad admits would have been nice in the old days. Don't you just love technology? Other drivetrain goodies include a Clutch Net six-puck clutch, Exedy lightweight flywheel and a collection of SuperPro urethane differential mount bushings.