You know that specific gold-on-blue look. It's iconic. If you grew up playing Gran Turismo or watching WRC tapes in the late nineties, the 1999 Subaru Impreza WRX STI was basically the holy grail. It wasn't just a car; it was a middle finger to the established supercar elite. It looked like a commuter car that had been hitting the gym way too hard.
The 1999 model year—specifically the Version 5 and Version 6 cars—represents a weird, beautiful peak in Japanese performance. We were right at the end of the "Gentleman's Agreement" where Japanese manufacturers pinky-promised not to build anything with more than 276 horsepower. Subaru, like everyone else, was totally lying about that number.
Honestly, the GC8 chassis is the one people still lose their minds over. It’s light. It’s raw. It doesn't have the electronic nannies that make modern cars feel like you're playing a video game. Driving one today feels like holding onto a live wire.
What Actually Makes the 1999 Subaru Impreza WRX STI Special?
Most people think "STI" and just imagine a big wing and a scoop. But the 1999 version was a different beast entirely compared to the "Bugeye" or "Blobeye" models that followed. This was the GC8G (for the Version 6). It weighed about 1,260kg. To put that in perspective, a modern STI is basically a tank, weighing nearly 300kg more. That weight difference is everything. It's why the '99 car feels so frantic and alive.
The heart of the beast is the EJ207. While the US didn't get this engine until much later, the Japanese market was enjoying the fruits of Subaru’s rally dominance. It featured a Phase 2 engine block, which was stiffer and more reliable than the earlier versions. You had better cylinder heads and a turbocharger (the VF28) that hit like a hammer.
It’s the throttle response that catches you off guard. Modern turbos are smooth. This isn't. You floor it, wait a heartbeat, and then the world starts moving backward very quickly. The 1999 Subaru Impreza WRX STI wasn't about refined luxury; it was about getting from point A to point B through a dirt path as fast as humanly possible.
The Version 5 vs. Version 6 Debate
Between the 1998/1999 Version 5 and the late 1999/2000 Version 6, the differences are subtle but keep collectors up at night. The Version 6 got a slightly different front lip spoiler and that massive, high-rise rear wing that became the signature of the era. Inside, you got the red-stitched seats and the Momo steering wheel.
Mechanically, they were very similar. Both utilized the inverted Showa struts. This setup was legendary because it reduced unsprung weight and handled mid-corner bumps without upsetting the chassis. If you've ever driven a standard Impreza and then jumped into a Version 6 STI, it feels like the car has been tightened with a wrench. Everything is stiffer, more direct, and frankly, a bit punishing on bad roads.
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The Engine That Lied to the World
Subaru claimed the 1999 Subaru Impreza WRX STI made 280 PS (about 276 hp).
Nobody believed them.
Independent dyno tests often showed these cars pushing closer to 300 hp straight from the factory. Combined with the short-ratio 5-speed manual gearbox, the 0-60 mph sprint happened in under 5 seconds. In 1999, that was territory usually reserved for Porsches and Ferraris.
But it wasn't just about straight-line speed. It was the AWD system. Subaru’s Symmetrical All-Wheel Drive, paired with a rear mechanical limited-slip differential, meant you could put the power down anywhere. Rain? Fine. Gravel? Better. Snow? Total blast. Colin McRae and Richard Burns weren't just winning rallies because they were fearless; they had a tool that allowed them to cheat physics.
Why the GC8 Chassis Still Dominates the Conversation
The GC8 chassis (the first generation Impreza) had a low center of gravity thanks to that Boxer engine layout. Because the cylinders lie flat, the weight is shoved down toward the pavement. This minimizes body roll.
- Lightweight focus: Minimal sound deadening, thin glass in some specialized versions (like the RA), and an obsession with shaving grams.
- Visibility: You can actually see out of it. Modern cars have pillars the size of tree trunks. In a '99 STI, the greenhouse is huge. You have 360-degree awareness, which is kinda helpful when you're sideways at 60 mph.
- The Sound: That unequal length header "rumble." It’s a low-frequency thrum that you feel in your chest. It’s unmistakable.
Common Myths and What to Watch Out For
If you’re looking to buy one now, you have to be careful. These cars were often owned by people who thought they were rally drivers but had the maintenance budget of a college student.
The biggest myth? That they are "unreliable."
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The EJ20 is actually a stout engine, but it doesn't tolerate neglect. Head gaskets get all the attention, but in the 1999 STI, the real killers are oil starvation and "ringland failure" caused by poor tuning or low-quality fuel. These engines were mapped for 100-octane Japanese fuel. If you run them on cheap pump gas without a retune, the engine will eventually decide to exit the chat.
Another thing: the 5-speed "glass" gearbox. People call it that because if you try to launch the car like a dragster with 400 hp, the gears will turn into metal confetti. It was designed for rally stages, not drag strips. Treat it with a bit of mechanical sympathy, and it’ll last forever.
The 22B: The Elephant in the Room
We can't talk about the '99 era without mentioning the 22B STI. While technically produced in 1998, it cast a long shadow over the 1999 models. It was the widebody, 2.2-liter monster built to celebrate Subaru’s 40th anniversary and their third consecutive WRC title. Only 400 were made for Japan (plus a few for the UK and Australia).
Today, a 22B will cost you more than a house. But the 1999 STI Version 6 is, in many ways, the "attainable" 22B. It shares the same DNA, the same suspension philosophy, and about 90% of the fun for a fraction of the price.
Living with a 1999 Subaru Impreza WRX STI in 2026
Is it a good daily driver? Honestly, no.
It’s loud. The interior is full of cheap 90s plastic. The cup holders are a joke—don't even try to put a large coffee in there. The fuel economy is tragic. You’ll be lucky to see 20 mpg if you’re enjoying the turbo.
But that’s not why you buy this car. You buy it because every time you turn the key, it feels like an event. You feel the vibrations through the steering column. You hear the pebbles hitting the underside of the wheel arches because there isn't enough insulation to stop the noise. It's visceral.
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What to Check Before You Buy
If you're scouring the auctions or classifieds, keep a checklist.
- Rust: Check the rear wheel arches and the sills. If you see bubbles, run. The GC8 loves to rust from the inside out.
- Syncros: Make sure it goes into second and third gear smoothly at high RPMs.
- Originality: A "stock" 1999 STI is a rare bird. Most have been modified. Look for period-correct parts from brands like STI (Pink bits), Zero/Sports, or Cusco.
- Service History: Look for frequent oil changes. If the owner can't tell you what oil they used, they probably didn't care for it properly.
Why It Matters Today
We are moving into an era of electric cars and heavy hybrids. A 1999 Subaru Impreza WRX STI is the antithesis of the modern automotive trend. It’s light, mechanical, and demands that you actually know how to drive. There’s no torque vectoring via brakes or "drift mode" buttons. If you go fast, it’s because you’re doing the work.
It represents a time when Subaru was the underdog taking on the giants of the WRC and winning. It’s a piece of history that you can still park in your garage.
Actionable Next Steps for Enthusiasts
If you’re serious about getting into the GC8 game, don't just jump at the first one you see on Facebook Marketplace.
First, spend some time on forums like Type-RA.com. It is the gold standard for verifying VIN numbers and build specs to make sure you aren't buying a fake STI or a converted WRX. The "Applied Model Code" on the strut tower will tell you everything you need to know about what the car was when it left the factory.
Second, if you're in the US, these are finally legal for import under the 25-year rule. Look into reputable importers who specialize in JDM (Japanese Domestic Market) vehicles. Having a third party inspect the car in Japan before it gets on a boat can save you thousands in "hidden" repair costs.
Third, budget for a "refresh" immediately. Even a low-mileage example will have 25-year-old rubber bushings, vacuum lines, and cooling hoses. Replacing these before they fail is the difference between a reliable classic and a car that leaves you stranded on the side of the highway.
The 1999 Subaru Impreza WRX STI is a legendary machine for a reason. It’s raw, it’s noisy, and it’s faster than it has any right to be. Treat it with respect, keep the oil fresh, and it’ll give you a driving experience that modern cars simply can't replicate.