2012 Subaru Impreza Expert Review: Autoblog
Autoblog
It was a welcome change of pace to sit through a new car product presentation and not have to listen to company pitchmen repeat the adjective "best-in-class" over and over again. The simple truth is that the all-new 2012 Subaru Impreza doesn't really have best-in-class anything – power, fuel economy, cruising range, cargo capacity or even warranty. The major thing that sets the new Impreza apart from its competition is standard all-wheel drive – a Subaru staple (at least, until the rear-wheel-drive BRZ shows up).
By equipping the Impreza with all-wheel drive as standard kit, Subaru is hoping to achieve one best-in-class mention: drivability. With its brand-new 2.0-liter flat-four engine leading the charge, Subaru aims to offer a solid package that proves to be the most engaging steer in its segment. Besides, if this new car will someday form the basis for the hotter WRX and STI models, it had better be at least somewhat engaging in original recipe guise, right? We headed to the hills of New York and Connecticut to find out.
Let's be honest. Subarus have never really been known for their beauty, and the 2012 Impreza, while an improvement from the previous-generation car, isn't going to win any design contests anytime soon. We'll admit to feeling a little let down by the Impreza's appearance, especially since the Impreza concept car that debuted at the 2010 Los Angeles Auto Show was such a hot little number.
Still, like we said, this 2012 model is better looking than the car it replaces. The front end adds a bit of aggression with a more angular shape on the headlight surround, and larger fog light housings pushed out to the front corners complement them nicely. The new grille mimics the look that debuted on the 2010 Legacy, and look for it to be Subaru's new corporate face on future models.
We spent our day staring at the five-door Impreza Sport, and even though it's the one we'd buy, we can't say that it's leaps and bounds more attractive than the sedan. On the hatchback, the squared-off corners at the rear appear to be more pronounced, and while Subaru says this design was all in the name of improved aerodynamics, we'd still prefer something a bit smoother visually. Rear three-quarter design comparisons to the 2009 Pontiac Vibe are not unwarranted.
In the case of both the sedan and hatchback, Subaru has added more pronounced wheel arches to the Impreza, similar to those on the Legacy. The designers tell us this is to better communicate the car's all-wheel-drive architecture from a styling point of view, and while those arches aren't half bad to look at, they really only work with larger wheel and tire packages. The 17-inch dark alloy wheels wrapped in 205/50-series rubber on our test car, for example, are pretty handsome and fill out those large wells nicely.
The new Impreza isn't any longer or wider than the model it replaces, but it rides on a wheelbase that's been lengthened by one inch. Subaru says this accounts for an additional two inches of rear legroom, meaning there's 35.4 inches of overall leg space for rear seat passengers – the same as the capacious Chevrolet Cruze. The biggest change we noticed about the interior is how spacious it feels from the front seats. A relatively low beltline means you won't have that sunk-in-the-bathtub feeling that's becoming so popular on new cars these days, and with small changes like having the side mirrors attached to the doors rather than the A-pillars, visibility from the driver's seat is superb. Even your author, at five-feet, seven-inches, had no trouble getting a commanding view of the road with the driver's seat in its lowest height position.
What we like the best about the Impreza's interior is how clean and simple it is, from the dashboard to the center stack to the radio head unit. Even cars equipped with navigation use a simple layout, free of excess buttons and knobs and toggle switches. The instrument cluster is clean and well-organized, and the steering wheel's controls are nicely laid out and easy to learn. Study them once, and you won't need to keep glancing down to figure out what controls what.
Frequent cargo-shleppers will appreciate the capaciousness of the five-door Impreza, with 52.4 cubic feet of usable space available with the rear seats folded. That's an improvement of exactly eight cubic feet versus the 2011 model, and 7.6 cubic feet versus the 2012 Ford Focus five-door. There are plenty of other cubbies and compartments throughout the rest of the interior, and the Subaru folks tell us that there's even room up front to house 38 compact discs... if that's still your thing.
Overall, the 2012 Impreza's interior is where we see the largest improvement in quality. The cabin is simple and refined from a design standpoint, while feeling very grown up and not as gimmicky as other cars in the segment (*cough* Focus *cough*). Subaru has added a smattering of soft-touch materials to the dashboard and doors, and while they're nice, the Cruze's interior still feels more sophisticated and refined (the same goes for the Focus, if we're being honest). Little things like the climate control dials still feel cheap in the Impreza, as does the plastic material on the steering wheel, even on the uplevel leather-laden Limited trim.
The only engine available for 2012 is Subaru's all-new 2.0-liter boxer flat-four, good for 148 horsepower and 145 pound-feet of torque. Oddly, those figures represent a loss of 22 hp and 25 lb-ft versus the outgoing 2.5-liter engine, but because the new Impreza is lighter – up to 110 pounds, depending on the trim – Subaru says that the 2012 model is actually quicker off the line, which we chalk up to the 'gearing' of the new continuously variable transmission or the throttle tuning. Both a CVT and five-speed manual transmission are available, but the continuously variable unit is the only transmission offered on Limited models. The CVT used in the Impreza isn't the same one found in the Legacy and Outback, and officials tell us it has been tuned for specific integration with this new 2.0-liter engine.
Of course, we can't talk about the Impreza without mentioning the WRX, and while a new 'Rex isn't planned for the immediate future, the rally-bred hotness is coming in just a few years. This 2.0-liter engine may be optimized for naturally aspirated use, but as Subaru's director of communications Michael McHale told us, Subaru "will always be a turbo company," and we can look for a forced-induction version of this engine to produce somewhere around 270 horses. Consider us on the edge of our seats.
While this engine has allegedly been tuned for better low-end and mid-range torque, the full 145 lb-ft isn't delivered until 4,200 rpm. We only had the chance to drive CVT-equipped Imprezas during our time in New England, and as you'd expect, the transmission doesn't really behave any differently than comparable units from other automakers. The transmission quickly revs up to about 4,000 RPM, holds there, and tapers off as you reach your desired cruising speed. No, the Impreza isn't a slug off the line, but there were times on uphill climbs where we really would have appreciated some extra grunt down low. CVT-equipped cars come with steering wheel-mounted paddle shifters with six 'gears' to choose from. We played with this, and no matter what preset ratio you select, mash the throttle and the engine will just spin up to about 4,000 RPM. It's pretty pointless, if you ask us.
We talked to folks who were able to drive cars equipped with the manual transmission, and we didn't hear great things here, either. Primarily, the problem with low-end power is even more glaring when you're rowing the gears yourself. "Lots of downshifting," a fellow journalist told us. We'll wait to pass final judgment until we get behind the wheel of a self-stirrer, but this was discouraging news.
Lower weight and lower power has improved overall economy, though, and even with all-wheel drive, the Impreza can achieve up to 36 miles per gallon on the highway. That makes it the most efficient all-wheel-drive vehicle on the market – that's some sort of "best-in-class" statement, right? With the manual transmission, the Impreza nets 25/34 mpg city/highway (in the sedan – the hatch's highway number drops to 33 mpg with the manual box). That isn't quite the magic 40 mpg number that Ford, Hyundai and Chevrolet all manage to achieve, but 36 mpg isn't anything to sneeze at, especially with an extra pair of driven wheels.
But with less power and a slushy CVT, is the new model just as good as the 2011 model when the roads start to get interesting?
The Impreza uses a MacPherson strut and lower L-arm front suspension with a double-wishbone setup out back. Combined with Subaru's Symmetrical AWD system, the Impreza is nicely balanced on all road surfaces. The suspension is never crashy and provides a comfortable ride quality without feeling wafty. Having power sent to all four wheels inspires confidence from behind the wheel, and while it's no sports car, the Impreza feels genuinely reassuring while being tossed about, even on wet surfaces.
A new electric power steering system has been applied for 2012, accounting for a marginal gain in overall fuel economy. And while many of these systems give off a feeling of false involvement and can feel twitchy, the Subaru unit is linear and direct, with good on-center feel.
For our shekels, the current fun-to-drive champ in this segment is still the Mazda3, and while we'd have to drive the two cars back-to-back to pick a winner, at least on these roads, the Subaru felt just as engaging as we remember from the Mazda. Yes, we'd like some more power down low, and we're not in love with the CVT, but in terms of suspension refinement, the Subaru is top notch. All-in, the Impreza is a solid steer, and from behind the wheel, it feels more refined than many of its competitors, particularly the Honda Civic and Volkswagen Jetta.
Despite all the changes, pricing for the 2012 Impreza hasn't changed from 2011 – the base, four-door car starts at $17,495 (plus $750 for destination), with the five-door commanding an additional $500. Three trim levels are available – base, Premium and Limited – and at the top of the range, the Impreza Sport Limited with CVT stickers at $22,595.
The Impreza has never been a sales superstar, with Subaru's Outback, Legacy and Forester models all posting higher sales numbers throughout 2011. Yes, the current car is at the end of its lifecycle, but even so, we don't expect the 2012 model to set sales charts on fire like Volkswagen's new, lower-priced Jetta or the surprising Chevrolet Cruze. What Subaru has done here is create a new Impreza that offers more refinement, better economy and modestly improved styling over the car it replaces.
As for being the most fun-to-drive car in its class, the Impreza might not be our first pick, but it's in the hunt. Current Impreza owners should really like this new car, and C-segment shoppers would be wise to give the Subie a look, especially those who live in the Snow Belt. It may not offer best-in-class efficiency, technology, power, or beauty, but all in, the Impreza is a solid offering with some of the best road manners in its class.
Now, about that WRX...
New Car Test Drive
All-new, and chic.Enjoy a rally car fantasy on your drive home.
Introduction
The more things change, the more they stay the same; that adage has applied to Subaru for decades. These concise, tough, traditionally plain cars have an exceptionally devoted following in the marketplace, largely because Subarus have the lived-in familiarity of a favorite pair of old shoes. The skeletal aspects of the all-new fourth-generation 2012 Subaru Impreza, its structure, minimalist boxer four-cylinder engine and on-demand all-wheel-drive, follow faithfully in the Subaru tradition. But for 2012, something new, and almost un-Subaru, has been added.
The new 2012 Impreza is the most dashing, stylish car Subaru has ever dared produce. Dared? Yes. Given Subaru's conservative, don't-rush-me tradition, this 2012 Impreza is, in its own way, revolutionary. Subaru fully intends the new Impreza to continue to appeal to its traditional buyers on the basis of its sturdy, capable all-weather characteristics. But at the same time, Subaru hopes the new car will reach out to brand-new buyers with its well-styled looks.
With Subaru's penetration of the American market inching constantly upwards, its market share is 3.47 percent, the highest ever, the company has good reason to look beyond its current owner base for new sales. A primary obstacle is that, at present, few people think of Subaru as a sedan-maker; they are more inclined to associate the brand with crossover SUVs.
But the new four- and five-door 2012 Impreza models are mass-market sedans, or in the case of the five-door, wagon-like utilities. Though many American buyers eschew hatchbacks, the five-door Impreza is perhaps the most well-proportioned model of the line.
The 2012 Impreza is revolutionary in other Subaru-like ways. Its all-new 148-horsepower 2.0-liter four-cylinder engine, downsized from last year's 2.5-liter, produces similar power and performance, while increasing fuel efficiency by a massive 36 percent. At a stellar 36 mpg Highway/27 mpg City on the EPA cycle, the Impreza is the most fuel-efficient all-wheel-drive car in America. At the same time, while many competing cars continue to get heavier, the new Impreza, depending on model and equipment, has lost up to 165 pounds in curb weight, contributing to increased fuel efficiency.
Subaru has long established itself as a builder of rugged small cars. According to the company, 95 percent of Subarus sold in the past 10 years are still on the road. With the fourth-generation Impreza, Subaru fully expects to outsell the previous model, the best-selling Impreza ever. Only the loss of six weeks' production due to the tsunami in Japan slowed 2011 sales. But the efficient new 2012 Impreza, starting at the same base price as the 2011 Impreza, achieves a significant jump in efficiency, value for dollar and appeal. Subaru means to climb still higher in the market with a car that will beckon to more Americans. The Subaru Impreza WRX is a hoot and a half to drive and the WRX STI is two hoots. An evolution of World Rally Championship cars, the WRX is reasonably practical for everyday use. Loosely based on Subaru's Impreza compact, the WRX models are economical to operate in light of their performance and, more than ever, make excellent cars for commuters who like a little spice in their daily drive.
WRX models are available in four-door sedan and 5-Door hatchback styles.
The current-generation WRX was launched as a 2008 model. There were suspension and drivetrain revisions for 2011. 2012 WRX models get a more sophisticated navigation system with a 6.1-inch touch screen display, voice control, and other advanced features.
The 2012 WRX and WRX STI are in fact derived from the previous-generation Impreza, which Subaru built for the 2008-2011 model years. (The Subaru Impreza 2.0 is all-new for 2012.) But with their wider track, bulging fenders, and prominent spoilers, there's no mistaking a WRX or STI for an ordinary Impreza of any vintage. And so you won't mistake a 2012 WRX for a 2011, Subaru has deleted some bright trim the sedan's trunk lid and added silver highlights to the headlight bezels.
Despite its racy appearance and serious performance, the WRX is reasonably refined and easy to live with during the typical commute. All models come with iPod control and Bluetooth. High-grade audio and even leather seating are available.
The WRX and STI achieved cult status among driving enthusiasts and boy racers, but more than ever that image is too narrow and confining. These cars have decent room in the back seat and good cargo capacity. Their all-wheel-drive system can legitimately be considered a safety and foul-weather advantage, even if, with the powerful, turbocharged engines in the WRX, it's marketed as a performance enhancement, a role it also fills.
These are drivers' cars: no automatic transmission is offered. Yet buyers seeking a smaller car with lots of safety features should like the WRX. All models come with all-wheel drive, electronic stability control, a sophisticated anti-lock brake system and good crash-test performance; a good set of winter tires make them near unstoppable in bad weather.
The WRX sedan and hatch come well equipped, with nice seats, automatic climate control, a good stereo and more horsepower than all but a couple cars in this size/price class. The WRX is powered by a 2.5-liter, 265-horsepower turbocharged four-cylinder, arranged in Subaru's familiar horizontally opposed, or flat-four, configuration. The WRX offers a bang for the buck that surpasses many more expensive sports sedans.
The WRX STI is a substantially upgraded performance version. STI stands for Subaru Technica International, the high-performance division that made the WRX famous through considerable success in the World Rally Championship. Nearly every major mechanical system is unique to the STI: 6-speed manual transmission, special suspension and brakes, unique interior appointments and a high-tech, manually adjustable all-wheel-drive system. Yet the STI's centerpiece is a higher-tech version of the 2.5-liter four, generating 305 horsepower. Its quarter-mile acceleration times match those delivered by some muscle and exotic sports cars.
While the STI offers increased performance and driver involvement relative the WRX, few feel shortchanged in the WRX. Subaru's claim is that buyers like both and the choice frequently comes down to price: The STI is about $9000 more than the WRX and offers more performance for the extra coin.
To be sure, the WRX costs more than your typical front-wheel-drive compact, and the performance and all-wheel drive come with a mileage penalty. Still, we think the WRX models are a good deal, offering lots of performance for the dollar in a car that's easy to live with every day. Primary competitors for the WRX and WRX/STI are the front-drive Mazdaspeed 3 and Volkswagen GTI, and all-wheel drive Mitsubishi Lancer Ralliart and Evolution. A new WRX should be not far off, however.
Lineup
The 2012 Subaru Impreza 2.0i comes in 4-Door and 5-Door models in several trim levels, all with the 2.0-liter DOHC 16-valve flat opposed four-cylinder engine. Most models come standard with a 5-speed manual gearbox; a CVT continuously variable transmission (which works like an automatic) adds $1,000. The Imprezas in some states are tuned to meet government regulations for Partial-Zero Emissions Vehicles, which increases all the prices listed here by $500. (All listed prices are Manufacturer's Suggested Retail Prices, which do not include destination charge and may change at any time without notice.)
The Impreza 2.0i sedan ($17,495) comes with cloth upholstery, air conditioning with air filtration, height-adjustable driver's seat, 65/35 fold-down rear seats, four-speaker AM/FM/CD, radio data system, two 12V outlets, power door locks, power mirrors, power windows with driver's auto up/down, rear window defroster, rear-seat heater ducts, remote fuel door release, tilt/telescope steering wheel, dual overhead map lights, dual visor vanity lights, ECO fuel-economy gauge, automatic-off headlights, trunk light, variable intermittent wipers, 15-inch steel wheels, 195/65 R15 all-season tires, green tinted glass, roof-mounted antenna. The 2.0i 5-Door ($17,995) includes all the above plus cargo tie-down hooks, grocery-bag hooks, rear window wiper/washer, rear roof spoiler.
Impreza 2.0i Premium sedan ($18,795) and 5-Door ($19,295) upgrade to 16x6.5-inch alloy wheels, 205/55 R16 all-season tires, six-speaker AM/FM/CD/MP3, Bluetooth, hands-free phone, iPod, USB, body-color exterior mirrors, adjustable center armrest, chrome interior door handles, cruise control, fog lights, illuminated ignition switch, rear stabilizer bar, steering wheel cruise/audio/Bluetooth controls, and cargo cover (5-door). Impreza 2.0i Limited comes standard with the CVT, 17-inch alloy wheels, and upgrades to leather-trimmed upholstery, leather-wrapped steering wheel and shifter, rear-seat armrest, premium audio, 4.3-inch display, Bluetooth, iPod capability, All-Weather Package, automatic headlights, climate control, chrome exterior accents, fog lights.
The 2.0i Sport Premium 5-door ($20,295) adds 17x7 alloy wheels, 205/50 R17 all-season tires, HD radio 4.3-inch display screen, iTunes tagging capability, 3.4-in. aux. input jack, heated front seats, heated exterior mirrors, windshield wiper de-icers, auto on/off lights, climate control, chrome exterior door handles and grille accents, chrome-trim fog lights, leather upholstery, leather steering wheel and shifter, dual rear cup holders. Impreza 2.0i Sport Limited includes the CVT and upgrades to leather-trimmed upholstery, leather-wrapped steering wheel and shifter, rear-seat armrest, premium audio, 4.3-inch display, Bluetooth, iPod capability, automatic headlights, climate control, silver-accent grille.
Options include an All-Weather Package ($500) with heated front seats, heated exterior mirrors and windshield wiper de-icers; Moonroof ($1,000); Moonroof plus Navigation System ($2,000).
Safety features on all models include the mandated airbags plus a driver's knee airbag, anti-lock brakes (ABS), electronic brake-force distribution (EBD), VDC electronic stability control, TCS traction control, brake assist, brake override system, hill-hold start, all-wheel drive, mandated internal trunk lease, child-restraint anchorage system, mandated tire pressure monitor, whiplash-preventive front seats, 24-hour roadside assistance. The 2012 Subaru Impreza WRX ($25,595) comes in sedan and a 5-Door versions powered by a 265-hp turbocharged 2.5-liter four-cylinder engine with 5-speed manual transmission. The WRX comes with fabric upholstery (checkered carbon black with red stitching); automatic climate control; power windows/locks/mirrors; AM/FM/XM/Sirius/CD/MP3/iPod audio with USB port, auxiliary input jack, and Bluetooth calling and audio streaming; cruise control, electroluminescent gauges, quad tailpipes, and 17-inch alloy wheels with summer performance tires. The hatchback adds a rear wiper; roof spoiler; clear-lens taillights; and a cover, light and tie-downs for the cargo area.
WRX Premium ($28,095) sedan and hatchback add heated front seats, heated mirrors, wiper de-icer, power moonroof, trunk spoiler for the sedan, and fog lights. The Navigation Package ($1,000), revised for 2012, features a 6.1-inch LCD touch-screen, voice control, iTunes tagging, SMS text messaging, and XM Satellite Radio with XM Nav Traffic, plus all the connectivity features of the standard stereo. WRX Limited ($29,095) adds leather upholstery and HID low-beam headlamps, and is also available with the Navigation option.
The WRX STI sedan ($34,095) and 5-Door ($36,095) are equipped similarly to WRX Premium grade, but without the moonroof, and with foglights on the hatchback only. The extra money adds mainly high-performance mechanicals, starting with the 305-hp 2.5-liter engine, 6-speed manual, more sophisticated all-wheel drive system, upgraded chassis components, and 18-inch cast-alloy wheels. The 5-Door adds a cargo cover, tie-downs, cargo light, rear wiper, and 18-inch forged BBS wheels. STI Limited sedan ($37,445) adds the BBS wheels, fog lights, moonroof, and comes with leather upholstery. Navigation Is optional ($1000) on all STI models.
Dealer-installed accessories are numerous, ranging from wild spoilers and footwell illumination to more practical short-throw shifters, gauge packages, brake pads and performance exhaust systems. Many dealer-installed parts feature full factory warranty coverage.
Safety features include dual-stage front airbags, front passenger side-impact airbags and curtain-style head airbags. The WRX has achieved five stars for front impacts, five stars for front passengers in side impacts, and four stars in rollover tests from the National Highway Traffic Safety Administration. Active safety features include Vehicle Dynamics Control stability electronics and four-channel, four-sensor anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and Brake Assist.
Walkaround
The external appearance of the 2012 Impreza four-door and five-door is a vigorous leap forward in Subaru styling. But this dynamically forward-thrusting new shape is more than just a pretty face.
The overall length of the 2012 Impreza is identical to its 2008-2011 forebear (180.3 inches for the four-door, 173.8 inches for 5-door), but the 2012 Impreza makes vastly more efficient use of the interior space it encloses. The new car's wheelbase is one inch longer than the previous Impreza, and the base of its A-pillar has been moved a massive 7.9 inches forward. This slants the windshield steeply back resulting in a sleek, modern profile.
This aggressive cabin shape, besides looking great, allows Subaru designers to achieve startling improvements in interior space and efficiency. The new Impreza is roomier, more comfortable and easier to get in and out of. A major element in this improvement is the fact that front door opening is almost five inches longer front to rear. The lower lip of the doorsill is also one inch lower than in the previous model, adding to ease of entry. The rear door opening is also longer, achieving the same benefits. All of this in a car that isn't one inch longer than the previous-generation model.
In other respects, the new Impreza is a pleasing, modern shape. Its low, short hood and streamlined shape contribute to an enthusiastic form that moves through the air efficiently, registering a low coefficient of drag of 0.31 for the four-door and 0.33 for the five-door. The nose is aggressive, with dual low air intakes, shrouded for the lowest amount of aerodynamic drag. The rakishly shaped headlight clusters seem to glower with determination. The Impreza's sides have three character lines, thrusting downward and ahead. Finally, the wheel wells are surrounded by a distinctive flat semicircular bevel that keeps the profile from looking too heavy.
A stiffer chassis floor for 2012 allows the suspension to react more accurately to changing loads and more spirited driving.
All in all, the 2012 Impreza is one of the most attractive small cars in the marketplace, replacing the cheap/minimalist theme of some others with an appearance of true chic. There's no mistaking that the 2012 WRX and STI mean business, with flared nostrils, flared wheel arches and generally more flair than any other Subaru. The bodywork may look as busy as a racecar's without the decals, but all those scoops, vents, curves and spoilers are there for engineering reasons, not cosmetics.
In side view, the most prominent bit of design is a sharp crease that extends from the front wheel arch and runs just above the door handles all the way to the rear. It helps create the impression of a wedge, and emphasizes the aggressive attitude of the whole car. We appreciate the flared fenders employed to cover wide tires, in contrast to the pontoon rear fenders that decorate some recent Mercedes models purely as a retro styling exercise.
Distinguishing a WRX from a WRX STI can be tricky, but it's easiest from the rear of the sedan. The WRX sedan has either no rear spoiler (base version), or a lip spoiler along the trailing edge of the trunk (Premium and Limited); in contrast, the STI sedan's rear spoiler is a wing standing well off the trunk's surface. Whereas WRX and STI hatchbacks share an idential spoiler atop the rear window. Ah. But the WRX has 235/45R17 tires versus the 245/40R18 rubber on STI. Spotters may also notice the STI brake calipers. STI hatchbacks and STI Limited sedans roll on forged BBS wheels, but the base STI sedan's new five-double-spoke cast aluminum rims are actually more distinctive. At least the fender badge reads WRX or STI as appropriate. A low, wide front end treatment sets off both cars, and integrates the foglights on models that have them. Some versions have HID low-beam headlamps but bi-xenon units are not available; perhaps Subaru expects owners to add their own bank of driving lights. All sedans use conventional taillights while hatchbacks get clear-lens arrangements with some LED elements that help them stand out.
Those new five-twin-spoke, cast-alloy wheels, exclusive to the base STI sedan, are the biggest visual change for 2012; all other versions, including the STI Limited sedan, keep their 2011 rims. Very sharp-eyed enthusiasts might notice that the previously satin-silver bar over the sedan's rear license plate is now body color on 2012 models, while the headlight bezels on all models now sport silver liners.
The four-door sedan, developed specifically for the United States, is more than six inches longer than the five-door hatchback. The four-door has the edge in covered trunk space and about 3 mph higher top speed, the hatchback a minor advantage in rear-seat headroom comfort and is slightly lighter in STI guise.
American buyers overwhelmingly prefer sedans to hatchbacks but the latter are making a comeback. In the case of the WRX and STI, we will take the hatch, however, and not just for its practical benefits like a rear wiper, better visibility, easier parking and the ability to carry awkward loads. We'd say it's the more handsome car. Its roofline runs in a single, elegant nearly-French curve from the base of the windshield to that spoiler at the top of the rear glass. Also, its rear overhang is considerably shorter than the sedan's and the STI sedan's wing is downright invitational to law enforcement. Shorter overhangs are generally better for handling, in addition to other benefits.
WRX and STI have an aluminum hood, which reduces weight in front and helps distribute the car's mass more evenly over the front and rear wheels. Both cars feature the latest evolution of what Subaru calls its Ring Frame Reinforced body design. Think of RFR as a safety cell in roughly a cube shape around the passenger compartment, made of stronger, hydro-formed steel sections. The idea is more strength and rigidity without an undue increase in weight, and it may help explain the excellent ratings in NHTSA crash tests. The first objective of RFR is better occupant protection, but the structural improvements pay dividends in many respects, from more responsive handling to improved smoothness in just about every aspect of the car's operation.
Interior
Entering the cabin for the first time, the 2012 Impreza has an airy, nicely stylish feel, with a relatively low beltline and a large greenhouse with large windows that welcome the outside world. The instrumentation on the dash looks simple and straightforward, as opposed to high-tech and demanding. It is a look that is fully in keeping with Subaru's geewhiz-free approach. But the controls are by no means a throwback to the previous (2008-2011) model. The dashboard cover and switchgear are redone with very nice soft-touch materials that give them an expensive, adult feel.
In keeping with this well-equipped package, the Impreza models are fitted with a new driver-side knee airbag, complementing the full standard array of mandated airbags.
Similarly, the layout and dispersion of instruments and controls is nicely intuitive; you feel you understand all you need to understand from the first exposure to them. The main dials for engine speed (redline 6600 rpm) and vehicle speed are black-on-white and almost disappointingly plain in keeping with Subaru's no-nonsense tone. The cruise control, audio control and hands-free phone controls on the steering wheel were dead simple, with little toggles that did their job well. A small multi-function Info display is located dead ahead between the tachometer and speedometer.
The front seats are average in terms of comfort and lateral support, appropriate to this thrifty, fuel-efficient car's place in the market. But the front seats have been improved in a major way for 2012: The seatbacks are taller, better protecting bigger drivers from whiplash injury.
In the rear compartment, legroom has been resourcefully increased by scalloping out the backs of the front seats.
Trunk volume in the four-door sedan is 12.0 cubic feet, but our 5-door test car, with its cargo room maximized, delivered a generous 52.4 cubic feet. Lift-over height is moderate: 27.0 inches.
The Impreza HVAC was absolutely straightforward and powerful, and the audio was good by contemporary standards, not exceptional but acceptable. The body-color electric outside mirrors have been enlarged since 2011 and provide better rearward visibility.
This is a comfortable, well-furnished interior, fully in keeping with Subaru's down-to-earth practicality. The Impreza is a simple economy sedan in some respects, but with the 2012 version, Impreza has added style and comfort that will be attractive to buyers well beyond the Subaru faithful. While basic interior design of the WRX and STI could be called understated, or even subdued; flashy details such as aluminum alloy covers for the foot pedals, red stitching on the seats and steering wheel, and embroidered WRX logos on the seatbacks remind occupants that they are sitting in a performance car; just case the howl of the free-revving turbocharged engine isn't enough. The STI model even serves up black Alcantara upholstery with red stitching, for an even bolder presentation.
A central tachometer dominates the gauge cluster, which conveys data in a straightforward, functional manner. Even the base stereo incorporates all the latest digital bells and whistles, including satellite radio, Bluetooth audio streaming, iPod control and USB and auxiliary inputs.
If anything seems out of place it's the available leather upholstery and moonroof. Both may find favor with owners seeking some luxury with their performance, though we prefer our rally cars as-is. A moonroof adds weight at the highest point on the car, to a small extent working against the low center of gravity that aids handling, and the cloth seats grip better for keeping you in place and don't have the surface temperature extremes of leather.
The WRX and STI do benefit from lots of glass and low window sills, giving a light and airy feeling that belies the compact label. Head and legroom in front are generous and the sporty front seats leave more rear seat legroom than the numbers imply. Four six-footers won't tax it, and most enthusiasts will have plenty of headroom for a helmet.
The expanse of glass combines with narrow windshield pillars to provide excellent outward visibility in virtually any direction. Wiper coverage and strength is up to muddy rally standards, well beyond daily driving, and on most models the area where the wipers park is electrically heated so you needn't wait for the defrost to thaw them before sweeping the snow off.
The front bucket seats in the WRX are upholstered with a soft, black-checkered fabric, double stitched in the fashion of a luxury car, and they provide a good compromise between support and comfort. There's enough side bolstering top and bottom to keep occupants snug during fairly aggressive driving, but there's also plenty of give in the cushions.
The seats in the STI are more like aftermarket performance seats, which means harder and more heavily bolstered. They're even better for hard driving, but the snugger fit leaves less squirm room during longer, more relaxed travel, and they demand more energy to climb in and out of. The seats come in black Alcantara with red stitching. The integral headrests may require a helmeted driver to have their head further forward, or backrest more reclined, than they are accustomed to.
Overall, the WRX driving position is excellent. Seat adjustments are simple, but they allow people of various sizes to get properly situated. Most drivers will be able to reach all controls, including those for adjusting side mirrors, without lifting head or shoulders from the seatback. A suitably contoured tilt/telescoping steering wheel does the same for gauge vision and stalk controls, while the adjacent shifter and handbrake are right where you want them. One minor gripe regarding the armrests: They're positioned such that each elbow rests at a slightly different height. Then again, you'll seldom use both simultaneously.
Gauges are easy to read and illuminated in dark amber. The trim is a metallic silver plastic. You'll find more attractively grained plastics and maybe richer looking trim materials and carpet in this price range, but nothing in the WRX looks cheap enough to kill the deal. That's at least partly because the dashboard layout is so straightforward, effective and easy to clean the dust off of.
The size and shape of the dash is roughly symmetrical on both the driver and passenger sides, with a big, outreaching center stack of controls and displays in the middle. The four dash vents are fully adjustable and large enough to move plenty of air.
An LCD sits under its own hood at the top of the center stack, with temperature indicator, time and other information. At the bottom sit three big climate-control knobs: one each for temperature, airflow direction and fan speed, easy to grab with barely a peripheral glance, operating with a nice tactile sensation that conveys the amount of adjustment. In between are the standard audio controls or the optional navigation screen. Both are good sized and easy to manipulate. While the audio knobs aren't as big as those for the air conditioning, volume, source and tuning can also be adjusted with buttons on the steering wheel spokes.
The new six-speaker navigation system offered on the WRX Premium, WRX Limited, and STI is accessed through a 6.1-inch LCD touch-screen, and includes not only voice control but iPod control capability, iTunes tagging, SMS text messaging, and XM Satellite Radio with XM NavTraffic (if, of course, you pay the additional cost of the subscriptions.) Updated map data can be downloaded to a personal computer and the transferred to the vehicle though a secure SD card.
Cargo capacity in the sedan is fairly good. With 11.3 cubic feet of trunk space, it falls toward the lower end of its size class, a bit less than what's found in the less-expensive Honda Civic Si sedan. Still, the WRX does have all-wheel drive and the rear seatback splits and folds forward. With the 60-percent portion laid flat, there's enough room to slide two golf bags in through the trunk, and still leave room for a third passenger.
Cargo space in the five-door hatch is much better. With 19 cubic feet, rear seat up, there's a lot more space than what's available in the typical small sedan's trunk if you don't need the rear window view. The hatchback also allows taller objects to be contained within the car. When the rear seat is folded cargo capacity expands to 44.4 cubic feet, with easy access from the rear side doors to help push things in and out.
Cubby storage is average. The glove box is deep, holding more stuff than most, and there's a lined bin in front of the gearshift for phones, openers or glasses. There's a pair of cupholders in the center console, just right of the handbrake that are up to the car's handling abilities. Another cupholder in each front door pocket is large enough for a 24-ounce bottle. The box in the center console has jacks for MP3 players and a power point.
Driving Impression
The 2012 Impreza is definitely a Subaru. The small 2.0-liter flat-4 is no racer. A twin-cam engine, unlike the prior single overhead-cam 2.5-liter, the new 2.0-liter has made major improvements in power delivery and its horsepower-per-cubic-centimeter rating.
Impreza's 148 horsepower and 145 pound-feet of torque sound minimal, but its 165-pound weight decrease over the previous model (2008-11) really helps performance, and the new 2012 Impreza with a CVT can accelerate more quickly than the previous-generation version.
Furthermore, the 36-percent leap in fuel efficiency, scoring an EPA-estimated 27/36 mpg with the CVT, is genuinely impressive. A PZEV (Partial Zero Emissions Vehicle) is available that lowers emissions further, though it comes at higher cost.
One characteristic we did not like is the artificially sudden throttle tip-in from a standing start. It may make the car seem faster than it is, but it was annoying and unnecessary.
Our drives in the Impreza demonstrated one great plus. At Interstate speeds, it accelerates crisply and is delighted to cruise calmly and steadily at the very highest speeds you can get away with.
We found the continuously variable transmission a big improvement over earlier CVTs, including Subaru's early version. The transmission has lost that feeling of being dragged around by a rubber band. The transmission still varies its ratio in response to engine speed, but it doesn't do this as numbingly, promoting more direct control of acceleration and speed.
Our Premium five-door had steering column-mounted paddle-shifters, the left-hand paddle for downshifts and the right-hand paddle for upshifts. Anyone used to the kind of vehicle control provided by a manual transmission, but not wishing to thump a clutch pedal every few seconds, will find these paddle-shifters a must. And the Subaru transmission doesn't play games. Within reason, you get the shift you asked for.
The transmission has another brilliant provision. With the console gearshift lever in the right-hand position, the CVT will make fully automatic shifts aimed at maximum fuel mileage. You can still paddle shift in this fully automatic mode, the transmission waiting a period before shifting to the most efficient cog. But if you insist on absolute paddle-shift control of the transmission, you merely move the gearshift lever to the left. From then on, when you make a paddle shift, the transmission holds that gear in play until you select another gear. This allows downshifting to control your car's speed descending a grade, because the downshift order stays in effect. If you want to, you can paddle-shift down two or three gears, presuming you will not over-rev the engine. This may be useful for downshifting into corners in wet-weather or snow.
The Impreza's new electronic steering delivers nicely firm steering effort, while contributing a 2-percent savings in fuel efficiency. And the Impreza's cornering and stability are surprisingly good even at relatively high cornering speeds. The new suspension keeps the car remarkably flat and stable. However, when taken to its cornering limit, a large amount of body roll takes place. We found the Impreza much more pleasant at a sporty pace than at a racy pace.
The braking system had all the expected supporting systems: Electronic Brake Distribution, ABS and Brake Assist. The brakes had fairly good feel and performed powerfully even in very wet conditions. While the WRX delivers inviting, balanced driving performance it's also relatively refined and easy to live with on a daily basis. All-wheel drive built-in from the start long ago made it a favorite where the road is white a good portion of the year, and the performance aspects have made it popular in climes where all-wheel drive is unneeded.
The widebody treatment makes the WRX look more substantial and threatening than the old-generation Impreza on which it is based, but adds less than 30 pounds to the vehicle's curb weight. Added traction from such wide tires may require a change to your start-line launch technique. The WRX can be driven moderately with ease and really comes on steam as the rev counter nears 3000. With 265 hp and 244 lb-ft of torque the 2.5-liter engine is plenty potent, and the all-wheel drive allows you to fully exploit it; a front-wheel drive Mazdaspeed 3 has more power and notably more torque but can't use it all until third gear.
Subaru engines are all horizontally opposed; as in a Porsche or original Volkswagen Beetle the cylinders lay flat 180 degrees apart rather than the conventional four cylinders lined up in a row. This makes the engine low, compact and light, all aids to vehicle dynamics. It also means a slightly lumpy idle sound, little power right off idle (you need to slip the clutch a little), a droning exhaust around 1500 rpm you'll notice only in creeping traffic, and it's hard to sometimes imagine a $35,000 car still sounds a bit like a 40-year-old Bug.
The WRX uses a five-speed manual transmission exclusively. It has nicely spaced gear ratios and a short-throw shifter, but it's a gear short of much of the competition and the shifter is a bit rubbery causing us to not get a gear we wanted occasionally; fortunately we never got the wrong gear either. Subaru's performance division offers plenty of shifting upgrades that would add precision and effort for crisper, more precise gearchanges. A Hill-Holder feature keeps the car from rolling backward when the brake pedal is released to engage the gas on incline starts.
Suspension is dialed in nicely on the WRX, with nicely weighted, accurate steering crisply pointing the car, good grip, and compliant ride quality that lets you know the road surface but doesn't beat it into you; it's a relatively easy car in which to approach the limits and aids driver confidence. But all WRX and STI models come with three-season tires and even all-wheel drive won't overcome their uselessness them in the snow.
Although grip is commendable what makes the WRX such a nice driver is balance. The weight is better split front/rear than most cars in this class, but the steering, brakes, handling and engine are ideally mated to the others. It's never a case where there's too much power for the brakes or steering, or so much grip it feels underpowered. And the mechanical noises it makes…turbocharger whistle, gear whine and so on all add to the fun or fade into the background when you're just cruising from A to B.
On another level is the STI. Think of this as a purpose-built, class-spec rally car with air conditioning and a radio but lacking a roll-cage and five-point seatbelts the government says you can't have in a street car.
Although the same size engine has slightly lower compression and only one-half-psi (14.7 vs 14.2) more peak turbocharger boost pressure than the WRX it employs more sophisticated components to add 40 hp and 46 lb-ft of torque. Combine that with a six-speed manual that has shorter gearing than the WRX, and the (roughly) 165-pound heavier STI is substantially quicker. Imagine first gear, three second gears in a row, and a couple for cruising along the highway or pushing top speed. Although the STI sedan is 11 pounds heavier than the hatch, top speed is higher because of less aero drag. With few opportunities for 150+mph in North America, we'll stick with the lighter hatch.
An STI is a quick car. Perhaps not as fast from 125 mph like a big V8 muscle car or V12 GT car but for the twist-and-punch of a mountain pass, autocross course, off-highway rally or urban commute it's plenty potent. And the STI's six-speed manual shifter felt much more accurate than the WRX's five-speed. Again, upgrades are available.
Beneath the STI are few parts shared with the WRX: transmission, all-wheel drive, suspension arms and antiroll bars, brakes, and even the wheel bolt pattern are upgraded. The springs in the latest model are even stiffer than in earlier versions but still deliver the compliance needed for bashing along dirt roads or surviving commutes. It's actually a pair of relatively inexpensive rod-end bushings in the front suspension that pay the biggest dividends because they keep the front wheels stable, translating to easier shock and spring tuning and less steering correction mid-corner.
Like the WRX, the STI is also fairly easy to drive quickly. At its handling limits, the STI has a slight inclination to understeer, or to keep going in a straighter line. Yet that tendency is less than in the typical front-drive car, and the all-wheel-drive system allows the driver to get the front end to tuck into a curve by adding a little (not a lot) more gas. The STI stays planted under rough, abrupt or heavy-handed inputs on its controls but get the speed and steering angle right and you can keep it there while powering out of the bend. Whether braking hard into a curve, or panic-braking with a sudden twist of the steering to avoid an accident, the anti-skid electronics work to keep the car's weight balanced and the tires on that fine line between maximum grip and slide. The STI's multi-setting stability control helps take care of the beginner at a club track day without strangling the pace, and it allows exceptionally skilled drivers to turn all the electronic aids off.
On both paved and unpaved closed courses, we found we could overdrive corners in a big way and easily maintain control (if not the briskest pace). Enter a corner a bit too fast and the worse thing to come of it is a poor entry to the next corner. But if you know the course, the STI's controls let you adjust for it. The center differential that apportions output front and rear has a choice of automatic modes ideal for most drivers and most conditions…those where you don't know what weather, road, or traffic have in store for you. The manual setting allows you to vary the amount of front/rear lock and displays it as a bar-graph in the instrument panel. Fewer bars equal less lock, for good turn in but understeer if you apply too much power in the corner; more bars for more lock and the front wheels go where you point them and with this acceleration you want to make sure they're pointed where you want to go.
SI-Drive is the other console control that sets accelerator response. Push down for Intelligent to maximize economy and make the smoothest drive (like rain or snow) because the pedal has to travel more to get the same power output. Sport is the happy medium for response and drivability, or rotate the knob to Sport# (sharp) for the quickest reaction to your right foot. This is best reserved for open roads or tracks where you'll ask for lots of power at any given moment. Regardless of how you get going, the big Brembo brakes, with ventilated iron discs that stand up to off-pavement abuse, merely shave off speed or stop immediately with equal aplomb. The antilock system is also very good, probably a direct result of Subaru's rally experience finding traction where little exists.
Summary
This traditionally modest Subaru looks far less modest than any previous Subaru. With a cruising range of 523 miles and better fuel mileage than a Fiat 500, yet with all-wheel drive, the all-new 2012 Subaru Impreza is a value leader. It is more comfortable than expected and more glamorous by far, yet it still embodies all of the admired practicality that has made Subaru among the most owner-loyal brands anywhere.
Ted West filed this report to NewCarTestDrive.com from New York. The Subaru Impreza WRX and WRX STi are fun, fast and solid, with standard all-wheel drive and overall performance that's rare in their class. They're also practical, with decent room in the back seat and good cargo capacity, and they've achieved excellent scores in NHTSA crash tests. Ongoing refinements haven't significantly diluted the character and enthusiasm that have made the WRX so appealing over the years, but they have raised the bar on comfort and quality. The WRX and STI cost more than many cars of comparable size, and they give up some fuel economy for the performance, but those who appreciate this car's strengths probably won't mind.
J.P. Vettraino filed this report to NewCarTestDrive.com from Detroit; with Mitch McCullough reporting from Vancouver Island, British Columbia, G.R. Whale reporting from the Colorado Rockies.
Model Lineup
Subaru Impreza 2.0i 4-door ($17,495); 5-door ($17,995); Premium 4-door ($18,795); Premium 5-door ($19,295); Limited 4-door ($21,595); Limited 5-door ($22,095); Sport Premium 5-door ($20,295); Sport Limited 5-door ($22,595). Subaru WRX four-door sedan or five-door hatchback ($25,595); WRX Premium sedan or hatchback ($28,095); WRX Limited sedan or hatchback ($29,095); STI sedan ($34,095), STI hatchback ($36,095), STI Limited sedan ($37,445).
Assembled In
Lafayette, Indiana. Ota Gunma, Japan.
Options As Tested
All-Weather Alloy Wheel Moonroof Package ($2000) with heated front seats, heated exterior mirrors and windshield wiper de-icers, 17-inch alloy wheels, 205/50 R17 all-season tires, leather steering wheel/shifter, power moonroof. none.
Model Tested
Subaru Impreza 2.0i Premium 5-door ($22,045). Subaru WRX STI 5-Door w Nav ($37,095).
2012 Subaru Impreza Information
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