Subarus have also started to become more mature, refined cars that closely match rivals. Interior upgrades with better materials, more standard accoutrements and a softer more contemporary styling effort have helped Subaru achieve marked success in the U.S. market over the last three years.
Alas, one area where Subaru has lagged behind its competition is in the all-important fuel economy arena — Subarus have not been high-achievers in any of the EPA testing schemes. While this has not previously affected sales to any degree, higher fuel prices and a greater consciousness about fuel consumption have forced Subaru to make improvements in this performance aspect.
This year, Subaru rolls out a smaller engine for the Impreza that promises greater fuel economy, while the brand continues to toy with the prospect of diesel power for some models (now used in Europe and other markets) plus the option of a hybrid powertrain sourced from new minority owner Toyota.
First up with these modifications is the 2012 Impreza, Subaru’s compact car lineup. Several significant changes highlight this latest product with a new front end the largest and most obvious change. Mimicking the larger Legacy model’s design, the newest Impreza is much more attractive. In tested five-door wagon format, the Impreza 2.0 Premium has graceful lines that flow from the revised front fascia all the way to the taut rear hatchback. Now looking more like an Audi A3 or Lexus CT200h, the Impreza is actually quite attractive.
The open greenhouse lets in lot of natural light, while the hatchback design is infinitely more versatile than the regular four-door sedan model. Overall visibility is excellent to all areas. Except for rear tail-lights that look like Tupperware covers, the newest Impreza is a stylistic success.
While Subaru kept the Impreza the same size externally as the previous edition, 180.3 inches long, the newest model does gain 1 inch in wheelbase length, now up to 104 inches. This may not be a huge change in the scheme of buyer interest, yet longer wheelbase vehicles generally deliver better over-the-road ride and handling dynamics — especially on the crowned, undulating surfaces that most Mainers drive on. Giving the Impreza a slightly longer wheelbase delivers just that — a better ride and more composed handling. Indeed, the latest Impreza five-door was supple and extremely compliant over all surfaces, the fully independent suspension producing top-of-the-class comfort. Revised electric power steering rendered acceptable levels of control and steering feel, giving the Impreza driver appropriate levels of confidence and feedback.
The new body also allowed Subaru to increase interior space. Passenger volume and cargo volume numbers are both enhanced over last year, plus the cabin ‘feels’ notably larger. Pushing the windshield farther away, reshaping the seats, and revising the instrument panel gives front occupants more usable space, while rear seat riders have greater hip and head room. The rear seats also split to fold — almost flat — giving users the kind of cargo space that makes a five-door compact car so sensible.
Virtually the same size as a Ford Focus or Mazda 3 five-door, the Impreza now packs a similarly sized 2.0-liter engine. Still a flat-four boxer engine, Subaru elected to downsize from the previous 2.5-liter boxer motor; hence a 22-horsepower reduction in peak output to 148 hp. I don’t think most drivers will readily notice the loss of power, as the Impreza will handle most acceleration requests without too much strain. But, if you consistently drive your Impreza with a full passenger load, you may note a change in the car’s prowess on long grades.
Having said that, the Impreza’s CVT automatic transmission ($1,000 option) performed well. Highway cruising speeds never deviated, unlike the recent Camry sedan, and power is readily available when you depress the right pedal. I did note that the CVT is programmed to aggressively apply engine braking on steep downgrades when you let off the gas pedal, a performance trait that surely will affect overall fuel economy.
That is my impression as the Impreza didn’t get to the elevated fuel economy numbers promised by the new EPA ratings — 27 mpg city, 36 mpg on the highway. In almost 900 miles of driving — albeit in cold, winter conditions and often with some wind — the Impreza’s best mileage was 31.5 mpg, with the majority of my fill-ups returning 27-28 miles per gallon. The on-board trip computer, not unlike many other manufacturers’ optimistic gauges, consistently reported two to three miles per gallon more than the realized fuel economy number.
Contrasting that performance is the consistent grip provided by Subaru’s all-wheel-drive components. There are only two other compact cars that offer AWD: the Suzuki SX4, about $2,000 less but smaller than the Subaru, and Audi’s premium A3 hatchback, starting at about $10,000 more than the Impreza.
Buyers typically have been willing to overlook any shortcomings in the Impreza’s portfolio in order to savor the car’s all-season traction capabilities. Indeed, driving rural roads with a thin coating of sleet and freezing rain is much more relaxing when you have the aid of four propelled tires and traction control, than not. Still, those four wheels will produce even greater traction when outfitted with appropriate winter tires as the myth of the “all-season tire†is an oversold marketing message that is full of compromise and sacrificed safety. You don’t wear flip-flops in the winter, for several reasons. Why would you expect your car to render the same traction in the winter as it does in the summer — on the same tires?
The latest Impreza five-door gains extra points with a supple chassis, great grip and a livable interior that provides excellent visibility and real-world comfort. There are now more audio/entertainment features, Bluetooth connectivity, USB input ports, etc., lus steering wheel controls that are user-friendly. The new styling has to be considered a plus.
Subaru owners still get the growl of a boxer engine, plus a little too much road noise at highway speeds. The stereo could have more aural grunt, and one-touch lane change is still missing, but the heated seats are excellent and the headlamps were more than up to the travails of nocturnal travel.
Impreza five-door pricing starts at $17,995 with the five-speed manual transmission, $500 more than the base sedan. The five-door Premium pictured starts at $19,295 (plus $750 destination) with outside temperature, alloy wheels, cruise control, steering wheel audio controls, CVT automatic and satellite radio. An all-weather package adds heated seats and a sunroof (?) for $2,000.
The current Impreza WRX model will carry on for another year before being revised for 2013.
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