Buying a used Subaru Impreza (2012-2016)
Subaru’s fourth-generation G4 Impreza remains a logical choice for ‘rational’ Aussie buyersShort history of Subaru Impreza
Back in the 1980s, Subaru’s parent company Fuji Heavy Industries built a car similar in size and concept to the fourth generation of Subaru Impreza. Even with a turbocharger, that earlier car produced less power (in standard form anyway) than the Subaru Impreza 2.0i introduced in 2012, and the old one’s all-wheel drive had to be manually engaged via a lever set low between the seats.
That car was the Subaru Leone RX; a sales disaster for Subaru’s local agency but forerunner to a dynasty of AWD rockets that would secure multiple Australian rally titles and win virtually any other contest that was open to a car running on dirt roads.
So, what on earth happened to make later Imprezas so drab and stodgy? Weight, that’s what.
Surely 110kW with six manual gears should have had the compact Sube lurching off the line (won’t wheelspin) before getting into stride with plenty of time to pip something like a Corolla or Hyundai i30 in a 400-metre drag race. Sadly, no.
In basic 2.0i form, the fourth generation of Subaru Impreza hatch weighed a hefty 1335kg. Trawling back through the history books, we discovered that a turbo Leone (without roll cage) tiptoed across the scales at a teensy 1080kg.
Horses for courses, however, and the Impreza remains the only model in its segment to be equipped with all-wheel drive.
This effectively gave sedan or hatch versions a big advantage when selling into rural Australia but less appeal when attempting to garner sales in the much more lucrative urban markets.
The Impreza was devised for sale to people pigeonholed by Subaru’s marketing boffins as ‘rationalists’. That is, people who would look at technical specifications and safety before bothering about the shape or colour choices. They were also keen on quality and the doors didn’t sound when slammed like they were made from recycled petfood cans.
The fourth-generation Impreza ticked a lot of boxes with those people, incorporated a modernised shape and sat on a slightly longer (+25mm) wheelbase which devoted almost all of its additional length to rear legroom.
The shape and angle of the windscreen was significantly revised, helping with aerodynamics and improving forward vision. Repositioned front pillars also helped ensure that occupant head-strikes during a moderate frontal impact were less likely.
The cheapest MY13 Subaru Impreza cost $23,990 plus on-road costs. It came standard with six-speed manual transmission or Lineartronic CVT (continuously variable) automatic as a $2500 option.
These Imprezas rode on 16-inch steel wheels and featured basic communication and entertainment systems including six speakers and a CD player, display screen, remote locking and cruise control.
Spending extra on an Impreza 2.0i-L added alloy wheels (still 16-inch diameter), dual-zone climate control, leather on the steering wheel and gearshift plus front fog lights.
Jumping all the way to an Impreza 2.0i-S cost $30,990 plus ORCs but expanded the equipment list to include 17-inch alloys with 205/50 tyres, leather seats with power adjustment, privacy glass and an electric sunroof.
Down in the footwell were a pair of ‘sport’ pedals, because CVT was the only transmission choice for buyers of the 2.0i-S.
One feature common to all G4 Imprezas was automatic engine idle-stop, which activated when idling and contributed to Subaru’s claimed 22 per cent reduction in fuel consumption. Its effect on starter motor longevity isn’t known.
Arrival of updated MY15 Imprezas brought price restructuring and some revision to model designations without the intrinsic character of the car being altered at all.
With the derivative XV crossover co-opting a lot of Impreza sales, price cuts were unavoidable, even if Subaru preferred to credit a free-trade agreement and improved exchange rates with Japan for its apparent largesse.
The grille changed as did some interior details, and the basic model dropped in price by $500. The effect on Impreza 2.0i-S versions was even more significant, and plugging a gap at around $25,000 was the new Impreza X model.
Safety had for decades been a big deal for Subaru and even the earliest Imprezas were solidly built. In fourth-gen form, every model in the range had a full range of airbags, ABS with brake assist, electronic brake-force distribution and stability control.
A reversing camera was fitted to higher-spec models and all Imprezas of this vintage easily qualified for a five-star occupant safety rating from ANCAP.
Subaru Impreza on the road
Show up at the start of a rally – even a quite easy, club-organised event – with a G4 Subaru Impreza 2.0i and people with the dedicated equipment will chuckle and raise eyebrows. They shouldn’t, though, because there is enough serious Subie heritage left in the design for it not to be disgraced.
The sensation of performance is muted, as is the hum from the flat-four ahead of you. Winding a G4 up to maximum attack on a gravel road would require commitment, and maintaining the pace would test your left-foot braking technique. But a manual G4 with the right driver could surprise.
However, if you yearn for the raspy exhaust and wrist-twisting response of an old Subaru Turbo then be prepared for disappointment.
CVT versions are very different and definitely more suited to urban motoring. Even those with paddle shifters can’t really be tricked into doing anything they don’t want, and drivers have little chance of influencing which ratio the CVT might be seeking next.
Tests with sensitive timing equipment confirm that manual versions can reach 100km/h from rest in around 10 seconds, but they just don’t seem that fast.
Off-the-line and even mid-range overtaking performance is disappointing and that feeling is heightened because the chassis feels well-sorted in a late-’90s Subaru Liberty kind of way. The brakes easily deal with available performance; mid-bend grip on standard tyres is good but let down by slightly woolly steering.
Fuel consumption from manual G4 Imprezas is good (bearing in mind the weight being hauled), and around town an adept driver should manage 9.2L/100km. CVTs are said to use slightly less.
Load space in the hatch is excellent for a car of the Impreza’s size and easily accessed. The wheel-arches don’t intrude significantly and under the floor is a temporary, speed-limited spare tyre.
Subaru Impreza check points
>> Imprezas must be carefully checked for damage caused by previous owners taking their cars into unsuitable environments. Look at the underside of the extended nose for scrapes and cracks, then at sills, the exhaust system, rear differential and CV joint boots.
>> Problems with CVT cars manifest as internals age and kilometres increase. Any CVT car that is sluggish in its response, jerky at constant throttle or slows even when the throttle is being pressed harder is dangerous and should have its test drive terminated immediately. Even pre-purchase assessments may not predict potential failures and be cautious if you own a car which shows aberrant transmission behaviours.
>> If the belt that runs the alternator and power steering hasn’t been recently replaced and the car is heading for its 10th birthday, invest in a replacement. At the same time, have the air compressor unit, belt and pulleys checked because air-conditioning units can suddenly seize.
>> Camshaft drive belts in later versions of the EJ engine must be replaced every 125,000km. Check the service history for any car you are considering as the cost of belts, tensioners and the water pump is considerable, and they should be done simultaneously.
>> Rapid starts in manual cars stress the transmission and reduce clutch life. If the pedal displays excess free-play or engages a couple of centimetres off the floor, repair costs are imminent.
Used vehicle grading for Subaru Impreza G4:
Design & Function: 14/20
Safety: 15/20
Practicality: 15/20
Value for Money: 13/20
Wow Factor: 10/20
Score: 67/100
Also consider: Mazda3, Hyundai i30, Ford Focus
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