Buying a used Subaru Impreza WRX G3 (2007-2012)

Buying Used: Subaru Impreza WRX G3 (2007-2012)

It was probably inevitable that the car that dragged Subaru unexpectedly into the 'youth' market would itself grow a little pudgy and conservative as the years rolled by.

Beloved as they were for affordable, uncompromising performance, an early WRX couldn't at the same time deliver a decently-appointed interior or proper sound system. The ride was akin to using a jack-hammer as a pogo-stick.
As the 21st Century dawned and the WRX evolved, aspects of its uncompromising character would inevitably fall victim to compromise. Buyers of post-2007 models typically didn’t picture themselves as getaway drivers or World Rally Champions in-waiting and the car Subaru delivered was intended to meet their more sophisticated expectations.

History
We might call this section 'Hail Stinkeye' because that is one of the less-flattering nick-names reportedly given to 21st Century WRXs by people who preferred the 'pure' 1990s designs.

By 2006 the engine had grown in capacity by half a litre; the turbo-boosted 2.5-litre mill pushing power to a meaty but still conservative 169kW. The engine was a solid and proven unit that had served in normally-aspirated (non-turbo) form since the 1990s. When maintained as specified, it was expected to deliver over 200,000kms of trouble-free fun.

Not much else changed until the arrival late in 2007 of the G3 Impreza range; physically bigger and more imposing with 95mm extra in the wheelbase but still managing a 48kg weight saving in basic form.

G3 versions of the WRX sedan and hatch both cost a tick under $40,000 yet came with more equipment than the cars they replaced. Among the features accompanying a $450 price drop were Xenon headlights, six CD stacker, side air-bags and vehicle stability control. Other inclusions that made the new WRX more habitable than early ones were climate-control air, well-shaped seats, a multi-function steering wheel, quality 10-speaker sound system and in-dash display screen. On-board navigation cost a sensationally excessive $2990.

At almost $60,000 the once-elusive STI had become a fully-fledged and quite costly extension to the WRX range. Available initially as a Hatchback, the G3 STI came with 23 per cent more power than the base model, a six-speed transmission and variable torque splitting that sent up to 65 per cent of available power to the rear wheels.

With their chunky rims, fat rubber and more aggressive body embellishments STIs looked faster and meaner than the fairly meek base model. Yet they still were half a planet away from meeting the often uncompromising expectations of performance-car buyers.

Three years elapsed before Subaru delivered a car that would combine hard-edged road-gobbling with the kind of comfort that gran would not be unhappy with in her Premium-pack Liberty. Hell, even the derided auto transmission was back, but available only in the range-topping STI Spec R and costing more than $65,000.
MY10 WRXs had no more power (output from the base engine had increased to 195kW late in 2008) but a tightened chassis with wider track and improved brakes helped Subaru say 'sorry' for liposucking all the character out of preceding versions.

Asking prices for STI Spec Rs with either transmission reached a massive $65,990; helping pay for heavily-bolstered Recaro seats, 18-inch BBS rims with meaty 40 profile rubber, a sunroof and air-bags tucked into every crevice.

Costing some $26,000 less, the basic WRX didn't get flash seats and its wheels were smaller but it still came with a decent-looking body kit and enough safety features to win a 5 Star ANCAP rating.
Looking at today’s market, the gap in comparative values has narrowed considerably. For around 25 per cent more money than a comparable WRX, an STI with 80-100,000 kilometres under its alloys represents the better-value buy.

On The Road
Writing in 1994 that the cabin of my road-test WRX offered all the comfort a dentist's waiting room and somewhat less ambience won no friends down at Subaru HQ. However it is true to say that early versions were very single-minded cars intended to provide a platform for affordable motor sport participation. The hood-lining and velour upholstery were cheap and nasty because they were intended to be thrown away when the race seats and roll-cage went in. But times change.

Post-2007 cars don't have the adolescent antagonism early versions but they can still startle and delight when let loose on roads sealed or otherwise.
As everyday transport, a manual-transmission WRX requires concentration and commitment. If you’re not prepared for constant gear-swapping and the quite tiring challenge of a notchy shift and finicky clutch then stay away from a WRX.

Response from the 2.5 engine is OK but the turbo remains sullen until the tacho needle is halfway to the red zone. Then you get slapped in the face, punched in the chest and your eyes momentarily lose focus as things far distant rush into forward.

Even with its 'soft' suspension, a G3 WRX will handle bumpy, undulating bends with ease. An STI will obliterate them at speeds that most other cars on smooth bitumen would find daunting. At around-town speeds you don’t notice the G3’s body roll and its ability to handle moderate bumps is fine.
Seats were an area screaming for improvement and Subaru got the message. Post-2007 they come with decent side bolsters for greater support and improved padding. Altered mountings meant more foot-room for those in the rear section.

The Hatch cargo area isn’t immense but certainly better than a lot of conventional hatchbacks.

Quoting performance figures is problematic because I have seen how people testing these cars go about the process of recording quick times. You would not do it in a car you owned. Therefore the numbers published in magazines are generally 0.5 to 0.8 seconds better than a moderately caring owner will achieve.

We can therefore say a manual WRX with 195kW should achieve 6.5-6.8 seconds for the 0-100km/h benchmark, with an STI just sneaking below the six-second barrier. Mid-range acceleration times don’t require transmission abuse so flinging your Spec R STI from 80-120km/h in 3.3 seconds is entirely possible. Fuel is specified as 98 Octane Premium.

Check Points
>> Significant modifications, such as fitting a larger turbocharger, intercooler and inlet or exhaust without upgrading the engine internals can be disastrous. Low-octane fuel plus excessive boost can cause piston failure and huge repair bills. Anyone boasting about how much power their WRX motor is making needs to also supply evidence that the modifications were carried out by a specialist and that the car has been regularly serviced.
>> Using correct lubricants and changing them even more frequently than the manufacturer recommends is cheap insurance against costly engine and transmission breakages.
>> Cars that have done 100-130,000km might need new drive-shafts or already have had them fitted. After-market shafts are often less expensive than factory-spec parts but also less durable so be cautious.
>> Clutch shudder and slip are common problems that manifest in a used WRX. Floor the throttle at low speed in a third or fourth gear and if the tacho needle moves faster than the car, a new clutch is imminent.
>> Camshaft drive belts need to be replaced every five years or 125,000 kilometres. Tensioners and the water pump last longer but can be replaced at the same time as the belts to save on labour.
>> Check on cars that have done 80,000km or more that the belt that drives the alternator, power steering and air-conditioner isn’t frayed.

Used Vehicle Grading
Design & Function: 14/20
Safety: 15/20
Practicality: 13/20
Value for Money: 12/20
Wow Factor: 14/20
SCORE: 68/100

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