Subaru Impreza 2003 Review

What we liked
>> All-paw grip reassuring
>> Competitively priced
>> WRX and STi simply awesome

Not so much
>> Tight rear legroom
>> Spartan-looking cabin
>> STi's tyres are $500 each

OVERVIEW
Subaru is one of the Australian success stories of the late 1990s and early 2000s. In 1996 management was forced to make some hard decisions. With just 8600 sales under its belt for that year, the company decided to streamline its model lineup, ditching superfluous models and honing in on its unique selling proposition: Symmetry.

Symmetrical all-wheel drive, symmetrical engine layouts: Subaru Australia reduced itself to two core models: the Impreza and Liberty. In successive years the Outback and Forester would join the fray, driving the company's Australian sales to nearly four times that pitiful 1996 total. Year-to-date sales in 2004 tell a more robust story and point to a total-year figure in excess of 35,000. That's top ten performance.

There's no doubt the resurgence is product driven; Subaru's portfolio has never been so capable. Liberty is hitting all the right notes with owners, as is the Forester all-terrain wagon and more luxurious Outback.

The AWD Impreza is Subaru's second biggest seller, behind the Forester, and has a tough fight in a predominately front-wheel drive market. Toyota Corolla, Holden Astra and Mazda 3 dominate the small car market, but with sales ticking along at 7-800 per month, the Impreza obviously has a lot going for it. Let's take a closer look.

FEATURES
Subaru offers five different models across two body-styles in the Impreza range, with prices (at August 2004) stretching from $23,990 to $56,630. That's a whopping spread, but then so is the performance offered by the different models.

Subaru's unleashed a number of cosmetic modifications for the 2005 model year, including an aluminium-look centre console, relocated front cupholder (there's now two in all non-dual range Imprezas), three-spoke steering wheel standard across the range and a new windscreen that is better able to reduce sun glare.

So, here's the range. The basic GX and RV sedan and hatch come with a 2.0-litre engine; the RS beefs this up to 2.5 litres and the storming WRX and rallybred WRX STi turbocharge the 2.0-litre for ultra heavyweight performance. There really is a model for everybody.

As we mentioned before, all models are equipped with flat-four cylinder engines (also known as boxer engines) and Subaru's all-wheel drive. All models also get electric windows and mirrors, cruise control, central locking, power steering and a four-speaker CD stereo.

Step up to the second level RV and you get air conditiong standard, larger tyres (205/55 R16) and two-tone duco. The RS, along with its more powerful engine, gets a sports body kit and same tyres as available on the RV. Performance is upped compared to the RV's, offering 112kW power and 223Nm of torque.

The WRX and STi deliver turbocharged credentials with a decidedly sporty focus. Forget luxury, you're paying for performance here. The Sti version is 32kW more powerful than WRX's 168kW output, and more torquey, too: 343Nm @ 4000rpm versus WRX's 300 @ 3600rpm. WRX and STi also offer additional features, like three-years of Subaru's Roadside Assistance, vehicle immobiliser security system and dual stage alarm with keypad and sports body kit.

The automatic versions also feature Subaru's Sport select gear control, giving drivers the option to use the gear-stick to instantly change up or down a gear, via electronic control. Its sporty feel is made tactile with the inclusion of a MOMO leather steering wheel, a leather gear knob and leather hand brake lever and rally-style aluminium pedals.

COMFORT
Tilt adjustable steering and a three-way adjustable seat (up/down, fore/aft, tilt) make for a satisfactory driving position, but telescopic adjustment on the wheel could improve it again. Seats are comfortable in all models, getting progressively firmer and grippier as you venture up the price spread. We reckon the WRX and STi front seats are some of the best in the biz at keeping the driver behind the controls and in control.

Back seat room is best described as adequate, with good under seat footroom. Knee-room is tighter than some competitors, so ask the front seat occupant for a compromise. The seat base and back are relatively flat and quite firm.

SAFETY
The Australia New Car Assessment Program (ANCAP) awarded the Subaru Impreza four-stars for occupant protection, putting it near the top of its class. All Imprezas come standard with driver and passenger front airbag and three-point seatbelts in all five positions. The front seatbelts are adjustable for height on the B-pillar.

Active safety features start with Impreza's all-wheel drive system, which is said to offer better grip in slippery conditions. Antilock brakes are standard across the range, as are four-wheel discs.

MECHANICAL
Subaru offers two basic engine blocks starting with a 2.0-litre in naturally aspirated 92kW/184Nm form in the GX and RV. This engine is available with either a five-speed manual or four-speed automatic gearbox. The Impreza RS gets the bigger 2.5-litre, four-cylinder engine as used in the Forester, which produces 112kW/223Nm. Again with five-speed manual and four-speed auto choice.

The iconic WRX drops back to the smaller 2.0-litre engine but gains a turbocharger and intercooler, which -- among other modifications -- sees outputs skyrocket to 168kW/300Nm, though you'll have to feed it from the 98RON premium unleaded pump. Transmission choices again fall to the five-speed manual and four-speed auto.

For the 2005 model year Subaru modified the suspension -- inverted the struts -- to improve stability and replaced some components with lighter aluminium versions to reduce unsprung weight. The five-speed manual transmission was also modified slightly to improve first-second shift quality.

At more than $56,000 you'd expect something special from the STi, and it more than delivers. Same old 2.0-litre, turbocharged four-cylinder engine, but with serious rally-bred modifications boosting engine outputs to a seriously sadistic 195kW/343Nm. The run-of-the-mill transmissions are shelved in favour of a slick-shifting, short-ratio six-speed manual. Fill-ups will again be from the PULP pump, but it's well deserved in a car capable of blitzing from rest to 100km/h in 5.7sec.

For the 2005 model year Subaru has fettled the STi significantly. Front and rear track is 10mm wider thanks to larger tyres and the wheelbase has been stretched marginally by redesigning the suspension. Brakes have been boosted, and steering response improved.

But the headline change is the introduction of the DCCD Driver Control Centre Differential which, with the addition of a helical front limited slip diff, makes the STi quicker, more agile and more aggressive than ever before. Of course extremely grippy Bridgestone Potenza RE070 tyres -- perilously close to road-going slicks -- play their part too.

Essentially the DCCD allows the driver to manually set the front-to-rear torque split, or, and we recommend this, it can be left to the computer. Don't get too excited -- you can only choose between 35:65 front to rear or 50:50, but even in such a limited range the effects of the vehicle's dynamic abilities is astounding.

COMPETITORS
Depending on the model, the competition is many and varied. For starters the non-tubocharged Imprezas (GX, RV, RS) are up against a plethora of small sedans and hatches in the $20-$30,000 price range. Usual suspects include the Toyota Corolla, Mazda 3, Honda Civic, Nissan Pulsar, Holden Astra, Ford Focus, Peugeot 307, Renault Clio et al. The force-fed Impreza WRX is an unusual beast in that it has no natural competition -- we're talking 2.0-litre, turbocharged, all-paw competition with a low-$40,000s price tag here. If you're looking for equivalent performance, try the more expensive Holden Monaro, Nissan 350Z or perhaps the Mazda RX-8. Step up to the ultra-quick STi model and only one predator dares show its face: the Mitsubishi Lancer EVO (currently on version VIII). Last time Wheels magazine tested these two against each other the Lancer came out on top, though the pecking order is likely to switch with each model update. We consider the HSV Coupe4 -- all-wheel drive, 285kW V8 -- to be the only homegrown competitor for the STi, though they're two very different vehicles.

Is it really almost 10 years since Subaru's bargain blaster first hit the streets? Today's Impreza WRX may be a little heavier and softer than the original 'Rex' of '94, but the basic ingredients remain the same: compact four or five-door body, all-wheel drive traction, punchy turbocharged engine, all for little more than $40k.

Changes for 2003 are designed to make the WRX more appealing to buyers -- but less so to car thieves. Gone are the controversial bug-eyes, replaced by new headlights, bonnet and bumper for a more rounded, attractive look. New titanium-finish 17in wheels are a match for the new titanium-colour centre console and big tacho inside.

New security features such as remote-activated double locking doors, DataDot body coding, and a punch pad immobiliser, make the latest Rex harder to steal.

The 2.0-litre, turbo-intercooled four-cylinder engine gains variable valve timing and a higher compression ratio, which means more power and torque, better fuel economy and a sharper response off idle, according to Subaru. Power is up by 8kW to 168kW at 6000rpm, and torque by 8Nm to 300Nm at 3600rpm.

We drove the WRX hatchback with four-speed auto, which is not only the heaviest and slowest of the current range, but also the most expensive at $45,440. For 2003 the auto gains a Sportshift mode for sequential-style, do-it-yourself changes. It's an improvement on the previous auto, but still a second-rate substitute for the five-speed manual on a twisting section of road.

Although capable of sprinting to 100km/h in a sprightly 7sec, the 40kg heavier auto hatchback feels sluggish in comparison to the manual sedan, which can do the same task in just 5.7sec.

Selecting Power mode to hold onto gears longer helps acceleration, but doesn't overcome the auto 'box's less than pinsharp response. We were often left stranded trying to power out of a corner as it scrambled for the right gear.

Even when self-shifting there's a slight delay between input and action. The gear lever in manual mode is also positioned too far to the left for fast, comfortable shifting.

The auto makes most sense in heavy traffic, where it provides the convenience of not having to constantly change gears. Most people don't buy a Rex for city driving, though, a fact supported by the low 10 per cent take-up of the auto option since its introduction in 2002.

Despite its downfalls, don't think the auto takes all the fun out of the WRX experience. You can still bury the throttle and after some initial turbo lag it will launch towards the horizon with a smooth, exhilarating rush.

And it's as sure-footed as ever, in both wet and dry, aided by all-wheel drive, ventilated disc brakes, grippy 215/45 rubber and a well-sorted suspension. The trade-off for a relatively comfortable ride is a little more body roll and understeer we'd expect from a high-performance car.

Inside, driver and front passenger are treated to some of the best seats in the business; body-hugging for high-speed thrills yet remarkably comfortable on longer journeys. A decent equipment list which includes leather Momo steering wheel, cruise control, air-conditioning, twin airbags and CD player adds to the Rex's appeal.

For young families or sporty types, the hatch is a more practical proposition than the sedan. Rear seat space is still realistically limited to two mid-sized adults, but folding seats add to the hatch's decent cargo area.

The 2003 WRX continues the theme of adding more value to what is still one of the best performance car bargains. The auto reduces some of the thrills, but with either transmission it's still one of the most enjoyable ways to get around.

In Japanese terms, the traditional means of lifting performance in a bread and butter four cylinder sedan usually involves adding a turbo to blow the cobwebs away or tuning the motor to stretch its engine speed range and allow it to scream away at the top end of the rev band.

While Subaru's WRX has achieved cult status courtesy of taking the former option, the Japanese maker's latest sporty addition to the small Impreza sedan range has taken the simple rationale of bigger engine in smaller car equals more performance.

From the outside, the visuals point to what lies within with a rear deck spoiler, side skirts and a front spoiler incorporating big fog lights but Subaru is no stranger to offering sporty style without the substance, evident in the cheaper 2.0-litre RX.

But, take a peek under the bonnet of the RS and you will find a slightly detuned version of the 2.5-litre flat four from its bigger brother, the Liberty, at least promising the power indicated by the wrapping.

With a 112 kiloWatts peaking at 5600rpm, the RS still likes to be spun through to the top end of the rev band and will deliver accordingly, but the benefits of the greater engine capacity mean that there is also a strong mid-range shove with a not insubstantial maximum torque of 223 Newton metres reached at 3600 revs.

On the road this well-balanced combination translates into solid acceleration off the line with plenty to play with at higher revs. Combined with a precise and well-defined five-speed shift, the engine provides both the encouragement and the means for an enthusiastic drive on a challenging road or perhaps just a little extra confidence to deal with traffic traumas on the urban byways.

The RS's performance quotient, however, is not just measured by the extra power the engine offers as the car has the chassis to match. With the outstanding grip of four wheel drive, and a suspension system perfected in the WRX, the handling of the RS inspires confidence. There is minimal body roll, it has great composure and a feeling that nothing is going to unstick the car. The only slight disappointment is that the steering, while direct, feels a little dead at the wheel.

On the flip side, the ride too is reasonably comfortable but does feel a bit lumpy on rougher roads at suburban speeds.

Inside, the aesthetics point to the sports intent as much as outside with a Momo wheel, big bolstered sports seats and various cosmetic enhancements. The seats themselves are comfy although may be a little less accommodating for those of wider girth and space in the rear is a bit tight. To expand the boot, the rear seat back has a 60/40 split fold arrangement.

For the relatively high $33,000 launch price, the RS has a long equipment list including air con, power windows and mirrors, remote locking, cruise control, CD player, ABS and dual front airbags.

At just over $8000 cheaper than its more infamous WRX kin, and just $2500 more than the style over substance RX, the RS is the pick of the litter as the best combination for the buyer after a sporty looking small sedan that also delivers on its performance and driving dynamics promise.

The five-door Impreza stands out from the $25K crowd in several ways. It's alone in having a horizontally opposed engine rather than the usual upright, in-line configuration. It has all-wheel drive, and the manual model has dual-range gearing, although it's no soft-roader. It looks more like a bob-tailed wagon, and has a capacious boot to endorse that view.

All-wheel drive endows cars with unrivalled propulsion and confidence in wet or loose conditions, but the extra weight is a constant impost on the GX's handling, performance, and fuel consumption. The engine is an honest worker, but feels listless under its weighty burden.

Those issues would be small if the handling, steering, and cabin were something special. They're not. The dominant theme is competence without charisma. The suspension has travel to soak big hits, but it can react sternly to lesser irritants.

The rear seat is relatively flat, comparatively firm, and fairly unimposing, with kneeroom pinched and road noise moderate. But the bolstered front seats grip well and provide good security and support.

The GX hatch shows Subaru's good build quality throughout, with a cabin that strikes a reasonable median between function and fashion. Still, for all its solidity, drive, and reputation, the GX is just another good - not great - car.