Subaru Impreza 2006 Review

What we liked
>> Big-bore WRX mill is muscular
>> Corporate face works in the metal
>> Prices largely unchanged

Not so much
>> WRX road roar is unacceptable
>> Rattles in brand new car
>> Rear seat room tight

OVERVIEW
Subaru's Impreza requires no introduction. The choice of boy racers, canny commuters and empty nesters alike, the Impreza range spans the performance spectrum of small-medium cars - at one end, the standard cooking model 2.0lt and the other, a fire-breathing 200kW-plus WRC refugee.

All models have one thing in common: Symmetrical All-Wheel Drive - Subaru's signature drivetrain. Since 2002 all Impreza models (in fact, all Subarus sold Down Under) have featured AWD. It's a USP that the Japanese brand has made the most of over the past few years.

Updated last in MY2004, the Impreza has worn the brunt of Subaru's styling experiments. The bug-eye 2004 model polarized opinion. Now the 2006 model is set to do the same and then some.

First unveiled on the yet-to-come-Down Under B9 Tribeca SUV, the new Subaru face is said to recognize the aviation background of the carmaker's parent company, Fuji Heavy Industries. In the case of the Impreza, the new design language is translated via a longer, sleeker, lower nose with a three-element mesh grille and new headlamps.

The good news is that in the metal, the look is not nearly as confronting. We'd stop short of calling the MY2006 Impreza range pretty, but it compares more than favourably with the departing bug-eye car.

Fortunately there's more to the MY2006 update than a nose-job... Need to know more? Read on.

FEATURES
Subaru continues to offer five different models across two body-styles in the Impreza range. However, this is not a straight repeat from the MY2004 update.

Kicking the range off, the new Impreza 2.0i replaces the GX model. Priced from $23,990-$26,440 and available in both auto and manual sedan and hatch versions, the 2.0i boasts features such as ABS, air conditioning, cruise control and is powered by an unchanged 92kW fuel-injected boxer (horizontally-opposed) four.

The entry-level Impreza, the 2.0i nonetheless also gets some of the equipment of its flasher siblings including immobilizer security system, Datadot security coding and dual front and side airbags.

Next step up the ladder is the RV which returns unchanged pricewise. Hatch only the manual RV will set you back $26,940 with its auto equivalent $2K more. Like the 2.0i, the RV manual Hatch gets a dual-range transmission, though its unlikely many buyers will take an Impreza far enough off-road to warrant the features inclusion.

With 92kW under the hood, the RV gets 16-inch alloy wheels and a model specific two-tone (sheep dip!) paint job. Hmmm.

The much admired 2.5lt-engined Impreza RS exits for 2006, replaced by a little brother to the classy Liberty 3.0R. The Impreza 2.0R gets a new variable-valve-timing DOHC 2.0lt four which produces more power (118 v 112kW) than the RS's big banger.

Along with the new engine, over and above the 2.0i equipment listing, the 2.0R gets 16-inch alloys with 205/50 rubber, fly-by-wire throttle, leather wheel and, on the sedan, a WRX-style rear deck spoiler. Auto and manual, sedan and hatch, the 2.0R kicks off at $29,990 (man sedan) and runs out to $32,440 (auto hatch). This pricing is the same as the equivalent RS models says Subaru.

The 2.0R will likely account for a large percentage of sales, however, the Impreza statistics will still be ruled by the WRX. The storming rally-bred performance variant arrives for 2006 with a new turbocharged DOHC 2.5lt engine with marginally more power (169 v 168kW) and a 6.6 per cent boost in peak torque. The WRX also gets added equipment including HID headlamps with trick pop-out washers as standard and body kit and interior upgrades.

The WRX STI returns for 2006 with substantial changes above and below the skin. Like the rest of the fleet it gets the new corporate nose, however, styling changes are a small part of the improvements made to the top-of-the-range Impreza. The STI joins its WRX kin with a new 2.5lt DOHC engine. Power is up from 195 to 206kW and torque has been boosted 1 per cent to 392Nm at 4000rpm.

The STI's price edges up just $360 over the outgoing model at $56,990. The Impreza WRX hatch and sedan wear the largest increase of the model year change - both up $1000 to $40,990 and $41,440 respectively.

COMFORT
The drive program at the launch of the 2006 Impreza range was limited to a 80km road loop in the WRX in the Gold Coast Hinterland and two laps of a shortened Darlington Park circuit (approx 1.6km!) in the STI. Alas this provides no reasonable basis for any real drive impressions (see below) nor appraisal of comfort.

Neither the 2.0i, 2.0R nor RV were on-hand for the drive program, though we were able to examine a static 2.0R.

With limited changes inside the models it's perhaps worth reprising what CarPoint wrote on the arrival of the 2004 update of the Impreza.

Said CarPoint's Glenn Butler at the time: "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."

In terms of the WRX (the STI time was too short to judge), there's no doubt the seats do a good job in sporty going. Consider, however, that the seat squab is narrow and the heavy thigh bolstering will not suit some, er... broader buyers.

Of more concern in terms of overall comfort was the amount of road noise the WRX sedan allows to besiege the driver (the hatch is even worse!). Even half way through the 80km road driver this tester had had enough. More's the pity - the road roar fair drowned out the new more vocal (and sonorous) exhaust system fitted to the backroad blaster.

Back seat room is barely adequate - the packaging of the Impreza is starting to show its age in comparison to, say, the latest Focus or Mazda 3.

Hatches get split fold rear seats which add some convenience.

SAFETY
The Australia New Car Assessment Program (ANCAP) awarded the last Subaru Impreza four-stars for occupant protection, putting it near the top of its class. While the new car has not been tetsted, Subaru believes it will rate a solid four stars also.

In addition to the standard driver and front passenger front airbags, the MY2006 Impreza range also gets side airbags. The only exclusion is the WRX STI - the hotshoe's seats are not side airbag compatible.

Three-point seatbelts are supplied for all five positions.

Active safety features start with Impreza's all-wheel drive system, which Subaru has made much ado about over the past few years. There's no doubt the traction offered by even the humblest Impreza is impressive.

Antilock brakes are standard across the range, as are four-wheel discs. The WRX gets ventilated rotors all around with four-piston front calipers and twin-pot rears. The STI's braking package is a race-spec Brembo set-up.

No traction nor stability control features are offered across the Impreza range. That said, such systems are uncommon in this segment.

All Imprezas get a space-saver spare.

MECHANICAL
The entry-level 2.0i and RV Imprezas are little changed under the skin. The naturally aspirated 92kW/184Nm 2.0lt engine continues, matched with either a five-speed manual or four-speed automatic gearbox.

The Impreza 2.0R gets a brand-new Euro 4 emission compliant DOHC 2.0lt boxer four fitted with Subaru's Active Valve Control System (AVCS) variable cam timing. The system infinitely varies inlet cam timing giving the engine a blend of low down urge and top end zing. Though the 2.0R boasts more power than the 2.5lt it replaces, max torque is down to 186Nm at 3200rpm versus 223NM at 3600rpm for the 2.5.

The drive-by-wire 2.0R is matched to a five-speed manual or Direct 4AT-equipped 'smart' four-speed auto. It features a four-into-two-into-one sports exhaust.

The iconic WRX and STI get a new 2.5lt DOHC core engine. Bigger in bore and stroke (99.5 x 79mm versus 92 x 75), the turbocharged and intercooler engines both get a horsepower boost. However, the main focus of the changes are to boost torque across the rev range and produce a harder accelerating, easy to drive power delivery.

Peak power has been dropped 400rpm to 5600 in both the WRX (169kW) and STI (206kW). Power is now available right off the bottom of the torque curve. The WRX boasts 36 per cent more torque at 1600rpm and 20 per cent more at 2000rpm. Peak torque is up 6.6 per cent. Likewise the STI delivers 33 per cent more twist to the wheels at 2000rpm than the last model. Its peak is up 14 per cent to 392Nm at 4000rpm.

Transmission choice is limited to a five-speed manual. The gearbox gets taller first to third gears but a significantly shorter final drive (4.444 versus 3.900). No auto is offered.

At more than $56,000 you'd expect some goodies to accompany the pink badging on the STI and you won't be disappointed. The slick shifting close-ratio six-speed gearbox has a unique feel and there's no shortage of STI goodies as well as upgraded seats with Alcantara-style inserts.

And downstream of the gearbox, the STI gets even trickier.

For the 2005 model year Subaru fettled the STI significantly. The headline change was the introduction of the Driver Control Centre Differential (DCCD) which, with the addition of a helical front limited slip diff, made the STI more agile (less understeery)-– especially on tarmac surfaces.

For 2006, the DCCD has been improved via the addition of a dual mechanically and electronically controlled Limited Slip Active Centre Differential. The torque-sensitive gear-type LSD operates ahead of an electromagnetic clutch. Still driver tunable (torque can now be split fr:rr 41:59 – last model 35:65), the centre diff reacts continuously to direct torque and interacts with a steering wheel angle sensor and new yaw sensor to 'tailor' the car's handling characteristics to suit the drivers intentions.

The DCCD allows the driver to manually set the front-to-rear torque split across six settings or it can be left to the computer.

As noted above, the STI gets a race-spec Brembo braking system with thumping 326mm diameter front ventilated discs and monobloc-style four-piston calipers. The STI's 17-inch 10-spoke wheels give you a great view of the drilled rotors.

Manual waterspray is standard. This squirts the engine top intercooler for lower inlet charge temperatures and more power.

Aside from the lower longer three-element nose, WRX and STI aficiandos will notice the new lower profile intercooler bonnet scoop on the MY2006 models. According to Subaru, the better aero efficiency of the new nose allowed the boffins to trim the scoop with no attendant cooling problems. Other aero changes on the STI include a WRC-style rear window roof vane and modified rear wing and undercar diffuser. Factory testing claims the new components have reduced rear lift on the car by 67 per cent.

The 2.0R, WRX and STI get new 54mm exhaust systems for better breathing and aural signature.

Suspension changes are limited. For the 2005 model year Subaru modified the suspension on both WRX and STI - inverting the struts - to improve stability and replaced some components with lighter aluminium versions to reduce unsprung weight.

While STI requires 98 RON PULP, the WRX is happy on a diet of 95 RON. All other Imprezas will stomach the standard 90 RON fuel Aussie pumps dish out.

COMPETITORS
With the Impreza range running the spectrum from urban commuter to near-rally-ready blaster, its competitors are myriad. Indeed it's only the WRX that doesn't have a direct like for like competitor.

That said buyers of compact performance cars are spoiled for choice these days. The likes of VW's Golf GTi, Renault's Megane Sport 225 Cup, Mini Cooper S and upcoming Astra GTC turbo may not have AWD underpinnings but offer considerable performance potential at around the same money.

Mazda's MPS6 arrives this month with AWD and turbo power but at $55K-plus it's more a Liberty GT competitor.

At the 2.0i end of the range, think Toyota Corolla, Mazda 3, Honda Civic, Nissan Pulsar, Holden Astra, Lancer 2.4, Ford Focus et al. Again the Impreza boasts AWD against the FWD of all of the above.

Step up to the ultra-quick STi model and there's only one target – Mitsubishi's stunning Lancer Evo IX. The two are natural competitors and the next comparo that pits the two won't be the last. The result should be interesting, especially given the fact the two are priced so close - $56,990 for the STi and $56,789 for the Mitsu.

Subaru will say that the STI price includes metallic paint, performance wheel and brake package, aero kit and alloy footrest – all items you have to pay extra for on the Evo. The STI (and all Imprezas) also gets cruise control – not offered on the Mitsubishi.

On the flip side there's little doubt the Evo's drivetrain is 'smarter' than the STIs and the standard DiamondTRac telemetrics will sway some buyers.

ON THE ROAD
We'd love to give chapter and verse on the dynamic abilities of all the new Imprezas but we can't... As noted above, the drive program at the launch of the 2006 Impreza range was limited to a WRX-only 80km road loop. Bear this in mind if you read drive impressions from other media from this release.

Our sampling of the STI was even shorter. In contrast to Mitsubishi's lap-til-you-drop exposure of the Evo IX at Phillip Island Grand Prix Circuit, Subaru allowed each journo just two laps of a shortened Darlington Park circuit and three circuits round a wet autokhana track. It was barely enough to learn where the track went let alone pass judgment on a performance car.

Neither the 2.0i, 2.0R nor RV were on-hand for the drive program.

We can attest that both the WRX and STI are certainly more muscular in the midrange than the last models. Gone is the manic transformation as the engine builds boost - supplanted by a beefy fluid midrange that makes fast progress on windy roads easy work.

Alas the obtrusive road roar with which the WRX besieges the driver takes away much of the joy of the car's performance and on-road manners. Loud with a capital L.

The WRX Hatch we drove was even noisier but at least it didn't have the annoying driver's door rattles the 700km-old WRX sedan exhibited as well.

One colleague who in desperation to comply with and overseas deadlined snaffle the STI for a quick road loop reported the car was like a racecar - hard and fast. We'll have to reserve judgement until we get to sample the car for more than 1.6km on a billard table smooth racetrack.