Subaru Impreza 2.0i-L sedan 2017 Review

Subaru has always maintained a technological margin over its direct rivals, but has never really managed to settle on a distinct, identifiable styling signature.

Over the years a few Subarus have popped up to instil a bit of hope among the aesthetically-inclined faithful (the fourth-generation Liberty from the early to mid-2000s has its fans), but these have tended to disappear into a melange of styling mediocrity.

So what are we to make of the very latest, fifth generation Impreza?

Taking into account each element of the new design, there is certainly considerable stylistic carryover. In fact, if you didn’t know better, you’d swear the all-new model is little more than an extensive re-skin of the previous generation.

According to Subaru, the truth is the new Impreza is 95 per cent fresh. It’s based on a new platform which will underpin all Subarus into the future, and both the body shell proportions and 2.0-litre boxer engine have been reworked to a greater extent than first appearances indicate, with revisions made to approximately 80 per cent of the components.

To all intents and purposes, this is a brand-new car.

Among its peers (Mazda3, Hyundai i30, Ford Focus, Volkswagen Golf, Honda Civic) the Subaru Impreza takes a significant leap from being one of the dimensionally challenged in this class, to one of the biggest and most spacious, while retaining traditional, defining elements such as across-the-board all-wheel drive configuration and horizontally-opposed boxer engine design.

Notwithstanding the styling showing distinct carry-over elements, today’s Impreza actually fits neatly into a decidedly fashion-conscious group. Simply stretching it laterally and longitudinally, and dropping the overall height by something like 70mm, has morphed the Impreza into a vehicle which looks slinkier, more contemporary (and more aerodynamic).

The cabin benefits too, not just from the larger overall dimensions, but also thanks to some clever design tricks which have freed up rear-seat space. These include reshaped air-conditioning ducting to create more ankle room, and re-profiled outer seat cushions which make it easier to climb aboard.

Patently, the Impreza is now a roomy small car. The back seats are good for legroom and shoulder room, and we had no grizzles about headroom – even though, unlike other cabin-dimension aspects, Subaru avoids mentioning it in media material. However we did miss rear air vents.

Also discernibly improved is the perceived quality of the cabin. There’s a generally more defined feel about it, with better-quality textures, lots of soft-touch vinyl and plenty of brightwork. You’ll see a lot of metallic detailing, coloured stitching on the steering wheel and dashboard, and contrasting materials have been employed to provide a welcome relief from the pervasive monotone greys of the previous car.

In practical terms, the Impreza sedan is not far short of matching the functionality of the hatchback. The boot is quoted at an impressive 460 litres (345 litres for the hatch) which surpasses the Holden Astra, Ford Focus and Mazda3. It is cleanly-shaped, accessible through a wide aperture and can be augmented via a 60-40 split-fold rear seat backrest.
As for equipment, we must admit the mid-spec 2.0i-L tested here, is a mixture of surprises and disappointments.

For starters, Subaru’s camera-based EyeSight safety system is part of the package and includes autonomous emergency braking and adaptive cruise control. Which, at this level, is not a bad deal: A few of the 2.0i-L’s competitors go no further than AEB.

In some ways, the EyeSight system is a mixed bag. Because it’s based entirely on what the stereo cameras can see – and they can see a lot, in various situations – there are limits imposed by certain conditions, such as heavy fog, which some other brands address with multi-function radar and/or lidar-based systems.

Subaru says the system has been further improved in the latest generation, to give faster and accurate object recognition, in colour, and to extend the distances and angles at which it is able to detect obstacles. These play a role, along with a new high-resolution CMOS (complementary metal oxide semiconductor) camera with “enhanced control logic,” in providing “greater operational stability in poor weather”.

Nevertheless, inclusion of this technology in the 2.0i-L does bring a significant compromise: Unlike just about all equivalently-priced competitors, the Impreza lacks satellite navigation. And, to add technology such as lane change assist and rear cross-traffic alert, Subaru mandates a step up to the premium 2.0i-S model.

As we said at the outset, for this review, we’re paying close attention to just how the Impreza 2.0i-L sedan stacks-up against its hatchback sibling for cabin comfort and luggage-carrying practicality.

Immediately apparent is the reduction in noise levels. With the separation of cabin and boot, plus the work put into making the Impreza quiet on-road, the sedan proves to be pretty hushed on the freeway. The engine noise noticeable in urban traffic disappears into the background and the nicely attenuated intrusion of wind and suspension sounds makes it easy to have a conversation, or listen to talk-back radio without straining.

The 115kW direct-injected boxer four-cylinder may not be as quiet as some of its conventionally-configured competitors, but it combines with the also-reworked Lineartronic constantly-variable automatic transmission to provide a bit of pep at city speeds. Only on the open road, when a bit of passing power is called for, does it feel underdone as the slightly increased weight and conservative power outputs come into play.

In this context, the step up from six to seven driver-selectable CVT ratios may not help, but the extra ratio does improve things for drivers desiring increased involvement. The transmission also seems a little less afflicted by the usual CVT zealousness at maintaining steady, high revs when cracking the whip, but does suffer from occasional internal hesitations which counter its usual smoothness.

Our fuel consumption (just below 9.0L/100km and virtually equalling previous Impreza hatchback experiences) didn’t come anywhere near matching Subaru’s claimed 6.6L/100km.

As for the way the Impreza drives, there’s no doubt Subaru has done a good job of introducing more refinement and accuracy into the handling. The steering feels good, with well-judged weighting and an appropriately-quick ratio, and the grip provided by the “active torque split” all-wheel drive system is aided by decent 205/60R17 tyres.

The Impreza sedan’s ride quality is a bit like the Curate’s egg – good in parts.
In our test car, the general bump-absorption erred on the soft and cushy side and was usually pleasant to live with. But the system could be thrown out of its comfort zone on certain road irregularities – such as a smooth-edged but sudden hump in the bitumen which challenged the amount of travel available and threw the springs/shocks into a state of confusion.

This type of event only happened occasionally, but when it did, it was a bit unsettling and raised questions about shock absorber and spring compatibility, as well as the lower ride height which drops ground clearance from 160mm previously to 130mm now. The reduced clearance also came into our awareness when negotiating deep gutters, or steep driveways.

Despite these shortcomings, the fifth-generation Subaru Impreza sedan steps-up over the superseded model in so many ways it justifies shuffling to a higher ranking in the small car pecking order.

While not quite as edgy in terms of looks and engine technology as, say, Honda’s new Civic, the four-door Impreza nevertheless gives very little away to an astonishingly strong peer group.

2017 Subaru Impreza 2.0i-L sedan pricing and specifications:
Price: $24,490 (plus on-road costs)
Engine: 2.0-litre four-cylinder “boxer” petrol
Output: 115kW/196Nm
Transmission: continuously variable
Fuel: 6.6L/100km (ADR Combined)
CO2: 152g/km (ADR Combined)
Safety Rating: Five-star ANCAP