Subaru Impreza 2020 Review

Recently upgraded for 2020, the Subaru Impreza is arguably one of the more attractive products in the manufacturer’s portfolio.

The latest upgrade brings with it useful extra features at little extra cost.

The two vehicles tested here are at or near opposite ends of the Impreza price and specification scale. At the top is the Subaru Impreza 2.0i-S, at $31,360 before on-road costs. Near the bottom of the ladder, but not at the very entry level, is the Subaru Impreza 2.0i-L, priced at $26,060.

Both cars tested are hatchbacks, which are priced $200 higher than their sedan counterparts.

The purchase prices for the upgraded models represent a $170 increase for the Impreza 2.0i-L hatch and a $650 boost in the case of the Impreza 2.0i-S hatch; this reflecting the flagship model’s generous helping of additional Subaru EyeSight driver-assist features and other items to enhance the car’s interior presentation and comfort.

A five-year warranty applies to the Subaru Impreza; unlimited by kilometres for the duration. Subaru provides roadside assistance for the first year. On the service front, the manufacturer recommends the Impreza be serviced at least once every 12 months or every 12,500km.

Taking into account the barrage of ‘EyeSight’ driver-assist technology that’s available in the Subaru Impreza 2.0i-L, plus its all-wheel drive grip, seven airbags (including side curtains and one for the driver’s knee) and five-star ANCAP rating, it’s a very safe car by the standards of the small passenger-car segment.

One qualifier though: the ANCAP rating dates back to 2016, and not all five-star ratings are equal, as we know.

Over the course of our fortnight driving the Subaru Impreza 2.0i-L and Subaru Impreza 2.0i-S, the EyeSight tech went about its business unobtrusively, which is always welcome.

Of the two cars, the more expensive Impreza 2.0i-S naturally came with more features, and its high-spec headlights walk that line between convenience and safety. Although the LED headlights don’t seem particularly powerful on low beam, they do pick out objects some distance ahead without blinding the drivers of on-coming cars. Pressing a button on the dash disables the steering-responsive headlights if a driver should prefer not to see what lies around the bend.

By comparison, the halogen headlights of the Impreza 2.0i-L just aren’t in the same league.

On paper, direct 2.0-litre rivals from Hyundai, Mazda and Toyota hold an advantage over the Subaru Impreza.

Subaru’s all-wheel drive system adds weight and both the Hyundai (i30) and Mazda3 produce more power and torque than the Impreza. The Toyota (Corolla Ascent Sport) weighs more than the Subaru, but also produces more engine output.

Yet the Impreza doesn’t feel slow and sluggish. Whether due to the continuously variable transmission, the final drive ratio or some other trick of powertrain engineering, both Subaru Imprezas we tested felt lively enough in the suburbs. They felt stronger and more refined than I recall of the Mazda3 G20 Pure sedan, particularly in the top end of the rev range.

The Subaru’s engine sounds rather tinny when cold and idles fast, but settles down at normal operating temperature. Other than an extremely faint rumble it’s very quiet at open road speeds – certainly much quieter than the tyre noise.

Despite the fact both variants are powered by the same engine and are just 15kg apart in weight, the official fuel consumption figures score a more than marginal win to the cheaper Impreza 2.0i-L (6.6L/100km) over the Impreza 2.0i-S (7.2L/100km). That’s how it pans out in real life too, with the flagship posting a figure of 8.4L/100km compared to 7.7L/100km over the same test run.

The Subaru Lineartronic transmission works well on hills; quickly shifting to a ratio that suits the engine’s torque curve. Most of the time, it’s better to leave the CVT in auto mode and use the steering wheel shift paddles to select lower ratios when desired. Changing to full manual mode disables kick-down when you might need it for overtaking.

What’s happened to luggage compartments in small hatchbacks? The Subaru Impreza offers 345 litres of boot space, which was mediocre years ago when Volkswagen brought out the Golf 7, but is now 15 litres more than the current Honda Civic, 50 more than the Mazda3 hatch and around 128 more than the Toyota Corolla. The Subaru achieves this capacity despite drivetrain components under the floor and the use of a space-saver spare tyre.

Otherwise, the Impreza – in both grades – achieves a respectable standard for comfort and ergonomic practicality.

While the front seats are comfortable and well shaped in both cars, I felt the fabric-upholstered seats in the lower-priced Impreza 2.0i-L held the occupant in place more securely. They lacked the electric adjustment of the chairs in the Impreza 2.0i-S, but were easy to set up correctly, nonetheless.

Indeed, the Impreza’s driving position is sufficiently flexible to suit drivers of different physiques, with plenty of adjustment in the steering column and fore/aft adjustment of the seat for the right relationship to wheels and pedals. Set the steering wheel rake correctly and the instruments are quite easy to read.

While Impreza owners will soon learn where everything is, the instrument cluster, the multi-function steering wheel, the separate climate control switchgear, controls on the dash and the infotainment system make for what is an overwhelming interface for first-timers.

Satellite navigation (only fitted in the top-spec Impreza 2.0i-S) is programmable by voice, but it took three goes (and quite emphatic over-enunciation from me) to list the address and start route guidance. For the voice guidance, the preposition ‘towards’ is pronounced oddly – with stress on the first syllable, which is rendered the same as the first syllable of ‘towel’. If it all proves too much, you can easily switch to smart phone mapping as both Imprezas come standard with Apple Carplay and Android Auto connectivity.

The Impreza hatchback is surprisingly roomy in the rear seat. Despite the standard sunroof, there’s plenty of headroom for occupants and legroom is generous too. There were no adjustable vents however, not even in the flagship -- let alone in the Impreza 2.0i-L.

Both cars featured a centre/rear seat belt that retracts from the D pillars. It’s a variation on a long-standing Subaru theme, and one that we don’t like -- particularly if you have to switch constantly between carrying passengers and goods in the back, and need to lower or raise the seats frequently.

The one remaining niggle, which was apparent in the lower-priced Impreza was a persistent rattle from the tailgate.

The Impreza 2.0i-S delivers steering that’s reasonably precise and communicative at speed, while also being light enough for parking. Riding on Yokohoma 225/40 R18 tyres and alloys to match, the range-topping Impreza 2.0i-S is prone to initial understeer and rolls a little more in corners than some of its small-car competitors. It rides well though and grips the road with the same level of tenacity as its obvious competitors.

The cheaper Impreza 2.0i-L lacks the on-centre feel and stability of the higher-priced variant, but certainly rides better still and delivers similar levels of grip and dependable braking.

While the 2.0i-L’s Bridgestone Turanza 205/55 R17 tyres protest more than the Yokohamas when under pressure, and can be heard more over bumps and dropping into potholes, they perform pretty well overall.

But rather than dynamic performance (for that, Subaru has the WRX), it’s the Impreza’s packaging and safety that will attract buyers in their droves – and rightly so. This Subaru is hard to top for its active safety, overall comfort and decent value. It can also play the role of secondary family car for many years without the teenagers out-growing it.

Of the two cars tested, the more affordable Impreza mounts a highly compelling case. However, if you spend a lot of time driving at night on country roads, the flagship is the better option.

And maybe you’ll also be swayed by the flagship’s extra EyeSight features -- blind-spot monitoring, front and side view monitoring, lane change assist, rear cross-traffic alert and reverse autonomous braking.

But if the budget just won’t extend that far, the Impreza 2.0i-L is a perfectly good alternative.

How much does the 2020 Subaru Impreza 2.0i-L cost?
Price: $26,060 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder petrol
Output: 115kW/196Nm
Transmission: continuously variable automatic
Fuel: 6.6L/100km (ADR Combined)
CO2: 152g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2016)

How much does the 2020 Subaru Impreza 2.0i-S cost?
Price: $31,360 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder petrol
Output: 115kW/196Nm
Transmission: continuously variable automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 163g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2016)