Subaru Impreza 2008 Review

Designed and built to target a wider range of customers -- especially more women -- the new car is more sophisticated in terms of refinement and handling. It's also quieter, has a much high level of ride comfort thanks in part to a new double-wishbone rear suspension and, says Subaru, brings a new safety standard to the small car segment Down Under.

Indeed, right across the four-model Impreza launch range, stability control (Vehicle Dynamic Control or VDC, in Subaru speak), four-wheel antilock disc brakes with electronic brake assist, distribution and hill start assist, plus a full complement of airbags (including side curtain bags) are just the start of the safety story.

Add in five-star ANCAP crash test rating and four-star pedestrian score -- a first for a car under $100,000, says Subaru -- plus the claimed active safety benefits of all-wheel drive and you end up with a very impressive offer.

The story's not all rosy though. The hatch-only range (the sedan version will follow in perhaps 12 months) has already copped its share of criticism for 'that' styling. Though some may see our opinion as damning the new model with faint praise, we can vouch it looks better in the metal. Let's face it -- it had to.

The entire range features all-wheel drive and, even including the significant upgrade in safety as noted above (see also SAFETY below), the new, roomier five-door hatch arrives priced from just $50 more than the car it replaces.

At $24,490 the new Impreza R is the new base model and replaces the MY07 Impreza 2.0i. As with all Impreza models, save for the turbo WRX, the R is powered by a new 2.0-litre variable valve equipped DOHC boxer four that pumps out 110kW and 196Nm.

The maker hasn't been hasn't been shy with specification either, to achieve that price -- even the base model R gets air-conditioning and power steering, power windows, locks and mirrors, auto headlamps, single-disc MP3 compatible stereo and cruise control (with wheel mounted controls).

Wheels, however, are 16-inch steel with trims but the standard rubber is good quality Yokohama ASPEC radials. Standard instrumentation includes a dashtop display which incorporates external temperature and average fuel consumption data.

One step up from the R is the RX, priced at $26,490 -- a saving of $450 over the equivalent outgoing model, the RV, says Subaru.

Using the same 110kW boxer four and manual transmission, the RX seeks to add some luxury and gets a six-stack audio system with 10 speakers, 16-inch alloys, front foglamps, an upgrade to climate control air and leather steering wheel with audio controls plus leather gearshift knob. If the Impreza was a Commodore, this would be the Berlina.

Both the R and RX offer a choice of ivory or black interior trim. Subaru hopes the lighter interior option will widen the appeal of the car.

The RS and WRX are the racier Imprezas and share a sportier external makeover that includes rear privacy glass and a bespoke mesh grille sans the heavy-handed leading edge bonnet 'eyebrow' specified for international markets. At the rear they get an under-bumper diffuser that looks thoroughly WRC.

The RS also gets a larger bore tailpipe than the R or RX, though not quite the drain-pipe dimension of the WRX.

Priced from $29,490 (a $950 saving compared to outgoing 2.0R), the RS shares the same standard 2.0-litre powerplant as the other atmo Imprezas but upgrades its running gear via seven-spoke 17-inch alloy wheels with 50-series Yokohama ADVAN rubber.

The RS also gets grade-specific badging while inside there are front sports seats and a smaller diameter (and chunkier) sports steering wheel -- the latter items are also shared with the WRX.

Subaru's four-speed Sportshift auto transmission is a $2000 option on R, RX and RS models. It features a wiggly gate and the choice of sport mode and a manual 'tiptronic' style shift. Alas, it's the wrong way round -- push forward to go up a gear.

The new top Impreza -- until the STI arrives in 2008 -- is the iconic WRX. Sporting a revised version of the same turbocharged 2.5-litre engine as the MY07 car, the latest Rex is $450 cheaper than its predecessor and is priced at $39,990.

Five-speed manual only, the new WRX shares much of its 'furniture' with the RS (see above) but adds a level of equipment comprising items such as bigger front brakes, 10-spoke alloys (17-inch), self-levelling Xenon headlights with pop-up washers, electroluminescent gauges and a combined (and integrated, at last!) alarm and imobiliser.

Rex buyers also get bespoke suspension settings, three years roadside assistance as standard and can choose to add Subaru's $2990 optional satellite nav and DVD unit. This upgrade can also be specified on the RS.

The shell is stiffer but lighter than the outgoing Impreza. This helps the new car achieve kerb weight reductions of between five and 38kg depending on the model. More importantly, the new structure also brings benefits in terms of providing a foundation upon which the maker can engineer better suspension and NVH solutions.

Quality perception also benefits. The structure is such that the new but conventional doors (gone are the trademark frameless windows) now close with a satisfying clunk, rather than the 'tinny' ring of the last generation.

That the new chassis also lowers the engine (10mm) and the overall centre of gravity also has dynamic benefits.

Up front, a conventional MacPherson strut suspension is retained, however, the rear suspension is new. A double-wishbone fully-independent set-up, the design draws on Subaru's experience with a similar system on the Liberty. Benefits from it are not limited to better roadholding, body isolation and refinement. The configuration also reduces the intrusion into the cabin, thereby maximising luggage space.

At the heart of the new range is a new DOHC 2.0-litre boxer engine that is 20 per cent more powerful than the outgoing 2.0i -- though still around 8kW down on the old 2.0R.

The new Euro IV compliant engine shaves 4kg and gets combustion chamber and inlet tract revisions. Subaru says fuel efficiency is boosted by reducing internal friction and better controlling coolant flows.

The new engine also features Active Valve Control System (AVCS -- variable valve timing and lift) and a revised inlet manifold. According to Subaru torque is up on both MY07 engines as a result...significantly so at lower engine speeds, it says.

Though Subaru recommends 95RON fuel for the 2.0-litre, it'll live with 91.

Fuel usage compared to the MY07 naturally-aspirated range is reduced by between 8.33 and 5.31 per cent depending on the model. ADR Combined fuel figures place the R, RX and RS at 8.9lt/100km for the manual variants, with the autos 0.1lt/100km more frugal.

No surprise the turbocharged WRX is thirstier (though still improved a touch) at 10.7lt/100km.

But, as evidenced by that fuel figure, rather than go for extra power the MY08 WRX's engine has been refined and is more liveable, usable and torquier than ever.

Though it still produces 169kW and 320Nm, the WRX's AVCS-equipped 2.5 litre engine offers considerably better low and mid-range torque than the superseded version. Peak torque is produced 800rpm earlier than the previous model (now at 2800rpm) and available torque at 2000rpm has increased from 250 to 300Nm.

Other internal changes include a new oil pump, intercooler and turbocharger. According to Subaru liquid-filled engine mounts reduce vibration while achieving "major weight savings".

The Impreza retains its all-wheel drive USP across the range. The four-wheel drive system is largely carried over, though automatic Impreza models benefit from Active Torque Split which apportions drive and reduces torque loss during normal driving. Manual models have a fixed 50:50 torque split via a viscous coupling.

Both the four-speed SportShift automatic transmission and the five-speed manual gearboxes (2.0-litre and WRX) have been revised, though changes are minor. The WRX gets a new mechanical rear limited slip differential.

Brakes have been revised with the arrival of the new generation. The WRX's front calipers have moved back to twin-piston rather than four-pot units, but Subaru is keen to point out no braking efficiency has been lost thanks to a number of other changes. The key differences are larger vented front rotors and a revised brake booster and larger master cylinder.

Despite a 95 mm longer wheelbase and significantly increased cabin room, the new five-door Impreza's overall length is actually decreased by 50mm. The car is a touch taller than the current model (10mm) but boasts significantly shorter overhangs front (-95mm) and rear (-120mm).

Gone are the frameless windows and the new doors open wider (75 degrees with an extra 60mm available says Subaru) for easier cabin access.

There's a new dash that has shades of the twin cockpit feel of the Tribeca SUV. The front door trims and dash are integrated and a feature spear wraps around and plunges at the centre stack to frame the audio and HVAC controls.

The driver gets a tightly packed instrument panel framed by a heavily hooded binnacle and there's a rather plain and featureless centre console with cupholders between the front occupants.

Though the overall design is pleasing, and gaps and alignments are well executed, it's a particularly 'hard' cockpit, with little if any tactile touchpoints save for the RS and WRX grades' chunky leather wheel.

While the build quality is no doubt improved, if Subaru is to attract more affluent buyers it needs to look at 'softening' the Impreza's accommodations. Soft feel dash and door tops, for example, would transform the interior. They might also serve to tame some of the strong dash-top reflections. We didn't drive an ivory interior car but we're betting the screen reflections will be worse.

At WRX level at least we'd also like to see the option of leather seat facings. All Imprezas are cloth only at this stage with the RS and WRX featuring slightly more technical fabric.

Like the dash plastics, we're confident that an upgrade here would have a substantial impact on the ambience of the cabin. The overall refinement of the new car deserves more attention to these material aspects

Rear seat room is substantially improved on the outgoing car. In fact, the distance between the front and rear seats has been increased by a whopping 65mm according to Subaru.

Like all small cars it's better suited to two passengers than three but Subaru's own figures indicate the new car has 11mm more rear shoulder room and 34mm more hip room. We noted that the rear cushion's front edge is scalloped which further shortens its length for the centre passenger.

Amenity and load carrying ability is boosted by the rear seat's split-fold configuration and the new rear suspension. There's an extra 128mm between the wheel arches in the hatch area and the opening itself is also substantially wider. Interestingly though, total volumes are actually slightly less than the previous generation Impreza's Sportwagon configuration.

All Imprezas get the maximum ANCAP five-star crash rating and four-star pedestrian safety gong. Subaru says Impreza is the only car under $100,000 that can claim this double. The rating also means that Subaru has a fully five-star range Down Under.

Stability control is standard across the range (some of its competitors still don't offer this feature, even as an option) as are curtain airbags. Indeed all the safety boxes are ticked.

As is almost par for the course now, a high-featured antilock braking system is also standard, as are appropriate lap-sash belts with pretensioners and so on.

In terms of active safety, Subaru would argue its cars have an inherent advantage thanks to their all-wheel drive drivetrain. With the advent of stability control, this is perhaps a moot point.

It's with this sort of offer and a strategy to build sales in its mid and upper-level RX, RS and WRX models that Subaru is planning to claw back the ground it has lost in the Australian marketplace of late.

Despite selling more Foresters and Imprezas than ever, the maker's market share has slipped. The new European-inspired Impreza will be a key model in the maker's reinvigoration Down Under against the likes of Euro success story Volkswagen.

The VW Golf has pushed past the Impreza in the sales race and has in some months nearly doubled the Japanese car's volume. Using the models at the upper end of the Impreza range Subaru's keen to redress this balance.

It will target Mr and Ms Golf with the new RS and WRX and look to work Impreza volumes to beyond the 1000 unit per month mark as soon as possible.

In a small car segment that is increasingly cut-throat at the lower end of the market, Impreza has effectively moved itself above the sub $20K killing fields. Make no mistake however, Subaru is still looking to steal sales from mid and upper level Corollas, Mazda3s and the like.

With the new WRX's more polished overall package the maker will be looking for higher-income and more mature buyers. No prizes therefore for guessing Subaru chose the Golf GTI as its bench mark for the latest model.

Not every Impreza fan will like this -- some WRX owners may not appreciate the softening of the rally refugee reputation, but in the real world there's little shortfall in terms of overall performance. Overall the changes to the WRX and the rest of the Impreza range will likely result in more buyers rather than less.

We sampled three grades of the Impreza -- the base model R, RS and WRX -- over the same 45km or so loop in the hills behind Byron Bay on the NSW far north coast. Coupled with transport 'stages' to and from the launch base camp, the drive was enough to give an initial impression, though more detailed comparisons will have to wait until we get the cars on our 'own' roads.

Not to harp on the point, the beefier structure upon which the Impreza is built has substantial benefits in almost every aspect of improving NVH. It also means that Subaru could adopt a different strategy this time round for its suspension tune.

Calibrated with significant input from Subaru's local team, the MY08 Imprezas' suspension is more compliant and targets the "shake, bounce and harshness" that separates good suspension from not so good. Where the last model delivered high levels of grip, it did so in a rather agricultural way. The new car doesn't crash through bumps and shake them off -- it rolls over them, absorbs the forces and keeps on going.

Almost every aspect of the chassis has been improved. From the R through, the new Imprezas are lively and responsive drives. Through the range, turn-in is improved at real world speeds and even the standard steel-wheeled R is more rewarding to drive than some so-called warm hatches.

There's still a fair degree of kickback through the steering at higher levels of commitment but this mainly serves to let you know you're pushing on. On all grades of the car the stability control doesn't intervene until you're well and truly getting into it -- on good bitumen at least.

The new 2.0-litre four is no firebrand. The power delivery is linear but you need to have at least 3000rpm under your right foot for any sort of urgency. The manual gearbox has a defined gate but is light and pleasant to use.

Overall, we'd say the engine is more convincing than, say, the 1.8-litre four in the Corolla. The boxer's slightly offbeat grumble separates it aurally from the field. News on how it will fare in fuel economy terms will have to wait for a more normalized drive route.

The four-speed auto and atmo boxer engine combo works better than it should -- to get the best out of the engine you'll find yourself shifting manually more often than not, however.

The auto we drove was in RS trim, a popular choice with mid-range buyers, we'd guess. It would be ideal if Subaru gave this variant a touch more differentiation via adopting the same suspension tune as the WRX. The cooking models are good, but the hero car is better tied down again.

Like the other Imprezas we drove, the WRX rewarded a more delicate touch than previous generation cars. You can still adopt the 'rip, slash and burn' approach to a windy piece of bitumen, but this is now a car that responds even better to more flowing lines and retained corner speed. The need for delicacy also applies to the controls, the clutch take-up point needs some familiarization for smooth changes and the eager turn-in has you having to recalculate your cornering lines at first.

Given the wheels and Yokohama rubber on the road more often than the last generation Impreza, absolute limits are probably higher on the new WRX. Whereas bumpy sections of tarmac would have the last car on the ragged edge of lively, we didn't approach the limits of the new car on the roads we drove.

Indeed, the test loops did little to test the WRX. Subaru claims in testing at Oran Park with Asia Pacific Rally champ Cody Crocker at the wheel, the MY08 model logged identical lap times to the outgoing model. The difference, Crocker said, was the new car was easier to drive to achieve the times. With this in mind, perhaps think of the new WRX as more GT than GTI.

On the road, the revised 2.5-litre engine's fatter midrange means the five speed manual is well suited. If anything, the naturally-aspirated cooking model engine needs a six-speeder more than the WRX does.

As noted above, as much as the styling will polarize opinion of the Impreza and particularly the WRX, so will the more refined, more 'sensible' packaged feel of the new car.

Subaru says the Impreza range can now compete on even terms with the mainstream hatches. For better or for worse, we'd agree...

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