Subaru Impreza Hatchback 2008 Review

If looks could kill then some recent models in the Subaru range would be dead - but the Japanese car maker has created a new look and dragged itself back from the cliff edge.

A new design direction seems to have found more favour recently - first versus second-generation Tribeca being a prime example - but the company's Impreza range was an area where the company could ill-afford a sales drop.

The STI I've been given the keys to is the Spec.R model, which gets lightweight alloy wheels and grippy Recaro racing bucket seats.

The standard WRX STI is priced from $59,990. Stepping up to the spec.R sheds 15kg, adds Recaro buckets and BBS alloy wheels and $5000 to the bottom line.

Lacquered in the same blue that adorns the company's World Rally Championship cars, the STI has an abundance of menace.

Scoops, vents, bulges, bumps and flares turn the Impreza hatchback into something that looks purposeful and says take me on at your peril.

Power from the 2.5-litre turbo flat-four is up from 206kW to 221kW and torque has been upped to 407Nm from 392Nm, shoving an extra 10kg over the old model - 1505kg or 1520kg for the standard STI. The state limit is obliterated in a rapid 5.2 seconds and a top speed of 250km/h is claimed, as is a combined-cycle thirst of 10.3 litres/100km, although my stint returned 13.2 litres/100km.

Slipping into the Recaro buckets, the bolsters hold occupants firmly in place and give a hint of what's to come. Thankfully, the personal number start process has been abandoned and getting under way only requires a key turn.

With electronic trickery in all three diffs of the drivetrain, it's easy to leave it in Auto mode, followed by a flick of the Subaru Intelligent Drive to S# for the sharpest throttle response. With 18in wheels wrapped with sticky Dunlop SP600 semi-slick tyres, tricky diffs and all that urge, the STI was always going to be exhilarating.

The six-speed manual gearchange is a good shift but requires some guidance - it's no brainless quick-flick shift - but once accustomed to the drivetrain the STI covers ground in an unfussed and rapid manner.

There is a little more body roll, relative to its forebears, and while there's a bit of crunch on some bumps, the ride comfort is more liveable - mind you, earlier STI models couldn't even find the phrase in an automotive dictionary, let alone provide it.

Only the hatch has a shallow load space but the five-door set-up does have a level of versatility not often seen with this level of performance.

The sudden planned or unplanned halt is also considered, with big, effective Brembo brakes, with dual front, side and curtain airbags on the safety features list.

As expected, there are the staple anti-lock brakes and stability control, although breaching its adhesion would suggest track-only speeds.

There's no question the STI is no longer hard-edged, raw and uncompromising, but it's still quick and capable, with exceptional ability on sealed or unsealed surfaces and more able to deal with day-to-day activities as well.

Class competition

Audi S3, $65,500.

VW Golf R32, $56,490.

HSV VXR, $42,990.

Mazda3 MPS, $39,990.