2024 Subaru Forester vs 2021 Subaru Impreza

What's the difference?

Don’t let the 7.5/10 make you think the Forester is not a good car. For the person who needs a practical, off-road-capable mid-size family SUV without too many complications, it’s extremely hard to look past this thing.

Is the STI Sport the best choice in the range? Not for most, given its higher price and relative lack of extra ability to go with it. A standard suspension tune and even a slightly less plush interior are probably a better call for most family needs, which means saving a fair bit at the purchase.

It’s also worth noting that the next generation Forester is coming soon, and with that could come a price hike. If a Forester is on the shopping list but the cost of living is starting to bite, now might be the time.

If the slightly sharper handling and red interior leather is of interest to you, the STI Sport might be worth a look, but just know the Forester’s best attributes can be had for less money in a much cheaper variant.

Sturdy, safe, and comfortable, the Subaru Impreza continues to cut its own path as a little, lowered-SUV with all-wheel drive in the hatchback space. 

Unfortunately, in a lot of ways the Impreza is a shadow of its former self. This is a car calling out for some sort of engine and tech upgrade, be it a smaller turbocharged option or the new ‘e-Boxer’ hybrid. Time will tell if it survives another generation to evolve into what it needs to be in tomorrow’s market.

The Forester is a pretty good-looking thing in this writer’s eyes, but its design hasn’t changed dramatically in the last few years.

The mid-size SUV looks equally at home on inner-city residential streets and in the middle of nowhere, even with the slightly ‘sported-up’ black trim of the STI version. And I do mean ‘slightly’.

Aside from the fact it looks a lot like the Forester 2.5i Sport of a few years ago (without the red bits), the STI Sport is perhaps ironically unadventurous. Even its alloy wheels don’t scream ‘sports’.

For all the SUVs with their respective brands’ performance badging (and not engineering) attached to them that bear more bark than bite, maybe it’s not such a bad thing Subaru has refrained from putting the Forester in full Tecnica uniform.

Inside, however, the black and red leather seems determined to distract from the fact that not much else has changed cabin-wise. It feels visually busier than it needs to, but still falls on the correct side of the restrained/garish line.

But there’s probably a reason the interior feels a little bit ‘classic Subie’ - if it works, it might pay to avoid making big changes.

Subaru plays it very safe for the Impreza’s latest update, with a gently re-worked grille, new alloy wheel designs and, well, that’s pretty much it.

For a hatch, the XV is already safe and inoffensive, wearing some swoopy lines down the side, but otherwise adhering to the brand’s chunky and squared-off side and rear profiles. It’s set to please people who find the Mazda3 too extreme, or the Honda Civic a bit too sci-fi.

If anything, it’s hard to tell this top spec apart from the rest of the range, with only the larger alloys as the big give away. 

The inside of the Impreza is nice, with the brand’s hallmark steering wheel, an abundance of displays, and comfortable seat trims well and truly present. Much like the XV, Subaru’s design language really takes its own path here, away from rivals. 

The steering wheel is an excellent touch point, and everything is really adjustable, with plenty of room, even for larger adults. Soft trims extend from the centre console, across the dash, and into the doors, making the Impreza’s cabin a relatively attractive and comfortable place to be. All but the lowest spec get a similar interior treatment, a testament to the value within the range.

The only issue here is it feels a little less agile, and maybe a bit too SUV-like from behind the wheel. Everything in the interior layout feels a little exaggerated, and while this works for the SUV pretences of the XV, it does feel a little out of place here in the lower-riding Impreza.

I've heard the Forester called a ‘jack of all trades, master of none’ kind of car, and I reckon that’s unfair. Aside from having Subaru’s venerable all-wheel drive at its disposal, the Forester is a supremely practical SUV - exactly what it needs to be given the reasons most people buy SUVs.

Okay, so the interface and tech is pretty old. If you’ve been in a Forester built in the last few years, there’s not a lot new to find.

There are some deliberately large buttons, the climate controls are still very classic and tactile, even the steering wheel buttons are pretty chunky.

If you’re not used to the amount of technology in new cars, Subaru has tried to make this as easy as possible to navigate.

I hate to sound like one of those ‘back in my day’ people, but in a lot of cases I’m finding myself preferring interior layouts and controls of a few years ago rather than post-2020 screens and ‘iPad’ style controls.

Newer Subarus have a rather large portrait centre screen, and even though it works fine, this one with the buttons below it is easier.

The instrument cluster being a pair of physical dials is also welcome, even if it means the digital display looks many years older than the car really is.

It’s also a spacious cabin, if not just physically then in feeling also. The huge sunroof and high-visibility glasshouse means plenty of light comes in and makes it feel roomy while also of course being easy to see out of (and therefore, manoeuvre).

Ergonomically, the Subie is sound. The seating position, aforementioned driver visibility, controls placement and space around each passenger is practical and well thought out, plus moving back into the second row doesn’t feel like a huge comfort downgrade.

Light in the second row is also good, the seats recline and the touch-point materials are like the front seats - comfy leather and a lack of scratchy plastics unless you go looking for them.

The second row can also be folded down (in a 60/40 split) from the boot with controls near the electric tailgate, which brings the boot space from 498 litres to 1060L, though Subaru says maximum space available is 1740L up to the ceiling.

The Impreza does a good job of looking and feeling like a box on wheels, and this makes for a pretty practical interior. Despite big chunky seats and lots of padded trim points, the cabin proved to be a spacious and adjustable environment, with thought given to places for objects.

There’s a large trench in the doors with a bottle holder on either side, two large cupholders in the centre console, a large console storage box with soft trim on top, and a small bay underneath the climate unit. It seems as though a wireless charger could go here, but there isn’t one yet  available in the Impreza range. There’s also no USB-C, with two USB-A outlets, an auxiliary input, and a 12v power outlet featuring in this location.

The large, bright touchscreen is easy to use for the driver, and practical dials for all the important functions are joined by perhaps one-too-many steering wheel controls to make functions easy to operate while driving.

The Impreza’s cabin is notable for the amount of room on offer in the rear seat, where I have airspace for my knees behind my own driving position (I’m 182cm tall), and there’s plenty of width here, too. The middle seat is perhaps less useful for adults, with a large transmission tunnel taking up much of the space.

Rear-seat passengers can make use of a single bottle holder in each of the doors, a set of cupholders in the drop-down armrest, and a single pocket on the back of the front passenger seat. Despite the amount of room on offer , there are no adjustable air vents or power outlets offered to rear passengers, although the nice seat trim continues.

Boot space comes in at 345-litres (VDA), which is small in the case of the XV, which purports to be an SUV, but a little more competitive in the case of the Impreza. For the record, it’s larger than the Corolla but comes in smaller than the i30 or Cerato. There is a space-saver spare wheel under the floor.

Being the top-spec, our 2.0i-S hatch wears a before-on-roads cost (MSRP) of $31,490. You’ll note this tops out quite a bit below many of its rivals, and notably a significant margin below the equivalent XV ($37,290), which is simply a lifted version of this car.

Traditional top-spec rivals include the Toyota Corolla ZR ($32,695), Honda Civic VTi-LX ($36,600), and Mazda 3 G25 Astina ($38,790), and there is also now the ever-popular Hyundai i30 N-Line ($31,420) or Kia Cerato GT ($34,190) to compete with.

You’ll note all those rivals are front-wheel-drive, of course, giving the AWD Subaru a bit of an edge from the get-go, although unlike some of its rivals, even this top-spec misses out on a more powerful engine.

Equipment levels across the board are good in the Impreza, although it is missing some of the more modern tech items that feature prominently in rivals. 

Standard stuff on our top-spec 2.0i-S includes 18-inch alloy wheels in a new design for this year, an 8.0-inch multimedia touchscreen with Apple CarPlay and Android Auto, sat-nav, DAB radio, a CD player, a 4.2-inch multi-information display, a 6.3-inch multi-function display, dual-zone climate control, push-start ignition with keyless entry, full LED exterior lighting, leather-accented seat trim with heated front seats, and an eight-way power adjustable driver’s seat.

While this Subaru arguably already has too many screens, the top-spec car is missing a fully digital dash or a head-up display, which many of its rivals now feature. There’s also no truly premium audio system, so you’re stuck with Subaru’s tinny one, and a power adjustable passenger seat would be nice, too.

Still, it’s a significant discount from the equivalent XV, and undercuts many rivals, so it's not bad at all on the value front.

The same drivetrain as is used in the 2.5i-S is found in the STI Sport AWD.

No prizes for anyone who guessed it’s a 2.5-litre flat-four engine, but some might be disappointed to know that means no turbocharging and no sporty transmission - the STI Sport still outputs 136kW and 239Nm via a continuously variable transmission (CVT).

Subaru’s ever-present ‘symmetrical’ all-wheel drive system is, of course, here in the Forester too, but the brand’s relatively recent foray into hybrid drivetrains was given a miss for this version.

The Impreza soldiers on with just one engine choice, a 2.0-litre non-turbo horizontally opposed ‘boxer’ producing 115kW/196Nm. These figures wouldn’t be so bad in most hatches, but this engine has to contend with the added burden of the Impreza’s all-wheel-drive system.

Speaking of which, Subaru’s all-wheel drive is always on and theoretically “symmetrical” (as in, it can send about equal torque to either axle), which is generally preferable to the “on-demand” systems  used by some rivals.

Only one transmission is available in the Impreza range, a continuously variable automatic (CVT). 

Subaru claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the STI Sport AWD, and while we’ve seen tests come close to that in other variants of the Forester with the same drivetrain, inner-city life can be a detriment to the Forester’s drinking habits.

On a test loop which was fairly unsympathetic to fuel efficiency, the Forester’s trip computer reported a 10.2L/100km figure, though a commute from inner-Melbourne to the CBD saw the digits nudge 13.0.

Historically, highway driving has been better for the Forester, and the STI Sport should be no different - plus its 63-litre fuel tank (able to run on 91 RON) should mean if you can approach Subaru’s claimed fuel consumption figure, you could theoretically find yourself driving more than 800km on a single tank.

The downside of having standard all-wheel drive is weight. The Impreza tips the scales at over 1400kg, making this all-wheel-drive hatch one chunky unit.

It has an official claimed/combined consumption of 7.2L/100km, although our testing returned a decidedly disappointing 9.0L/100km over a week of what I’d consider to be “combined” testing conditions. That's not great when many much larger SUVs are getting the same or better consumption. An argument for a hybrid variant, or at least a turbocharger, perhaps?

At least the Impreza will drink entry-level 91RON unleaded fuel for its 50-litre tank.

Like much of the Forester STI, the driving experience is heavily borrowed from some tried and true Subaru characteristics.

That naturally aspirated flat-four engine, though underwhelming on paper, gets the job done without much fuss. In fact, it sometimes feels peppier than it should given its outputs.

Its 'S/I' (Sport or Intelligent) drive mode selector is there to adjust acceleration style, but it doesn’t make an enormous difference.

Yes, it could do with more torque, but the engine doesn’t struggle and only starts to sound laboured at high revs during the kind of acceleration you’d need for seconds at a time.

The sound of a CVT whirring away isn’t exactly auditory bliss, nor does it make for engaging acceleration.

But it’s relatively quiet under regular load below highway speed and, as long as the road isn’t too coarse, NVH is generally good in the Forester.

Road, wind and engine noise are certainly present in certain circumstances, but they’re not intrusive until you get to higher speeds.

At those high speeds is where you might notice one of the most significant changes to the STI version of the Forester - the dampers have been retuned by STI, for what Subaru hopes is a “sharper, more responsive driving experience”.

It’s hard to seriously call the Forester sharp - it’s a mid-size family SUV with enough clearance to go light off-roading - but the STI Sport holds up well for what it is.

The Forester driving experience was already likeable and easy, and in terms of cornering and handling bumpy rural (or even just bumpy urban) roads, the suspension keeps things under control without feeling too stiff.

Its body doesn’t roll as much as you might expect when cornering, but given STI’s engineers focused their efforts on the dampers, its a good thing the Forester doesn’t either waft or thud when presented with big sharp bumps, nor does it vibrate and rattle over constant rough surfaces.

Of course, it’s also got 'X Mode' controls for different surfaces like snow, dirt and mud, making it a pretty handy companion for outdoor adventuring or camping trips in regions where the weather gets a bit unpredictable. If you’ve ever tried to get a front-wheel drive hatchback out of a muddy hillside campsite…

Essentially, the Forester is the kind of SUV that, if you wanted to, you could have a medium amount of fun with on a twisty road before taking it down a particularly rough, unsealed or muddy trail, then later hand the keys to your grandma knowing she’d be able to handle everything about the driving experience, too.

Like all Subarus, the Impreza has a lot of nice characteristics granted by its all-wheel-drive system, fairly organic steering, and comfortable ride. It’s sturdy and reassuring on the road, and while it misses out on the ride height of its XV sibling, it still possesses a comfortable suspension tune.

In fact, the Impreza is just like the XV, but more engaging and reactive, thanks to it being closer to the ground. If you don’t need the ride height, the Impreza is the better pick.

Thanks to that lower  height, there’s also better body control for the Impreza in the corners, and yet it deals with potholes and road imperfections seemingly just as well as its raised companion. Indeed, the Impreza’s ride is preferable in urban scenarios to many of its sporty rivals, if you’re looking for a softer edge. It’s also a breeze around town or when parking, with great visibility and good camera coverage in this top-spec version.

The engine and transmission are less pleasing, however. The 2.0-litre non-turbo gets the job done for urban commuting, but it’s a thrashy,  noisy unit, which needs to fly up the rev range to provide adequate power in a lot of situations. It’s not helped by the rubbery response from the continuously variable transmission, which is particularly average. It just sucks the joy from what could have otherwise been a fun and capable hatch.

It’s a shame to see there’s no hybrid “e-Boxer” version of this car, as the hybrid version of the equivalent XV is a little more refined, and the electric drive helps take some of the edge off the underpowered engine. Perhaps it might arrive for this car’s next iteration?

When venturing out of town, this Impreza offers a contrast of excellent active-safety features for the freeway, with a notable drop in refinement over 80km/h. Still, its ride comfort and chunky seats make it a decent long-distance tourer.

Overall, the Impreza will suit a buyer who is looking for something a little more comfort-oriented than its rivals, plus the security and safety of all-wheel drive.

Subarus have been notable in recent years for their unique and impressive ‘EyeSight’ safety system, which uses a stereo camera set-up to to host a suite of active-safety functions.

Included are auto emergency braking (works to 85km/h, detects cyclists, pedestrians, and brake lights), lane-keep assist with lane-departure warning, blind-spot monitoring with rear cross traffic alert, reverse auto braking, lead-vehicle alert, and adaptive cruise control.

The 2.0i-S also has an impressive suite of cameras, including a side and front-view monitor to assist with parking.

The Impreza has seven airbags (the standard front, side, and head, as well as a driver’s knee) and features the standard array of stability, brake, and traction controls, with the addition of torque vectoring via the all-wheel-drive system.

It’s one safe mainstream hatchback. Unsurprisingly the Impreza carries a maximum five-star ANCAP safety rating, although it is dated all the way back to 2016 when this generation launched.

Subaru’s five-year/unlimited kilometre warranty is now considered the minimum par-for-course coverage for a mainstream new car in Australia, while some rivals are offering seven-, eight- or even 10-year warranties (though the longer one are sometimes conditional).

Subaru also offers 12 months of roadside assistance, though this is also often offered in similar lengths to warranties by competitors.

Servicing intervals for the Forester are every 12,500km or 12 months, with the first of five capped price services (aside from a free one-month check-up) costing $370.91 and the most expensive (fourth) costing $888.62.

A $1387.25 three-year service contract or a $2674.64 five-year plan are on offer.

Subaru covers its cars with an industry-standard five-year and unlimited-kilometre promise, although there are no boons or frills to this, like free loan cars, or the transport options offered by some rivals.

One thing Subaru isn’t known for is low running costs, with the Impreza’s yearly or 12,500km service visits being relatively expensive. Each visit will cost between $341.15 to $797.61 for a yearly average over the first five years of $486.17, which is painfully expensive compared to, say, Toyota’s Corolla.