2010 Subaru Impreza Reviews

You can save a motza on a late-model used car, because the first owner has already taken the biggest hit... usually 30-50 percent, in depreciation. Ideally, you want to be the second owner, and hang on to the car for a few years, to maximise the value you get from your motoring dollar. We've picked our top five used

Ewan Kennedy reviews the Subaru Impreza from 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2009, 2010, 2011, 2012, 2013, 2014, 2015 as a used buy.

Subaru Impreza is a small-medium car imported from Japan and one that has a well-deserved reputation for long life and high resale ratings. Subarus in general give the feeling they are designed by people who are more interested in engineering and driving than in marketing and over-the-top styling. Ride and handling

NEW - There has never been any doubt about the performance of the WRX, it's always been brutally fast, but there have been times when it's been felt that its looks fell short of the mark.Any complaints about its looks were answered in 2010 with the release of a mean looking new model that should have silenced the critics. One look at the bulging front and rear guards filled with big alloy wheels was enough to tell you the WRX was back in form after the rather soft-looking previous model.There was also a sedan version of the STi and it featured a large rear wing that added to its menacing image. The standard WRX packed a pretty mean punch with 195 kW and 343 Nm thundering from its 2.5-litre turbocharged flat-four engine.If that wasn't enough there was the even hotter STi, which delivered 221 kW and a massive 407 Nm. Among the differences that boosted the output of the STi was variable valve timing on both the inlet and exhaust cams, whereas the base WRX only had variable timing on the inlet cam.If you ticked the regular WRX box you got a five-speed manual gearbox, but had you have checked the STi box you had the choice of 6-speed manual or 5-speed sport-shifting auto. The catch was that if you went the auto route you got an engine with 57 Nm less torque.All WRXs had all-wheel drive. All but the auto had an electronically controlled centre diff, the auto was mechanical, and all had a front limited-slip diff. Along with the pumped-up guards the wheels were moved out to give the WRX a larger footprint, which aided its and handling.In STi guise the suspension was lower and boasted different spring and shocks rates, a heavier roll bar along with bigger brakes that all add up to more fun at the wheel. It also got lighter alloy 18-inch wheels compared to the 17-inch wheels on the standard car.Safety was covered by six airbags and electronic stability control; enough to have it rated five stars by ANCAP.NOWBuying a used WRX demands caution, not because it's plagued with problems, but simply that it's a high performance car and usually bought by people who like to drive it hard and fast.Look for signs, not of use as such, but of abuse. Brakes, clutches, suspensions, wheels and tyres can all take a hammering when driven by an uncaring owner.Certainly look closely for modifications that might have been made to mount roll cages etc., also look for modifications to engines in search of even more performance.If you find any, and they appear dodgy, walk away and keep shopping. Only consider a modified car if you can verify the bona fides of the person who did the work.It's also critical that a high performance car like the WRX is fastidiously maintained, so thoroughly check the service history of any car under consideration.Given a mechanically sympathetic owner and regular servicing the WRX is pretty much bulletproof was the overall report we got from the trade.SMITHY SAYSEven more bang for your buck, the WRX is back in town.Subaru WRX 2010-2011Price new: $39,990 to $59,990Engine: 2.5-litre 4-cylinder turbo, 195 kW/343 kW; 2.5-litre 4-cylinder turbo, 221 kW/407 Nm (STi)Transmission: 5-speed manual, 6-speed manual (STi), 5-speed auto (STi), AWDEconomy: 10.4 L/100 km (WRX), 10.6 L/100 km (STi)Body: 4-door sedan, 5-door hatchVariants: WRX, STiSafety: 5-star ANCAPExpect to pay: $30,500 to $32,000 for the WRX and $46,000 to $48,000 for the WRX STi

NEW - The WRX rally weapon inevitably comes to mind when you think of the Subaru Impreza, but the smallest member of the Subaru family is much more than that.If the WRX is the one young tearaways buy, the regular Imprezas are the ones bought by regular people. The new model that arrived in 2007 as a hatch only boasted all-wheel drive like all Subarus, and that’s what separates it from its rivals.Subaru made the smart move to all-wheel drive many years ago when it was struggling to find a place in the market, and has gone gang-busters ever since. Two body styles were offered; initially it was only a hatch in 2007 before a sedan arrived a year later.It was longer, higher and heavier than the previous model, with reasonable boot space. Power was provided by a 2.0-litre horizontally-opposed four-cylinder engine that had a little less power than the engine in the previous model, but more torque.In total it had 110 kW and 196 Nm, which was enough to get the job done without causing any excitement. In standard guise the Impreza came with a five-speed manual transmission with the option of a four-speed automatic, and the final drive was through all four wheels.On the road the Impreza showed the advantage of all-wheel drive in the poise and traction is had on all surfaces. It particularly came into its own on slick surfaces where other two-wheel drive cars struggled.There were three models offered before you got to the sporty ones like the WRX, these were the R, RX and RS. The RS had previously been a sporty model in earlier Imprezas, but was now a regular model with the same mechanical package as the rest of the regular range.NOWThe Impreza doesn't have any issues that need concern a used car buyer; the trade gives them its tick of approval. But one thing to be aware of is that, like all boxer engines, they use oil and you need to keep on top of it by regularly checking the oil and topping it up as needed.Don't leave it thinking that it will be right to leave it until the next service, because you might run it out of oil in the meantime and that could mean a big repair bill.It's important to check the oil level on any car under consideration for purchase, if down ask why. Some owners become less focussed on servicing once the warranty runs out, often skipping or delaying services and that can be where trouble starts, so be particularly attentive when inspecting a car when the warranty is up.SMITHY SAYSGood solid car that won't give trouble if it's properly serviced.Subaru Impreza - 2007-2010Price new: $26,490 to $31,490Engine: 2.0-litre 4-cylinder petrol, 110 kW/196 NmTransmission: 5-speed manual, 4-speed automatic, AWDEconomy: 8.8 L/100 km, ULPBody: 4-door sedan, 5-door hatchbackVariants: R, RX, RSSafety: 5-star ANCAP

The original Rex ran a boy-racer aero kit draped over a trigger-happy turbo engine. It was light, ferociously fast on boost and a lot of fun once owners had worked out all-wheel drive driving The latest wide-body models are more refined dressers (the STI sedan's massive rear wing aside).They've grown from blinged-up teens to muscular mobsters - the wheel-arch bulges give the car an aggressive look without needing ground-effect spoilers and skirts that scrape on every driveway.But has the growth spread diluted the bank-for-your-buck entertainment that first created a cult car or instead developed new devotees? And is the STI really half as good again as a regular Rex? Carsguide puts them to the test.VALUEThe WRX is $40,000; the STI another $20,000. The Rex still looks muscular and is still relatively raw, though it lacks the vicious exhaust bark and burble of the early models. Put that down to tougher noise and emission standards. The interior is comfortable, but its Impreza styling gives it an efficient look that's too benign for this kind of car. Because in most real-world situations it's not that far behind the STI. Track day fans will want the top-spec vehicle because it sharpens the car in almost every area.TECHNOLOGYBoth cars use a centre diff to spread the torque through all four tyres, but a switch lets drivers fiddle with that spread on the STI model.  Switching to manual and rocking the switch will shunt the torque spread from front to rear, meaning the car will tend to push wide or be tail-out through the corners respectively. Given this was a road test, Carsguide left it in auto ... better not to be tempted.The Sports model favours the front wheels, so you tend to push wide in corners, while the Sports Plus mode gives the car a more tail-out attitude. The Intelligent mode switches between the two depending onSTYLEThe aggressive exterior isn't repeated indoors, where only concession to the WRX's performance abilities is the contoured seats that grip like seats should and the drilled alloy pedals. The STI isn't a huge improvement. There's a few logos in the cabin, a chromed gearbox surround and a more menacing light display in the instrument binnacle, but it's still understated.SAFETYAll-wheel drive and a Subaru-tough chassis are backed by electronic stability and traction control, powerful ABS brakes and six airbags to give the performance pair a top ANCAP rating. It also means there's a final suite of electronic intervention in times of driver error or in treacherous conditions.DRIVINGIn traffic and even on most roads, it isn't hard to pick the difference between the WRX and the STI. The regular model has a firm suspension that still gives a degree of ride comfort. The STI set-up trades plushness for performance and while you feel every bump through the wheel, the struts and shocks cope just that little better in tight turns.Both cars need to spool up to around 4000 revs before the turbo-boost hammers it towards the rev-litmiter. The six-speed STI's shorter ratios and extra gear over the WRX means it ultimately feels quicker if you pick up the pace.It's easiest to see accelerating out of uphill corners, where the STI is less likely to be caught just off boost on a gear change and if it is, the extra 58Nm winds the lightweight car into acti on just a fractions of a second quicker.Add in the fact the STI's Brembo brakes will bite harder for longer - and the adjustable electronics should let owner's tune every last inch of tarmac out of it - and it is easy to see how it will be a track-day or rally-based favourite.But put a good driver in a WRX against a reasonable driver in the STI and the WRX will probably win in most situations - there's that little to it.  Both cars are reasonably light in the steering, but they still let you know what the wheels are doing well before it becomes an issue.VERDICTAmateur racers will will rewarded with the STI, but the WRX rules as a value-for-money day-to-day driver.SUBARU WRXPrice: $39,990Engine: 2.5-litre turbocharged Boxer four-cylinderPower: 195kW at 6000 revsTorque: 343Nm at 4000 revsTransmission: Five speed manual, all-wheel drive Fuel use; CO2 emissions: 10.4litres/100km (claimed, combined); 247g/kmBrakes: Ventilated front discs, solid rear discsSuspension: MacPherson strut front; double wishbone rearPerformance: 0-100km/h in 5.3secondsSUBARU WRX STIPrice: $59,990Engine: 2.5-litre turbocharged Boxer four-cylinderPower: 221kW at 6000 revs (manual), 221kW at 6200 revs (auto)Torque: 401Nm at 4000 revs (manual), 350Nm from 3000-6000 revs (auto)Transmission: Six-speed manual, five-speed auto, all-wheel drive Fuel use; CO2 emissions: 10.5litres/100km; 243g/km (manual), 10.6litres/100km 249g/km (auto)Brakes: Four-piston ventilated front discs, two-piston ventilated rearsSuspension: MacPherson strut front; double wishbone rearPerformance: 0-100km/h in 4.9seconds

SPEED records are as old as time. Neanderthals used to race antelope across plains, Etruscans sailed sun-dial timed races around Mediterranean islands and Mayans were big on stair climbs.Though today the most cost effective way of getting quickly to places is commercial air travel, you'll have more fun in a Subaru WRX and possibly have the chance to set your own speed record on the race track. But for more street cred and a bit more technical sophistication, the race-ready STI takes all the anger of the WRX and makes it louder.VALUESubaru's race-oriented hottie comes as a sedan or hatch, manual or automatic for $59,990 - up a monstrous $20,000 on the WRX.  But the test car is an STI Spec.R which adds more fruit - but no more performance - for $65,990 which is $26,000 above the WRX.And that's a sticking point because the value tends to be diluted. It's still a single price for the hatch or more recent - and subjectively prettier - sedan fitted with automatic or manual, but it's still a lot of money.The STI Spec.R adds a sunroof, sat-nav with a touch screen, audio with 10 speakers, leather (not Alcantara) cabin trim and BBS wheels.  It's strange but the stuff that's added in the Spec.R is suited to an owner who commutes while the car itself is suited more to competition tarmac events. If you want a commuter, this may not be the best choice.TECHNOLOGYA simpleton would say the STI is a case of a biggish turbo engine in a small car body and that any fool can do it. The devil is in the detail here, as Subaru draws heavily from a dirt and bitumen race win history for a brilliant drive system that aims to maximise power delivery to all wheels. And it nails it. The system is adjustable from the driver's seat, with incremental torque allocation front and rear to adjust for varying road conditions that would affect - for example - oversteer and understeer situations.However, clever though it is, it takes a skilled driver to keep adjusting the torque split while working the wheel and gear shifter. For those who want to spend more time ensuring the scenery remains horizontal with the blue bit at the top, there's the "auto" button. Really, forgo the manual adjustment. Leave it in "auto". Otherwise, the 2.5-litre engine gets 221kW and 407Nm for excellent go and Brembos for whoa. Again, it's more suited to track than street.DESIGNThe sedan version of the STI is a recent addition to the hatch. It harks back to the original STI rally cars and looks better balanced. It has a big boot, to boot. Lots and lots of Tupperware and blistered fenders give the car muscle, while black-out war paint with silver accents dress up the nose and the traditional STI wing stands tall above the boot lid.It looks hot when its standing still and this clearly is where the STI holds appeal. At least with men. It can be a difficult creature in the city but at least it draws attention.Inside it's a different story. The dashboard is all hard plastic and scratchable silver plastic trim. The touchscreen is excellent but the sat-nav's map image looks like some kid drew it in crayon at pre-school.The STI seats four but though there's reasonable cabin room, this is a car that is focused on catering solely for the driver.SAFETYThe STI picks up all the good safety news of even the base-line Impreza. That is, a five-star crash rating, six airbags, stability control and ABS brakes.DRIVINGThis is not a car that appreciates commuting. It will baulk at the frequency of traffic lights, frustrate its driver with low-speed suspension jarring and constant clutch feathering and worry the wallet with a habitual yearning for high-end fuel. That's a serious series of complaints. For a buyer of an STI to run on the road, they must be incredibly tolerant and unusually wealthy.The more the STI is driven the more you start thinking an WRX is a whole lot better for the street.  The STI for the track. Which is where this car was pointed.The RAC driving centre sits under the flight pattern of Perth's irregular flow of commercial aircraft. It's so close that by the time you look up, the planes have their wheels down and you can see faces in the windows. The noise is equally as tangible. But not this day. With the tacho needle jumping off the redline like a sugar-infused kid in a bouncy castle, the STI isn't a quiet car.There's the off-beat mechanical anger of the horizontally-opposed engine, the subdued fan noise of air being sucked into the turbocharger, lots of throaty noises from the exhaust pipes and the chirps and screams of the Dunlop tyres.Jets pass overhead in silence.  Everything is different above 3000rpm. The gearshifts, often tight and requiring a firm hand, introduce the next cog with slippery ease.Though there's a meaty 407Nm of torque, the STI always feel it could stall off the mark. That's why it can be a bit messy in traffic. But here, on the track, you're living in the 4000-7000rpm band and it's a different car.The clutch doesn't have to be feathered and so though the driver can produce jerky gear changes, out there on the bitumen paddock there's no one to complain. The fast-ratio steering remains as before, so this is a point and shoot machine that can be pushed hard across the track and then swung into the corner to chamfer the arc. Sometimes, with the traction control off, it will casually adopt a four-wheel drift but unless you've cooked the corner, there's no sense of drama.The STI just feels so very confident. Helping that is the sports seats that keep the body anchored. They're even comfortable on the street, despite a thin wall of foam.VERDICTAddictive car that just happens to seat four adults and room for a pram but fails the value stakes in favour of its budget WRX sister.

The arrival of the latest Subaru speed machines brings big changes to the WRX and STI. The go-faster sedan is finally back in the mix alongside the hatch and both models have pumped-out guards, the STI gets a giant rear wing and there is a bunch of other detail stuff. But the biggest change in many ways is the first WRX automatic.The five-speed self-shifter is old-school, not a double-clutch manu-match, but has been on the wish list for a lot of WRX buyers for a long time. They might like the idea of a rampaging all-wheel drive turbo car, but the reality of a day-to-day suburban slog turns them towards an auto instead of a heavy-clutch manual. The only problem? The auto only comes on the STI. But we'll get to all of that stuff soon enough right.Now Subaru has done the usual job and also kept prices sharp with a $39,990 starting sticker for the WRX and a price cut to $59,990 for all the STI cars, manual-sedan-auto-manual. There are ways to bump the prices, and the fully-loaded STI - Recaro seats, sunroof, satnav - hits $66,990, but it's still a good deal.VALUE:The WRX has always been great value and nothing has changed. A $39,990 sticker compares very well with a Golf GTi from $40,490, the Golf R at $49,990 and the Lancer Ralliart SST from $43,990. There are other hottish hatches around, for example a Mini or a BMW 1 Series. The STI is up a gear from there and, in Australia, the only series opponent is the Lancer Evo from $61,390.The update to the Subaru range brings extra value with the wide-body look on the WRX, as well as Bluetooth, an STI exhaust, lightweight 17-inch alloys and a rear-suspension upgrade. The STI kick includes a five millimetre cut to ride height with revised suspension, new 18-inch wheels, darker instrument panel and door trim and Bluetooth.TECHNOLOGY: We're looking primarily at the STI so the big changes are the revised suspension and the automatic transmission. It's a five-speed with a sequential change, but the shift is the 'wrong way' for sporty driving with downshifts requiring a pull backwards instead of a push forwards. But the big disappointment in the STI auto is the engine. It still makes 221 kiloWatts but loses a full 57 Newton-metres from the manual car to protect the gearbox from damage under maximum acceleration.DESIGN:The 2011 updates gives the STI a real visual kick. At last the sedan is back in the family and it looks tough with the big wing, droopy front spoiler and the big alloys, as well as the minor tweaks inside.SAFETY:Subaru has always been big on safety and the important change this year is - surprisingly - Bluetooth. It's not as important as airbags, ESP, ABS or all-wheel drive, but it allows the driver to go hands-free on the phone and that is a huge thing in 2010.DRIVING:The new STI looks rally-bred tough and that's great. It's also comfortable with chunky sports buckets, has quality in the trim and equipment, and comes with rock-solid resale and service backup. And yet ...The STI automatic is a major disappointment. It's the first turbocharged Impreza I've driven in more than 10 years that fails to deliver the goods.I can live without the huffing and puffing of the turbo, and without the wicked redline rush which has always been part of the STI experience, but this car is plain dowdy in the middle gears. The loss of all that torque hits so hard that the STI is a snoozer around town. You can give it a rev - provided it does not make an unwanted automatic upshift - to get some fun but it is not remotely what an STI driver wants.If Subaru was so keen to have a self-shifter, it should have done the job on the regular WRX and left the STI as the kick-hard car. The rest of the deal is good, with excellent cornering grip and balance, classy brakes, and pretty good fuel economy. Some things still feel a bit cheap and tinny, like the way the boot closes, but the STI compensates with the tough new look and the welcome return of a four-door sedan.SHE SAYS - Alison WardThere is a sticker on the back window that says 'All 4 the driver' and I believe it. Every WRX I have driven is definitely a fun experience, and not much comfort is given to the passengers.But this latest, easy-to-drive version of the legendary car is not as formidable as earlier models, or even - I suspect - the manual models today. I think the effort here from Subaru might be lost to the usual WRX customer. Where is the speed? Where is the slam-into-the-seat feeling? Well, it's still there, but a little quieter and a little more refined. And without any urgency unless you give the car a rev.It's probably brilliant for those people who enjoy a practical car for everyday use, or for the lazy driver who just wants to punch it out every now and then, not at every set of lights. With the toned-down grunt, the automatic gearbox is a breeze to use but can really fire up when you add on some power revs. It a sobering ride, and still reasonably comfortable and edgy enough to feel all the bumps. So perhaps it's the legendary car it always was, just now its showing off its softer side.VERDICT: The wrong car for a lazy automatic gearbox.

The Rex is back with a body to match its bite.  Subaru has given fans of the cult budget blaster a huge boost by filling out the WRX with the same bulging body as the even faster STI.The Rex now looks like a mean machine with pumped out front and rear wheel arches and has the added benefit of a larger footprint and extra stability because the wheels sit out further.VALUEEven better is the fact that Subaru has managed to keep the entry price for the all-wheel-drive slingshot pegged at $39,990, the same amount the very first WRX cost when introduced back in 1994.Subaru has also worked some magic on the STI range-topper by bringing back a sedan version and fitting it with a great big wing, a move that should please the young at heart.  It has also introduced an automatic transmission, the first time a self-shifter has ever been offered with an STI.Subaru's boffins have also fiddled with the STI's suspension to sharpen up its handling.  A handy $2000 has been chopped off the entry price of the manual version, which drops to $59,990.TECHNOLOGYNo change has been made to the engines, except for the automatic STI which has been given a different tune.  The standard WRX runs a 2.5-litre four-cylinder boxer with a turbo on top that helps make 195kW and 343Nm of torque. It has variable valve timing, but only for the intake camshafts.It is only available with a five-speed manual, which is linked to a permanent all-wheel drive system with an open front differential and a rear limited slip diff.  The gap between the wheels (the track) is now 35mm wider at the front and 40mm wider at the rear which helps with stability, while each tyre is 10mm wider.Subaru has also fiddled with the rear suspension in a bid to improve agility.  It sits on stylish new 17-alloy wheels which are lighter than those they replace.The STI runs a 2.5-litre boxer four like the WRX but it has a several upgrades including variable valve control for both the intake and exhaust camshafts.  It generates a healthy 221kW and 407Nm when paired with the standard six-speed manual gearbox.The automatic version generates the same power, but 57Nm less peak torque although its peak torque is available for longer.  Automatic buyers also miss out of the cool electronically controlled centre differential, getting a mechanical system instead, and have to make do without the manual's front limited slip diff.The automatic is a regular five-speed gearbox, not an advanced dual-clutch unit, but it can be controlled with paddle shifters and is a no cost option.  Subaru lowered the STI by 5mm, changed spring and damper rates, roll bar thickness and redesigned some components to sharpen up its handling. It also has new, lighter alloy wheels, which measure 18-inches.SAFETYBoth the WRX and STI get a full safety suite of six airbags and electronic stability control and all have been rated with five stars by ANCAP's crash test regime.DRIVINGThe people have spoken and Subaru has given us the WRX we always wanted.  After copping a backlash for serving up the soft-looking and soft-driving WRX of 2007, Subaru has come up with a WRX that is not only a fantastic drive, but also looks like a seriously sporty machine.As a WRX owner (a 1998 two-door STI) I can say this is the first of the recent versions that really makes me want to start saving for one.  It is the best performance car bargain in Australia and provides a heap of bang for your $39,990 bucks.Subaru had largely sorted out the suspension in a 2008 update, but this version is even more sure-footed thanks to the changes underneath.  We tested the Rex on slippery tarmac and loose gravel and it was remarkably well behaved. The AWD system provides lots of traction as you would expect, but the WRX is so stable and predictable that it is even more fun that before.The engine performance is as good as ever. It isn't a high-revver, but it is so strong from low down in the rev range that you don't need to wind it up too far.  You can leave it in a higher gear and still surge out of a turn.The biggest downside is the five-speed manual, which is nice enough but means you do 2600rpm at 100km/h. It needs and extra gear. Then there are the sports seats which are not very supportive at all and the underwhelming interior, but it is easy to forgive these few issues.We tested the STI at Phillip Island, which revealed just how fast and forgiving this cars is.  It maintains awesome corner speeds, dives incredibly late into the turns (thanks to standard Brembos) and has stunning acceleration whether in the wet and dry.The automatic is not as sharp or as fast but will appeal to older customers who can't be bothered changing gears.  Then there is the sedan which looks great with its giant wing like the STIs of old. It is actually the only thing that differentiates the STI sedan from the WRX sedan, while the hatch STI and WRX look almost identical.The fact that the WRX and STI look similar might be an issue for STI customers, but WRX buyers couldn't be happier.Subaru Impreza WRXPrice: $39,990Engine: 2.5-litre turbo four-cylinderPower: 195kW at 6000rpmTorque: 343Nm at 4000rpmTransmission: Five-speed manual, all-wheel driveEconomy: 10.4L/100km and 247g/km CO2Subaru Impreza WRX STIPrice: $59,990Engine: 2.5-litre turbo four-cylinderPower: 221kW at 6000rpmTorque: 407Nm at 4000rpm (350Nm at 3000-6000rpm Auto)Transmission: Six-speed manual or five-speed automaticEconomy: 10.5L/100km and 243g/km CO2