2022 Subaru Impreza Reviews

Renault Megane Privilege and Subaru Impreza 2.0 RS go head-to-head in this comparative review.

You only have to mention the Subaru Impreza and images of the hot rod WRX come flooding to mind. The WRX rally rocket has come to define   the small Subaru, but to forget the rest of the range would be unfair.The Impreza has long been a well-built, reliable and popular small car and the new model introduced in 2007 was even better than those cars it replaced.There was a sense of change about the new Impreza, a fresh approach that spelt a change in direction for the Japanese carmaker that had built a solid reputation for quality, drivability and reliability.MODEL WATCHThere was always something off-putting about the way Impreza doors closed, a feeling of flimsiness that suggested a lack of quality.  That was before the new model in 2007, which for the first time had frames around the windows in the doors. Now, with the windows supported by frames, the doors closed with a solid feel that made the Impreza experience much more satisfying.You might think that adding doorframes is a small change, but in terms of the impact it had on the Impreza it was a major revision.  While it was a most welcome change it also seemed to signal a major change in thinking at Subaru.It was as if Subaru had decided to come in from the cold; it was the final step from being a somewhat quirky outsider to being a solid mainstream carmaker.Subaru only offered a five-door hatch at the Impreza's launch, but there were three models, plus the WRX, which we'll hold over for another story. The R provided the entry point to the range, with the RX and RS as you climbed the tree.With a look reminiscent of Europe the new Impreza was more attractive. It was also shorter, taller, wider, and lighter, with more cabin and boot space.Inside the cabin, there was a fresh new dash, upgraded seats and trim, better insulation and isolation, and a height and reach adjustable steering column.Under the bonnet was the familiar 2.0-litre flat-four, but with 20 per cent more power and seven per cent more torque. That meant that at its best it was putting out 110kW at 6400 revs and 196Nm at 3200 revs.On the road that translated into more urge and better drivability, and motor-noters reckoned it was also smoother.  Bolted to the back of the engine was either a five-speed manual gearbox or a four-speed auto, while drive was directed through all four wheels.IN THE SHOPCarsguide has received few complaints about the Impreza, and those that have landed here have been of a minor nature and not to be too concerned about.Check around the engine for oil leaks and make sure the required servicing has been done. There is nothing more damaging to an engine than missing services. Oil can quickly clog an engine's vital internal passages, and blockages quickly wreck an engine. Brake and tyre wear doesn't appear to be an issue for owners, as it can be with some other makes and models.IN A CRASHANCAP handed the Impreza a five-star rating on the back of its array of airbags, which provided front, side and curtain protection, along with its impressive active safety package. In addition to anti-lock brakes the Impreza also boasted electronic stability control.AT THE PUMPSubaru claimed the Impreza would do 8.9-10.7 L/100 km and owners back that claim up, reporting that their cars are quite economical to run.OWNER'S SAYPam Baker loves her 2008 Subaru Impreza RS. She says it handles well on all terrain, particularly on wet dirt roads, it looks good, the fuel economy is good, and the bucket seats are comfortable. On the other hand she says the auto transmission is sluggish on takeoff, the body sheetmetal feels very thin and flimsy, and dents easily, and there's too much plastic on the interior. All in all she says it's about an eight out of 10.LOOK FORFresh Euro lookSolid feelMore powerful engineLarger cabinUncomfortable seatsTHE BOTTOM LINEThe popular small car got even better with new looks, an improved cabin and a more solid feel.

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

Think Impreza and you’ll most likely think of WRX, the red-hot rally-bred car that redefined affordable performance in the 1990s, but the Impreza is much more than that. The Impreza, on which the WRX is based, is a range of well-built small family cars including sedans and hatches made to serve much more ordinary motorists than performance-minded WRX owners.But the WRX has done wonders for the once invisible brand, to which it has brought a level of credibility that was once unimaginable. From a brand that was mired in the front-wheel drive mix Subaru, with the help of the WRX and a daring switch to all-wheel drive only, has become an icon brand that stands apart from the regular crowd.MODEL WATCH Once Subaru made the commitment to all-wheel drive across the range it had a unique point of difference that brought people to showrooms who might previously have simply dismissed it as just another front-wheel driver. Add to that the exploits of WRX on the world rally stage and there were lots of reasons to consider the Impreza when looking for a small car.Subaru offered the Impreza in four-door sedan or five-door hatch body styles; the latter looking more like a wagon than a hatch. Both looked a little frumpy, with rounded lines and dumpy proportions that gave them a rather plain appearance. As a result they tended to fade into the background, until 2000 that is, when the company unleashed the new model that everyone thought was ugly with odd-looking round headlights. So apparently did Subaru themselves as they rushed out a facelift that addressed the odd-looking front and made the Impreza much more attractive.Inside, it was a little snug for taller adults, but it had reasonable head and legroom for the class, and would swallow five at a pinch with three squeezed in the back seat.Apart from all-wheel drive Subaru also followed a different path with its engines, choosing to stick with a ‘boxer’ layout instead of following the more normal in-line engine layout.The bulk of the range had a single overhead camshaft 2.0-litre four-cylinder engine with 92 kW and 184 Nm, to which buyers could couple either a five-speed manual ‘box or a four-speed auto. The RS joined the fleet in 2001 and brought with it a 2.5-litre motor that bumped the performance up to 112 kW and 223 Nm.Drive was directed to all four wheels as needed ensuring the Impreza had impressive grip in all conditions. A finely tuned chassis and powerful brakes gave the Impreza a solid road feel that inspired confidence in the driver.At the head of the Impreza pack sat the WRX, a high performance car by any measure. With a 2.0-litre turbocharged double overhead camshaft engine thumping out 160 kW and 290 Nm it had plenty of zip to keep most drivers on their toes. By 2005 the output of the engine had grown to 169 kW and 300 Nm, which kept it at the head of the performance pack.With a good-looking body kit, and big wheels, the WRX looked tough and was the benchmark for performance cars from the moment it hit the roads in the mid-1990s.IN THE SHOP Closely inspect the Impreza as many have been given a hard time by owners who would like to be driving a WRX, but can’t afford it.Cars used by families as regular transport generally stand up well and are rarely modified, but models like the RS often attract owners looking for a WRX look-alike and they often modify them. Check any modification for quality of workmanship and legality as some modifications can contravene the law and you end up sidelined by the police if checked.If well treated and properly serviced the Impreza will stand up well in service, so look for a service record.Be extra cautious when buying a WRX. Many of them have been driven hard, on the road and the track, so look for signs of competition use. Such things like holes drilled in the body for a roll cage and sports harnesses, fire extinguishers etc, and modifications to the engine and electronics are clues to a fast past.Also be wary of ‘grey’ imports, which have come into the country as a result of the popularity of the WRX. Most have little or no history on which to make a sound decision.IN A CRASH The Subaru had good active safety with all-wheel drive, but it didn’t get ABS anti-skid brakes across the range until 2001. Prior to that it was only the RX and WRX that had the safer braking system. Airbags for the driver and front passenger came in with the 1999 model RX, and followed on the other models in 2001. ANCAP rated the Impreza at three stars.AT THE PUMP Those models with the 2.0-litre engine will return 10-11 L/100 km in average round town driving, the RS will take around half a litre more. The WRX requires fuel even higher than PULP, even the 98 octane isn’t high enough to stop it pinging in some cases. Be prepared to pay for the best fuel possible.OWNERS SAY Adrian Nicolescu reckons his 2002 Impreza RS is a great all-round car. It's been slightly lowered, with an all-round body kit, 18-inch rims, low profile tyres (225/35), a Magnaflow exhaust with 2.5-inch drop down pipe and a JVC aftermarket CD/MP3 stereo with remote. Since purchasing the car he has upgraded to a Kenwood seven-inch DVD screen with a custom boot install to fit a subwoofer and amp, an IPod adapter to play and control music from the IPod, a high performance dry cycle battery to cope with power demands, K&N panel filter, front end stabilizer bar, and last but not least clear side indicators with bulbs and a light up Impreza badge mounted on the front of the grille. It has been a pleasure to drive he says. It handles nicely, performs well, and has great fuel economy. For a medium-sized bloke he feels snug inside the compact cabin, but well supported in the bucket seats.Nick Tan has owned his 2004 Impreza for a year and has found it a real treat to drive in all conditions. The AWD makes for great handling, it’s powerful enough and is comfortable for both long and short trips. The interior is well laid-out and the bucket seats are a nice bonus. He has not had any problems at all, but says it can be a little thirsty and expensive if you're using the recommended premium unleaded.Ken Lynch bought a 2002 Impreza RX Sedan new. During the time he owned it he had a trouble free run. He replaced the battery after five years and fitted new tyres at 69,000 km. The styling of the 2002 model was a matter of debate, but it was a joy to drive.LOOK FOR • Good reliability• Solid build quality• snug interior• Good drivability• Boxer engine a little harsh• Good resale• ModificationsTHE BOTTOM LINE Solid, well-built small car with a performance edge, but beware those abused.VERDICT 75/100

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

Like how a former president of the United States had a father who also did the job and how another ex-president's wife had a big stab for the same job.And like the thought that one of the world's best car makers is Subaru yet, purely coincidentally, the same car maker is one of the world's most dreary car designers. Remarkable.I don't know what you think — and really, I do care — but the latest Subaru Impreza hatch just does not do it for me. It doesn't stand out on the road and say: Look at me, I'm the latest and greatest.It says: Yep, me again.That's an awful shame. The Impreza is very well screwed together and has the best safety in its class, equalled only by the Mitsubishi Lancer.The hatch is nice to drive, feels solid on the road, has understated cabin features and though a bit more expensive than others, has the lure of things like the maximum safety star rating and all-wheel drive. It just looks, well, ordinary.AppearanceNow there's another Impreza. One that doesn't look ordinary and, in WRX trim tested here, actually looks like something you would pleasantly park in your driveway without your boring neighbour starting hee-haw noises over the fence.This is the Impreza sedan.Sit inside and it's all the same as the hatch. But walk around the outside and it has a cute tail that balances out the profile.The WRX gets a rear spoiler atop this boot lid, further impressing the audience.There is also a STI-look grille that successfully hardens up the almost floral decoration of the one on the standard hatch.The Impreza is finally balanced, in proportion and now armed with sufficient styling to draw attention. That can only be good.There is a certain austerity to the cabin but no complaints about the finish.Inexplicably, the audio system in the WRX is one of the best around in terms of sound quality and the enveloping nature of the speakers.The touch-screen system (optional) is excellent and sat-nav is appreciated though the buttons are weeney making it awkward for the driver to change the modes.And the seats are a pleasant compromise between sports and comfort, with sufficient lateral support so tired bodies like mine can plop in and creak out.Naturally the sedan has a bigger boot than the hatch though it still has a high floor. Combined with the small lid, it will limit the car's cargo-carrying flexibility though some relief is in the split/fold rear seats.The boot floor hides a space-saver spare and there's precious little room for anything else.FeaturesThe WRX comes standard with pretty much everything you'll want in a small car.It seats four adults, has climate airconditioning and electric windows and mirrors. There is a six-disc CD player and iPod jack, trip computer and cruise control.There is also height and telescopic steering wheel adjustment, height adjustment for the driver's seat, privacy glass for the rear doors and DataDot security technology.As the penultimate Impreza, the exterior gets colour-coded door handles and mirrors, alloy wheels, the mandatory spoiler and body kit.PricingThe hatch and the sedan versions of the WRX start at the same $39,990 — the same as in previous years despite the jump in performance and features.But the test car added leather upholstery, the sat-nav system — which replaces the six-disc CD player with a single-disc unit to allow room for the DVD map — and sunroof. Subaru bundles these three together and offers the WRX for $45,480.DrivetrainThe flat-four gets more power but the accent is on its delivery to the four wheels.That engine is still 2.5 litres and there's a turbocharger to give it a kick, resulting in power rising 26kW to 195kW and torque to 343Nm from 320Nm.This all arrives at higher revs which is a surprise given how much easier the car gets off the mark. The torque hits its peak at 4000rpm (previously 320Nm at 2800rpm) and power at 6000rpm (previously 169kW at 5200rpm).A graph (unavailable for viewing) may show a fatter torque band at lower revs.The flat-four engine drills through a five-speed manual — “no need for a heavy six-speed,” Subaru says — and ends at the front wheels and, via a limited slip differential, the rear wheels.Disc brakes are all around with ventilated units up front. Spot the WRX models by their red-painted calipers on show behind the spokes of the 17-inch alloys.Suspension is MacPherson struts at the front and, in a recent move, double wishbones with coils at the back that replace the struts used in previous models.Subaru has also tweaked the suspension with firmer joints to sharpen steering input and flatten out the bends.DrivingA decade-old Subaru can be identified just by cranking over its starter motor. You don't have to see the car to know it’s Subaru.Well, the latest one is less easy to pick by sound. Better body insulation has muffled the dentist-drill starter and a bigger exhaust system has muted the exhaust note. Not killed the note, merely turned the volume down a tad.The latest WRX gets quieter and has added a bit of softness in the power delivery despite the extra kilowatts and Newton-metres.From the driver's seat it's nice and simple and a lot like before.But press in the clutch and engage first and the shifter feels positive with less resistance than the older model.Drive the machine and the box shows shift improvements especially the downchange into second cog and then into first.The engine is a winner. Less fussy than before and with almost no willingness to stall off the mark, it displays more low-end guts to make driving so much easier.That rush still comes on hot from 2000rpm and pushes through 3000rpm with a bit of a thrust at about 4000rpm. There's no harshness about the delivery — it's smooth, linear and easy to control.The box, also, suits the extra torque. The WRX would run harder with a six-speed unit but, in truth, the five felt fine and given the engine's flexibility, was a no-brainer. It’s lighter and cheaper than a six, too.Impreza steering is a tad firm but that suits the car and the way it's supposed to be driven.Subaru has played with the suspension but you'd never call it harsh. It's a good balance between smooth and coarse bitumen with the only bit of nagging aimed at the noisy tyres.Basically, an easier WRX to drive and own. And, thankfully, prettier.SnapshotSubaru Impreza WRXPrice: $39,990 ($45,480 as tested)Engines: 2.5-litre, flat-4-cyl, turbocharger, intercoolerPower: 195kW @ 6000rpmTorque: 343Nm @ 4000rpmFuel economy (official): 10.4 litres/100km, (tested): 10.8 litres/100kmTransmission: five-speed manual; constant 4WD

We dare you to say that to its face… this is still a tough little warriorDrivetrainsThe six speed manual, all wheel drive STi is powered by a 2.5 litre, four cylinder, DOHC, turbocharged boxer engine that puts out 221kW at 6000 rpm and 407Nm at 4000 revs. This is a 7.3% increase of power and 3.8% increase in torque from the outgoing model.The engine is mated to a fully synchronised, close-ratio six-speed manual transmission, and SI-DRIVE (Subaru Intelligent Drive) enables the driver to choose three different engine settings on the move. Intelligent mode provides a smooth, economical drive. Sport firms up the suspension for all round performance and Sport Sharp mode squeezes out every inch of anger from the engine for an even more dynamic experience.Subaru’s multi-mode control centre differential allows you to play around with the limited slip differential strength for additional traction and handling response.On its way to a top speed of 250km/h, it will scream to 100km/h in a rapid 5.2 seconds. A combined 10.3 litres of fuel will be sucked from its 60 litre tank every 100km.ExteriorMaintaining a permanent and rippled flex, the STi is like an Impreza on the juice. A big bonnet scoop, hulking wheel arches, flared guards, and a rear roof spoiler make it quite a different looking car — and one you wouldn’t want to upset at the pub.Subaru’s performance powerhouse is shorter and wider too, complemented by 18 inch alloys and quad exhausts that yield a stance brimming with purpose and aggression.Interestingly, the only things shared by both the STi and the popular WRX are the bonnet, the front doors and the roof.InteriorSubaru have kept the interior simple in the STi. The Impreza swooping line design and three large air con dials are the only noticeable elements on an otherwise featureless dash.A large LCD screen displays the trip details and outside temperature plus the air conditioning and six stacker, MP3 compatible audio system.Power steering and windows are standard, as are aluminium pad sport pedals, leather Recaro race bucket seats and a leather multi-function steering wheel and gear knob.There is plenty of storage space throughout the cabin in the form of cupholders, door pockets, a centre console box, and six cargo hooks. The rear seats are foldable, split 60/40 to allow for more room in the boot.SafetyThe Subaru WRX STi has achieved the maximum five star ANCAP crashworthiness rating thanks to a feature-packed safety list. You get a comprehensive airbag package plus anti-skid brakes with brake assist and force distribution, vehicle dynamics control and traction control.PricingThe Subaru WRX STi starts at $59,990.DrivingWhen Subaru ripped the covers off the latest Impreza hatch, it felt a little bit like that forgettable Christmas when dad proudly watched you tear the wrapping off a brand new water pistol, blissfully ignorant that every other kid had a super-soaker.No matter how many times we tell ourselves that it’s a mature and ballsy new direction for Subaru, and no matter how many angles from which we look at it, the new shape is just plain…boring.But somehow the STi version, with its chunky squat stance and big alloys gives it a toughness that helps you get past all that and tempts you nearer for a better look.Squeezing into the low, leather Recaro buckets, strapping yourself in and looking out over the big bonnet scoop is a physical suggestion of this car’s potential. From the steering wheel to the gear shifter and the noticeable lack of visible distractions, the STi is set up for a quick, firm ride – and your full attention.The short trip from the middle of the city to its outskirts was bearable at best even in Intelligent mode as the STi managed to find every hole and rut, banging and knocking in disapproval.We got to our destination – kilometres of long, windy tar – and let the beast off the leash. The difference between Intelligent and Sport mode was a nice kick of adrenalin when the turbo rolled in and pushed us firm into our seats. Sport Sharp was another cog up in performance. After a tiny lag, the high pitched turbo whine began and like a punch in the guts we were shot hard down the road, joined by the familiar boxer engine note.With Sport Sharp in place and the differential control in auto, the Macpherson strut front and double wishbone rear suspension stuck us to the bitumen and we never feared the car would stray from the direction we pointed it. Diving both in and out of corners produced the same silly grin and the lack of body roll and strength in the big Brembo anchors was impressive.Having a car with this much speed on tap is unsettling, given the constant dangers we face on our crowded roads every day. It’s also frustrating not being able to use it when we know how much fun it is on full squirt. What to do, what to do…Verdict: 8/10