Subaru Impreza Reviews

The build quality and ever-improving safety technology is first class. The sedan version they have produced is no exception.DrivetrainsThe RS is powered by a two-litre, four-cylinder, horizontally-opposed (boxer) engine that produces 110kW at 6400rpm and 196Nm of torque at 3200rpm.A choice of five-speed manual or four-speed Sportshift automatic transfers power to the wheels. The manual uses 8.9 litres of fuel per 100kms and the automatic point one less at 8.8 litres.Across the range, bar the WRX, the manual produces 210gms/100kms of CO2 and the auto expels 208gms.ExteriorAs the second to top in the Impreza range, the RS receives exactly the same exterior treatment as the WRX except for the bonnet scoop.The sports body kit is standard, as are 17 inch alloys, a rear spoiler and an exterior model badge. Plus you get privacy glass in the rear door, rear quarter and rear windscreen.Then there are the standard features across the range like body coloured mirrors and door handles, twin tail pipes and roof rails.InteriorInterior features have not changed from the hatch version of the RS to the sedan. The existing swirl pattern across the dash has been transferred across, same for the leather wrapped steering wheel and gear knob.The RS and WRX are the only cars in the line-up with sports bucket seats but most other interior features are shared among the four variants including a multi-function steering wheel, cruise control, power mirrors and windows, and a six stacker sound system (not in the R model). There is an option to install a sat nav and DVD but only in the RS and WRX models.The rear seats are 60/40 split fold and there is plenty of storage space throughout the cabin with luggage hooks, cup holders, a centre console box, door pockets and a front centre tray.SafetyOn top of the comprehensive air bag package and the much publicised five-star ANCAP occupant safety rating, the AWD Subaru RS sedan safety feature list comprises electronic stability control, anti-skid brakes with brakeforce distribution, electronic throttle control and hill-start assist.PricingSubaru’s RS Impreza sedan starts at $28,490 which includes a 3 year unlimited kilometre warranty.DrivingPincott says…The RS has traditionally held the middle ground for Imprezas – not as punchy as the Rex but with more bite and better trim than the entry level variant. But the latest version has softened more, in both appearance and performance.While it’s fine under most circumstances, the 2-litre boxer engine feels like it needs either more capacity or output when you tackle challenging hills or stretch an overtaking run on the highway. And despite having all-wheel drive, the RS lacked absolute certainty when my co-driver chucked it through some hard corners, showing more tendency to body roll than we would have seen in the predecessor.Part of this was probably due to the much more compliant suspension, which makes for a softer ride overall, but undermines the handling through the bendy bits. The payoff for this was that over a section of rougher dirt and gravel, the car was very well composed, smoothing out most of the jagged sections of road and even soaking up a few bad potholes.While it doesn’t feel as sporty as the previous model, it still seems supremely confident in normal driving, and the AWD system would be an advantage in the wet.It’s also very well packaged with good quality finishes – although some of the design features are entirely a matter of personal taste – and an extremely comfortable vehicle. It’s surprising how much room is available both front and rear for what is essentially a fairly compact size.Wigley says…No, it hasn’t set the world alight – in fact it’s probably drowned the world in thick, foamy fire-retardant – but Subaru has certainly played a ballsy card with the new Impreza design, fixing the crosshairs on Gen-Yers and middle-aged women.The crew here at Carsguide remain staunch supporters of the ‘original’ shape of a decade ago, but are equally rigorous in their support of Subarus in general as a make that prides itself on quality workmanship, safety and affordability.So, aside from the look of thing which is a matter for personal opinion and isn’t going to save your life in a crash, we think the RS sedan is a very good car.The aforementioned dash swirl isn’t pretty but the rest of the cabin is put together well – it’s spacious, comfortable and generally a nice place to be. The bucket seats seem a little firm at first – particularly if you’ve driven the R or the RX – but they soon give and mould to your curves.Buttons on the steering wheel reduce the clutter on the dash and you’re essentially left with three large air con dials and a couple of stereo knobs.Two large males will fit in the back without trouble, but you may have to ask a third to collapse his hip and remove his legs below the knee.On our trip from inner Sydney to the Central Coast, the RS performed dutifully. We were concerned the stiffer suspension would be too harsh getting out of the city but it wasn’t a problem. Pot holes and bumps were accommodated for too thanks in large part to the comfy buckets.On the freeway the cabin was quiet but for a small amount of wind rush around the side mirrors and the noise from the road up through the floor was negligible.The RS held its line without feeling the need to follow gouges or ruts and the wheel provided good feedback as well as being direct and true.Merging and overtaking was easy given the excellent acceleration right across the rev range, and thanks to the sedans good visibility all round.Knowing the effort Subaru put into making their cars safe is a real comfort and becomes yet another ticked box for this already impressive, capable car.

Having softened off the new WRX for its hatch launch last year, Subaru has put the bite back into Rex with the arrival of the sedan."It is not a matter of putting back anything that was taken out, rather an advancement of some characteristics to further improve the car," Subaru boss Nick Senior argued."The 2009 car is a bit more aggressive and goes a bit harder but it is still a car you can live with from Monday to Sunday."When the new generation Impreza hatch range was launched in August last year there was an unapologetic move to make the cars more attractive to a demographic Subaru felt it had been missing — middle-aged male and females who wanted performance without the raw edge.The WRX, which had built its street-smart reputation on being something of a junkyard dog, lost some of its mongrel appeal as a by-product of the refinement.With the arrival of the sedan and a whole range of upgrades — including an extra 26kW of power, 23Nm of urge and a specific suspension package that brings back dynamic handling — the big dog is back, albeit better trained.The key to the reformed character of the '09 WRX is in two critical areas, engine performance and suspension tuning — the first to be utilised across the Subaru world, the second a special toy for Australian buyers alone."The WRX has evolved into a very mature sports car," Senior said.Sales and price When the WRX was first launched in 1994 monthly sales were running at around 25, a figure which has peaked and troughed over the years. The current model, available only in the hatch variant until this week, is averaging 80 cars a month — a figure Subaru is hoping will jump closer to 150 a month with the arrival of the sedan. Both variants are priced from $39,990."There has been a good deal of hold-off for the sedan, a model that was well known to be coming this year," Senior said.Engine Under the bonnet the extra power and torque comes chiefly from a larger and more efficient turbocharger — a slightly detuned version of the one used in the STI models.Maximum target boost pressure is up 18 per cent to 92kpa compared to the 2008 turbocharger but still down 10 per cent on the STI.Road manners To answer the criticism of a more plush and less controlled handling characteristic for the '08 model Subaru's engineers have increased spring rates and retuned the dampers to keep the WRX flatter through corners and under braking. As well as sharpening turn-in feel for the steering the incorporation of a new damper valve in the hydraulics dramatically reduces kickback when the front-end is under load through corners."This (handling improvement) has been achieved through larger diameter stabiliser bars front and rear, stiffer springs up to 38N/mm on the front and 34N/mm on the rear," Subaru Australia's Derek Ashby explained."Strut top mounts have also been changed to the same as that used on the STI WRX."Combined with these changes as a total suspension package, shock absorber damping rates both front and rear have been retuned to provide a much more sports handling characteristic."While the five-speed manual transmission has been retained for the WRX — it has the distinct advantage of being 20kg lighter than the 6-speed option — there have been modifications to improve shift feel.Appearance Externally the makeover for the year model change is minor but noticeable. The sedan and hatch share a new grille and WRX badges front and rear.Interior changes are almost non-existent and the predominance of hard plastics is still an Impreza trait.The in-house sports seats are well sculpted and supportive, bolstered enough for the odd session on the track and comfortable enough for extended road cruising.Driving A back-to-back comparison with the superseded model on the Winton track was enough to give credence to Subaru's claims of getting back the attitude.Flatter through the corners, easier to set up and turn-in and quicker to get on the game out of the corners the entire feel of the car was sharper and yet more under control.Coupled to the new suspension package is a rethink on the rubber and with the wider Dunlop SP Sport tyres (225/45R 17 compared to the 205/50R Yokohama's from the 2008 specs) the result is chalk and cheese.As dramatic as the track improvements were it was away from the smooth tarmac that the best of the engineering improvements shone through.On a highly corrugated gravel run the ability to steer through a broken corner without fear that the steering wheel would be torn from your grasp was refreshing.Overall — across tarmac and gravel — the '09 WRX exhibited a behaviours that was an impressive blend of go-hard poise and daily-drive compliance.Amid all the attitude and performance increases, Subaru has managed to trim combined fuel efficiency figures from 10.7L/100km to 10.4L/100km.That'll do Rex, that'll do.Subaru WRXPrice: $39,990Engine: 2.5L/4-cylinder turbo, 195kW/343NmTransmission: 5-speed manualEconomy: 10.4L/100km (combined cycle)

The US v the Soviet Union, Catholics v Protestants and Star Wars v Star Trek ... but all of these pale in comparison with the fearsome rivalry of the Subaru STI and Mitsubishi Evo. These two small cars have been waging war on rally tracks and in showrooms from the mid 1990s.Mitsubishi has just unleashed its Lancer EVO X, which joins the new Subaru Impreza STI that arrived here in February. It was only a matter of time before the two lean fighters took each other on in a Carsguide battle royale.The cars are remarkably similar. They both have turbo four-cylinder engines and complex all-wheel-drive systems, they are based on more modest small cars, and both will shake your bones and rattle your kidneys thanks to their overtly sporty suspension.Both start about the $60,000 mark and have similar power and torque outputs (that is, lots).The big differences relate to body shape and what's under the bonnet.Subaru switched from sedan to hatchback because that shape was deemed better suited to its WRC campaign as it allowed for less overhang at the rear.Mitsubishi, with no WRC campaign to worry about, stayed with the sedan.Both cars have continued with their respective engine configurations, although both of these have been substantially improved.That means a transverse mounted in-line four-cylinder with a front-mounted intercooler for the EVO and a horizontally opposed four-cylinder with an intercooler mounted on top of the engine. Subaru has managed to squeeze 221kW and 407Nm of torque out of its 2.5-litre engine.Mitsubishi's EVO has 217kW, but falls well short when it comes to torque, with 366Nm.The STI is only available with a six-speed manual gearbox. The Evo has a five-speed manual as standard, but is also available with a new dual-clutch automatic transmission that is similar to Volkswagen's DSG gearbox.Shifting faster than a human can with the manual, the Mitsubishi auto is a great option, but it is also an expensive one at $5000. Ouch.We opted for the standard manual EVO, which means $59,490, and resisted the temptation of the brake, suspension and wheel upgrades of the performance pack. The STI usually costs $59,990 but is fitted with the optional BBS alloy wheels and leather seats, which adds $5000. A satellite navigation adds another $2990. Both the EVO and the STI look menacing.You can see a clear resemblance to the cars they are based on, but they are meaner and more muscular — as if they've spent the past three years doing nothing but pumping iron.The EVO and the STI both have unique panels. Bulging wheel arches allow for wider wheel tracks which means a greater road footprint.So, which one looks better?Well, that is really up to personal preference. For me, it's the EVO — which looks as though it has just swallowed a bottle of angry pills.But the interior of both cars look cheap and disappointing considering how much they cost.The STI's fussy dashboard, with its sloping lines and metal-look plastic, looks ordinary and, unless you buy the $2990 satellite-navigation screen, the info display could have come from the base car. It has nice Recaro seats, but so it should given that they cost a bit extra.The EVO's interior looks and feels cheaper still. The dashboard is plain jane and some of the plastic surfaces, especially on the doors, are of a Daewoo quality. Even so, the base Recaros look great and are extremely supportive.Both cars take some effort to live with.The STI's tyres are loud around town, and the gearbox makes the kinds of mechanical whirring and groaning you associate with a works rally car and not a prestige car.However, the EVO's tyres are not so loud around town. But they hit the coarse chip surfaces of country roads and drown out everything with an infernal roar. Indeed, its tyre noise is so loud you can't hear the engine buzzing away at close to 3000 revs at 100km/h. That's quite high because the EVO has to make do with a five-speed manual.The previous six-speeder just couldn't handle the extra grunt on the improved engine. But with its sixth cog, the STI can cruise along doing 2100 revs. Fuel consumption ranged from 8.5 litres per 100km to about 14 litres when pressed, with the EVO tending to use about a litre per 100km more than the STI in most conditions.Both cars felt harsh during country driving, but the STI is more uncomfortable.Despite having a softer suspension set-up with much more vertical movement, the STI still manages to pick up imperfections in the road. It wiggles, jolts and carries on a bit more. However, the upside of all this is that the STI has the stronger engine. Floor the throttle andit lunges forward with stunning force, while emitting a meaty boxer note. The suspension also exacerbates the acceleration as it squats at the rear — it's not a huge amount, but you can feel it.Even so, the EVO is no slouch and can sling away from standstill in a way that will scare most V8s, but it just doesn't feel as fast as the STI.It is a smoother engine than it has ever been, but it still needs a touch more torque.The STI is faster in a straight line.But the real test involves corners on the way to Victoria's Great Ocean Road. It's important to note both of these cars are at home in this environment of twisting roads, some of them wet and extremely slippery, and both will have no problems holding impressive corner speed.They both pull up incredibly well thanks to their relatively low weight and hefty Brembo brakes with four-pot front calipers and two-pots at the rear, which are standard on both cars.The STI's softer suspension sees it lean in to corners with a level body roll that really doesn't belong to such a performance car. Hit a bump mid turn and there will likely be some rattle through the steering wheel, accelerate and you can feel the diffs trying to work out where to send the power. Sometimes there is a tug at the steering wheel as it sends a bit more to the front axle.The EVO is a race car in comparison. It sits super flat, with hardly any body roll, and changes direction much easier. You don't notice the switching of power from front to rear or across the rear axle using the cutting-edge yaw sensing system. Its AWD system is seamless and feels a generation ahead of the Subaru, and its body also feels rock-solid, with no steering rack rattle.It might have less punch out of the corners, but you can carry more corner speed and get all the power down on the way out without any fuss.CONCLUSION I own a two-door '98 STI and love it, but loyalty doesn't count here. The EVO might be a bit slower in a straight line, have one less gear and look cheaper inside, but it's clearly the better car. It has a superior AWD system, better-sorted suspension, stiffer body and handles like a race car. No need to collate the points: the Mitsubishi wins by a knockout.SNAPSHOT SUBARU WRX STIPrice: $67,980 as testedEngine: 2.5L/4-cylinder turbo 221kW/407NmTransmission: 6-speed manual0-100km/h: 5.2 secondsEconomy: 10.3L/100km claimed MITSUBISHI LANCER EVOPrice: $59,490 as testedEngine: 2.0L/4-cylinder turbo 217kW/366Nmtransmission: 5-speed manual0-100km/h: 5.7 secondsEconomy: 10.2L/100km claimed 

I've driven this car both on and off the track. There's no doubting it goes hard and the smoother ride is a godsend, but at the end of the day I find myself drawn back to the same question. That is, does the STI cut it as a hatchback?The answer, in an Australian context, perhaps not.That's because hot hatches, as nice as they may be, are really training wheels before you have the money for a real car.Personally, I miss how raw the STI was, the glitzy gold wheels and outrageous rear wing, even if it did block rear vision.Subaru argues the new, more refined STI will appeal to a different buyer, to well-heeled young execs who don't want to be tagged boy racers.The company could be right, but it might have also inadvertently abdicated its throne to arch rival the Mitsubishi Evo a sedan.The point is Subaru buyers have proved notoriously fickle in the past when it comes to style.STI has only been on the market since February, so it's early days yet, but Impreza sales are down 21 per cent this year, maybe because the standard Impreza is available only as a hatch.Priced from $59,990, the STI finds itself under siege from a host of competitors, more so now that it's a hot hatch.In Spec R form, it's an even bigger ask at $64,990.The competition even VW's V6 all-wheel drive Golf R32 is cheaper.There's no word yet on prices for the Evo X, which was to have been launched last month but here's something to consider. For the same money you could buy a full-sized, fully-blown Falcon GT and have spare change.Questions of styling aside this third generation STI is tangibly more refined than its predecessor.The greatest step forward is undoubtedly the smoother ride.It's also more livable and much easier to drive. You no longer need to be a body builder to operate the clutch and the six-speed manual transmission is a snack to use.Having said that, it still takes some finessing to get off the line cleanly and things don't really start to happen until the top end of second gear, or about 4000rpm.Sixth gear is for freeway use only and the car makes some odd pops and whistles as the turbo does it stuff.The 2.5-litre turbocharged four-cylinder engine kicks out 221kW of power and 407Nm of torque (up from 206kW and 392Nm).Weighing in at 1505kg (just 10kg more in Spec R form), the STI blasts from 0-100km/h in 5.2 seconds (0.2 seconds quicker than before).Fuel consumption is lower at 10.3 litres/100km but it takes 98 strength unleaded, which can be difficult to find.For the enthusiasts there's intelligent drive, switchable traction and more centre diff settings to play with.However, for most of the time the defaults will do.Our test car was the top of the line Spec R, which adds leather and lightweight BBS alloys.It's a bit plastic inside and for the price, we expected to see Bluetooth and an auto-dimming mirror.Finally, it would be nice to see larger Recaro seats fitted for the fuller Aussie figure, and it's unfortunate that the spare is a space saver. 

The debate about whether performance cars should be allowed on our roads has been keenly argued for years. Those who consider excessively powerful muscle cars a danger to many, are quickly educated by performance enthusiasts who retort that those same cars are completely safe unless placed in the wrong hands.There is no doubt that the third generation Subaru WRX STi slots into the performance car category easily, but does it stand up to the rigours of every day driving? And is it safe enough for the every day driver with all that added grunt? Let’s have a closer look and find out.ExteriorThe STi has slipped into the new Impreza shell beautifully - and then flexed. The result is an aggressive, bulging ball of muscle with flared guards and wheel arches, but with underlying style and elegance. Apparently, the only bits kept from the Impreza are the bonnet, the front doors and the roof. Add to those, big 18 inch alloy wheels, a rear roof spoiler, quad exhausts and a big bonnet scoop, and you have a hot looking brawny monster, ready for action.InteriorSubaru have kept it pretty simple on the inside, but they’ve retained the new Impreza’s swirly sweeping lines across the dash, which is unfortunate because it really didn't look good in the first place. Three big dials are the only real features apart from the big-screen interface above them. The screen displays the GPS and allows you to peruse various performance statistics and radio stations. It is a little fiddly and forces you to take your eyes off the road for too long - a bit dangerous in a car like this.Compared with the entry level Impreza, the finish in the STi is of higher quality and seems less plastic. The Recaro seats on this spec R model are extremely comfortable and supportive. They sit low and give you that proper race feel.SafetySafety as always is top priority for Subaru and once again with the WRX STi they have snagged the top five star ANCAP crashworthiness rating and the equally impressive four star pedestrian safety rating.Engine and TransmissionPower and torque are up by 7.3 percent and 3.8 percent respectively, compared with the last STi. The 2.5 litre, four cylinder turbo engine gives you 221 kW at 6000 rpm and 407 Nm at 4000 revs.With a top speed of 250 km and a mind blowing 5.2 seconds for the hundred, it really does push you back in the seat and doesn’t feel like it’s going to pull up….ever. The six speed manual transmission has been refined and feels tighter, allowing for smoother changes. At high revs, the turbo sound like a jet plane firing off an aircraft carrier.On the roadThe STi mark III introduces Subaru Intelligent Drive (SI-Drive) which lets you choose between three settings depending on the performance you are looking for.‘Intelligent’ provides a comfortable smooth ride, with slow power output.‘Sport’ is the default mode and optimises performance according to your driving conditions.You get a firm ride regardless of which of the above two modes you choose but you get used to it quickly, and it certainly won’t dislodge your fillings. The improved wishbone rear suspension lends weight to that statement.Handling is superb given the shorter, wider stance. True, responsive steering and the new multi-mode Vehicle Dynamics Control with three automatic Limited Slip Differential (LSD) settings make driving the STi a very enjoyable and comfortable experience.But it’s the ‘Sport #’ mode, the third of SI-Drive settings, that sets this car apart from the rest of the Impreza range. The press kit claims that it “boosts engine revolutions for sharp, sporty driving. Provides dynamic performance for true driving enthusiasts through highly responsive engine and throttle control”. A rather polite way of saying that it totally kicks a**e. ‘Sport #’ truly is an incredible hike in performance that quite literally rams your insides up into your throat and flashes everything outside - and your life – before your eyes.And it’s this last piece of information that makes me uneasy about this car as an every day drive. I like Subarus. I like the engine, I like the reliability and generally I like the look of their cars. And I do like this new STi – a lot. But I don’t like that in the wrong hands, it is potentially a very dangerous bit of kit on our roads.All in all though, an impressive benchmark has been set. Let’s see how the Mitsubishi Evo X measures up when it’s released in May.Prices for the Subaru Impreza WRX STi start at $59,990.

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.But I'm not driving the Impreza volume seller, I'm in a WRX and not even the normal STI version.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 competitionAudi S3, $65,500.VW Golf R32, $56,490.HSV VXR, $42,990.Mazda3 MPS, $39,990. 

Basically the same car inside and out, except for the mesh grille, rear diffuser and roof spoiler, and the telltale bonnet scoop to allow air into the intercooler.However, the turbocharger provided performance that set the WRX worlds apart from the RS. While the RS was a little doughy and unresponsive, the WRX was a blast, with huge urge down low and then graduated performance leaps through the rev range.It just seemed to find new levels of power as the tacho needle spun freely.The slick five-speed gearbox really didn't need to be worked too hard to gain maximum return.However, while the RS gave reasonable fuel economy, the WRX was abysmal. Subaru claims an average combined cycle of 10.7litres/100km on 95 RON premium fuel.I filled it up with 98 octane and mostly drove it on the Bruce Highway in flowing traffic — after all, no one was going to the coast in the recent wet weather.Yet, the onboard average fuel readout never fell below 11.2l/100km.At the same time, the CO2 emissions are claimed to be 252g/km, which is way too high for this size of vehicle.Perhaps turbo buyers don't really care about fuel economy and emissions.My recent review of the RS painted a glowing picture of a car that felt just right and the WRX, of course, is no different.The styling is impeccable, if a little more feminine than the previous model, the interior is smart and classy, the build quality is high, handling is exemplary, the level of equipment is excellent and the safety features are top-notch.WRX's standard safety features are comprehensive; ABS with electronic brake force distribution, brake assist, child seat anchor points including ISO FIX, constant all-wheel-drive, six airbags including full-length curtains, front seatbelts pretensioners and load limiters with double pretensioners on the driver's seatbelt, hill start assist, and stability control.So are its standard interior features; six-stack CD player with MP3/WMA compatibility, 10 speakers, climate air, immobiliser, leather steering wheel with audio and cruise controls, leather gearshift.I would consider the excellent sat-nav option, which costs $2990 but includes a single DVD player replacing the in-dash six-CD changer, and is better and easier to use than most German luxury car units.Outside, the WRX gets 17-inch alloys, front fog lights and auto self-levelling Xenon headlights with pop-up washers.And all Subarus come with DataDot security technology.It's a value performance package if you don't mind the economy and emissions drawbacks.  SnapshotSubaru Impreza 2.5 WRXPrice: $39,990Engine: turbo 2.5 litre 4-cylinder, 16-valve, horizontally opposed boxerTransmission: 5-speed manual, all-wheel-drivePower: 169kW @ 5200rpmTorque: 320Nm @ 2800rpmBore X stroke: 99.5 x 79mmCompression: 8.4:1Weight: 1395kgDimensions: (MM): 4415 (L), 1740 (W), 1475 (H), 2620 (wheelbase)Tyres: 205/50 R17 89V YokohamaFuel: PULP 95 RONEconomy: 10.7L/100kmCO2 emissions: 252g/kmWarranty: 3-year unlimited km with roadside assistOptions: satellite navigation $2990 

But the time has come to send two of our long-term garage residents back home. Kia's surprising Sorento and the polarising Subaru WRX are on their way after giving sterling service. Numerous shopping trips, commutes to work and longer drives down the coast gave the Sorento every chance to prove itself a reliable companion. And on the whole, it did just that.With the high equipment level, high passenger satisfaction in terms of comfort and high seating position, there was little to complain about. In appearance, it's not the most glamorous SUV around, with its no-frills looks, but it's not really trying to be. The Sorento diesel starts at an affordable $34,990, but our model was the range topper at $44,990.The only real problem encountered was the “wake up Jeff” cruise control, that would frequently decide to go to sleep on the job.Cargo room in the rear is good for those successful shopping trips, and packing the whole family on board doesn't turn into a back seat scrum, as there's enough room to ensure everyone rides in reasonable comfort.The noticeably diesel model averaged about 600km around town on one tank — meaning a fortnightly fuel bill of about $80.Equipment levels were good with an MP3-compatible CD player, leather trim, a sunroof, dual-control aircon and lots of good safety equipment, including stability control — which, curiously, only works in 2WD — and plenty of airbags. The 2.5-litre, four-cylinder engine isn't the most exciting drive, but is adequate and is at its best when cruising.The biggest discovery from time spent with the WRX was that you could, indeed, spend time with the WRX. Subaru copped plenty of flak over the decision to “soften” its performance Impreza, but most of that would have to be from those who haven't driven the car and certainly don't use it as a daily drive. Comfortable, compliant, spacious for its class and a stylish interior are things you couldn't have said with a straight face about the previous WRX models.The little WRX served bravely as a family car, spending most of its time pottering around the shopping centres and schools of suburbia protesting not a whit at being utilised so far inside its performance capabilities. When asked to step up for a country run or a sprint to an appointment the WRX showed it is still an athlete at heart. Overall fuel consumption was a touch higher than the claimed 10.7litresper100km but not excessive and the only issue was a remote key fob that occasionally forgot its job description.There are no two ways about it, we are really going to miss the WRX.Staying with us for the while is Chrysler's 300C Touring — cruelly dubbed the Mafia staff car. Living with the 300C is like being in a fishbowl. As you move around you are under constant scrutiny. And, in this fish bowl you're the whale.The gangster-mobile wagon with its monstrous grille, 18-inch alloy wheels and small rear windows is not easily missed.Indeed, it's hardly missed at all given the number of heads turning as we have driven it around Sydney over the past few months on this long-term road test.At first, people usually ask if it is the high-performance SRT-8, a 6.1-litre V8 supercar. However, when they find out it is the V6 diesel with surprisingly good fuel economy their interest grows noticeably stronger.We've been filling the 71-litre tank about once a fortnight and it's proven good for about nine litres per 100km. The low-down pulling power of the diesel engine and its amazing 510Nm of torque is impressive.There's no sprightly spring away from traffic lights; instead there is a feeling of tremendous power, ever-increasing as it gradually pulls away. Living with the car has revealed a few problems, such as the awkward set up of driver controls around the steering wheel and dash, poor rear visibility, and the feeling that you are driving a really big car is fairly pronounced at shopping centre car parks.The leather interior is grey and plain and the rear loading space in the wagon is reduced by side intrusions. However, the second row seats fold down very easily creating much more room.And while the economic benefits of diesel engines are leading to an upsurge in sales across most market segments, many Sydney service stations haven't moved with the times.We have found that many diesel pumps are dirty with spilt diesel underfoot and diesel residue on the hoses and nozzles.All very well if you are in your work overalls refilling a truck, but not so great when you are dressed to the nines heading for a night out in a 300C Touring with its limousine looks. SNAPSHOTS CHRYSLER 300C TOURINGPRICE: $60,990ENGINE: 3.0L/V6 CRD turbo diesel, 160kW/510NmTRANSMISSION: 5-speed autoECONOMY: 8.2L/100km combined claimed  SUBARU IMPREZA WRXPRICE: $39,990ENGINE: 2.5L/4-cyl turbo, 169kW/320NmTRANSMISSION: 5-speed manualECONOMY: 10.7L/100km  KIA SORENTO CRDiPRICE: $44,490ENGINE: 2.5L/4-cyl turbo diesel, 125kW/392NmTRANSMISSION: 5-speed autoECONOMY: 9.4L/100km 

Even better, if you find yourself attempting to avoid a crash, try to be in the new Subaru Impreza.Subaru, which has steadily climbed the desirability scale thanks to its blend of quality and dynamics and safety-mindedness, has really rewritten the rules with the recently-released Impreza hatchback.It manages to combine top-class safety credentials — an enviable crash-test score, along with engineering to keep it out of an accident in the first place — with a fresh new look.Independent tests have given the Impreza a five-star rating for occupant safety and four stars for pedestrian safety, the top level in both cases. It is the first car tested in Australia to score the maximum stars, and only the second car worldwide, following the $102,000 Citroen C6. Quite an accolade for a car priced from $24,490, so expect it to be mighty popular.While the crash stars indicate, in theory, your chances when things come to the crunch, the Impreza is well equipped to improve the driver's chances of avoiding a crash: all versions come with all-wheel-drive, stability control and anti-lock brakes. And there are dual front, side and curtain airbagsThere's no doubting the new model's efficiency: it is shorter, but roomier; lighter, but stronger.Despite all its wholesome qualities, the Impreza is not at all stodgy to drive. The 2.0 litre, four-cylinder engine which is found in all the non-turbocharged variants is a smooth, capable performer.It's also less thirsty than its predecessors, but just as well, since costlier premium unleaded is now required.The steering, handily, is adjustable up-down and in-out, and we're told the new model's doors open wider for easy access, but, strangely, I found getting in and out of the driver's seat of the Impreza slightly awkward, with nothing like the easy access found in the similar-sized VW Golf and Hyundai i30 I drove about the same time.Then there's the bulky key with its tiny buttons for lock and unlock. You could go blind trying to read the markings on them.For the first time, there is no sedan version. Not until next year, that is.Breaking from Subaru tradition, the windows have normal frames like, well, normal cars. But some things don't change: still all-wheel-drive, still a flat-four “boxer” engine.Petrolheads have been whingeing for years about Impreza after Impreza looking oddball. Now that Subaru has produced one with mainstream styling — think a whiff of Corolla, a dash of Peugeot, a bit of Daewoo — there are enthusiasts moaning about how something more distinctive would be better.Some people are never happy.

Due in February, Subaru's fire-breathing super Rex the STI is ready to light up the road.