The Truth About Cars » 2012 Subaru Impreza The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 28 Jul 2014 21:27:46 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » 2012 Subaru Impreza Capsule Review: 2012 Subaru Impreza Sport 5-Door Thu, 29 Mar 2012 15:51:09 +0000

Its squat boxer architecture meant a low centre of gravity, and by building in a low rate of roll and very little offset or castor in the MacPherson strut front suspension, the handling was truly revelatory, refreshingly neutral with precise steering…endlessly chuckable. [They]…were willing rather than fast, and there was more grip than the boxer engine…could ever hope to exploit…away from straight roads it still took a genuinely quick car to catch one.

Does this sound like a review of the 2012 Subaru Impreza? You may be surprised to read that the words here describe a car from a completely different country, with a culture and ethos that couldn’t be more different – but a car that may be the spiritual predecessor to the Impreza.

That quote, despite being hacked up to remove identifying details, is from Evo magazine’s retrospective on the Alfa Romeo Alfasud. The Alfasud was a scrappy little hatchback, powered by a fairly impotent boxer engine that was regarded as a supremely fun car with somewhat spotty build quality. Sound familiar?

Unlike the high-end, leather-clad sedan driven by Michael, my tester was a 5-speed hatch and the cabin was decidedly barebones. Black fabric covered the seats and the dash was also adorned in a dark, dour plastic. Subaru interiors have never been spectacular, but this car took it to new levels – while looking for the hood release, I managed to grab a handful of loose dashboard plastic that had a few inches of play to wiggle around. Unfortunately, my camera’s memory card corrupted, but Brendan’s preview drive has pictures of the exact same interior (minus the errant dash trim pieces, hopefully). The Impreza’s seats were too flat and firm for my liking, but the driving position itself is refreshingly old school. You can actually see that the hood exists, and you sit lower than most pseudo-CUV compacts these days.

Subaru decided to trim some weight out of the car in an effort to improve fuel economy (apparently they cut nearly 200 lbs from the car, which makes me wonder how it got so bloated in the first place), but the trade-off is less power compared to the outgoing model. The 2.0L boxer now puts out 148 horsepower and 145 lb-ft, and this tester came with the 5-speed manual gearbox, a rubbery, notchy unit that continues the Subaru tradition of building rubbery, notchy-feeling transmissions.

Any fears that this car would be a watered-down, slowpoke, mass market version of the old Impreza are immediately put to bed once the road opens up and John Law is absent from your rearview mirror. The steering is well-weighted, though hardly a paragon of feel or feedback. But the growl of the boxer is intoxicating, and the chassis communicates so well, it was probably tuned by a marriage counselor. Hit an on ramp in third gear and let the boxer get to its sweet spot around 4,000 RPM and the Impreza is absolutely tenacious, with endless grip allowing it to slingshot out of the corners. Oddly,the brake override system mentioned by Brendan didn’t make itself known during heel-toe downshifts, with chunky winter boots being the biggest obstacle. In a straight line, it’s no speed demon, but let the boxer wind up for just a second and the power is more than adequate for passing trucks or merging on to freeways.Compared to the Mazda3 SkyActiv or the Ford Focus, the boxer feels more robust, but only instrumented testing will determine that conclusively. All that driving yielded 24 mpg in mixed driving – poorer than Michael’s CVT equipped sedan got, but understandable given the chunky Bridgestone Blizzaks (10 percent poorer fuel economy right off the bat), the cold temperatures and the, ahem, spirited driving that the Impreza encourages.

Around town, the main drawback is the firm, unsettled ride. Even though Toronto’s roads are a tough test for any car, the Focus and Cruze feel much more composed than the Scoob, perhaps a trade-off made in the name of driving dynamics. The stereo system could also use a major overhaul, frequently sounding tinny and washed out. The hatchback bodystyle and compact footprint make it great for darting in and out of traffic, and rear seat room is fine for four average sized adults. The Impreza would be a very easy car to live with every day, but then, what current compact isn’t?

Canadian trim levels differ slightly, with the American equivalent of this car being the $20,295 (plus $750 destination) Impreza Sport Premium 5-door with the 5-speed manual. In Canada, the 5-door Sport costs $24,795 plus $1,695 for “Freight and Pre-Delivery Inspection” (our version of freight). So, $26,490 PLUS another $3,443.70 in sales taxes. Nevertheless, Subarus have a loyal following across the country. Independent analyst Timothy Cain’s sales figures for Canada shows that Impreza sales, year over year, are up a fair amount. People here are willing to pay for all-wheel drive, in a hatchback body style, and with Subaru dealers setting up shop in far-flung rural areas a few hundred kilometers away from major urban centers, the brand has established a foothold in snow-ridden areas similar to their strategy in New England. The faithful won’t be disappointed by these new revisions, but other consumers will have to ask themselves whether the higher cost of entry and reduced levels of refinement are worth it to get all-wheel drive, superb handling and the unique character not available anywhere else.

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Review: 2012 Subaru Impreza 2.0i Limited Sat, 28 Jan 2012 18:15:05 +0000

Some cars appeal to the head. Others to the heart. Judging from the marketing pitches that festooned the corporate-owned, dealer-supplied 2012 Impreza, Subaru hopes the redesigned compact will appeal to both. On the rear bumper: “The most fuel efficient All-Wheel Drive car in America at 36 MPG.” And on each front door: “Experience love that lasts.”* Will the Impreza truly “love you long time”? We went on a date to find out.

The Impreza certainly isn’t a one-night-stand sort of car, especially not when dressed in virginal white. You’re not going to lock eyes across a crowded parking lot, because you’re not going to notice it in a crowded parking lot. There’s no risk of hot-blooded lust, doomed to burn quickly but briefly. Like those of the larger Legacy it resembles, the new Impreza’s lines could have been penned by engineers. Elements that attempt to inject some character, most notably the ultra-wide bi-centric wheel arches, instead come off as clunky.

The new Impreza’s interior styling is similarly conservative to a fault. The curves that bounded across the previous Impreza’s instrument panel? Gone. Some of the materials might be a step up from the previous generation, but you wouldn’t know it by looking at them. Compared to a Ford Focus or even a Hyundai Elantra, my eyes see an appliance, and a dated one at that. Any chance the Limited’s leather seats had of suggesting luxury is obliterated by the dollar store center console and lower door panels that flank them. The black interior that attends four exterior colors, including a lusty red, should help. Beige (mandatory with the other four colors) rarely does an affordably priced car any favors.

Yet, if functionality was the predominant priority, why are the rocker switches for the heated seats located beneath your elbow? A mere afterthought, or did some human factors engineer thinking a bit far outside the box decide that this would make for one-stop-shopping when buckling up? Latch the belt and turn on the seat heater, all in one quick motion! Warm the buns of your partner while you’re at it!

Like VW, Subaru has figured out that a roomy rear seat sells cars. The new Impreza remains about the same size as the old one on the outside, yet there are a couple more inches of rear leg room on the inside. A 2005-2009 Legacy was a tighter fit. Just don’t expect adult passengers to feel much love from the rear seat on long trips: like many, its cushion is mounted too low.

So, after sampling the charms of the exterior and interior, love hasn’t bitten. Perhaps it’s the driving experience? The car’s priorities aren’t promising, as the list appears to have been headed by fuel economy, rarely a Subaru strong suit in the past. To this end, curb weight has been reduced nearly two hundred pounds, to under 3,000. Doesn’t seem light for a compact sedan? Recall that a couple hundred pounds of symmetrical all-wheel-drive goodness is standard in all Subarus…for a few more months. With less weight to motivate, fewer cc’s are required. Last year’s 170-horsepower SOHC 2.5-liter flat four-cylinder engine has been replaced by an all-new DOHC 148-horsepower 2.0-liter boxer. A five-speed manual remains standard, but those who aren’t turned on by a third pedal now get a CVT instead of an antiquated four-speed automatic. The CVT’s wider ratio spread and ability to keep the engine in its sweet spot make for decent acceleration. It’s not quick, but it’s not slow, either. A larger concern: the engine is loud, and its buzz resembles that of a garden variety inline four rather than the oddly appealing burble of a boxer. Your ears won’t find this engine’s sweet spot very sweet. The rubber band effect typical of CVTs is present, but can be avoided by employing the paddles to shift among six fixed ratios. The touted fuel economy: EPA numbers of 27 city and 36 highway, way up from the 2011’s 20/27. The trip computer reported high 20s when I cruised through suburbia with a light foot, low 20s when I got jiggy with it.

Just when all chances of love seem lost, there’s the chassis. The steering provides only modest feedback, but the seat makes up for it. The chassis tells you what it will do for you, and then does it with commendable balance, poise, and agility—that low curb weight paying some clear dividends. The all-wheel-drive system might also deserve some credit, though it’s not being called upon to manage much torque. The Imprezza’s intuitive handling makes it very easy to drive quickly and confidently along a curvy road. I enjoyed driving it far more than its specs and appearance led me to expect.

The flip side of the low weight and communicative chassis: a noisy, at times jiggly ride. Like VW and Toyota, Subaru has placed a bet opposite that of Chevrolet, Ford, and Dodge. If you’re seeking a premium feel in a $20,000 car, look elsewhere.

A base 2.0i with the manual transmission starts at $18,245. The 2.0i Limited with its mandatory CVT: $22,345. If you don’t want all-wheel-drive in your compact sedan, you’ll likely buy a different one. If you do, you have a choice between the Impreza and a slightly larger (but no roomier) Suzuki Kizashi. With a quarter-ton more curb weight to enfeeble a 180-horsepower, 2.4-liter engine, the Suzuki’s no quicker but manages only 23 / 30 in the EPA’s tests. In SE trim with leather, it lists for $26,014. Adjusting for the Kizashi’s additional amenities using TrueDelta’s car price comparison tool reduces the gap by $900, but even then there’s a nearly $2,500 difference. While one of the buff books fell in love with the Kizashi in a few days (as touted on Suzuki’s home page), car buyers still haven’t after a few years. There’s likely to be serious cash on that hood—if you can find a dealer with a pulse. Actual transaction prices won’t be so far apart.

[Update: A reader informs us that Mitsubishi recently started offering a non-turbo Lancer with AWD. At $20,990, the 168-horse, 22/29 MPG Lancer SE is priced VERY close to a similarly-equipped Impreza (Premium 2.0i, $21,045 with All-Weather Package). But you're more likely to find rebates and discounts on the Mitsubishi--if you can find a Mitsubishi dealer.]

So the Subaru wins the battle for the head. But the numbers aren’t everything. What about love? Both the Impreza and Kizashi claim to offer it. If you’re turned on by style and refinement, then you’re much more likely to find love in the Suzuki. The way the new Subaru looks, sounds, and feels recalls old style “penalty box” small cars just a bit too much. But if you’re seeking a chassis that talks to you, and that’s a willing dance partner, then the Impreza delivers. A quiet love, perhaps, but they did promise it in small lettering.

*Before you run out and similarly adorn your ride, be warned that Subaru has likely trademarked the phrase for automotive applications.

Dwyer Subaru in West Bloomfield, MI, provided the car. They can be reached at (248) 624-0400.

Michael Karesh operates, an online provider of car reliability and real-world fuel economy information.

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Review: 2012 Subaru Impreza Fri, 09 Dec 2011 16:18:31 +0000 It’s the particularly unpleasant sort of weather that Vancouver does best: temperature hovering just above zero degrees socialist, wind whipping a smirr of fine rain up and around uselessly flapping umbrellas and directly into your unprotected earhole, an all-pervading dampness seeping up from the puddled sidewalk and penetrating to the very bone. “Beautiful BC” my chilly posterior; today’s as cold and wet as a Beluga’s swim trunks.

Then again, it’s also perfect weather for testing out a new Subaru.

I’m an early arrival to this event, having popped downtown on public transit past the expected snarls of traffic, and so walk into a nearly empty press room. The usual assortment of items is laid out on the table (if I ever decide to open a lanyard n’ thumb-drive emporium, I’ve got at least a year’s worth of stock) along with a Subaru-branded toque.

A toque. How appropriate.

And how telling. During the power-point presentation, we’re shown a picture of a enormous Subaru badge mostly obscuring a silver previous-gen Impreza sedan. Besides the relief of not having to look at the carved-from-a-bar-of-Lever-2000 shape of last year’s Subie, there’s a message here.

The PR folks explain: Subaru is a brand with strong associations. Mention it and the image immediately springs to mind of a Forester with two kayaks strapped to the roof and interior perfume by wet golden retriever. Either that, or some mud-caked, flared-out STi, flinging quad-roostertails of gravel as it pop-pop-pops through the sharp turns of a forest stage, sandblasting the spots off Bambi and giving Thumper tinnitus.

Impreza? Oh, that’s the cheapest one they make. It’s sturdy, and utilitarian, and about as sexy as a tarp. It’s not particularly efficient or stylish, but those are the penalties you pay if want a small, all-wheel-drive car.

Not any more, so sayeth the Subaru sages. It’s time for the WRX/STi line to get a divorce from the Impreza, freeing the smallest Subie to be lightened and dialled in for normally-aspirated fuel economy. What’s more, it’s also time to shift design – and perception – away from “rugged” to “urban”, and by doing so, hopefully onto more small-car buyer’s shopping lists.

From a styling perspective, the Impreza is already a triumph. Discounting the rally special WRXs – box flares and hoodscoops can be a kind of stylistic panacea – there’ve been about four good-looking Subarus ever: this new Impreza is one of them.

Side-by-side with the old model, the sharp, angular lines of the Impreza go beyond “a breath of fresh air.” Front headlights have a touch of Dragonball-Z anime about them, and the Impreza wears the new corporate creases much better than the slab-sided Legacy. The multi-spoke 17” wheels of this Sport package look great, but are sure to be a huge pain in the ass to clean.

Other than that, few of the styling improvements seem to have generated compromises. Just look at the comparative size of the greenhouses in both cars. While the larger, highly-raked windshield is immediately apparent, you can also see that the belt-line’s come down somewhat, improving visibility. The big fix at the rear is, of course, getting rid of those ghastly clear tail-lights – and dig that rear spoiler – but blindspots haven’t really increased.

Inside, the cabin’s also much better. It’s a conservative layout, but quite pleasant, and the amount of soft-touch plastic has quintupled. I particularly liked the boiled-sweet appearance of the park-anywhere button and the chunky dials on the HVAC controls seem designed for easy use by gloved hands. Seats are comfier too, if perhaps not overly bolstered.

Of course, there’s still plenty of room for interior improvement – this is a Subaru after all. The tiny switchgear for the heated seats is crammed just aft of the emergency brake and tricky to use. The stereo is the old double-DIN setup, and while there’s iPod connectivity, it’s not exactly powerful – I didn’t have a chance to try out the Pioneer audio upgrade. The Multi-Function display with the AWD use read-out (put me in mind of the old XT6) is a bit of fun, but it doesn’t display iPod functions.

Cargo-wise, the hatchback takes top bill-of-lading, with seats folding mostly-flat and transforming your Impreza into a gravel-ready moving van. Better yet, both sedan and 5-door have increased rear leg room from the mildly stretched wheel-base, and the rear door openings are also larger. Fans of wind-noise-inducing frameless windows will probably want to buy a CD of didgeridoo music or something.

Anyone who’s ever tried to cram a rear-facing child-seat in the back of an older Impreza will doubtless appreciate the bigger rear portals, as well as the increased boot-space in both the sedan and hatchback variants. Subaru showed a display featuring three golfbags fitting upright in the back; fair enough, but they more usefully could have provided us with one of those enormous running strollers that are like a sand rail with handlebars. However, a quick eyeball test indicates such monstrosities should fit.

Of the dozen vehicles available for testing, only one had a manual transmission. In the interests of research and science, I Occupied it – everyone else was clustered around for show and tell on the display model.

Here’s what you need to know about the new Impreza in terms of performance: the new, long-stroke, timing-chain-driven 2.0L boxer engine has less power than the old 2.5 lump (down from 170hp to 148hp), but the new chassis is slightly stronger and lighter (by 165lbs). It is also slower than the outgoing model – at least in a straight-line.

Subaru makes a big deal about the CVT-equipped car being actually slightly quicker to 60mph than the automatic-equipped ’11, but let’s face it, the antediluvian 4EAT 4-speed wasn’t doing the previous-gen any accelerative favours. I think that thing was originally developed for use in Hannibal’s Alp-crossing four-wheel-drive elephants.

With the 5-speed manual – tweaked for fuel economy with a taller top gear – you notice the decreased low-end power immediately. Is it a problem? Not really.

It took a little time to get out of the city and onto the leaf-littered and sodden streets that run through the far Western part of West Vancouver. These are narrow little capilliaries, twisting and turning up and down the hilly coastline, looking like somebody spilled vermicelli on the map.

The Mazda3 is the current benchmark for fun-to-drive in the compact segment, right? Well, with this new Impreza, that should hold true right up until it rains.

On these wet and winding roads, this little car is an absolute gem. The steering is heavy and direct. The grip from the all-wheel-drive is phenomenal. New, fatter anti-roll bars do their job, and while I can’t claim to feel the extra bite of having disc brakes at all four corners now, the Impreza stops just fine.

Torque is a bit low, but it’s not a bother to continually shift gears to keep things on the boil. This is essentially the same transmission as the old Impreza, but it has a decent shifter feel. Cost may be an issue here, but a 6-speed with closer ratios would be better, given the very moderate power. Also, heel-and-toers take note: you can rev-match your downshifts, but a new brake-override system is going to trip up fancy footwork.

The little 2.0L lacks the lumpy character of the 2.5L, but it’s got a gruff little growl to remind you it’s a boxer, and as such, it’s fun to wring it out a little. Having said that, you will find yourself wishing for more power, but it’s only because the Impreza is so well-composed: it sticks and sticks and sticks and then very slightly washes wide.

Stepping out of the stick-shift and into a CVT-equipped Impreza, things get a little less sporting, but remain good overall. A continuously terrible transmission is never going to be the enthusiast’s choice, but banish all thoughts of the hair-scrunchie-driveline Justy from your head: Subaru’s Lineartronic CVT is actually quite good.

As there isn’t much twist below 4k from the 2.0L boxer engine (145lb/ft at 4200rpm), ascending one of the local mountains in the CVT-equipped car meant that four thousand revs was where we were hanging out. However, during stop-and-go driving, the CVT was smooth and well-behaved, and the paddle-shifters were actually a bit of fun. Not that it’s an objective term, but the car felt less “motorboaty” than the CVT-equipped ’12 Maxima I drove right afterwards.

The real story in the CVT-equipped car was not so much the transmission, which proved perfectly acceptable, but the way it handled the slushy snow we ran into. If Subaru’s 27/36mpg fuel economy figure takes the disadvantage out of AWD, then here’s the advantage: this is still a car that’s happiest when the weather gets poor.

“You’re going too fast for the conditions,” my co-driver admonished me. I backed off, somewhat abashed, but when time came to swap seats, I happened to sneak a peak at the speedo as she ran through the same section downhill – going even faster. PSA: AWD ain’t gonna help you stop with all-seasons, so slow down and use your road-sense, but the lighter, less-powerful Impreza still handles the white stuff like a tank. Make that a Sno-Cat.

Overall, splitting the WRX from the Impreza is a smart move for Subaru. I’d wager there’s not much buyer spillover from the halo effect of the turbo-nutter models anymore: if you can’t swing the payments on a new WRX, you don’t move down to a base-engined Impreza, you start shopping for a used WRX.

And, unlike the whoopsie-daisy 2008 WRX that missed the mainstream mark somewhat, Subaru has managed to add a touch of broad appeal to their small car, while still keeping it alluring to those with the stars of Pleiades in their eyes. In fact, I’m fairly sure one of the local Impreza club members is going to buy one to replace his TSD-rally-scarred ’07 Impreza sedan (he’s got a kid now).

The Subaru faithful will descend on dealerships with their clipboards and check-lists and comparison data, but they’ll inevitably like this little car, and they’ll buy it. More importantly, folks who were looking at a Mazda3, Civic or Focus might find the Impreza showing up on their radar, and if they drive it, they’ll be surprised at how agricultural it’s not.

As for myself, WRX divorce or not, there’s got to be a way to cram a EJ257 in this thing. Hello, Nordstrom? I’m going to need your largest shoe-horn…

Subaru provided the Vehicles tested, insurance, gasoline, some nice sandwiches, and the aforementioned toque which was bloody useful for the cold slog home.

The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer The 2012 Subaru Impreza. Picture courtesy Brendan McAleer 2012-Subaru-Impreza-thumb Zemanta Related Posts Thumbnail ]]> 99