Road Test: Subaru Impreza WRX

Review by Feann Torr - 8/Feb/2008

Like the city of Atlantis, the Subaru Impreza WRX is steeped in mythology. It's the kind of sports car that adolescent males dream about owning, such is the machismo that surrounds it.

A cult car some would call it, with a reputation built on tough-as-nails turbocharged World Rally Championship pedigree.

But the times are changing, and with them the needs and wants of car buyers...

The Subaru Impreza WRX was born in Japan in 1992, then powered by a 155kW (208hp) 2.0-litre turbo engine. Over the years the vehicle has gone from cult car to flat out legend and though car's design has divided fans over the years, it has always retained an undeniable performance edge.

This new generation 2008 model Impreza WRX is one of the most contentious models ever conceived, with a design that was initially ridiculed by all and sundry. Forums went wild with accusations that Subaru had rung the vehicle's death knell, while the media wasn't much kinder.

With many months to contemplate the new look, the overall design has mellowed somewhat. And besides - it's a WRX so it'll be awesome to drive. Or will it?

Drive: 3.5/5

The Subaru WRX performance hatch has a full-time 4WD system for improved safety, it's relatively affordable at just under $40,000, and it gets an instantly recognisable bonnet scoop. A true sign of street cred.

But from the moment we sat in the car we realised something was different. The raw insanity of the previous generation WRX is gone, replaced by a smoother, more civilised feel.

Don't get me wrong, the way the Subaru Impreza WRX accelerates as the turbocharger begins winding up at around 2500rpm is very addictive. And it's still very quick off the line.

But where the WRX - and to a lesser extent the entire Subaru Impreza range for that matter - has mellowed is in the ride and handling department.

What once used to be a fairly unforgiving ride has become softer, more relaxed. The suspension has been retuned so you won't feel every bump through the road and while this may upset some, it's made a lot of drivers very happy.

In January of 2008, Subaru's Liberty sales were up by 6.8 per cent, which isn't too bad. But the Impreza went gangbusters. Largely driven by the new model, Impreza sales had skyrocketed by an unprecedented 65 per cent compared to January 2007.

More women are buying the Subaru Impreza than ever before, which is lifting sales to unprecedented levels and though it's a bit early to be calling the Impreza WRX a hairdressers car, I did notice a lot of women checking out the car (probably a combination of things really...).

Except for the range-topping $60k WRX STI, the Subaru Impreza is being marketed as a safe, stylish, upmarket small car more than an out-and-out performance hatch overflowing with machismo.

Every model in the Impreza range has a 5-star ANCAP occupant safety rating - the highest attainable - thanks to the use of high density metals around the passenger cell and other advancements in structural rigidity. 

When vehicle stability control, brake assist, and constant all-wheel drive are also standard on all models - from the $24,490 poverty pack Impreza R model to the $64,990 junior vice president of horsepower WRX STI spec.R model, it's quite clear that Subaru wants to take its small car in a new direction.

Unsurprisingly the ride quality has improved in the WRX, making it a much friendlier car around town. The word sophisticated keeps coming to mind, but I refuse to use it. The Impreza isn't quite BMW smooth just yet.

Still, what used to be a fairly rigid ride is now softer and smoother and the car is quieter too. The old thump-thump of the boxer engine is fairly muted until you approach the rev limit, and things like wind noise and tyre noise seem to be quelled too.

Though I'm not a huge fan of the 5-speed manual - it needs another cog in my opinion - the improved bottom end and a useful 320Nm of torque means that you'll never be frantically trying to pluck a lower gear when caught with your pants down (so to speak). 

In simple terms, it's got more pulling power but if you were after an automatic transmission you'll have to wait for the Mitsubishi Lancer Ralliart because Subaru doesn't yet offer an automatic turbocharged WRX model in Australia. 

Stuck in traffic I found the car to be quite agreeable, even with a 5-speed manual gearbox. The Impreza's short 4.4 metre length and punchy turbo response allow you to sneak into gaps in grid-locked traffic remarkably easily, while in more flowing traffic it motivates very well.

In city traffic and heavy highway jams, it does tend to burn a lot of fuel when your trying to make up time but on the open road locked at 100km/h, cruise controlled in top gear, it's not so bad.

The combined city/highway fuel consumption cycle sits at a claimed 10.7L/100km. We recorded a figure higher than this but we spent more time caning than cruising.

The turning circle of 10.6 metres, kerb-to-kerb, is so-so and didn't do it any favours when trying to U-turn or get out of tight parking spots. In general it's quite a nice car to drive and is easy to live with - moreso than previous WRX models.

The clutch is well weighted and features a nifty hill hold system which is great. When it works...

Methinks the clutch on our test car was a little bit sick and not indicative of normal operating levels, because the hill hold system would work for three seconds before disengaging almost every time probably due to severe abuse.

It's a better daily driver than any WRX before it, but how many previous WRX owners bought the "small car with the big cojones" for its smooth ride? Not many, I'm guessing.

So, the new Subaru Impreza WRX is a safer, more civil car around town and is finding new friends as result. Of course if you want to rev the bejesus out of it, the WRX can also be a violently quick car -- though not quite as quick as it used to be. 

Subaru claims it takes the WRX 5.8 seconds to reach 100km/h from rest which is quick enough to wipe the smile off the face of a V8 Falcon, and it feels every bit a turbocharged sports car.

Engine response is sharp but because of the 'civil' suspension tune - softer spring and damper settings - the car doesn't handle as well as it used to. What used to be a 'sharp cornering tool' is now more of a 'slightly pointy turning implement'.

The steering is great thanks to a small, nicely shaped tiller, with responsive input and good feedback from the front wheels. But now you get an added body roll with your turbo and chips, and the tyres squeak like a ill-tempered cockatoo with even the slightest build up of lateral force.

While you can compensate for the body roll - the all-paw traction helps immeasurably through tighter corners - the screeching tyres reduce your confidence to push the car through twisting sections of road, something the WRX used to achieve effortlessly.

Sure, you could just buy some new tyres or perhaps inflate them past the recommended 28 psi mark, but it was frustrating to hear the tyres screech round roundabouts at less than 20km/h. More than a few people shot me accusing stares...

To be blunt, I didn't feel like "just going for a drive through the hills". There was nothing that made me want to explore the WRX's limits, and little to keep me coming back for more besides the strong acceleration. 

As an enthusiast I felt a bit deflated at this turn of events, but sales are so strong that it's hard to argue with the Impreza's new direction.

Has the Subaru Impreza WRX gone soft? Not quite, but it's certainly changed. Good for sales, not so good for enthusiasts.

Engine: 4/5

While the suspension has been rendered less effective in a performance sense, the turbocharged WRX engine has retained its mojo.

Grinding out 169kW of power @ 5200rpm, the Subaru WRX will happily rev to 6000rpm but the key to this vehicle's speed is the torque. 

Half a litre larger than the naturally aspirated 4-cylinder boxer engines of the standard Impreza models (and augmented by an intercooled turbocharger),320Nm of torque hits the skids at a much lower 2800rpm, which gives the car impressive mid-range drive.

Compared to the previous WRX engine, the peak power and torque figures are exactly the same - 169kW and 320Nm. The big difference in the new model is that these power figures are delivered much lower in the rev range, which improves drivability. You don't have to rev it as much to get the same performance.

Peak power used to hit at 5600rpm - now 5200rpm. Peak torque used to hit at 3600rpm - now 2800rpm. The torque figure in particular is of note, because it takes the hard work out of city driving and general cruising. 

Needing 5.8 seconds to reach 100km/h is pretty quick by anyone's measure and not bad for a 1395kg vehicle, and this dynamic out-of-the-blocks speed is due in large part to the AWD system. Rarely if ever does the WRX lose traction, even when you dump the clutch at high revs for quick getaways.

On the other hand, it's top speed is 209km/h which is slower than the front-wheel drive Peugeot 207 GT, that model powered by a much smaller 1.6-litre engine.

Fuel economy for a 2.5-litre turbo engine isn't too bad at 10.7L/100km for the combined cycle, but to make the quoted power outputs it needs premium fuel (95 RON).

If you find a nice stretch of hot mix and decide it's time to blow away the cobwebs and get the pulse racing, the WRX will drink significantly more fuel than this under full throttle loads, but the turbo whistle and increased G-forces as you slam the accelerator pedal is undeniably exciting.

Exterior: 3/5

The exterior design of the new 2008 Subaru Impreza hatch upset a lot of people. Subaru took more than a decade of history, shrugged its shoulders and decided it was time for a completely new direction. 

There's barely any Impreza heritage in the new design.

Yet if the Australian sales charts are anything to go by, the softening of the Impreza's image has been a prudent move; lose a couple of hundred die-hard fans, gain a couple of thousand conservative buyers.

This softer, less aggressive design is not an outright improvement in my mind, but at the same token the design has grown on me.

The essence of all WRX models for more than 15 years has been the bonnet scoop, a sign of performance and turbo aggression. ThankfullySubaru retained this iconic design cue. 

The Sooby scoop has lost some of its edge with a sleeker, smoother profile akin to the Liberty models, but it still communicates the WRX's performance credentials very clearly.

Overall the front end does retain a modicum of masculinity via the scoop and blistered fog lights, while the headlight clusters have a trendy, swoopy design rather than a flat-out combative look. The xenon projector lamps adds a bit of Euro sophistication too.

The grille has a more restrained design but as soon your gaze wanders towards the rear, the styling isn't quite as appealing in my mind.

Sure, LED brake lights are nice at the rear and the 17-inch wheels look give it a good grounding, but the BMW 1 Series-inspired shape was never going to do it any favours in the eyes of repeat buyers who sought the WRX for its edgy attitude.

While the rear diffuser underneath the bumper looks sporty, the gently curving roof line that culminates in the rounded rear windscreen is anything but. It may influence some buyers to wait for the WRX sedan to arrive.

Interior: 3.5/5

For a car that's gone upmarket to lure a new type of driver, the Subaru WRX had me confused. Everything looks very nice and the ergonomics are quite good but the quality of the plastics, particularly on the dashboard, are wanting.

Rock hard and utterly unforgiving is one way to describe them, but bear in mind I'm a stickler for dash plastics. For most people this won't be a huge concern and it should be said that the cabin aesthetic is modern and stylish.

Recaro-style seats with integrated head rests provide good back support and over distance they are quite comfortable. The side bolsters aren't so great which is a shame as the body roll - which is more pronounced than previous WRX models - means your torso tends to moves side-to-side in the seats during hard cornering.

When you sit in the drivers seat you are greeted by a large, centrally mounted tachometer/rev counter and when you initially plug in the key before igniting the engine, the red needles perform a synchronised jig upon their dark backgrounds. It's pointless but strangely entertaining.

Despite not being overly contoured, the steering wheels is pretty good. The size is just right - slightly smaller than most cars - and features cruise control and audio buttons so you can keep your hands on the wheel while setting speeds or changing radio stations. 

Standard features like climate control, 10-speaker 6-stack CD stereo, 3-point lap-sash seatbelts for all seats, drilled alloy pedals and an immobiliser security system are very welcome, as are a pair of cupholders wedged between the two front seats.

The neat and tidy centre console is fairly basic with three dials for heating/cooling and not much else.

Our test model was fitted with a touch-screen satellite navigation system ($2,990) which was crystal clear and very intuitive to use. There are aftermarket sat nav systems from as little as $300 these days, but the integrated look a factory-installed system is appealing -  and it comes with A/V inputs which means you can plug in devices like video cameras.

Overall: 3.5/5

I have fond memories of driving this new generation WRX. The addictive turbo kick, the ever present bonnet scoop in your peripheral vision, the surging power-down feel that an AWD performance car can provide.

Yet I couldn't help thinking it's reputation as a hardcore street machine has slowly drifted to the bottom of the ocean, much the same way as the fabled city of Atlantis.

I know I'm going to be pilloried for it, but the new generation WRX has gone from hero to handbag. Subaru has been listening to its demographers and marketers very closely, and increased sales of the new Impreza in Australia suggest the changes to the 2008 Impreza have proved very successful with certain groups.

The Impreza WRX is a very good car and doesn't do anything particularly poorly. What Subaru has done with this new generation is to move it away from being a niche vehicle - which critics tend to love - to a mainstream small car that can compete in an increasingly tougher new car market.

What was once an iconic vehicle, a sensationally exhilarating, giant-killing 4-cylinder performance car that young men dreamed about owning, is now just another 'good' sports car.