Road Test: Subaru Impreza WRX

By Feann Torr - 28/Mar/2006

As a crime-fighting car, the WRX didn't last too long on the Victorian Police Force. Not because it was too light to crush perpetrators or that it didn't look good in official authoritarian livery, but rumour had it that too many officers crashed it while on the job, which hasn't hampered its popularity in Australia one iota.

In fact, it may have even improved it's mythical status as a small car with massive cojones.

Indeed, the WRX has long been a favourite with car enthusiasts thanks to its relative affordability and real world performance, but as more smartly-priced compact (and some not-so-compact) sports models arise to challenge its dominance, one wonders if it's iconic status is becoming somewhat diluted.

Partly due to emissions regulations and partly due to a need to beef up the car's cardio-vascular system in response to emerging predators, Subaru has dumped a 2.5-litre engine into the WRX, replacing the 2.0-litre mill, which hikes power and torque to levels not yet seen in the turbocharged small car.

With a bigger heart beating away at its core and an evolving exterior style, the new WRX makes quite a statement in 2006. Compared to its 14 year old ancestor (the 1992 WRX that first emerged in Japan as a 155kW (208hp) whipper-snapper) it's a much more sophisticated-looking vehicle - dare I say upmarket? - particularly when viewed from the front. The WRX has certainly matured, but at what cost...

Drive: 4/5

Subaru's WRX hatch is powerful and practical

Able to grip tightly through corners, the WRX's AWD capabilities make it a force to be reckoned with

Being an AWD vehicle - and not one of these part-time wannabes - the WRX grips the road well, and particularly when you gun it. The all-paw drivetrain works ever so efficiently in tandem with the new 2.5-litre turbo boxer engine, giving the car a distinct 'leaping forward' feel whenever the turbo kicks, as all four wheels try to take chunks out of the road underneath.

It's a remarkably easy car to drive hard, and getting 9/10ths of its potential cornering grip is not difficult (but sometimes daunting).

I don't think the WRX has lost its raw edge with this new engine, which is a good thing. When the turbo spools up and delivers its increased levels of oxygen into the four horizontally opposed cylinders, you really feel it flexing its motorised muscles, and it's an addictive experience.

You don't have to rev the engine as hard (compared to the 2.0-litre model) to extract similar performance, granted, but the levels of acceleration are still hard-hitting when the boxer engine nears 3000rpm. This is when the turbo spools up, courtesy of diverted exhaust gases.

The turbo kick isn't as raw and unforgiving as, say, an Evo, and won't perturb most qualified drivers, but it's eminently noticeable as the acceleration levels feel as though they almost double in a scant few nano seconds, whereas the Falcon XR6 Turbo for example offers a more seamless transition into Blown-ville.

The turbo system works, as mentioned, by diverting exhaust gases to rotate a turbine, spinning it ever faster, and like a robust fan it pumps increased amounts of cooler oxygen (via the intercooler) into the cylinders.

Highler levels of colder, denser, oxygen-rich air combined with more fuel (and a spark) equals higher energy explosions/combustion, and in turn the cylinders are pushed with more force resulting in a higher output.

After settling into the high-backed Recaro-look seats and strapping in, one must defuse the anti-terrorist security lock (which keeps insurance premiums down) and then it comes time to do the 0-100km/h tango. The hatch model on test completes the dash in 6.1 seconds, which is quick enough to bruise the egos of some V8-powered large cars, though if you blanch at the thought of sacrificing speed for the impressive practicality that the hatch offers, the sedan model will complete the same sprint in 5.9 seconds thanks to its lower weight and centre of gravity (1430kg vs 1415kg).

In a straight line, the WRX feels quick, but not as lightning quick as I was expecting from the increased engine capacity (up by 463cc to roughly 2.5-litres) and power output. With a relatively light clutch and a smooth enough shift, the 5-speed manual had a nice feel - not too notchy, but with a bit of weight - and it was easy to find the friction point. You can ride the clutch during take offs to induce premature turbocharging for rapid launches, but I get the feeling the clutch would probably lose some feel with prolonged provocation.

But straight lines are fun for only a short time in an AWD vehicle - no molten rubber shenanigans here - and it's the corners that will really challenge a vehicle such as this. After an initial first test of the car's abilities through some tight corners, I experienced a little bit of understeer now and then, and particularly when getting the power down early through a corner, but by and large the plucky little hatch smashes through corners with a casual lack of concern.

I didn't experience too much body roll, it corners with a very flat attitude, and though I mention understeer creeping in at times, the car tips into corners with neutrality if your corner entry is measured, particularly as all four 17-inch wheels generally grip steadfastly. Which is reassuring. It holds an impeccable line through a corner for the most part, and the AWD system works well at diverting power to the wheel with most grip.

Indeed, grip was very very good, even on the overrun (idle) as you cane too fast into a corner. It pulls out of corners with a good deal of poise, allowing you to jump back on the gearbox and get set for the next bend and it also changes direction quickly and with focus; the way it handles sharp changes in direction is second to none, making it a real point-to-point weapon on any given stretch of winding bitumen.

The power steering was weighted on the light side, but feedback was surprisingly good for an AWD vehicle, allowing you to feel much of what the road was doing beneath. Mid corner surprises (such as pot holes or raised lumps) did upset the car a little bit, yammering at the tiller and tugging ones arms a bit, but it's not difficult to dial in more steering lock from the light-ish steering and, for the most part, the car responds diligently, tucking in and regaining its attitude after the bumps in the road ease.

Third gear ended up being my favourite cog as the nature of the boxer engine allows it pull from low revs, flowing into turbo territory, booting the car along to socially unacceptable speeds. At the same time, the rear tended to feel a little light - like it has a problem with taking orders and doesn't want to the follow the front end willingly (which could be due to the wagon's higher centre of gravity).

While I'm complaining, I'll also mention that I began to dislike the powertrain's snatchy tendency on and off the throttle, rather than smooth, seamless response to max/min throttle inputs. When charging hard under a full load of throttle, the car hammers ahead, but if you decide to lift your foot, to induce some oversteer, the engine is fairly abrupt in its changeover, and feels jerky. And likewise getting back on the throttle when you regain your line. Call it turbo lag if you like.

The suspension tune is great for minimising body roll and maximising grip when hurtling through corners, but can come across as stiff around town and in the 'burbs. Sitting in the back seats is like sitting on a wooden board, but then most people would be aware that the WRX is not a luxury cruiser, but a razor sharp banzai sports car. It was also apparent that the C and D pillars got in the way of rearward vision when head checking.

Brakes? They're there: single pot calipers on the back with 290mm rotors, double pots on the front with 294mm discs. They do the job, and have a fairly progressive pedal feel, but I reckon they need better pads, or maybe even larger rotors, as brake fade tends to make an appearance during serious workouts, and they don't quite mirror the vehicle's ability to increase speed. 

After umpteen hours in the saddle, I came to find that the WRX hatch has an almost solemn attitude in the way it behaves near its limit. You know full well that it can blitz most corners if driven well and can supply you with rapid bursts of acceleration, but I got the impression that it would punish any mistakes - it's light weight and mushrooming power delivery a combination that demands respect at all times.

At the end of the day I had good time driving the 2.5-litre turbo WRX hatch (to my mind its a wagon, but each to their own). I really wanted to test the sedan, but ultimately I was very happy with the way the wagon handled itself. Grip is exceptional, handling is good, and mid corner you can put the foot down and the AWD system apportions drive to the wheels with the best chance of grip, giving it a planted feel where most rear-wheel drive cars would be trying to break traction at the rear.

Engine: 4.5/5

Subaru knows how to build a decent engine, and is in rare company in its use of the boxer engine layout (Porsche also builds boxer mills).

On it's own the 2.5-litre horizontally opposed 4-cylinder engine develops a decent amount of torque, but when force fed via a turbocharger the engine becomes a real devil, able to fire the Impreza out of bends at high velocity.

The powertrain is a fiery and fairly sophisticated piece of work, the AWD system matching the engine's surging power delivery very nicely. It feels strong when the turbocharger begins to stir, but even below 3000rpm the engine is no slacker, and still has a feeling of tractability to it.

Though most of the boxer engine's delightful burble is muted by the exhaust system's NVH gubbins, you sometimes get a bit of a feel as the engine pulses away at lower revs, and it's character is easy to live with on a day-to-day basis, as you can drive the car using short shifts, where the lower revs won't coax the turbo into action. 

Of course if you do decide to floor it, the engine's true character comes to the fore, and it can be a bit spiky at times - but powerful and evilly rewarding at the same token. At times I found the engine reached redline too quickly and thought there was more to come, and I was left bouncing off the rev limiter. This may have caused me some angst, but proves that the engine is quick to rev high (with low reciprocating mass), reaching and eclipsing it's power band much quicker than it should, (3600-5600rpm) and in that sense it's a damn fine engine.

There is the issue relating to the throttle and power delivery: at first I thought the throttle was a bit snatchy, but I think it comes down to turbo lag jolting the driveline as the boost roils in. This can be a hindrance when you charging hard through corners as it can destroy your smooth rhythm, but it also teaches you to be smoother and more gradual with throttle application, instead of going all or nothing.

Exterior: 3.5/5

With its new-style 17-inch alloy wheels and sporty bodykit, the WRX has a great profile

The Impreza gets a new face, including sleek projector headlamps and a new tri-element grille

The sporty instrument cluster and drilled alloy pedals are the highlights, while some trim options leave something to be desired

An iconic vehicle for many reasons (most of these reasons within the performance sphere) the venerable WRX has come of age after some image problems forced some long time buyers to overlook previous models. But under the guiding hand of a new designer, ex-Alfa Romeo man Andreas Zapatinas, the MY06 Impreza WRX seems to know where it's going.

The biggest change can be found at the WRX's front - there's a new triple element front end akin to the design of the B9 Tribeca, which shows off the 'aviation' grille that's supposed to represent parent company Fuji Heavy Industries' days of aircraft manufacture. The sleek headlights look pretty cool, and feature self-leveling HID projector headlamps, which ties it visually to its larger sibling, the always elegant Liberty.

The bodywork looks good, featuring de rigueur ground-hugging front and rear aprons and side skirts, while a subtle roof-mounted spoiler adorns the hatch's rear end. 17-inch, seven-spoke alloy wheels are shod with Potenza RE050A rubber with 215/45 aspect ratio tyres, and communicate the vehicle's performance aspirations, while a large single exhaust outlet replaces the two small pea shooters of previous 2.0-litre models. Stylised brakelight clusters have been updated somewhat, and look really good what with their jewelled bezels and, viewed from afar, the hatch has quite a sporty silhouette for a wagon-shaped vehicle.

Interior: 3/5

The first thing I noticed on getting inside the WRX hatch is that it's quite small, and not as pretty as the Liberty/Legacy. Even though I know the car is categorised as a small car, measuring less than 1.7 metres in width, I'd always pictured the WRX as something with a little more hip and shoulder room.

Front seats are quite nice: they have that Recaro bucket seat thing going on, but I'm not convinced they are in fact Recaros. They look cool, but their lack of adjustability - there are no headrests - takes away from their usefulness (and ergonomics). And for a bucket seat, the side bolsters leave a lot to be desired.

That's not to say the seats are completely useless. The cushioning is good, and are not too bad at keeping bums awake on longer journeys. In contrast, I really liked the centrally mounted tachometer, taking pride of place on the nicely finished instrument cluster - showing the car's intent - and there's a 260km/h speedo to the right. Quite a nice little binnacle.

Dash plastics are good and overall the finishing of the interior isn't too bad, though the door inserts convey a Grandpa-ish feel, rather than the boy-racer WRX image that you see from outside the car. The upholstering in these sections looks and feels a bit like 1970s carpet, the grey-black stitch inducing slumber rather than adrenaline.

Drilled alloy pedals are a nice touch, bringing things back to Sportsville, and the 5-speed manual shifter isn't ugly either. A silver fascia on the centre console looks good, and the leather wrapped steering wheel adds a positive haptic element to proceedings, and its fairly small too, giving it a sporty vibe and making it easier to revolve. You could describe the stereo as basic and you wouldn't be hurting anyone's feelings, but to its merit it is easy to use, and offers better than average quality featuring a single in-dash CD player.

The lack of a centre armrests was disappointing, but understandable (there's not a great deal of room between the front seats), yet boot space is rather impressive for a car as small as this, especially with the rear seats folded down: you can fit a mountain bike in there after removing the front wheel.

The security keypad I'm no fan of, having to input your code every time you enter the car, but it ultimately reduces insurance costs, and seeing as the WRX is a favourite among car thieves it's an annoying necessity. All told, I wasn't impressed by the interior. Built by anyone else you'd call it good, but Subaru's star has been rising for many years now, and I think there's room for improvement here. Ultimately I'm glad that performance came first in the WRX, but I can't help but feel a few tweaks here and there would have worked wonders for the stove-hot hatch's interior.

Overall: 4/5

The 2006 WRX has matured in some ways, most obviously in appearance, but at what cost? Bugger all, really. It is perhaps a tiny little bit less raw than previous models, which will please some, and disappoint others. And who knows - maybe the WRX will once again become a crime-fighting pursuit vehicle in Victoria? Or maybe not...

For what you pay, this is a well-sorted performance car, and still one of the leaders in the bang-for-your-buck field, and while vehicles like the XR6 Turbo, Holden SV8 and Mégane Renaultsport 225 Cup have certainly made their presence felt, the WRX is still without direct rival in this price range. It may not be the most sumptuous vehicle to view the outside world from, but this will be of little consequence as you wrestle with your innate sense of self preservation; with lateral gravitational forces increasing, it's almost as if the Japanese car wants more, which is a wondrous (and sometimes scary) prospect.

Thanks to its long-term participation in rally and well observed popularity with enthusiasts - not to mention blow off valves, gaudy paintjobs and bright neon lights shining from beneath striking bodykits - the WRX is something of a modern day vehicular icon. And, after driving the latest incarnation, I can say deservedly so.