2012 Subaru impreza All-Wheel-Drive Stalwart Stays The CourseIt was a welcome change of pace to sit through a new car product presentation and not have to
We spent our day staring at the five-door Impreza Sport, and even though it's the one we'd buy, we can't say that it's leaps and bounds more attractive than the sedan. On the hatchback, the squared-off corners at the rear appear to be more pronounced, and while Subaru says this design was all in the name of improved aerodynamics, we'd still prefer something a bit smoother visually. Rear three-quarter design comparisons to the 2009 Pontiac Vibe are not unwarranted.
In the case of both the sedan and hatchback, Subaru has added more pronounced wheel arches to the Impreza, similar to those on the Legacy. The designers tell us this is to better communicate the car's all-wheel-drive architecture from a styling point of view, and while those arches aren't half bad to look at, they really only work with larger wheel and tire packages. The 17-inch dark alloy wheels wrapped in 205/50-series rubber on our test car, for example, are pretty handsome and fill out those large wells nicely.
The new Impreza isn't any longer or wider than the model it replaces, but it rides on a wheelbase that's been lengthened by one inch. Subaru says this accounts for an additional two inches of rear legroom, meaning there's 35.4 inches of overall leg space for rear seat passengers – the same as the capacious Chevrolet Cruze. The biggest change we noticed about the interior is how spacious it feels from the front seats. A relatively low beltline means you won't have that sunk-in-the-bathtub feeling that's becoming so popular on new cars these days, and with small changes like having the side mirrors attached to the doors rather than the A-pillars, visibility from the driver's seat is superb. Even your author, at five-feet, seven-inches, had no trouble getting a commanding view of the road with the driver's seat in its lowest height position.
What we like the best about the Impreza's interior is how clean and simple it is, from the dashboard to the center stack to the radio head unit. Even cars equipped with navigation use a simple layout, free of excess buttons and knobs and toggle switches. The instrument cluster is clean and well-organized, and the steering wheel's controls are nicely laid out and easy to learn. Study them once, and you won't need to keep glancing down to figure out what controls what.
Frequent cargo-shleppers will appreciate the capaciousness of the five-door Impreza, with 52.4 cubic feet of usable space available with the rear seats folded. That's an improvement of exactly eight cubic feet versus the 2011 model, and 7.6 cubic feet versus the 2012 Ford Focus five-door. There are plenty of other cubbies and compartments throughout the rest of the interior, and the Subaru folks tell us that there's even room up front to house 38 compact discs... if that's still your thing.
Overall, the 2012 Impreza's interior is where we see the largest improvement in quality. The cabin is simple and refined from a design standpoint, while feeling very grown up and not as gimmicky as other cars in the segment (*cough* Focus *cough*). Subaru has added a smattering of soft-touch materials to the dashboard and doors, and while they're nice, the Cruze's interior still feels more sophisticated and refined (the same goes for the Focus, if we're being honest). Little things like the climate control dials still feel cheap in the Impreza, as does the plastic material on the steering wheel, even on the uplevel leather-laden Limited trim.
The only engine available for 2012 is Subaru's all-new 2.0-liter boxer flat-four, good for 148 horsepower and 145 pound-feet of torque. Oddly, those figures represent a loss of 22 hp and 25 lb-ft versus the outgoing 2.5-liter engine, but because the new Impreza is lighter – up to 110 pounds, depending on the trim – Subaru says that the 2012 model is actually quicker off the line, which we chalk up to the 'gearing' of the new continuously variable transmission or the throttle tuning. Both a CVT and five-speed manual transmission are available, but the continuously variable unit is the only transmission offered on Limited models. The CVT used in the Impreza isn't the same one found in the Legacy and Outback, and officials tell us it has been tuned for specific integration with this new 2.0-liter engine.
Of course, we can't talk about the Impreza without mentioning the WRX, and while a new 'Rex isn't planned for the immediate future, the rally-bred hotness is coming in just a few years. This 2.0-liter engine may be optimized for naturally aspirated use, but as Subaru's director of communications Michael McHale told us, Subaru "will always be a turbo company," and we can look for a forced-induction version of this engine to produce somewhere around 270 horses. Consider us on the edge of our seats.
While this engine has allegedly been tuned for better low-end and mid-range torque, the full 145 lb-ft isn't delivered until 4,200 rpm. We only had the chance to drive CVT-equipped Imprezas during our time in New England, and as you'd expect, the transmission doesn't really behave any differently than comparable units from other automakers. The transmission quickly revs up to about 4,000 RPM, holds there, and tapers off as you reach your desired cruising speed. No, the Impreza isn't a slug off the line, but there were times on uphill climbs where we really would have appreciated some extra grunt down low. CVT-equipped cars come with steering wheel-mounted paddle shifters with six 'gears' to choose from. We played with this, and no matter what preset ratio you select, mash the throttle and the engine will just spin up to about 4,000 RPM. It's pretty pointless, if you ask us.
We talked to folks who were able to drive cars equipped with the manual transmission, and we didn't hear great things here, either. Primarily, the problem with low-end power is even more glaring when you're rowing the gears yourself. "Lots of downshifting," a fellow journalist told us. We'll wait to pass final judgment until we get behind the wheel of a self-stirrer, but this was discouraging news.
Lower weight and lower power has improved overall economy, though, and even with all-wheel drive, the Impreza can achieve up to 36 miles per gallon on the highway. That makes it the most efficient all-wheel-drive vehicle on the market – that's some sort of "best-in-class" statement, right? With the manual transmission, the Impreza nets 25/34 mpg city/highway (in the sedan – the hatch's highway number drops to 33 mpg with the manual box). That isn't quite the magic 40 mpg number that Ford, Hyundai and Chevrolet all manage to achieve, but 36 mpg isn't anything to sneeze at, especially with an extra pair of driven wheels.
But with less power and a slushy CVT, is the new model just as good as the 2011 model when the roads start to get interesting?
The Impreza uses a MacPherson strut and lower L-arm front suspension with a double-wishbone setup out back. Combined with Subaru's Symmetrical AWD system, the Impreza is nicely balanced on all road surfaces. The suspension is never crashy and provides a comfortable ride quality without feeling wafty. Having power sent to all four wheels inspires confidence from behind the wheel, and while it's no sports car, the Impreza feels genuinely reassuring while being tossed about, even on wet surfaces.
A new electric power steering system has been applied for 2012, accounting for a marginal gain in overall fuel economy. And while many of these systems give off a feeling of false involvement and can feel twitchy, the Subaru unit is linear and direct, with good on-center feel.
For our shekels, the current fun-to-drive champ in this segment is still the Mazda3, and while we'd have to drive the two cars back-to-back to pick a winner, at least on these roads, the Subaru felt just as engaging as we remember from the Mazda. Yes, we'd like some more power down low, and we're not in love with the CVT, but in terms of suspension refinement, the Subaru is top notch. All-in, the Impreza is a solid steer, and from behind the wheel, it feels more refined than many of its competitors, particularly the Honda Civic and
Despite all the changes, pricing for the 2012 Impreza hasn't changed from 2011 – the base, four-door car starts at $17,495 (plus $750 for destination), with the five-door commanding an additional $500. Three trim levels are available – base, Premium and Limited – and at the top of the range, the Impreza Sport Limited with CVT stickers at $22,595.
The Impreza has never been a sales superstar, with Subaru's Outback, Legacy and Forester models all posting higher sales numbers throughout 2011. Yes, the current car is at the end of its lifecycle, but even so, we don't expect the 2012 model to set sales charts on fire like Volkswagen's new, lower-priced Jetta or the surprising Chevrolet Cruze. What Subaru has done here is create a new Impreza that offers more refinement, better economy and modestly improved styling over the car it replaces.
As for being the most fun-to-drive car in its class, the Impreza might not be our first pick, but it's in the hunt. Current Impreza owners should really like this new car, and C-segment shoppers would be wise to give the Subie a look, especially those who live in the Snow Belt. It may not offer best-in-class efficiency, technology, power, or beauty, but all in, the Impreza is a solid offering with some of the best road manners in its class.
No one has ever accused Subaru of being luxurious, and as a first grown-up car, the Impreza doesn't try to break that barrier. But the auto manufacturer is catching on to the sporty refinement that buyers are attracted to and expect, even in the compact car segment.
To give the Impreza an upmarket feel, Subaru replaced much of the hard plastic interior with soft touch points on the dashboard, door trim, and center console armrest. That, coupled with better audio options, shows that Subaru is racing to catch up to competitors that started paying closer attention to infotainment a lot earlier.
The Impreza is available in base, Premium, Sport Premium, Limited, and Sport Limited trims. With the 2.0i base model, you basically get a car with an AM/FM radio. In fact, the only option in the base model is the CVT. The Premium trim upgrades the wheels from 15-inch steelies to 16-inch alloys, and adds an audio system with a CD player, six speakers, USB port for iPod integration, auxiliary input for MP3 players, Bluetooth connectivity, and audio streaming, along with a few interior and exterior changes.
The Limited comes with the CVT, 17-inch wheels, fog lights, and the cold weather package, to name a few advantages. It also adds a 4.3-inch audio display with enhanced graphics for HD radio and iPod integration. With an iPod connected, you'll also be able to tag songs that you can purchase on iTunes the next time you sync your mobile device.
On both the Premium and Limited models, you can spring for the optional 6.1-inch touch-screen display with navigation system. The navigation system has easy-to-read graphics with a fairly intuitive interface, and the upgraded head unit adds available XM Satellite Radio and XM NavTraffic, and is equipped with about 50 voice control commands to facilitate some amount of hands-free infotainment control.
To make the compact car seem bigger, Subaru increased the vehicle's wheelbase by an inch while shortening the body overhang to retain the same footprint as the previous model. The sedan is still 180.3 inches and the five-door model is still 173.8 inches, but the subtle changes opened up 2.3 cubic feet of interior space in the sedan, and 2.9 in the five-door.
The extended wheelbase coupled with scallop-backed front seats added almost 2 inches of legroom in the second row. And now there's also a bit more cargo capacity in the sedan and hatchback.
To put it in perspective, an extra cubic foot of cargo capacity in the sedan means the trunk can now hold four sets of golf clubs, compared to three in the old model. And at 22.5 cu. ft., the cargo space of the five-door model is 3.5 cu. ft. larger than the previous model year, which means that with the rear seats folded flat, the 2012 Impreza can hold a mountain bike with the front wheel still attached.
Bigger than the subcompacts millennials may have bought during or just out of school, and more refined than their parents' hand-me-downs, Subaru wants the Impreza to be a car buyers' first real car.
And what constitutes a "real car?" Something that's nice enough to impress a boss or date, but still functional enough to cater to the transient and active lifestyle that is much of a person's 20s. A vehicle that offers hints of the bells and whistles seen in upmarket luxury cars, but steeped in enough utility to take a solid beating from weekend warriors.
Basically, it's as close to a midsize vehicle as you can get without coming standard equipped with car seats and conversation mirrors. Available as a four-door sedan or a five-door hatchback, the Impreza is like the buyers it targets: semi-grown-up. To make a point at a press event, Subaru demonstrated that it could pack a ~200 sq. ft. studio apartment full of Ikea furniture into a five-door model, complete with faux art wall hangings, iPod docking station, and requisite fuzzy slippers.
The 2012 Subaru Impreza is lighter than its predecessor. It's better looking and its fuel economy is vastly improved. It's also faster and the exhaust pipe emits only ice cream. The ice cream is magic and if you eat it, you won't get fat and everyone will think you're sexy. Impreza? This car will influence so many people, they should've called it the Influenza.
There's no doubt that the 2012 Impreza is, in fact, better looking and stingier with a gallon of gas. But I'm not completely buying Subaru's assertion that it's also quicker. The revised car lost a maximum of 165 pounds. Meanwhile, the new 2.0-liter flat-four is down 22 horsepower and 25 lb-ft of torque compared to the old 2.5-liter. To the naked eyeball, it wouldn't seem that 165 pounds would cancel out that kind of power loss, and I'm pretty sure it doesn't. Subaru is careful to apply the "quicker" designation to cars equipped with an automatic transmission, and that transmission has morphed from a prehistoric four-speed automatic to a very nice CVT. So combine the diet with the new transmission, and you get a car that sneaks under the 10-second mark on 0-60 runs, a few tenths faster than its predecessor. But when you ask about the five-speed car, Subaru people suddenly go all Oliver North and can't really remember much about the numbers. Well, here they are: The lightest version of the old Impreza had a power to weight ratio of 17.96 pounds per horsepower. The new car is dragging 19.66 pounds per horsepower. That's a significant difference, and despite some tinkering with the ratios in the five-speed, I'd put my money on the 2011 model in a drag race.
Yes, I've devoted probably too much energy to thinking about power to weight ratios in naturally aspirated Imprezas. My official prediction is that the automatic car will be a little quicker, the manual car will be a little slower and in any case no one who buys a non-WRX Impreza will care. The librarians of Vermont don't race for pink slips.
But they do care about mileage, and in that respect the new Impreza embarrasses its predecessor. The CVT-equipped car actually gets better city mileage (27 mpg) than the four-speed automatic model could manage on the highway. With a combined economy rating of 28 mpg for the manual and 30 mpg for the automatic, Subaru says the automatic Impreza is the most fuel-efficient all-wheel-drive car you can buy in the U.S. And that newfound thrift carries benefits into other areas, too -- for instance, a smaller gas tank allows a flat load floor in the five-door, which is one of the ways that Subaru increased interior volume while maintaining the same footprint as the 2011 model.
That interior is also a much finer habitat than before. The dashboard is covered in soft-touch materials and leather is an option for the first time on a non-turbocharged Impreza. On cars with a navigation system, the route planner dispenses an amazing amount of detail. Want to know how many kilograms of CO2 you'll emit on the way to the Sierra Club meeting? The Impreza will tell you exactly how guilty to feel.
After spending a day attacking the low mountains of the Berkshires in both five-speed and automatic Imprezas, I'd say that this car absolutely owns the title for "chassis that could handle significantly more horsepower." On one long on-ramp, I kept feeding in power on the expectation that the tires would start howling and the front end would wash out. But by the time the rubber began to voice any protest, I was far exceeding the speed limit on the highway ahead and my driving partner was looking faintly concerned about his choice of companionship for the day. With all-wheel-drive, the boxer engine's low center of gravity and double wishbones out back -- what we around here refer to as "classy rear suspension" -- the base Impreza is a lot of fun in the corners. Which makes sense, since it's basically a WRX without the power.
The new 2.0-liter is smoother than growly old 2.5-liter, but you're regularly aware that the torque peak is north of 4,000 rpm, especially with the CVT. Normally CVTs cause me to make a face like someone who smelled a fart, but this one features shift paddles on the steering wheel that allow you to hold one of six preset ratios if, say, you're terrorizing an on-ramp in rural Connecticut. I'd still go for the five-speed, but if you bought the automatic, I'd understand.
The base Impreza 2.0i with a five-speed goes for $18,245, making it one of the nicest all-wheel-drive cars for under 20 grand, as well as one of the only all-wheel-drive cars for under 20 grand. In other words, Subaru probably could've cheapened it out and hit their sales targets anyway, so it's admirable that they went in the other direction. In particular, dropping weight costs money, and the new Impreza's diet included the increased use of pricier high-strength steel. The improved interior materials aren't free, either, so it's impressive that Subaru carried over the old base price.
However, when I don my green-tinted visor and take a gimlet-eyed look at the numbers, I spy an unlikely all-wheel-drive competitor for the newly suave Impreza: the Legacy. Depending on which trim level you choose, the Legacy can be cheaper than the Impreza. An Impreza 2.0i Limited costs $22,345, while a Legacy 2.5i Premium with the all-weather package goes for $22,220. And the Legacy is a bigger (but not much heavier) car, with 170 horsepower and a six-speed manual transmission. Granted, a $22,000 Legacy wouldn't have leather or a 36-mpg highway rating, but the price overlap will surely cause more than a few moments of introspection on Subaru lots across the land.
Our circuitous route from New York to New Haven takes us over some pretty terrible pavement, but the 2012 Subaru Impreza takes it in stride. The chassis is stiffer this year, and although it's still suspended by struts in front and double wishbones in back, engineers made various small changes to improve the ride. There are new bushings in the rear, while the struts now incorporate additional springs — known as rebound springs — to help control body roll without resorting to aggressive damping or a massive stabilizer bar.
The 2012 Impreza feels more buttoned down than last year's car, yet it's still plenty compliant with all of the wheel-tire combinations Subaru is offering (205/50R17, 205/55R16 and 195/65R15). In this regard, it stacks up well with cars like the Jetta and Focus. Road noise is on the high side, though
There aren't many gnarly curves on Connecticut's back roads, but the Impreza feels balanced through the sweeping turns. It's not as sporty as the Mazda 3, which was reportedly Subaru's handling benchmark, but if this is the baseline, there's hope for the next WRX.
Electric-assist power steering is new to the Impreza line for 2012, and this is not a bad first effort. There's enough of a dead spot on center to minimize corrections when cruising down I-95, but when you make small inputs, the wheel is a touch overeager to return to center. Effort levels are just about right, but there's not much feel compared to the Mazda 3, which has the best steering in the segment. Of course, the Mazda is front-drive, so it's an imperfect comparison.
Brakes consist of ventilated discs and two-piston calipers up front. In back, the solid discs are smaller in diameter this year (10.8 inches versus 11.3) and continue to use single-piston calipers. Pedal feel is trustworthy and requires medium effort.
Subaru didn't raise pricing, so you can get into a 2012 Impreza sedan for as little as $18,245, while a volume 2.0i Premium model with the CVT will cost you $20,545 ($21,045 if you get the hatchback). A loaded 2.0i Impreza Sport Limited hatch with an optional navigation system and sunroof tops out at $25,345. Standard equipment hasn't changed much, but there's a knee airbag for the driver this year and the steering wheel now telescopes (previously, this feature was limited to the WRX).
Materials quality is near the top of the class. The dash and doortops are soft-touch, and both the cloth (standard on base and Premium models) and leather (standard on the Limited) upholstery are genuinely nice. The audio and climate controls still feel chintzy, but overall, these furnishings are second only to the Jetta wagon.
The engine is rated at 148 bhp at 6200 rpm and 145 lb.-ft. of torque at 4200 rpm. The vehicle can be fitted with either a CVT or a 5-speed manual gearbox. All-wheel drive is standard on all models.
With a fully independent suspension and a nicely weighted electric assist steering, the Impreza offers good driving dynamics. The addition of a rebound spring inside the front MacPherson struts minimizes body roll in corners and the inch-longer wheelbase helps contribute to a more compliant ride.
Normally, I’m not a big fan of CVT, but Subaru has tuned this system to deliver a more linear feel to the acceleration and minimize the elasticity in the drivetrain associated with these types of transmissions. Best of all is the ability to use paddle shifters in a manual mode to operate the CVT through 6 distinct gear ranges. When in sport mode, the transmission will hold the selected ratio, giving you the ability to run in higher rev ranges than would be allowed in full automatic mode.
The 2012 Subaru Impreza, which has standard all-wheel drive, will start at the base price of $17,495, which is what the 2011 Subaru Impreza sold for. The next most expensive Impreza is the 2.0 Premium at $18,795, which is $710 less than a Honda Civic EX. The Impreza 2.0 Limited four-door sedan starts at $21,595. The 2.0 Sport Premium five-door hatchback starts at $20,295. The hatchback in Limited trim with a continuously variable transmission starts at $22,595.
Driving impressions of the 2012 Subaru Impreza are embargoed until Monday, Oct. 3rd. Subaru will let automotive journalists drive the Impreza today from Manhattan north to the Berkshires in Massachusetts, finally ending up on the campus of Yale in New Haven, Conn.
Akihide Takeuchi, project general manager, has the unique perspective of working on both the third generation Subaru Impreza and the current 2012 model. He said Subaru recognized deficiencies in the Impreza that were addressed: styling and fuel efficiency. “We want enhancements to be visible to our customers,” he said.
Impreza is going to be offered in all-wheel drive in both the four-door sedan and five-door hatchback trim levels. The most staggering detail of the Impreza is its fuel economy: 36-mpg highway and 27-mpg city for a combined rating of 30 mpg overall. As Subaru points out, it gets better city fuel economy than the much smaller Fiat 500. The 2012 Subaru Impreza is the most fuel-efficient all-wheel drive on the market including smaller vehicles like the Suzuki SX4.
Cruising range for the Subaru Impreza is 523 miles, up 67 miles from the 2011 Impreza, in spite of a smaller gas tank. That gives the current Impreza a better range than the Chevrolet Cruze, Honda Civic, Mazda3 and Hyundai Elantra – none of which offer all-wheel drive.
Subaru Impreza is going to be initially powered by the 2.0-liter engine first introduced in the 2011 Subaru Forrester. It was Subaru’s first new engine in 20 years. Subaru says it has contributed to a 10 percent enhancement in fuel efficiency with better acceleration.
OK, so the Subaru Impreza is never going to be accused of being a sports sedan but it at long last has a 0-60 time in the single digits – just barely. Subaru said the 2012 Impreza with a continuously variable transmission designed for the Impreza can jump to 60 in 9.8 seconds, an improvement from the previous 10.3 seconds. (Subaru said it has not tested the five-speed manual.) The 2.0-liter engine is rated at 148 horsepower at 6200 rpm and 145 lb. ft. of torque at 4200 rpm.
On the styling front, Subaru has moved the A-pillar (where the windshield meets the side of your vehicle) forward eight inches. The hood is shorter and the wheelbase is one-inch longer, which contributes to the rear legroom increasing two inches (thanks to scalloped front seats that add another inch). The door openings are also wider for easier entry and exit, as well as making it simpler to load cargo in the backseat (such as televisions). The shoulder line has also been lowered for better visibility.
Takeuchi addressed what has become common wisdom in the industry, “Compact cars with convenient body sizes and fuel efficiency have gained traction in this economy,” he said.
Subaru admitted something few manufacturers do – it is targeting older customers with the 2012 Impreza. Companies like Scion claim they’re going for the hip, twenty-somethings but end up selling a greater percentage of their vehicles to AARP members. Subaru still claims Generation Y and the Millennials will buy the Impreza but it’s refreshing to see a company admit older consumers exist.
Back on the technical side, the 2012 Subaru Impreza comes with four-wheel disc brakes with return springs added to the front brake pads for drag reduction. The vehicle also has brake override to prevent unintended acceleration. The roof crush strength rating is four times the vehicle’s weight, which is better than the federal standards of three times a vehicle’s weight. Also on the safety front, driver’s side knee airbags have been added
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| 2012 Subaru impreza |
2012 Subaru impreza
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| 2012 Subaru impreza |
is lighter than its predecessor. It's better looking and its fuel economy is vastly improved. Read on to learn more 2012 Subaru impreza
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
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| 2012 Subaru impreza |
We spent our day staring at the five-door Impreza Sport, and even though it's the one we'd buy, we can't say that it's leaps and bounds more attractive than the sedan. On the hatchback, the squared-off corners at the rear appear to be more pronounced, and while Subaru says this design was all in the name of improved aerodynamics, we'd still prefer something a bit smoother visually. Rear three-quarter design comparisons to the 2009 Pontiac Vibe are not unwarranted.
In the case of both the sedan and hatchback, Subaru has added more pronounced wheel arches to the Impreza, similar to those on the Legacy. The designers tell us this is to better communicate the car's all-wheel-drive architecture from a styling point of view, and while those arches aren't half bad to look at, they really only work with larger wheel and tire packages. The 17-inch dark alloy wheels wrapped in 205/50-series rubber on our test car, for example, are pretty handsome and fill out those large wells nicely.
The new Impreza isn't any longer or wider than the model it replaces, but it rides on a wheelbase that's been lengthened by one inch. Subaru says this accounts for an additional two inches of rear legroom, meaning there's 35.4 inches of overall leg space for rear seat passengers – the same as the capacious Chevrolet Cruze. The biggest change we noticed about the interior is how spacious it feels from the front seats. A relatively low beltline means you won't have that sunk-in-the-bathtub feeling that's becoming so popular on new cars these days, and with small changes like having the side mirrors attached to the doors rather than the A-pillars, visibility from the driver's seat is superb. Even your author, at five-feet, seven-inches, had no trouble getting a commanding view of the road with the driver's seat in its lowest height position.
What we like the best about the Impreza's interior is how clean and simple it is, from the dashboard to the center stack to the radio head unit. Even cars equipped with navigation use a simple layout, free of excess buttons and knobs and toggle switches. The instrument cluster is clean and well-organized, and the steering wheel's controls are nicely laid out and easy to learn. Study them once, and you won't need to keep glancing down to figure out what controls what.
Frequent cargo-shleppers will appreciate the capaciousness of the five-door Impreza, with 52.4 cubic feet of usable space available with the rear seats folded. That's an improvement of exactly eight cubic feet versus the 2011 model, and 7.6 cubic feet versus the 2012 Ford Focus five-door. There are plenty of other cubbies and compartments throughout the rest of the interior, and the Subaru folks tell us that there's even room up front to house 38 compact discs... if that's still your thing.
Overall, the 2012 Impreza's interior is where we see the largest improvement in quality. The cabin is simple and refined from a design standpoint, while feeling very grown up and not as gimmicky as other cars in the segment (*cough* Focus *cough*). Subaru has added a smattering of soft-touch materials to the dashboard and doors, and while they're nice, the Cruze's interior still feels more sophisticated and refined (the same goes for the Focus, if we're being honest). Little things like the climate control dials still feel cheap in the Impreza, as does the plastic material on the steering wheel, even on the uplevel leather-laden Limited trim.
The only engine available for 2012 is Subaru's all-new 2.0-liter boxer flat-four, good for 148 horsepower and 145 pound-feet of torque. Oddly, those figures represent a loss of 22 hp and 25 lb-ft versus the outgoing 2.5-liter engine, but because the new Impreza is lighter – up to 110 pounds, depending on the trim – Subaru says that the 2012 model is actually quicker off the line, which we chalk up to the 'gearing' of the new continuously variable transmission or the throttle tuning. Both a CVT and five-speed manual transmission are available, but the continuously variable unit is the only transmission offered on Limited models. The CVT used in the Impreza isn't the same one found in the Legacy and Outback, and officials tell us it has been tuned for specific integration with this new 2.0-liter engine.
Of course, we can't talk about the Impreza without mentioning the WRX, and while a new 'Rex isn't planned for the immediate future, the rally-bred hotness is coming in just a few years. This 2.0-liter engine may be optimized for naturally aspirated use, but as Subaru's director of communications Michael McHale told us, Subaru "will always be a turbo company," and we can look for a forced-induction version of this engine to produce somewhere around 270 horses. Consider us on the edge of our seats.
While this engine has allegedly been tuned for better low-end and mid-range torque, the full 145 lb-ft isn't delivered until 4,200 rpm. We only had the chance to drive CVT-equipped Imprezas during our time in New England, and as you'd expect, the transmission doesn't really behave any differently than comparable units from other automakers. The transmission quickly revs up to about 4,000 RPM, holds there, and tapers off as you reach your desired cruising speed. No, the Impreza isn't a slug off the line, but there were times on uphill climbs where we really would have appreciated some extra grunt down low. CVT-equipped cars come with steering wheel-mounted paddle shifters with six 'gears' to choose from. We played with this, and no matter what preset ratio you select, mash the throttle and the engine will just spin up to about 4,000 RPM. It's pretty pointless, if you ask us.
We talked to folks who were able to drive cars equipped with the manual transmission, and we didn't hear great things here, either. Primarily, the problem with low-end power is even more glaring when you're rowing the gears yourself. "Lots of downshifting," a fellow journalist told us. We'll wait to pass final judgment until we get behind the wheel of a self-stirrer, but this was discouraging news.
Lower weight and lower power has improved overall economy, though, and even with all-wheel drive, the Impreza can achieve up to 36 miles per gallon on the highway. That makes it the most efficient all-wheel-drive vehicle on the market – that's some sort of "best-in-class" statement, right? With the manual transmission, the Impreza nets 25/34 mpg city/highway (in the sedan – the hatch's highway number drops to 33 mpg with the manual box). That isn't quite the magic 40 mpg number that Ford, Hyundai and Chevrolet all manage to achieve, but 36 mpg isn't anything to sneeze at, especially with an extra pair of driven wheels.
But with less power and a slushy CVT, is the new model just as good as the 2011 model when the roads start to get interesting?
The Impreza uses a MacPherson strut and lower L-arm front suspension with a double-wishbone setup out back. Combined with Subaru's Symmetrical AWD system, the Impreza is nicely balanced on all road surfaces. The suspension is never crashy and provides a comfortable ride quality without feeling wafty. Having power sent to all four wheels inspires confidence from behind the wheel, and while it's no sports car, the Impreza feels genuinely reassuring while being tossed about, even on wet surfaces.
A new electric power steering system has been applied for 2012, accounting for a marginal gain in overall fuel economy. And while many of these systems give off a feeling of false involvement and can feel twitchy, the Subaru unit is linear and direct, with good on-center feel.
For our shekels, the current fun-to-drive champ in this segment is still the Mazda3, and while we'd have to drive the two cars back-to-back to pick a winner, at least on these roads, the Subaru felt just as engaging as we remember from the Mazda. Yes, we'd like some more power down low, and we're not in love with the CVT, but in terms of suspension refinement, the Subaru is top notch. All-in, the Impreza is a solid steer, and from behind the wheel, it feels more refined than many of its competitors, particularly the Honda Civic and
Despite all the changes, pricing for the 2012 Impreza hasn't changed from 2011 – the base, four-door car starts at $17,495 (plus $750 for destination), with the five-door commanding an additional $500. Three trim levels are available – base, Premium and Limited – and at the top of the range, the Impreza Sport Limited with CVT stickers at $22,595.
The Impreza has never been a sales superstar, with Subaru's Outback, Legacy and Forester models all posting higher sales numbers throughout 2011. Yes, the current car is at the end of its lifecycle, but even so, we don't expect the 2012 model to set sales charts on fire like Volkswagen's new, lower-priced Jetta or the surprising Chevrolet Cruze. What Subaru has done here is create a new Impreza that offers more refinement, better economy and modestly improved styling over the car it replaces.
As for being the most fun-to-drive car in its class, the Impreza might not be our first pick, but it's in the hunt. Current Impreza owners should really like this new car, and C-segment shoppers would be wise to give the Subie a look, especially those who live in the Snow Belt. It may not offer best-in-class efficiency, technology, power, or beauty, but all in, the Impreza is a solid offering with some of the best road manners in its class.
No one has ever accused Subaru of being luxurious, and as a first grown-up car, the Impreza doesn't try to break that barrier. But the auto manufacturer is catching on to the sporty refinement that buyers are attracted to and expect, even in the compact car segment.
To give the Impreza an upmarket feel, Subaru replaced much of the hard plastic interior with soft touch points on the dashboard, door trim, and center console armrest. That, coupled with better audio options, shows that Subaru is racing to catch up to competitors that started paying closer attention to infotainment a lot earlier.
The Impreza is available in base, Premium, Sport Premium, Limited, and Sport Limited trims. With the 2.0i base model, you basically get a car with an AM/FM radio. In fact, the only option in the base model is the CVT. The Premium trim upgrades the wheels from 15-inch steelies to 16-inch alloys, and adds an audio system with a CD player, six speakers, USB port for iPod integration, auxiliary input for MP3 players, Bluetooth connectivity, and audio streaming, along with a few interior and exterior changes.
The Limited comes with the CVT, 17-inch wheels, fog lights, and the cold weather package, to name a few advantages. It also adds a 4.3-inch audio display with enhanced graphics for HD radio and iPod integration. With an iPod connected, you'll also be able to tag songs that you can purchase on iTunes the next time you sync your mobile device.
On both the Premium and Limited models, you can spring for the optional 6.1-inch touch-screen display with navigation system. The navigation system has easy-to-read graphics with a fairly intuitive interface, and the upgraded head unit adds available XM Satellite Radio and XM NavTraffic, and is equipped with about 50 voice control commands to facilitate some amount of hands-free infotainment control.
To make the compact car seem bigger, Subaru increased the vehicle's wheelbase by an inch while shortening the body overhang to retain the same footprint as the previous model. The sedan is still 180.3 inches and the five-door model is still 173.8 inches, but the subtle changes opened up 2.3 cubic feet of interior space in the sedan, and 2.9 in the five-door.
The extended wheelbase coupled with scallop-backed front seats added almost 2 inches of legroom in the second row. And now there's also a bit more cargo capacity in the sedan and hatchback.
To put it in perspective, an extra cubic foot of cargo capacity in the sedan means the trunk can now hold four sets of golf clubs, compared to three in the old model. And at 22.5 cu. ft., the cargo space of the five-door model is 3.5 cu. ft. larger than the previous model year, which means that with the rear seats folded flat, the 2012 Impreza can hold a mountain bike with the front wheel still attached.
Bigger than the subcompacts millennials may have bought during or just out of school, and more refined than their parents' hand-me-downs, Subaru wants the Impreza to be a car buyers' first real car.
And what constitutes a "real car?" Something that's nice enough to impress a boss or date, but still functional enough to cater to the transient and active lifestyle that is much of a person's 20s. A vehicle that offers hints of the bells and whistles seen in upmarket luxury cars, but steeped in enough utility to take a solid beating from weekend warriors.
Basically, it's as close to a midsize vehicle as you can get without coming standard equipped with car seats and conversation mirrors. Available as a four-door sedan or a five-door hatchback, the Impreza is like the buyers it targets: semi-grown-up. To make a point at a press event, Subaru demonstrated that it could pack a ~200 sq. ft. studio apartment full of Ikea furniture into a five-door model, complete with faux art wall hangings, iPod docking station, and requisite fuzzy slippers.
The 2012 Subaru Impreza is lighter than its predecessor. It's better looking and its fuel economy is vastly improved. It's also faster and the exhaust pipe emits only ice cream. The ice cream is magic and if you eat it, you won't get fat and everyone will think you're sexy. Impreza? This car will influence so many people, they should've called it the Influenza.
There's no doubt that the 2012 Impreza is, in fact, better looking and stingier with a gallon of gas. But I'm not completely buying Subaru's assertion that it's also quicker. The revised car lost a maximum of 165 pounds. Meanwhile, the new 2.0-liter flat-four is down 22 horsepower and 25 lb-ft of torque compared to the old 2.5-liter. To the naked eyeball, it wouldn't seem that 165 pounds would cancel out that kind of power loss, and I'm pretty sure it doesn't. Subaru is careful to apply the "quicker" designation to cars equipped with an automatic transmission, and that transmission has morphed from a prehistoric four-speed automatic to a very nice CVT. So combine the diet with the new transmission, and you get a car that sneaks under the 10-second mark on 0-60 runs, a few tenths faster than its predecessor. But when you ask about the five-speed car, Subaru people suddenly go all Oliver North and can't really remember much about the numbers. Well, here they are: The lightest version of the old Impreza had a power to weight ratio of 17.96 pounds per horsepower. The new car is dragging 19.66 pounds per horsepower. That's a significant difference, and despite some tinkering with the ratios in the five-speed, I'd put my money on the 2011 model in a drag race.
Yes, I've devoted probably too much energy to thinking about power to weight ratios in naturally aspirated Imprezas. My official prediction is that the automatic car will be a little quicker, the manual car will be a little slower and in any case no one who buys a non-WRX Impreza will care. The librarians of Vermont don't race for pink slips.
But they do care about mileage, and in that respect the new Impreza embarrasses its predecessor. The CVT-equipped car actually gets better city mileage (27 mpg) than the four-speed automatic model could manage on the highway. With a combined economy rating of 28 mpg for the manual and 30 mpg for the automatic, Subaru says the automatic Impreza is the most fuel-efficient all-wheel-drive car you can buy in the U.S. And that newfound thrift carries benefits into other areas, too -- for instance, a smaller gas tank allows a flat load floor in the five-door, which is one of the ways that Subaru increased interior volume while maintaining the same footprint as the 2011 model.
That interior is also a much finer habitat than before. The dashboard is covered in soft-touch materials and leather is an option for the first time on a non-turbocharged Impreza. On cars with a navigation system, the route planner dispenses an amazing amount of detail. Want to know how many kilograms of CO2 you'll emit on the way to the Sierra Club meeting? The Impreza will tell you exactly how guilty to feel.
After spending a day attacking the low mountains of the Berkshires in both five-speed and automatic Imprezas, I'd say that this car absolutely owns the title for "chassis that could handle significantly more horsepower." On one long on-ramp, I kept feeding in power on the expectation that the tires would start howling and the front end would wash out. But by the time the rubber began to voice any protest, I was far exceeding the speed limit on the highway ahead and my driving partner was looking faintly concerned about his choice of companionship for the day. With all-wheel-drive, the boxer engine's low center of gravity and double wishbones out back -- what we around here refer to as "classy rear suspension" -- the base Impreza is a lot of fun in the corners. Which makes sense, since it's basically a WRX without the power.
The new 2.0-liter is smoother than growly old 2.5-liter, but you're regularly aware that the torque peak is north of 4,000 rpm, especially with the CVT. Normally CVTs cause me to make a face like someone who smelled a fart, but this one features shift paddles on the steering wheel that allow you to hold one of six preset ratios if, say, you're terrorizing an on-ramp in rural Connecticut. I'd still go for the five-speed, but if you bought the automatic, I'd understand.
The base Impreza 2.0i with a five-speed goes for $18,245, making it one of the nicest all-wheel-drive cars for under 20 grand, as well as one of the only all-wheel-drive cars for under 20 grand. In other words, Subaru probably could've cheapened it out and hit their sales targets anyway, so it's admirable that they went in the other direction. In particular, dropping weight costs money, and the new Impreza's diet included the increased use of pricier high-strength steel. The improved interior materials aren't free, either, so it's impressive that Subaru carried over the old base price.
However, when I don my green-tinted visor and take a gimlet-eyed look at the numbers, I spy an unlikely all-wheel-drive competitor for the newly suave Impreza: the Legacy. Depending on which trim level you choose, the Legacy can be cheaper than the Impreza. An Impreza 2.0i Limited costs $22,345, while a Legacy 2.5i Premium with the all-weather package goes for $22,220. And the Legacy is a bigger (but not much heavier) car, with 170 horsepower and a six-speed manual transmission. Granted, a $22,000 Legacy wouldn't have leather or a 36-mpg highway rating, but the price overlap will surely cause more than a few moments of introspection on Subaru lots across the land.
Our circuitous route from New York to New Haven takes us over some pretty terrible pavement, but the 2012 Subaru Impreza takes it in stride. The chassis is stiffer this year, and although it's still suspended by struts in front and double wishbones in back, engineers made various small changes to improve the ride. There are new bushings in the rear, while the struts now incorporate additional springs — known as rebound springs — to help control body roll without resorting to aggressive damping or a massive stabilizer bar.
The 2012 Impreza feels more buttoned down than last year's car, yet it's still plenty compliant with all of the wheel-tire combinations Subaru is offering (205/50R17, 205/55R16 and 195/65R15). In this regard, it stacks up well with cars like the Jetta and Focus. Road noise is on the high side, though
There aren't many gnarly curves on Connecticut's back roads, but the Impreza feels balanced through the sweeping turns. It's not as sporty as the Mazda 3, which was reportedly Subaru's handling benchmark, but if this is the baseline, there's hope for the next WRX.
Electric-assist power steering is new to the Impreza line for 2012, and this is not a bad first effort. There's enough of a dead spot on center to minimize corrections when cruising down I-95, but when you make small inputs, the wheel is a touch overeager to return to center. Effort levels are just about right, but there's not much feel compared to the Mazda 3, which has the best steering in the segment. Of course, the Mazda is front-drive, so it's an imperfect comparison.
Brakes consist of ventilated discs and two-piston calipers up front. In back, the solid discs are smaller in diameter this year (10.8 inches versus 11.3) and continue to use single-piston calipers. Pedal feel is trustworthy and requires medium effort.
Subaru didn't raise pricing, so you can get into a 2012 Impreza sedan for as little as $18,245, while a volume 2.0i Premium model with the CVT will cost you $20,545 ($21,045 if you get the hatchback). A loaded 2.0i Impreza Sport Limited hatch with an optional navigation system and sunroof tops out at $25,345. Standard equipment hasn't changed much, but there's a knee airbag for the driver this year and the steering wheel now telescopes (previously, this feature was limited to the WRX).
Materials quality is near the top of the class. The dash and doortops are soft-touch, and both the cloth (standard on base and Premium models) and leather (standard on the Limited) upholstery are genuinely nice. The audio and climate controls still feel chintzy, but overall, these furnishings are second only to the Jetta wagon.
The engine is rated at 148 bhp at 6200 rpm and 145 lb.-ft. of torque at 4200 rpm. The vehicle can be fitted with either a CVT or a 5-speed manual gearbox. All-wheel drive is standard on all models.
With a fully independent suspension and a nicely weighted electric assist steering, the Impreza offers good driving dynamics. The addition of a rebound spring inside the front MacPherson struts minimizes body roll in corners and the inch-longer wheelbase helps contribute to a more compliant ride.
Normally, I’m not a big fan of CVT, but Subaru has tuned this system to deliver a more linear feel to the acceleration and minimize the elasticity in the drivetrain associated with these types of transmissions. Best of all is the ability to use paddle shifters in a manual mode to operate the CVT through 6 distinct gear ranges. When in sport mode, the transmission will hold the selected ratio, giving you the ability to run in higher rev ranges than would be allowed in full automatic mode.
The 2012 Subaru Impreza, which has standard all-wheel drive, will start at the base price of $17,495, which is what the 2011 Subaru Impreza sold for. The next most expensive Impreza is the 2.0 Premium at $18,795, which is $710 less than a Honda Civic EX. The Impreza 2.0 Limited four-door sedan starts at $21,595. The 2.0 Sport Premium five-door hatchback starts at $20,295. The hatchback in Limited trim with a continuously variable transmission starts at $22,595.
Driving impressions of the 2012 Subaru Impreza are embargoed until Monday, Oct. 3rd. Subaru will let automotive journalists drive the Impreza today from Manhattan north to the Berkshires in Massachusetts, finally ending up on the campus of Yale in New Haven, Conn.
Akihide Takeuchi, project general manager, has the unique perspective of working on both the third generation Subaru Impreza and the current 2012 model. He said Subaru recognized deficiencies in the Impreza that were addressed: styling and fuel efficiency. “We want enhancements to be visible to our customers,” he said.
Impreza is going to be offered in all-wheel drive in both the four-door sedan and five-door hatchback trim levels. The most staggering detail of the Impreza is its fuel economy: 36-mpg highway and 27-mpg city for a combined rating of 30 mpg overall. As Subaru points out, it gets better city fuel economy than the much smaller Fiat 500. The 2012 Subaru Impreza is the most fuel-efficient all-wheel drive on the market including smaller vehicles like the Suzuki SX4.
Cruising range for the Subaru Impreza is 523 miles, up 67 miles from the 2011 Impreza, in spite of a smaller gas tank. That gives the current Impreza a better range than the Chevrolet Cruze, Honda Civic, Mazda3 and Hyundai Elantra – none of which offer all-wheel drive.
Subaru Impreza is going to be initially powered by the 2.0-liter engine first introduced in the 2011 Subaru Forrester. It was Subaru’s first new engine in 20 years. Subaru says it has contributed to a 10 percent enhancement in fuel efficiency with better acceleration.
OK, so the Subaru Impreza is never going to be accused of being a sports sedan but it at long last has a 0-60 time in the single digits – just barely. Subaru said the 2012 Impreza with a continuously variable transmission designed for the Impreza can jump to 60 in 9.8 seconds, an improvement from the previous 10.3 seconds. (Subaru said it has not tested the five-speed manual.) The 2.0-liter engine is rated at 148 horsepower at 6200 rpm and 145 lb. ft. of torque at 4200 rpm.
On the styling front, Subaru has moved the A-pillar (where the windshield meets the side of your vehicle) forward eight inches. The hood is shorter and the wheelbase is one-inch longer, which contributes to the rear legroom increasing two inches (thanks to scalloped front seats that add another inch). The door openings are also wider for easier entry and exit, as well as making it simpler to load cargo in the backseat (such as televisions). The shoulder line has also been lowered for better visibility.
Takeuchi addressed what has become common wisdom in the industry, “Compact cars with convenient body sizes and fuel efficiency have gained traction in this economy,” he said.
Subaru admitted something few manufacturers do – it is targeting older customers with the 2012 Impreza. Companies like Scion claim they’re going for the hip, twenty-somethings but end up selling a greater percentage of their vehicles to AARP members. Subaru still claims Generation Y and the Millennials will buy the Impreza but it’s refreshing to see a company admit older consumers exist.
Back on the technical side, the 2012 Subaru Impreza comes with four-wheel disc brakes with return springs added to the front brake pads for drag reduction. The vehicle also has brake override to prevent unintended acceleration. The roof crush strength rating is four times the vehicle’s weight, which is better than the federal standards of three times a vehicle’s weight. Also on the safety front, driver’s side knee airbags have been added
2012 Subaru impreza
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