2009 Subaru Impreza

2009 Subaru Impreza

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Photos by -Autonet.ca
Joe Duarte
Published: 07 10 2008

Fun on so many different levels

A name like Impreza is a writer’s dream when it comes to describing a car – Impreza-v; Impreza-pon the masses; designed by an Impreza-rio – it never gets dull.

Which in a way is befitting of the littlest Subaru because it never gets boring either.

Impreza competes in one of the most hotly contested markets in Canada, alongside light heavyweights such as the Honda Civic, Toyota Corolla, Mazda3 and VW Jetta, challengers to the throne such as the Chev Cobalt/Pontiac G5 twins, Nissan Sentra, and the Hyundai Elantra/Kia Spectra twins, and borderline players like the Dodge Caliber, Suzuki SX4 and Ford Fusion … not a dog among them!

And as hotly contested as it is, a player on this field needs to stand out. Impreza does it through less-than-conservative styling and four-wheel drive.

Impreza came along in 1993 as a replacement for the Loyale. It followed up on Subaru traditions of all-wheel drive (although it did offer a front-wheel driver in its first) and non-conformist styling – it wasn’t ugly or radical even, it was just different.

And it’s still a little off the beaten path, with a wavy grille/headlight front end with hardly a straight edge to be found (when others can’t seem to get enough of straight edges). For example, Subaru cars have stuck to frameless windows when others were finding door into roof designs so much better for wind sealing; the new Impreza’s windows do have frames, but they just seal up tight against the surrounding metalwork – a kind of hybrid window, perhaps?

Still the seal is pretty tight and the cabin remains pretty much free of windnoise. The noise that does make it in comes mostly from the road and from the engine bay. It’s a sporty kind of sound, though those familiar with the smooth “fours” of Impreza competitors will likely consider it rough.

On the one hand, the Impreza’s 2.5-litre four-cylinder powerplant is virtually vibration-free thanks to the opposing forces of the Boxer design (horizontally-opposed or “H” – turn the H sideways and you get an idea of the way the pistons drive away from the centre crankshaft).

On the other hand, it’s a pretty big four-cylinder engine with all the boominess and harshness that comes with it. Fuel economy is nowhere close to its market rivals - almost a litre thirstier over 100 km from it’s nearest competitors, who all have smaller (some, much smaller) inline-fours.

But the tradeoff is superior power at the top end and bottom-end grunt. Impreza would get off the line very smartly were it not so heavy (it weighs some 60 kg or 130 lbs. more than its closest competitor). On the other hand, you do get the sure-footedness of all-wheel drive on all makes and manners of pavement, maintaining your forward momentum on slippery wintery stuff, sticky summery stuff, or wet springy/fally stuff. The weight and pull of the all-wheel drivetrain also shows off its mettle in handling exercises, with Impreza maintaining a flat even line through corners regardless of what the driver’s right foot is doing.

Sending Impreza into a four-wheel drift requires a lot of speed, a lot of practice and a lot of patience. In other words, you’re likely not going to see anybody steering his/her Impreza off the road with any regularity.

Our test car came with a light five-speed manual shifter, which also comes complete with Subaru’s Hill-Holder clutch – to facilitate uphill starts, when you’re on an uphill on the brake and you throw the car in gear, it won’t roll back when you release the brake and the clutch is still depressed.

The interior quarters are cozy without being unbearable. Rear seat room is totally at the mercy of the front seat occupants but good foot position allows a little bit more leeway before it becomes intolerable. The rear seat is best left for two, as the center occupant would find little comfortable legroom and a stiff cushion and back support.

The rear seatbacks fold forward in a 60/40 split but not flat to the trunk floor. The trunk itself is reasonable for this size car, the opening is wide and the lid flips up high out of the way. On the downside, using the remote unlock feature simply releases the trunk latch and you still have to flip it open (which is a kind of nuisance when you have three or four arms full of groceries. Closing it requires a positive flip of the wrist, which is not easily done when there is no handgrip.

But despite all the peccadilloes, the Impreza remains a comfortable little car in which to do road battle on a year-round basis. You can get into your basic Impreza for just under $21,000, though our test car came with the sport package that adds a rear spoiler and WRX STi rubber-studded pedals, and other cosmetic stuff that doesn’t really change the performance of the base Impreza.

Summary:

Year/Make/Model
2009 Subaru Impreza
Price as tested
$24,695
Trim level
2.5i Sport
Price range
$20,995-$45,995
Freight
$1,495
EnerGuide fuel economy ratings
10.6 L/100km city; 7.5 L/100km hwy
Observed fuel economy
8.4 L/100 km combined over 695 km
Warranty (basic)
3 years/60,000 km
Warranty (powertrain)
5 years/100,000 km
Competitors
Chevrolet Cobalt; Honda Civic; Hyundai Elantra; Kia Spectra; Nissan Sentra; Toyota Corolla; Volkswagen Jetta

Strong Points

Weak Points

  • - surefootedness year-round
  • - good looks
  • - powerful at most speeds
  • - pricey
  • - constrictive rear seat

Editors Rating:

Fuel consumption
Pretty bad for an econobox.
Value for price
Depends what value you put on surefootedness year-round.
Styling
Attractive little package with wavy grille and instrument panel.
Comfort
Nicely contoured seats but tight confines abound.
Performance
Good power; great handling.
overall
Stands out in a crowd quite well, though there's a price to pay for that.

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