New Impreza will play well here
Since 1993, Subaru’s entry-level Impreza has provided durable, all-wheel-drive transportation for the budget-conscious.
After 16 years in the marketplace – an eon in car years – that philosophy remains intact.
We recently drove an Impreza 2.5i Sport Wagon and came to the conclusion that the more things change the more they stay the same.
The Impreza is still powered by its oddball, horizontally opposed, or “boxer-style,” engine, in which the cylinders lie along a horizontal plane, rather than in an upright or V-shaped configuration, as is typical.
Among today’s automakers, only Subaru and Porsche continue to use the old, aircraft-derived architecture, which is not bad company if you’re Subaru and the other guys are known for building the world’s best sports cars.
The other constant is Subaru’s “symmetrical” all-wheel-drive system, which powers all four wheels all the time and is able to transfer power to the wheels with the best grip when slippage occurs.
Subaru introduced the concept of all-wheel drive to the U.S. passenger-cars market and is the only manufacturer to offer it as standard equipment across its model line. Small wonder that Subies are longtime favorites of buyers in the Northwest and New England.
Of course, no model remains unchanged over a 16-year lifespan and despite its similarities with its prime ancestor, the 2006 Impreza is the product of three or four generations of evolution.
Changes for ‘06 reflect one of those periodic shifts in brand identity to which all models in a family conform over time. In this case, the changes are primarily cosmetic, although the obligatory power-bump rule is in effect and the Impreza also benefits from improvements to its AWD mechanism.
In keeping with the nomenclature of the larger Legacy family, the former 2.5 RS models have been renamed 2.5i (from $18,920, including destination), and the 2.5-liter engine that powers the base models now makes 173 horsepower, up from last year’s 165 hp. The upgrade is due largely to the implementation of Subaru’s i-Active Lift System and electronic throttle control.
Fans of the marque will recognize the ‘06 Impreza’s front-end redesign; with its new, three-section mesh grill, restyled headlights and buffed-up fenders. The littlest Subie now bears a strong resemblance to its larger siblings.
At one point in its history, Subaru touted its “active-safety” systems and the company still puts its money where its mouth is. Anti-lock brakes, with electronic brake-force distribution, are standard equipment on all Imprezas, as are new advanced dual-stage front airbags and side-impact bags.
Standard equipment on base models includes power windows, mirrors and door locks; remote keyless entry, AM/FM/CD audio, tilt-adjustable steering wheel, security system, ambient temperature gauge and air conditioning with a new filtration system.
A five-speed manual is standard, with a four-speed automatic optional.
Where other makers have struggled to gain public acceptance of their wagons, Subaru has made hay with them. The 2.5i Sport Wagon, which we drove, is priced identically to the 2.5i sedan, with an Outback Sport Wagon starting at $19,820.
Outback Sport models ride on a heavy-duty raised suspension and get projector-beam halogen headlamps and steel-gray metallic lower-body panels, side moldings and bumpers. An Outback Sport Special Edition model ($20,320) adds a leather-wrapped steering wheel, auto-dimming rearview mirror with compass, premium sound system with six-disc changer, six upgraded speakers and subwoofer.
At the upper end of the Impreza lineup, WRX (from $25,620) models receive an engine transplant. A new, turbocharged and intercooled 2.5-liter four replaces the old 2.0-liter engine, increasing output from 217-hp to 230-hp.
A new TR sedan is the entry-level WRX, with a Limited Sedan ($28,120) and Wagon ($27,620) offering additional luxury items.
The outrageous, 300-hp STI ($33,620) gains a mechanical limited-slip center differential in place of the old hydraulically controlled unit and the power distribution ratio has been revised to send more torque to the front wheels. A new steering sensor has been added to the mix, giving the differential yet another piece of input, enhancing the effectiveness of the torque-split.
Were it my money to invest, I’d steal a couple of Audi’s interior designers. There is nothing fundamentally wrong with the interior but the cabin fails to convey any sense of personality or warmth or intimacy.
On the road, even the base STi Sport Wagon is a kick to drive. The little engine is responsive and generates plenty of torque and though the boxer configuration is noisier and less smooth than conventional in-line fours, it’s never intrusive or annoying.
The shift-lever action in our five-speed tester lacked precision – it was a little sloppy in the gates – but clutch uptake was good and the engine revved easily to speed.
Boxer engines have a lower profile than other configurations, reducing the car’s center of gravity, which in the Impreza produces flat, responsive cornering with little body lean. The car feels balanced and stable even at speed and even when the road gets slick.
And therein lies the “beauty of all-wheel drive,” as Subaru advertising is wont to remind us.
As long as Northwest buyers prize affordable transportation appropriate for the weather and the roads, Subaru’s Impreza, fun to drive and tenacious in its road-handling habits, will remain a local favorite.