Subaru makes a Harman Kardon audio system an option in some of its other models, but not so with the lowly Impreza. Even at the top trim levels, all you get is a non-branded six-speaker system. This system's music reproduction shows acceptable quality--it actually makes some tracks very enjoyable. But it lacks the depth and clarity of higher-end systems.
But the thing Subaru is known for is its standard all-wheel-drive system. With the new CVT, the Symmetrical All-Wheel Drive system uses a high-tech electronically controlled transfer clutch that lets the system adjust torque depending on conditions. Unlike in the STI version of the Impreza, there are no options for the driver to adjust the all-wheel-drive system for different road surfaces.
And while the all-wheel-drive system helps keep traction, the suspension, designed for comfort rather than cornering, allows significant body movement. This suspension is not screwed down tight to make the car rotate neatly in the turns; it's set softer to handle the everyday bumps in the road.
The combination of the CVT and engine, a 2-liter flat four-cylinder, proved adequate for the hatchback Impreza. Producing 145 horsepower and 148 pound-feet of torque, the engine was designed for fuel efficiency rather than tire-chewing acceleration.
Stomping on the gas from a stop leads to a leisurely 60 mph run, the CVT giving it sure and steady acceleration with the tachometer needle holding above 5,000rpm. When the engine winds out like that, the sound is a little strained. Using the paddle shifters did not make the car feel much faster, besides giving it the shift bumps of a fixed-gear car.
When I hit the gas while under way, looking for passing power, the CVT was as willing as any fixed-gear automatic to run up the engine speed. At freeway speeds, tooling along at 65 mph, I was surprised to see the engine running at about 2,500rpm, as many cars drop down under 2,000rpm to hold these speeds, improving fuel economy.
Beyond the power train, Subaru's measures to improve the Impreza's fuel economy include lightening the car--it comes in at about 3,000 pounds--and giving it an electrically powered steering system, which is tuned well for driving feel. As such, the EPA numbers for the new Impreza are 27 mpg city and 36 mpg highway. Through a number of different driving conditions, CNET's car showed an average of just over 27 mpg, so it might take some babying to get it over the 30 mpg mark.
My first thought when I considered the 2012 Subaru Impreza's standard all-wheel drive and this model's $23K price tag was, why wouldn't you buy one? At least, for someone shopping in this segment, the new Impreza should be a serious contender, especially with the utility of a hatchback and the EPA fuel economy. Take the base model, for only $17K, and you get a manual transmission.
But the cabin tech is not the most advanced, feeling like a slapdash set of different systems. The Bluetooth phone system is primitive, although the Bluetooth audio streaming is among the best I've seen. The iPod integration works well, but the interface is terrible. Looking at the perfect double-DIN-sized stereo, I would be more inclined to eschew the options and go aftermarket with the electronics.
|Model||2012 Subaru Impreza|
|Trim||2.0i Sport Premium|
|Power train||2-liter flat 4-cylinder, continuously variable transmission|
|EPA fuel economy||27 mpg city/36 mpg highway|
|Observed fuel economy||27.5 mpg|
|Navigation||Optional flash memory-based with traffic data|
|Bluetooth phone support||Standard|
|Disc player||MP3-compatible single-CD|
|MP3 player support||iPod integration|
|Other digital audio||USB drive, Bluetooth streaming, satellite radio|
|Audio system||6-speaker system|
|Price as tested||$23,645|