The redesigned new Subaru all-wheel-drive Impreza WRX is far more refined and comfortable than its predecessors, which always seemed a few steps away from a race/rally car.
The first WRX arrived in 2001. As with its successors, it had sudden power boosts from a turbocharged engine, overly stiff rides, cramped rear seats, dated interior quality, and doors that clanged shut.
Styling was offbeat, if purposeful, but many car buffs loved those WRXs because they were fast, fun and distinctive -- and were inspired by Subaru's World Rally Championship cars.
The 2008 WRX is softer and smoother, with the rough edges gone. That's partly because Subaru wants it to appeal to more people, especially women. Previous WRXs mostly have had a male audience.
The new WRX is sold as a sleeker-looking four-door sedan and as a four-door hatchback that replaces the 2007 station wagon -- eliminating the "stigma" of a wagon while still providing extra utility.
Besides more mainstream styling, the wheelbase of both models has been stretched 3.7 inches to 103.1 inches for a better ride and roomier interior. The sedan is 4.5 inches longer than the 2007 sedan and 6.5 inches longer than the 2008 hatchback.
Meanwhile, the much milder Impreza 2.5 i continues with the new bodies and some other features of the WRX but only has a 170-horsepower four-cylinder nonturbocharged engine. The regular Impreza long has been considered a significantly different model than the WRX.
Horsepower and torque of the compact WRX 2.5-liter four-cylinder engine are unchanged, although a new intake manifold helps allow power and torque to be delivered at lower rpms. That results in a more responsive engine at lower speeds and a linear power delivery instead of the old "jolt" delivery. Horsepower is 224, and torque is 226 pound-feet.
The standard five-speed manual gearbox has been modified for smoother shifts, but it is occasionally notchy. It's hooked to a long-throw clutch. A four-speed automatic transmission also is offered.
Base prices go from $24,350 to $28,450 for the sedan and from $24,850 to $28,950 for the hatchback. The most expensive WRXs have a navigation and satellite radio package.
Standard comfort and convenience items include automatic climate control, AM/FM/CD sound system, cruise control, tilt/telescopic wheel, split-folding rear seats and power windows and locks with remote keyless entry.
Safety features include a new stability control system, incline start assist that prevents rollbacks on hills with the manual transmission, tire pressure monitoring system -- and front side and side-curtain air bags.
Options include an Aero Package, which contains such items as front and rear spoilers and body side skirts. (The hatchback has a standard rear hatch-mounted spoiler.)
The 65-75 mph passing time in my test WRX was fairly quick even in fifth gear, whereas the previous model called for downshifting one or two gears for fast passing.
The new WRX is about 50 pounds lighter than 2007 models, but acceleration times are virtually identical: 0-60 mph in 5.6 seconds and 0-100 mph in 16.2 seconds, with 95 mph at the end of a quarter-mile run. Top speed is an estimated 140 mph.
The WRX engine turns over at 2,600 rpm at 65 mph, which is a little high, but it's smooth. Estimated fuel economy is 19 mpg in the city and 24 on the highway with the manual transmission and 20 and 25 with the automatic.
A new platform and a front suspension from Subaru's Legacy allow the engine to be put lower for improved handling. And a new double-wishbone rear suspension permits better handling than the old multilink setup. It also allows a wider, deeper cargo compartment, improved ride and less road noise for a quieter interior. However, wind noise is noticeable at highway speeds if the radio is off.
The updated steering is quick, with the right amount of power assist, and handling is sharp, with little body lean while negotiating curves. The all-wheel-drive system helps here. The improved suspension provides a supple ride, but highway and expressway expansion strips can be felt. Stopping distances are short, thanks partly to a brake assist feature.
There's a new sweeping twin cockpit and Interior materials that are miles ahead of the old ones in quality. Emphasis is placed on double-stitched fabrics and high-grade plastics, although there are few soft-touch pieces. Front seats are supportive when snaking through curves, and the driver's seat has a handy manual height adjuster. For the first time, WRX doors close with a solid thunk.
Gauges can be quickly read, with slick italicized numerals glowing red. The large climate controls are easily worked. But the navigation system dashboard screen absorbs too many audio functions, which can make it complicated to use the audio system. The console's dual cupholders are nicely placed, as are the driver's power window controls.
Four tall adults -- five if they're slim -- fit comfortably. Doors open wide for easy entry and exit, with rear doors opening fully 75 degrees to allow entry to the spacious rear seat. Large outside handles and decently sized inside handles also help make it easy to enter or leave the WRX.
The glovebox holds little more than the owner's manual, but door panels house molded recesses that can take 24-ounce soft drink bottles, besides loose items.
My test WRX sedan's large trunk had more usable space and a wide, but rather high, opening and manual lid hinges. Rear seatbacks flip forward and sit flat to enlarge the cargo area, although the pass-through opening between the trunk and rear-seat area is only moderately large. The WRX hatchback is more convenient for hauling cargo.
The new WRX is at home on byways as it is on highways, but no longer feels once-removed from a race/rally car.
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