REVIEWS AND ROAD TESTS

Methodical

Subaru is a master at the art of bringing detailed and sometimes insignificant changes to its new models. And to help us discover (and appreciate) the third-generation Legacy - whether you go for the sedan (more attractive) or the wagon (more attractive still) - Subaru has carefully and methodically revised the whys and hows of each of the technical choices that underlie this model’s development.

This being said, I should warn you that some experts still settle the third-generation Legacy’s case in only two lines, pointing out the fact that the 3.0-litre flat six- cylinder engine is badly needed. An evaluation that falls a bit short, especially since it doesn’t do justice to the efforts made by Subaru to polish a lineup whose originality and diversity are still unequalled.Is Subaru marginal? A bit. A rebel? Not always. It takes well-measured risks, it relies on the tried and true, but it does make steady progress, eliminating the small drawbacks that may have been present on previous generations.

Bigger than it used to be, the Legacy provides more room, which spells a more comfortable ride. It also gives you more to see, thanks to a dashboard that seems to be positioned lower. The result? Front-seat passengers tend to curl in their toes to avoid knocking them against the plumbing tucked behind and under the instrument panel. Speaking of which, to help us feel in control Subaru has tilted the steering column away from the centre console, at the foot of which is a brushed aluminum gearshift grid (automatic only). Chic. Instrumentation is detailed, main controls are within easy reach for the driver, bucket seats are comfortable and provide fairly good support. The rear bench seat isn’t as praiseworthy, mostly because its back slopes too far. But at least the same bench seat has a third seat belt and a trio of headrests.

What about the trunk? It’s roomy enough in the case of the sedan, but the wagon’s is even more surprising, with a bigger cargo floor area now that the rear suspension is more compact.On wet and well-paved roads, the Legacy is well-behaved, to the point of almost being boring. On the other hand, as soon as weather conditions get a bit wild, they’re at their absolute and positive best. To begin with there’s the efficient and reliable all-wheel drive system, which makes driving on even the snowiest roads a real cakewalk.

As soon as things get back to normal, however, the Legacy tames down. With the pretext - a good one - of increasing its useful range at lower and average rpm levels Subaru has removed one cam from its big 2.5-litre in-line four-cylinder (another whim typical of this builder). So, is this four-cylinder any peppier? It’s hard to say given the conditions that prevailed during this first test drive: the four-cylinder in question was visibly short of breath (we were in a high-altitude area) to show its full potential. Still, one thing is sure: from the purely mathematical standpoint, the new Legacy, which is heavier, offers a weight-power ratio that isn’t as good as its predecessor’s, which should hurt its performance capabilities considerably.

However, on the plus side the mechanical system runs quietly and is smoother at lower speeds. And to help things along, the two available transmission choices are particularly good, even the manual, whose lever no longer jiggles around as if it’s in the middle of some kind of seizure.

The Legacy has no surprises in store when it comes to handling. For example, the steering system provides minimal feedback to maximize comfort. Roll is moderate, the suspension has a hard time countering road defects, but it feels as if this Legacy is either lighter or more powerful (or, in the best of both worlds, both at the same time). The qualities of its chassis, which happens to be very rigid, is a better reflection of the efforts made by the engineers who worked on its development. However, this flaw is felt only when driving on totally dry roads - as soon as rain, snow or ice comes into the picture, the Legacy’s all-wheel drive system (and the system on all other Subarus) makes its very reassuring presence felt.

It’s too bad that the Outback version has traded its Michelin tires for Firestone alternatives - no doubt for the sake of their more evocative name (Wilderness) - that don’t prove to be completely efficient. Asked about the motivation behind the new choice of tires, a Subaru spokesman indicated that fuel economy and a comfortable ride took precedence over all other considerations.

Consistent and easy to drive, the new Legacy is a good bargain, especially if you choose an entry-level model (L and Brighton), better equipped and not as voracious when your turn comes to go to the cash register.

PROS
Perfect for winter driving
Good soundproofing
Rigid chassis

CONS
Asthmatic engine
High fuel consumption
Unexciting handling on dry roads

REVIEWS AND ROAD TESTS

The other Impreza

Since last spring, everyone has eyes for the WRX, the most gifted Impreza. But as exceptional a car as it may be, it remains unaffordable to many drivers, with its $40,000 all-included price. Now, wait and see how much insuring this beauty will cost! Fortunately, a more affordable Impreza model ($21,995) is offered: the TS. Though slower, it still remains a talented entry. The more affordable Impreza has a wagon body, which makes it a direct competitor of the trendy Proteg 5, even if shorter, narrower and less attractive. The cabin is roomy enough for four. Access to the rear seats is not a problem and the rear seat reveals surprisingly comfortable. For additional comfort, the rear seat belts are equipped with rare adjustable anchors and three headrests can be installed on the back of the seat. The seat is partly or completely foldable to increase cargo space, which is a good thing since the wheel pits infringe on the trunk. The trunk is easily accessible with its low, bumper-high threshold.

Rear seat passengers may regret the lack of storage compartments (no storage in doors or at the back of the front buckets). The dashboard presentation is as dull as a rainy day, but features a comprehensive and legible instrument panel (even a gear indicator for the automatic transmission) and fake aluminium trims. All controls are located within the driver ’ s immediate environment and the huge tap-like air conditioning and heating controls are more pleasant to use and more accurate than previous cursors.

Against all odds, the TS option list is not very long. Power lock and windows, tinted glass, air, CD player, reclining steering column and ABS brakes are standard. As opposed to the WRX (also offered in wagon), the TS has no side air bags, no storage sunder the trunk floor or no courtesy mirrors under the sun visors. That ’ s something one can live with. In my modest opinion, only two options are necessary: the cargo lid to hide the contents of the trunk and the remote control power lock. Under the Impreza ’ s hood, the 2.2-litre flat (boxer) four-cylinder engine has been replaced by a 2.5-litre.

This engine, once reserved to sportier models, has become standard. With 165 hp, it is by far the most powerful in its category. In comparison, the Protegй5 engine yields 25 hp less. But the Protegй5 is 200 kg lighter. This being said, Subaru ’ s 2.5-litre engine revealed more silent and more energetic. Even if the manual transmission offered on the basic model allows for prying out all that the engine has to give, the optional automatic (for an additional $1,000) is well suited too. Except for slight hesitations in extreme acceleration, this transmission is flawless.

On the road, the Impreza is less than passionate. Its accurate, well-assisted steering and short turning radius make it a nimble urban car, especially in parking lots. It would gain to be more communicative, though. Perhaps more performing tires could do the trick.

The suspension is well calibrated and fully limits body movement. It has less success with road imperfections, on the other hand. The ride can be rough. Considering the performance level of the TS, it ’ s nice to count on ABS brakes, but disks, surprisingly, have not replaced rear drum brakes.

To fully appreciate a Subaru, you need to drive it in a snowstorm. You ’ ll love it! While front and rear wheel drives toil and strive in the snow, the Impreza ’ s all-wheel drive remains undisturbed. Even with the extra confidence it brings to its driver, the Impreza should be equipped with four decent snow tires in order to respect the laws of physics and to benefit from its full potential.

фNot the prettiest, not the most versatile and somewhat expensive, the Impreza TS is a decent alternative the current Hyundai Elantra GT and Mazda Protegй5, the industry ’ s hottest 5-doors. Even with its powerful engine and all-weather four-wheel drive, its replacement parts are more expensive and its fuel consumption is higher than those of competitors. The choice is yours!

PROS
Affordable all-wheel drive
Low price
Quality workmanship

CONS
Low fuel mileage
Small cargo
High cost for parts

REVIEWS AND ROAD TESTS

Methodical

Subaru is a master at the art of bringing detailed and sometimes insignificant changes to its new models. And to help us discover (and appreciate) the third-generation Legacy - whether you go for the sedan (more attractive) or the wagon (more attractive still) - Subaru has carefully and methodically revised the whys and hows of each of the technical choices that underlie this model’s development.

This being said, I should warn you that some experts still settle the third-generation Legacy’s case in only two lines, pointing out the fact that the 3.0-litre flat six- cylinder engine is badly needed. An evaluation that falls a bit short, especially since it doesn’t do justice to the efforts made by Subaru to polish a lineup whose originality and diversity are still unequalled.Is Subaru marginal? A bit. A rebel? Not always. It takes well-measured risks, it relies on the tried and true, but it does make steady progress, eliminating the small drawbacks that may have been present on previous generations.

Bigger than it used to be, the Legacy provides more room, which spells a more comfortable ride. It also gives you more to see, thanks to a dashboard that seems to be positioned lower. The result? Front-seat passengers tend to curl in their toes to avoid knocking them against the plumbing tucked behind and under the instrument panel. Speaking of which, to help us feel in control Subaru has tilted the steering column away from the centre console, at the foot of which is a brushed aluminum gearshift grid (automatic only). Chic. Instrumentation is detailed, main controls are within easy reach for the driver, bucket seats are comfortable and provide fairly good support. The rear bench seat isn’t as praiseworthy, mostly because its back slopes too far. But at least the same bench seat has a third seat belt and a trio of headrests.

What about the trunk? It’s roomy enough in the case of the sedan, but the wagon’s is even more surprising, with a bigger cargo floor area now that the rear suspension is more compact.On wet and well-paved roads, the Legacy is well-behaved, to the point of almost being boring. On the other hand, as soon as weather conditions get a bit wild, they’re at their absolute and positive best. To begin with there’s the efficient and reliable all-wheel drive system, which makes driving on even the snowiest roads a real cakewalk.

As soon as things get back to normal, however, the Legacy tames down. With the pretext - a good one - of increasing its useful range at lower and average rpm levels Subaru has removed one cam from its big 2.5-litre in-line four-cylinder (another whim typical of this builder). So, is this four-cylinder any peppier? It’s hard to say given the conditions that prevailed during this first test drive: the four-cylinder in question was visibly short of breath (we were in a high-altitude area) to show its full potential. Still, one thing is sure: from the purely mathematical standpoint, the new Legacy, which is heavier, offers a weight-power ratio that isn’t as good as its predecessor’s, which should hurt its performance capabilities considerably.

However, on the plus side the mechanical system runs quietly and is smoother at lower speeds. And to help things along, the two available transmission choices are particularly good, even the manual, whose lever no longer jiggles around as if it’s in the middle of some kind of seizure.

The Legacy has no surprises in store when it comes to handling. For example, the steering system provides minimal feedback to maximize comfort. Roll is moderate, the suspension has a hard time countering road defects, but it feels as if this Legacy is either lighter or more powerful (or, in the best of both worlds, both at the same time). The qualities of its chassis, which happens to be very rigid, is a better reflection of the efforts made by the engineers who worked on its development. However, this flaw is felt only when driving on totally dry roads - as soon as rain, snow or ice comes into the picture, the Legacy’s all-wheel drive system (and the system on all other Subarus) makes its very reassuring presence felt.

It’s too bad that the Outback version has traded its Michelin tires for Firestone alternatives - no doubt for the sake of their more evocative name (Wilderness) - that don’t prove to be completely efficient. Asked about the motivation behind the new choice of tires, a Subaru spokesman indicated that fuel economy and a comfortable ride took precedence over all other considerations.

Consistent and easy to drive, the new Legacy is a good bargain, especially if you choose an entry-level model (L and Brighton), better equipped and not as voracious when your turn comes to go to the cash register.

PROS
Perfect for winter driving
Good soundproofing
Rigid chassis

CONS
Asthmatic engine
High fuel consumption
Unexciting handling on dry roads

REVIEWS AND ROAD TESTS

Methodical

Subaru is a master at the art of bringing detailed and sometimes insignificant changes to its new models. And to help us discover (and appreciate) the third-generation Legacy - whether you go for the sedan (more attractive) or the wagon (more attractive still) - Subaru has carefully and methodically revised the whys and hows of each of the technical choices that underlie this model’s development.

This being said, I should warn you that some experts still settle the third-generation Legacy’s case in only two lines, pointing out the fact that the 3.0-litre flat six- cylinder engine is badly needed. An evaluation that falls a bit short, especially since it doesn’t do justice to the efforts made by Subaru to polish a lineup whose originality and diversity are still unequalled.Is Subaru marginal? A bit. A rebel? Not always. It takes well-measured risks, it relies on the tried and true, but it does make steady progress, eliminating the small drawbacks that may have been present on previous generations.

Bigger than it used to be, the Legacy provides more room, which spells a more comfortable ride. It also gives you more to see, thanks to a dashboard that seems to be positioned lower. The result? Front-seat passengers tend to curl in their toes to avoid knocking them against the plumbing tucked behind and under the instrument panel. Speaking of which, to help us feel in control Subaru has tilted the steering column away from the centre console, at the foot of which is a brushed aluminum gearshift grid (automatic only). Chic. Instrumentation is detailed, main controls are within easy reach for the driver, bucket seats are comfortable and provide fairly good support. The rear bench seat isn’t as praiseworthy, mostly because its back slopes too far. But at least the same bench seat has a third seat belt and a trio of headrests.

What about the trunk? It’s roomy enough in the case of the sedan, but the wagon’s is even more surprising, with a bigger cargo floor area now that the rear suspension is more compact.On wet and well-paved roads, the Legacy is well-behaved, to the point of almost being boring. On the other hand, as soon as weather conditions get a bit wild, they’re at their absolute and positive best. To begin with there’s the efficient and reliable all-wheel drive system, which makes driving on even the snowiest roads a real cakewalk.

As soon as things get back to normal, however, the Legacy tames down. With the pretext - a good one - of increasing its useful range at lower and average rpm levels Subaru has removed one cam from its big 2.5-litre in-line four-cylinder (another whim typical of this builder). So, is this four-cylinder any peppier? It’s hard to say given the conditions that prevailed during this first test drive: the four-cylinder in question was visibly short of breath (we were in a high-altitude area) to show its full potential. Still, one thing is sure: from the purely mathematical standpoint, the new Legacy, which is heavier, offers a weight-power ratio that isn’t as good as its predecessor’s, which should hurt its performance capabilities considerably.

However, on the plus side the mechanical system runs quietly and is smoother at lower speeds. And to help things along, the two available transmission choices are particularly good, even the manual, whose lever no longer jiggles around as if it’s in the middle of some kind of seizure.

The Legacy has no surprises in store when it comes to handling. For example, the steering system provides minimal feedback to maximize comfort. Roll is moderate, the suspension has a hard time countering road defects, but it feels as if this Legacy is either lighter or more powerful (or, in the best of both worlds, both at the same time). The qualities of its chassis, which happens to be very rigid, is a better reflection of the efforts made by the engineers who worked on its development. However, this flaw is felt only when driving on totally dry roads - as soon as rain, snow or ice comes into the picture, the Legacy’s all-wheel drive system (and the system on all other Subarus) makes its very reassuring presence felt.

It’s too bad that the Outback version has traded its Michelin tires for Firestone alternatives - no doubt for the sake of their more evocative name (Wilderness) - that don’t prove to be completely efficient. Asked about the motivation behind the new choice of tires, a Subaru spokesman indicated that fuel economy and a comfortable ride took precedence over all other considerations.

Consistent and easy to drive, the new Legacy is a good bargain, especially if you choose an entry-level model (L and Brighton), better equipped and not as voracious when your turn comes to go to the cash register.

PROS
Perfect for winter driving
Good soundproofing
Rigid chassis

CONS
Asthmatic engine
High fuel consumption
Unexciting handling on dry roads

REVIEWS AND ROAD TESTS

Methodical

Subaru is a master at the art of bringing detailed and sometimes insignificant changes to its new models. And to help us discover (and appreciate) the third-generation Legacy - whether you go for the sedan (more attractive) or the wagon (more attractive still) - Subaru has carefully and methodically revised the whys and hows of each of the technical choices that underlie this model’s development.

This being said, I should warn you that some experts still settle the third-generation Legacy’s case in only two lines, pointing out the fact that the 3.0-litre flat six- cylinder engine is badly needed. An evaluation that falls a bit short, especially since it doesn’t do justice to the efforts made by Subaru to polish a lineup whose originality and diversity are still unequalled.Is Subaru marginal? A bit. A rebel? Not always. It takes well-measured risks, it relies on the tried and true, but it does make steady progress, eliminating the small drawbacks that may have been present on previous generations.

Bigger than it used to be, the Legacy provides more room, which spells a more comfortable ride. It also gives you more to see, thanks to a dashboard that seems to be positioned lower. The result? Front-seat passengers tend to curl in their toes to avoid knocking them against the plumbing tucked behind and under the instrument panel. Speaking of which, to help us feel in control Subaru has tilted the steering column away from the centre console, at the foot of which is a brushed aluminum gearshift grid (automatic only). Chic. Instrumentation is detailed, main controls are within easy reach for the driver, bucket seats are comfortable and provide fairly good support. The rear bench seat isn’t as praiseworthy, mostly because its back slopes too far. But at least the same bench seat has a third seat belt and a trio of headrests.

What about the trunk? It’s roomy enough in the case of the sedan, but the wagon’s is even more surprising, with a bigger cargo floor area now that the rear suspension is more compact.On wet and well-paved roads, the Legacy is well-behaved, to the point of almost being boring. On the other hand, as soon as weather conditions get a bit wild, they’re at their absolute and positive best. To begin with there’s the efficient and reliable all-wheel drive system, which makes driving on even the snowiest roads a real cakewalk.

As soon as things get back to normal, however, the Legacy tames down. With the pretext - a good one - of increasing its useful range at lower and average rpm levels Subaru has removed one cam from its big 2.5-litre in-line four-cylinder (another whim typical of this builder). So, is this four-cylinder any peppier? It’s hard to say given the conditions that prevailed during this first test drive: the four-cylinder in question was visibly short of breath (we were in a high-altitude area) to show its full potential. Still, one thing is sure: from the purely mathematical standpoint, the new Legacy, which is heavier, offers a weight-power ratio that isn’t as good as its predecessor’s, which should hurt its performance capabilities considerably.

However, on the plus side the mechanical system runs quietly and is smoother at lower speeds. And to help things along, the two available transmission choices are particularly good, even the manual, whose lever no longer jiggles around as if it’s in the middle of some kind of seizure.

The Legacy has no surprises in store when it comes to handling. For example, the steering system provides minimal feedback to maximize comfort. Roll is moderate, the suspension has a hard time countering road defects, but it feels as if this Legacy is either lighter or more powerful (or, in the best of both worlds, both at the same time). The qualities of its chassis, which happens to be very rigid, is a better reflection of the efforts made by the engineers who worked on its development. However, this flaw is felt only when driving on totally dry roads - as soon as rain, snow or ice comes into the picture, the Legacy’s all-wheel drive system (and the system on all other Subarus) makes its very reassuring presence felt.

It’s too bad that the Outback version has traded its Michelin tires for Firestone alternatives - no doubt for the sake of their more evocative name (Wilderness) - that don’t prove to be completely efficient. Asked about the motivation behind the new choice of tires, a Subaru spokesman indicated that fuel economy and a comfortable ride took precedence over all other considerations.

Consistent and easy to drive, the new Legacy is a good bargain, especially if you choose an entry-level model (L and Brighton), better equipped and not as voracious when your turn comes to go to the cash register.

PROS
Perfect for winter driving
Good soundproofing
Rigid chassis

CONS
Asthmatic engine
High fuel consumption
Unexciting handling on dry roads

REVIEWS AND ROAD TESTS

Finally here!

For a decade now, European, Japanese, Australian and New Zealand drivers have the privilege to drive the Impreza WRX, Subaru’s "bomb" celebrated by Japanese engineers. During those years, America was entitled to another kind of privilege, the less exciting 165-hp Impreza RS. But now, Subaru is taking advantage of the renewal season to introduce the WRX in its North American line-up. Was it worth the wait?Although the WRX is in the spotlight these days, let’s not forget that the Impreza line is revamped this year. The result of this renewal, visible in Subaru dealerships for a few weeks now, is worth a visit. So the new Impreza is, as usual, roomier, more rigid and safer (we’ve heard that before, right?) And Subaru’s entry model is offered in sedan and wagon bodies. The coupe was abandoned because of the limited interest it stimulated.

More modern, definitely, but esthetically not more original, this Impreza can be mixed with the Chrysler Neon. To highlight its distinct character, Subaru stylists got carried away designing aerodynamic appendixes and questionable eccentricities. The air intake affixed to the hood (a reminder of 20 years ago) is necessary for the intercooler of the turbocharged 4-cylinder engine. But stylists have also improved the look of the once shooting for the stars rear spoiler.

From outside and inside, the WRX loudly claims its specificity. Inside, the execution is made in good taste. Buckets seats are perfectly sculpted and offer flawless support. Drivers will appreciate the leather-covered tiny steering wheel (Momo, if you don’t mind) and the bored aluminum-plated pedals. The instrument panel is no longer a sad sight, with its silvery decals and huge dials. But, unlike shown in the television ad, there is no turbocharger gauge in the WRX. The dashboard is somewhat drab and headroom end in the back seats remains limited. Unlike the wagon, the sedan’s short and low rear seat still doesn’t fold (a matter of chassis rigidity) and the cargo volume remains inferior to that of a Corvette convertible (394 L vs. 311 L). Another irritant that clings to the Impreza despite the review: the frameless side windows create wind infiltrations.While other models bearing the Subaru crest are fully appreciated in stormy conditions, the WRX is a pleasure, under any road conditions. While front and rear wheel drives toil, the Impreza’s integral traction triumphs. Some drivers (including myself) will even go out of their way to find delicate situations to explore this Subaru’s drivability, nimbleness and stability. The flat 2.0-litre turbocharged 4-cylinder produces 227 hp and provides the Impreza with impressive performance, but only at high enough revolution. Even if Subaru’s engineers pretend that most of the torque (80%) is available at 2,000 rpm, it’s not until it reaches 3,500 that your spine feels crushing against the seat. But once you step on the gas, this WRX fears no one. It outstanding weight/power ratio allows it to beat more prestigious and more expensive machines. BMW 3-Series, Lexus IS 300 and Volvo S60 owners will have a good look at this Japanese’s tailgate lights, until the next gas station. The WRX is not what we can call frugal.

A pleasant surprise is the quality of the manual transmission. Improved once again, its handling is no longer comparable to churning butter. More accurate, but more rigid as well, it could nevertheless force your hand to select the wrong gear.

Purists may cringe, but the WRX also offers a "dull" automatic transmission that nonetheless, matches the engine relatively well, especially with the more sophisticated integral traction that comes with it.

A serious contender, this Subaru WRX has four disk brakes, but they are far from perfect. On the models we tested, they didn’t show the endurance required for bold driving and the pedal was visibly not firm enough.

The 100 and something Canadian Subaru dealers will have no trouble getting these cars in driveways in the next year. The WRX should account for 35% of all Impreza sales in their estimation. But the joy of driving a WRX comes at a price that not everyone can afford. Subaru must now let Honda and VW owners know that the Impreza, now considered "in" by the trendy crowd, is offered in a more affordable trim called TS, selling for $21,995.

PROS
Racing engine
Rally seats
Very high stability

CONS
Poor sound ( no turbo whistle… )
Low fuel mileage
Too fast for most

2006 Japan

REVIEWS AND ROAD TESTS

Finally here!

For a decade now, European, Japanese, Australian and New Zealand drivers have the privilege to drive the Impreza WRX, Subaru’s "bomb" celebrated by Japanese engineers. During those years, America was entitled to another kind of privilege, the less exciting 165-hp Impreza RS. But now, Subaru is taking advantage of the renewal season to introduce the WRX in its North American line-up. Was it worth the wait?Although the WRX is in the spotlight these days, let’s not forget that the Impreza line is revamped this year. The result of this renewal, visible in Subaru dealerships for a few weeks now, is worth a visit. So the new Impreza is, as usual, roomier, more rigid and safer (we’ve heard that before, right?) And Subaru’s entry model is offered in sedan and wagon bodies. The coupe was abandoned because of the limited interest it stimulated.

More modern, definitely, but esthetically not more original, this Impreza can be mixed with the Chrysler Neon. To highlight its distinct character, Subaru stylists got carried away designing aerodynamic appendixes and questionable eccentricities. The air intake affixed to the hood (a reminder of 20 years ago) is necessary for the intercooler of the turbocharged 4-cylinder engine. But stylists have also improved the look of the once shooting for the stars rear spoiler.

From outside and inside, the WRX loudly claims its specificity. Inside, the execution is made in good taste. Buckets seats are perfectly sculpted and offer flawless support. Drivers will appreciate the leather-covered tiny steering wheel (Momo, if you don’t mind) and the bored aluminum-plated pedals. The instrument panel is no longer a sad sight, with its silvery decals and huge dials. But, unlike shown in the television ad, there is no turbocharger gauge in the WRX. The dashboard is somewhat drab and headroom end in the back seats remains limited. Unlike the wagon, the sedan’s short and low rear seat still doesn’t fold (a matter of chassis rigidity) and the cargo volume remains inferior to that of a Corvette convertible (394 L vs. 311 L). Another irritant that clings to the Impreza despite the review: the frameless side windows create wind infiltrations.While other models bearing the Subaru crest are fully appreciated in stormy conditions, the WRX is a pleasure, under any road conditions. While front and rear wheel drives toil, the Impreza’s integral traction triumphs. Some drivers (including myself) will even go out of their way to find delicate situations to explore this Subaru’s drivability, nimbleness and stability. The flat 2.0-litre turbocharged 4-cylinder produces 227 hp and provides the Impreza with impressive performance, but only at high enough revolution. Even if Subaru’s engineers pretend that most of the torque (80%) is available at 2,000 rpm, it’s not until it reaches 3,500 that your spine feels crushing against the seat. But once you step on the gas, this WRX fears no one. It outstanding weight/power ratio allows it to beat more prestigious and more expensive machines. BMW 3-Series, Lexus IS 300 and Volvo S60 owners will have a good look at this Japanese’s tailgate lights, until the next gas station. The WRX is not what we can call frugal.

A pleasant surprise is the quality of the manual transmission. Improved once again, its handling is no longer comparable to churning butter. More accurate, but more rigid as well, it could nevertheless force your hand to select the wrong gear.

Purists may cringe, but the WRX also offers a "dull" automatic transmission that nonetheless, matches the engine relatively well, especially with the more sophisticated integral traction that comes with it.

A serious contender, this Subaru WRX has four disk brakes, but they are far from perfect. On the models we tested, they didn’t show the endurance required for bold driving and the pedal was visibly not firm enough.

The 100 and something Canadian Subaru dealers will have no trouble getting these cars in driveways in the next year. The WRX should account for 35% of all Impreza sales in their estimation. But the joy of driving a WRX comes at a price that not everyone can afford. Subaru must now let Honda and VW owners know that the Impreza, now considered "in" by the trendy crowd, is offered in a more affordable trim called TS, selling for $21,995.

PROS
Racing engine
Rally seats
Very high stability

CONS
Poor sound ( no turbo whistle… )
Low fuel mileage
Too fast for most

2006 Japan

REVIEWS AND ROAD TESTS

The other Impreza

Since last spring, everyone has eyes for the WRX, the most gifted Impreza. But as exceptional a car as it may be, it remains unaffordable to many drivers, with its $40,000 all-included price. Now, wait and see how much insuring this beauty will cost! Fortunately, a more affordable Impreza model ($21,995) is offered: the TS. Though slower, it still remains a talented entry. The more affordable Impreza has a wagon body, which makes it a direct competitor of the trendy Proteg 5, even if shorter, narrower and less attractive. The cabin is roomy enough for four. Access to the rear seats is not a problem and the rear seat reveals surprisingly comfortable. For additional comfort, the rear seat belts are equipped with rare adjustable anchors and three headrests can be installed on the back of the seat. The seat is partly or completely foldable to increase cargo space, which is a good thing since the wheel pits infringe on the trunk. The trunk is easily accessible with its low, bumper-high threshold.

Rear seat passengers may regret the lack of storage compartments (no storage in doors or at the back of the front buckets). The dashboard presentation is as dull as a rainy day, but features a comprehensive and legible instrument panel (even a gear indicator for the automatic transmission) and fake aluminium trims. All controls are located within the driver ’ s immediate environment and the huge tap-like air conditioning and heating controls are more pleasant to use and more accurate than previous cursors.

Against all odds, the TS option list is not very long. Power lock and windows, tinted glass, air, CD player, reclining steering column and ABS brakes are standard. As opposed to the WRX (also offered in wagon), the TS has no side air bags, no storage sunder the trunk floor or no courtesy mirrors under the sun visors. That ’ s something one can live with. In my modest opinion, only two options are necessary: the cargo lid to hide the contents of the trunk and the remote control power lock. Under the Impreza ’ s hood, the 2.2-litre flat (boxer) four-cylinder engine has been replaced by a 2.5-litre.

This engine, once reserved to sportier models, has become standard. With 165 hp, it is by far the most powerful in its category. In comparison, the Protegй5 engine yields 25 hp less. But the Protegй5 is 200 kg lighter. This being said, Subaru ’ s 2.5-litre engine revealed more silent and more energetic. Even if the manual transmission offered on the basic model allows for prying out all that the engine has to give, the optional automatic (for an additional $1,000) is well suited too. Except for slight hesitations in extreme acceleration, this transmission is flawless.

On the road, the Impreza is less than passionate. Its accurate, well-assisted steering and short turning radius make it a nimble urban car, especially in parking lots. It would gain to be more communicative, though. Perhaps more performing tires could do the trick.

The suspension is well calibrated and fully limits body movement. It has less success with road imperfections, on the other hand. The ride can be rough. Considering the performance level of the TS, it ’ s nice to count on ABS brakes, but disks, surprisingly, have not replaced rear drum brakes.

To fully appreciate a Subaru, you need to drive it in a snowstorm. You ’ ll love it! While front and rear wheel drives toil and strive in the snow, the Impreza ’ s all-wheel drive remains undisturbed. Even with the extra confidence it brings to its driver, the Impreza should be equipped with four decent snow tires in order to respect the laws of physics and to benefit from its full potential.

фNot the prettiest, not the most versatile and somewhat expensive, the Impreza TS is a decent alternative the current Hyundai Elantra GT and Mazda Protegй5, the industry ’ s hottest 5-doors. Even with its powerful engine and all-weather four-wheel drive, its replacement parts are more expensive and its fuel consumption is higher than those of competitors. The choice is yours!

PROS
Affordable all-wheel drive
Low price
Quality workmanship

CONS
Low fuel mileage
Small cargo
High cost for parts

REVIEWS AND ROAD TESTS

The other Impreza

Since last spring, everyone has eyes for the WRX, the most gifted Impreza. But as exceptional a car as it may be, it remains unaffordable to many drivers, with its $40,000 all-included price. Now, wait and see how much insuring this beauty will cost! Fortunately, a more affordable Impreza model ($21,995) is offered: the TS. Though slower, it still remains a talented entry. The more affordable Impreza has a wagon body, which makes it a direct competitor of the trendy Proteg 5, even if shorter, narrower and less attractive. The cabin is roomy enough for four. Access to the rear seats is not a problem and the rear seat reveals surprisingly comfortable. For additional comfort, the rear seat belts are equipped with rare adjustable anchors and three headrests can be installed on the back of the seat. The seat is partly or completely foldable to increase cargo space, which is a good thing since the wheel pits infringe on the trunk. The trunk is easily accessible with its low, bumper-high threshold.

Rear seat passengers may regret the lack of storage compartments (no storage in doors or at the back of the front buckets). The dashboard presentation is as dull as a rainy day, but features a comprehensive and legible instrument panel (even a gear indicator for the automatic transmission) and fake aluminium trims. All controls are located within the driver ’ s immediate environment and the huge tap-like air conditioning and heating controls are more pleasant to use and more accurate than previous cursors.

Against all odds, the TS option list is not very long. Power lock and windows, tinted glass, air, CD player, reclining steering column and ABS brakes are standard. As opposed to the WRX (also offered in wagon), the TS has no side air bags, no storage sunder the trunk floor or no courtesy mirrors under the sun visors. That ’ s something one can live with. In my modest opinion, only two options are necessary: the cargo lid to hide the contents of the trunk and the remote control power lock. Under the Impreza ’ s hood, the 2.2-litre flat (boxer) four-cylinder engine has been replaced by a 2.5-litre.

This engine, once reserved to sportier models, has become standard. With 165 hp, it is by far the most powerful in its category. In comparison, the Protegй5 engine yields 25 hp less. But the Protegй5 is 200 kg lighter. This being said, Subaru ’ s 2.5-litre engine revealed more silent and more energetic. Even if the manual transmission offered on the basic model allows for prying out all that the engine has to give, the optional automatic (for an additional $1,000) is well suited too. Except for slight hesitations in extreme acceleration, this transmission is flawless.

On the road, the Impreza is less than passionate. Its accurate, well-assisted steering and short turning radius make it a nimble urban car, especially in parking lots. It would gain to be more communicative, though. Perhaps more performing tires could do the trick.

The suspension is well calibrated and fully limits body movement. It has less success with road imperfections, on the other hand. The ride can be rough. Considering the performance level of the TS, it ’ s nice to count on ABS brakes, but disks, surprisingly, have not replaced rear drum brakes.

To fully appreciate a Subaru, you need to drive it in a snowstorm. You ’ ll love it! While front and rear wheel drives toil and strive in the snow, the Impreza ’ s all-wheel drive remains undisturbed. Even with the extra confidence it brings to its driver, the Impreza should be equipped with four decent snow tires in order to respect the laws of physics and to benefit from its full potential.

фNot the prettiest, not the most versatile and somewhat expensive, the Impreza TS is a decent alternative the current Hyundai Elantra GT and Mazda Protegй5, the industry ’ s hottest 5-doors. Even with its powerful engine and all-weather four-wheel drive, its replacement parts are more expensive and its fuel consumption is higher than those of competitors. The choice is yours!

PROS
Affordable all-wheel drive
Low price
Quality workmanship

CONS
Low fuel mileage
Small cargo
High cost for parts

REVIEWS AND ROAD TESTS

Still Outshining the Competition?

The Forester is still one of the best-selling utility vehicles in Canada. But its popularity is faltering, due to age and a savvy competition. With no major redesign planned until 2003, Subaru management has nevertheless seen fit to add a little more jazz to this year ’ s Forester with the Sport trim.You don ’ t climb into a Forester, you just slide in. While this low ground clearance limits the vehicle ’ s off-roading potential (as does the lack of skid plates under the vehicle), it does make it easier to load a sled, snowboard or other bulky sports equipment onto the newly designed roof rack, reportedly less noisy than the previous model. The interior proportions are more cramped than, say, a Ford Escape, particularly in the back, where the bench seat is about as comfortable as an ironing board. The seat ’ s one original feature is that it reclines to let little ones nap. And when they awake, you can entertain them with a treasure hunt by hiding small objects in the 20-odd compartments that speckle the Forester ’ s interior. While they thought of many such details, somehow Subaru engineers forgot to install a side rear window defogger, which would have improved visibility in bad weather. There are also several ergonomic problems, such as the radio ’ s unfortunate position under the air conditioner and the flimsiness of accessories like the cup holder.Road handling has always been the Forester ’ s strong suit, and its engineers were smart to leave well enough alone. Last year ’ s robust but thirsty engine, a four- cylinder, horizontally opposed 2,5-litre, remains in place. After all, it was successfully reconfigured to improve acceleration. I ’ ll spare you the technical details, but to make a long story short, note that the new Forester has only one camshaft (there used to be two), and that its fuel injection system has been modified to bring more oxygen to the engine. The added vigour is evident at low and medium speeds, and it ’ s easier to reach those passing speeds. Still, the powertrain could use more flexibility, a problem that ’ s only exacerbated with the five-speed manual transmission. The clutch has made significant progress over the years, giving it greater precision and a reduced tendency to jerk about, but it still lacks a certain fluidity. As a result, the Forester sometimes bucks in bumper-to-bumper traffic, making its driver look like a real beginner. If you want my advice, spring for the smooth automatic transmission, at $1,000 extra.

The Forester is outstanding on asphalt, where many of its rivals disappoint. Thanks to its auto frame (courtesy of the Impreza, in this case), the Forester is fun to drive and inspires a jaunty confidence. In other words, forget about the vague, hazy feeling you might get behind the wheel of some other SUVs. The Forester ’ s steering is firm and precise, and its remarkably short turning circle makes it easy to negotiate the turns and fit into a tight parking space. Also of note are a recalibrated suspension to minimise tilt and an wider track which gives the vehicle a roomier trunk and backseat while also improving its stability.

Aggressive 16-inch tires go all-out to counter the vehicle’s tendency to oversteer or understeer under certain circumstances. Not really dangerous, it ’ s just a little fun, especially in the winter when the Forester really struts its stuff. Of course, it doesn ’ t hurt that its excellent antilock braking system, which comes standard on all vehicles, is definitely the most powerful and resistant (even to heat) of its class. Only hitch: the brake pedal was difficult to manipulate, at least on the test model.

To recap, the Forester has impeccable all-wheel drive, almost perfect weight distribution (49 front/51% back), a peppy engine, keen brakes, a short turning circle, and astonishing towing capacity (900 Kg). With all this to boast of, the Forester ’ s younger rivals will be eating its dust. It may not be much of a looker, but this SUV has what it takes to keep its trademarked stars shining bright in a very competitive market.
PROS
Driving pleasure
Good automatic transmission
Dependable and robust

CONS
Latest changes too subtle
 Clutch lacks
fluidity Uncomfortable

 Driver: * * * *
Passenger: * * * *

2001 Japan