Subaru blows hot, hotter, then cold, hot, and… lukewarm. Despite the ups and downs of the current Impreza line-up, especially in terms of the hot WRX models, there is light at the end of the tunnel – surprisingly, it goes along with the ditching of the Impreza name.
As much as it was an improvement in terms of dynamics and extra power, the hatchback iteration of the iconic Impreza WRX STI never quite captured imaginations like its booted predecessors did. The Impreza WRX hatch was even worse – not so impressive in the power stakes against seasoned hot hatch rivals and with soft suspension that allowed way too much roll in the bends. But then again the symmetrical all-wheel drive kept it glued to terra firma no matter how ridiculous the amount of body roll.
There was a sigh of relief when Subaru announced the return of a saloon shape to the Impreza model line-up, and even more specifically for the hot WRX versions. That upgrade catapulted our opinion of the hallowed WRX badge sky-high once more, and with the boot came an increase in power and torque, as well as a proper bassy burble to the exhaust note.
Alas, in my opinion Subaru shot itself in the foot somewhat with the silly introduction of the RS models to the Impreza line-up, adding WRX-esque looks to the base Impreza saloon. What you’re left with is basically an asthmatic normally aspirated flat-four trying to drive the heavy all-wheel drive system. And because the exterior says you can do more, it can leave you looking like a right idiot…
But towards the end of 2010, things changed for the better once again… an upgrade for the WRX and return to saloon shell for the WRX STI. Most think that’s about it, but they’re wrong. As much as I liked the four-door Impreza WRX CAR tested in December 2009, it reminded me way too much of the weaker, softer hatchback version design-wise. Enter all-new looks for the WRX and STI models… and importantly, the Impreza name has been dropped from the boot in favour of just the legendary performance monikers.
First to arrive at CAR was the all-new WRX STI, which we put through its paces during our January performance issue shootout at Pilanesberg International Airport and Zwartkops Raceway. It was well-liked and surprised the team with some good results, but those who can’t muster up the additional R120 000 over a WRX needn’t worry, and here’s why…
Well the new WRX does look a lot meaner than before, what with an obtrusive new bumper design with gigantic rectangular airdam instead of the girly-smile slit featured previously and that fat bonnet scoop that dominated the front view. The profile is suitably muscled-up too, with bulging arches and quite a large boot spoiler, even though this piece is not as vertically-extroverted as the one on the STI. And there are now four exhaust exits under the rear bumper…
Unfortunately, the one area the WRX really disappoints is its interior, which is plastered with Tupperware-quality plastic that begins to rattle and vibrate as soon as the road surface is less-than-perfect. The semi-bucket style seats up front are a nice touch, but the leather lining isn’t really finished well, and where it meets plastic on the seatback appears like a cheap sew-on job. The facia is the only redeeming feature, with swoopy styling and decent perceived quality, though everywhere else it seems like “soft-touch” is a sin at Subaru HQ – the door panels and even the rear parcel shelf are solid chunks of thin plastic.
The chunky clutch is an early indication of the performance on tap, and upon firing up the turbocharged “flat”-four, you’re met with a dramatic burst followed by an uneven beat as the horizontally-opposed unit thrums to life. The uneven idle smoothes a little as engine reaches its peak operating temperature, but if you buy a WRX, you’re probably not worried about how loud it is in any case…
The 2,5-litre powerplant is quite eager at low engine speed, but to find the balance between a quick getaway and embarrassing stall takes some time, as letting the clutch out too quickly with too little throttle input will register absolutely nothing with the four-wheel drive system…
In fact, what you need most of the time is strong right-foot flexes to get off the line quickly. This is key when putting the WRX through 0-100 km/h sprints. Actually, what is really required is to have the tachometer kiss the 6 500 r/min, and dump the clutch. What greets the driver is a momentary scrabble from all four wheels before the 235 section Dunlops catapult the WRX forward. This kind of hooliganism is also met with quite a loud bang from the transmission and a raucous flat-four roar.
Once you’re going there’s no more need to worry about the heavy mechanicals, as the short-ratio five-speed gearbox and 300 N.m of torque already available from just over 2 000 r/min means that downshifts are hardly ever required for overtaking. You also have to be very precise with the shift action moving up and down the ratios which, apart from making you feel as if a gear is not properly selected, is quite user-friendly.
Once more, the WRX excels in the dynamics department, and to say it handles as if on rails is quite the understatement – it just doesn’t do anything you don’t want it to. Point and shoot would be an apt description. There is the unfortunate balance of the suspension springs and dampers, because while the WRX feels very comfortable over dips and crests, imperfections in the surface result in a crashing noise from the components.
Personally, I’d look past the horrible interior plastic and soft ride, because the WRX is one of the most engaging driving experiences available for under half a bar…