2012 Subaru Impreza: What's It Like to Live With?
Read the latest updates in our long-term road test of the 2012 Subaru Impreza as our editors live with this car for a year.
What do you want to know about?
- Introduction
- New vs. Old
- Engine Break-in Procedure
- Bowled Over By New Car Smell
- Brake Break-in Procedure
- LATCH Anchors
- Silencing the Door Chime
- Likes and Dislikes
- It's Not Pretty Under the Hood
- Engage!
- Audio Aggravation
- Kickin' It
- A Head Unit I Can Live With
- CVT Done Right
- Eclipsed City MPG?
- Learning to Shift
- Comfortable Commuter
- Does This Matter to You?
- A Closer Look at Interior Materials
- Does The Bike Fit?
- Which MPG Gauge Do You Prefer?
- Gratuitous Puppy Photographs
- Better HD Radio
- Thirteen Days of Gray
- Maintenance Made Easy
- Easy LATCH Access
- First Service
- Location, Location...
- Know Your PZEVs and SULEVs
- The PZEV Thingamajig
- Will The Bike Fit, Part 2
- Stereo Thoughts
- Seriously?
- Cool Air
- Ekeing Out a Tenth
- Moving Stuff in a Wagon
- I Think I'm in Love
- Quieter Than Civic
- Great Seat
- It's a Hit
- Hatchback Love
- A Shifty Suggestion
- The Road from Cars Land
- Better Than They Look
- Visibility
- Five Thousand Miles
- Do You Auto A/C?
- Does Little Things Right
- Real Word Cargo
- Road Trip to the Biggest Little City
- Stash and Store
- Full Tilt
- What's Missing?
- 1,000-Mile Fuel Economy
- Seat Comfort
- Driven Back-To-Back
- Still Waiting For The New WRX
- Charlotte Hitches a Ride
- All We Need Now Is Gear
- Like The Ride/Handling Balance
- More On The CVT
- Child Seat Fitment Test
- EyeSight Demo Toy
- Sales Up. Long Lost Twin Found
- Unofficial Scorecard
- Pumpkin Coach
- The Feel of the Wheel
- Creaks and Groans
- Quietly Impressive
- Love Me Two or Three Times
- 7,500-Mile Service Due
- Like The Way It Looks
- The Dash Rattle
- Bluetooth Blues
- Of Ground Clearance & Back Roads
- Hard to Hit Heaters
- Knobs, Knobs Everywhere
- The CVT And Fuel Economy
- Beware. The End Is Near
- Smooth On The Highway
- Manual Mode Override
- Big Storage
- Ridiculously Easy DIY Oil Change
- A-OK at 10K
- You Knew The Bike Fit
- Classic
- Weather Patterns
- ABS/ESC Review
- The Upside Of CVTs
- Wide Angle
- Display Done Right
- Comfort at My Elbow
- I See You
- Off the Pace
- Floor Mat Retention Done Right
- Radio On The Radio
- Almost Zero
- Going to the Dogs
- TPMS Warning
- Hot Wheels
- Test Gear Test
- Fun With CVT
- Diagnosing The Hot CVT
- All's Well That Ends Well
- I Like the Hatch
- A Passenger's Impressions
- December Fuel Economy
- Actual vs. Estimated Fuel Usage
- No Desire for Dark Wheels
- Return of the Outback Sport
- Las Vegas Road Trip
- Rainy Day AWD
- Fuel Sipper MPG Report
- The Disappearing Handbrake
- Twitchy Throttle
- Fuel Economy Update for January
- Funny Vanity Plate
- Road Trip!
- One Tin Radio
- 15k Milestone
- 15K Service Visit
- Palm Springs Road Trip
- Gutless?
- Full of Cool Air
- Cold Air Companion
- Cryptic
- Fuel Economy Update for February
- Tag, You're It
- User-Friendly Clock
- Recalled for Defective Key Fob
- Northern California Road Trip Route
- Cargo Limit
- Fuel Economy Update for March
- Los Angeles to Nevada City
- Nevada City to Monterey, CA.
- Monterey to Los Angeles
- Fuel Economy Update for April
- A Year Goes Quickly
- Fuel Economy Update for May
- Wrap-Up
Introduction
The Subaru Impreza has dug its niche as a sturdy, inexpensive, all-wheel-drive car that will take you to work in any weather imaginable. Trouble is, most of the U.S. doesn't have to worry about snow for much of the year, so sales outside of the snowbelt have never matched those of competitors like the Honda Civic or Toyota Corolla.
Subaru is hoping to dig out of that rut with the redesigned 2012 Impreza. It has been redesigned to compete with mainstream compact cars while maintaining its standard all-wheel-drive system. More importantly, fuel economy is now a selling point instead of a shortcoming. With its EPA ratings of 27 city/36 highway and 30 mpg combined, our 2012 Subaru Impreza 2.0i Sport Limited hatchback is the most fuel-efficient Subie since the three-cylinder Justy.
With these improvements, the 2012 Impreza has everything that it needs to compete. But is it still a true Subaru? We decided to add one to the long-term fleet to find out.
What We Got
All the redesigned 2012 Subaru Impreza models feature a naturally aspirated version of Subaru's new FB-series, horizontally opposed four-cylinder engine. In this car, it displaces 2.0 liters and is rated at 148 horsepower at 6,200 rpm and 145 pound-feet of torque at 4,200 rpm. This is considerably less power and torque than you got with last year's normally aspirated 2.5-liter engine (170 hp, 170 lb-ft), but the old motor returned lousy mileage. Its EPA numbers were 20/27/22 with a manual, 20/26/22 with an automatic.
The 2.0-liter engine comes with either a continuously variable transmission (CVT) and a clutch-type AWD system, or a carryover five-speed manual gearbox and a viscous-coupling AWD system. Fuel economy is lower with the manual (25/33/28), and we've never done any extended testing of Subaru's CVT, so we opted for the belt-and-pulley transmission. Hey, at least it has a steering-wheel-mounted paddle shifter and six forward gear ratios (well, more or less) to keep us busy.
Subaru sells the 2012 Impreza in myriad trim levels. Adding to the potential confusion are the WRX and STI models, which aren't part of this redesign — they're still the old body style with the same turbocharged 2.5-liter engines as last year.
Among the redesigned 2.0i models, our Sport Limited model is considered top of the line. For its base price of $23,645, including destination, you get 17-inch alloy wheels with a gun-metal finish, 205/50R17 Yokohama Avid S34D all-season tires, foglights, heated mirrors and black roof rails. Inside, our hatch has leather upholstery, heated seats, a tilt-and-telescoping steering wheel, automatic climate control, Bluetooth (with streaming audio capability), and USB and auxiliary inputs.
Major options include a $1,000 sunroof and a hard-drive-based navigation system (also $1,000, but you have to buy it with the sunroof). Our long-termer has the sunroof but no navigation system.
The total MSRP on our 2012 Subaru Impreza 2.0 Sport Limited hatchback is $24,645. There was no room to haggle, as Subaru loaned us the car for this test.
Why We Got It
Past Subaru Imprezas were always likable, but they weren't as practical or fuel-efficient as cars like the Ford Focus, Mazda 3, Honda Civic and Volkswagen Jetta. We recommended the Impreza to friends, but always advised, "If you don't really need all-wheel drive, there are better choices out there."
However, the revamped 2012 Subaru Impreza offers a more complete package, and Impreza sales have doubled since it went on sale in November 2011.
After our initial drive of the Subaru Impreza, we had it all figured out: "This Impreza will sell, even if it's not your first pick for bombing down a back road. It will sell because it makes a good commuter car. The ride is comfortable. The acceleration is adequate. Getting 30 mpg is easy. And the cabin is spacious and furnished with quality materials."
Now we have 12 months and 20,000 miles to find out if this 2012 Subaru Impreza 2.0i Sport Limited makes a good daily driver in Southern California. We'll be reporting on its fuel economy, ride comfort and out-and-out functionality on the Long-Term Road Test blog.
Current Odometer: 603 miles
Best Fuel Economy: 25.4 mpg
Worst Fuel Economy: 24.0 mpg
Average Fuel Economy (over the life of the vehicle): 24.6 mpg
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
During my first night in our 2012 Subaru Impreza 2.0i Sport Limited hatchback, a previous-generation Impreza pulled up behind me at a gas station. Not only was it also a hatch, but it was even a naturally-aspirated car. (Anecdotally, I feel like I see more WRXs, than n.a. 2.5i cars in Southern California.)
The driver of the maroon car took no notice of me or the new Impreza, but of course I looked at his car and discreetly took a photo of it. I prefer the understated fender detailing (or rather, lack of detailing) on the older car — the exaggerated flares on our car seem like unnecessary flourishes on a non-turbo Impreza.
Yet, I do like the front end of our car better. The shape of its headlights and more pronounced contours on its hood are a lot more inspired. So, solely in the exterior design department, what's your pick — new Impreza or old (2008-2011)?
Read it and weep, its the engine break-in procedure for our 2012 Subaru Impreza. Read it because Subaru finds it important enough to include in the owner's manual. And weep because, well, we still have 200 miles of conservative driving before we are officially broken in.
When it comes to engine break-in we often encounter varying schools of thought. Here we are again. In our case, we follow the book. But what's your take on break-in? If the manual says do it, do you do it? Or do you jump right into your normal driving patterns immediately?
Don't get me wrong, I like our new 2012 Subaru Impreza quite a bit.
Expecting a sedan, I cheered when I went downstairs with key in-hand and found a 5-door hatch waiting for me. The wagonesque body takes the edge off the new creased styling and those dark alloy wheels and roof rails provide welcome contrast to the light blue metallic paint.
My favorable first impression extended to the interior, where upgraded buttons, switchgear and materials make the inside of our 2012 look a whole lot more upscale and appealing than our last-gen 2008 Impreza WRX STI. "This is a bit of all right," I thought.
And then I drove it home.
Before I even finished pairing my phone and left the garage I was struck by the most acrid new car smell I could ever remember. Halfway home I began feeling woozy. Five miles from home I wanted to get out and walk the rest of the way. I can't give you any driving impressions because I was too distracted to internalize and remember any.
New car smell has never affected me like this. But in this case I felt weird and mildly dizzy for some minutes after I went inside — so much so that we took the minivan when the family went out to dinner. Meanwhile, the Subie sat overnight on the curb with its windows cracked and the sunroof tilted open.
Next morning was more of the same on the way in.
I hope this new car outgassing phase passes quickly because I'm eager to drive our new Impreza again. And I'm curious to know why some new car smells are pleasant enough to bottle up and sell as car air fresheners while others make you want to collect a sample and send it off to a lab for analysis.
This one falls in the second category.
While flipping through the owner's manual for the engine break-in procedure on our 2012 Subaru Impreza, I found this page for new brake pads and linings. This sort of break-in occurs during normal driving. So it isn't something we'd typically acknowledge. But the parking brake section is interesting.
How many of you take the time to break-in your new parking brake as this manual suggests?
Our 2012 Subaru Impreza was in service a mere day before I went searching for the child safety seat LATCH anchors. That's the sort of thing that happens when you're a parent with kids that require such apparatus. The LATCH points are very easy to locate, two in each outer position of the rear seats.
When it comes to these tethers there are a few approaches. Some manufacturers leave them in plain sight. Others tuck them out of sight between the seat base and back, which are usually difficult to access. Subaru does things a little differently...
Subaru hides them behind velcro-lined straps. They are easily accessed once the flap is open. And if looks matter to you, then simply reattach the flap once the child seat straps are secured. This style offers the best of both worlds, functionality and form. Of the three most prevalent LATCH options around, it is my favorite.
Personally, I don't care for the audible door lock/unlock chime on our 2012 Subaru Impreza. I may be in the minority but generally any chime, chirp or melody associated with locking or unlocking a car are annoying to me. That is why I was glad to find this page in the manual.
The process of disabling (and enabling if that's your thing) the chirp on the Impreza is really simple. Hold down the driver's door unlock button while you poke the key in and out of the ignition a bunch of times. Then open the door and get out. The chime is silenced. I like it.
Likes:
It's a hatchback
Ample cargo area with privacy cover
Sporty white gauges that light up red at night
Low-key dark alloy wheels
Dislikes:
Loud and sloppy CVT
Lack of mid-range torque
Weak air-conditioner
Almost imperceptible seat heaters
And I'm not talking about the technology, horsepower or efficiency. All of those elements are quite good actually. As you can see, I'm speaking literally here. This is one ugly engine bay. It looks like a scorpion devouring lunch, not an engine. Boxer engines have never been much for looks, at least the production versions anyway.
As far as its performance goes, it's pretty solid so far. Not overwhelming in any one category or another, just adequate across the board which is pretty much what I tend to expect from entry-level four-cylinder engines. We'll see how it feels once it's broken in a little more.
That's it, we've cleared the 1,000-mile break-in period. Engage!
I'm going to drive into work today at 6,000 rpm just for the hell of it.
My initial impressions of our new long-termer are not entirely favorable, but then again, I was stuck in traffic and couldn't have the sort of fun that Imprezas are known for. It all started with the audio system.
With the levels and balance zeroed-out and centered, the sound quality was pretty poor. It had a distinct lack of bass and the staging placed the sound focus somewhere in the back seats. Alright, that's not a big deal. As I rolled slowly towards the freeway on-ramp I tried adjusting the levels to suit my tastes, but I was greeted by an on-screen message that said, "It can't be operated when the vehicle is in motion."
Seriously? I'm only adjusting the bass and fader. Why not just put this message instead?
When traffic came to a complete stop, I had an opportunity to start fiddling with the settings, but I never was able to find satisfaction. The bass started to get sloppy as I turned it up and moving the fader up to the front produced a hollow sound quality. Sadly, that was as good as it got.
At one point I wanted to switch over to a playlist, and to my surprise, the audio system allowed me to select one while the car was in motion. Wait, I can select a song, artist or playlist, but I can't adjust the bass? Where's the logic in that? My tastes in music are pretty eclectic, and that means some tracks have different equalizer characteristics. The Impreza's audio system doesn't want to play nice, and that bugs me. I'm hoping it's at least going to be fun to drive in the canyons.
Nearly every time I get in the Impreza's driver seat, I kick the manual seat adjustment lever under the front of the seat bottom.
Why is this?
I do not have clown feet, nor do I wear clown shoes. And I'm only 5'7", so it's not like my gangly legs are getting in the way either.
I've never had that issue in any other car. Does the lever look like it protrudes more in the Subaru than it does in other vehicles?
It was with great pleasure I found this head unit in our new long-term Subaru Impreza. While it might look like a no-frills audio interface, it's a huge improvement over our previous Subaru touch-screen unit with navigation. Thanks to Mark's audio level adjustment prior to take-off, I never experienced the frustration he did. I was just happy to be able to adjust volume and tuning with knobs and select presets with real buttons. Bonus for a highly legible display showing my available HD channels, my Bluetooth readiness, phone charge and reception, and all the info I could ever need from the RDS. By the way, when was the last time a radio ever looked like the transistor radio icon Subaru rendered?
Until recently, it was only Nissan who seemed to have cracked the code on programming a continuously variable transmission for intelligent and quick responses based on throttle position. Add to this short list Subaru who also gets a bonus point for temporary override of Drive with these steering wheel-mounted paddles that change the ratio up or down seamlessly and quickly.
Our Subaru Impreza 2.0i Sport Limited (Wagon) is rated at 27 mpg City, 36 mpg Highway, and 30 mpg Combined. Well, I eclipsed the City rating, but I do have a confession. This self-reported (likely inaccurate) snap shot of fuel economy was the result of about half highway miles and half city miles. As such it should meet or beat the EPA's Combined rating. Drat. At any rate, it's still early in the Subie's time with us, so we'll see if these EPA numbers are truly achievable or if this car will be added to the growing list of "no way in heck" a typical driver can expect to match window sticker claims.
We all know about the manual shift function with an automatic transmission, right? You flick the lever back and forth a couple times on the way home from the car dealership and then that's it.
For the rest of the car's life, you pretty much just use the throttle to kick down a gear or two, since there's so much power from the engine that this is about all the manual shift action you need.
Well, those days are over, as a quick drive in the 2012 Subaru Impreza 2.0i Sport with its CVT will show you.
First of all, almost every automatic transmission you can name is calibrated to resist the whole kick-down thing, whether it's a conventional automatic, a CVT or even an automated manual. This is especially annoying between 40 mph and 60 mph, when commute traffic is surging back and forth like an accordion.
You can put your foot down hard for a burst of speed, but by the time the transmission shifts, the engine spools up and the power arrives, you've forgotten why you wanted all of this in the first place. In fact, the power generally arrives just as the car in front of you has already screeched to a halt.
The second thing is, the Impreza's console-mounted shift lever simply slides into a slot that activates manual control for the car's CVT. You actually shift with the paddles on the steering wheel, although it's not exactly like the shifting you do with a conventional automatic.
I always feel like a geek when I'm shifting a car with an automatic transmission and especially so with a CVT, but this is the only thing I can do to win my battle with this Subaru transmission's anti-acceleration calibration.
This whole automatic transmission thing is going backwards. We used to have automatic transmissions with just a few speeds because engines were so powerful that you could rely on just throttle control to go faster.
But now that engines only want to run within a very narrow range of rpm for optimum fuel economy, we need lots and lots of gear ratios in our automatic transmissions to make the car move forward.
All this shift lever action, maybe people are going to adapt to manual transmissions again.
While slogging through traffic, I discovered two things about our new Impreza. As Mark T. noted, the Suby's audio system is lacking. It seems to have all the sonic capability of the old transistor radio depicted in the display. That said, it's user friendly and I like that the iPod hookup is in the center console compartment, thus minimizing the annoyance of a cable hanging around the front of the console/gear selector and allowing the Nano to remain out of sight.
And although taller drivers probably wouldn't notice or need this feature, the sliding console top/armrest is one of those small things I appreciate. Had I not been able to slide it forward, my right elbow would've been left hovering over the rear cupholder, wondering "where's the love?" Along with the supportive seats, it made the commute easier to take.
The Impreza has something other cars in its class does not — standard all-wheel drive. I'm from New England which has some of the most brutal winters you can imagine — having AWD when the snow's flying certainly helps you get down the road confidently. For years, thanks to their mountain goat-like nature, Subarus were very popular among the Northeastern states.
But nowadays, AWD for street driving in a non-performance-oriented car doesn't strike me as providing the advantage it once did, what with modern cars having traction control and the advances in winter tire technology. If I still lived near Boston, I could probably get through winter there no problem if I threw a set of Blizzaks on my Mustang Cobra.
In light of the latter considerations, would having AWD in a modern compact economy car make any difference to you if you were shopping this segment?
Here are shots of the interior materials of our new 2012 Subaru Impreza long-termer. What do you think? Pretty good for a $24.6K car?
This is the mpg gauge for our 2012 Subaru Impreza. As you can see, exactly how many mpg you get while driving is anybody's guess. At the same time, maybe simpler is better? What say you? Would this be just as effective at getting you to be mindful of your fuel-efficient driving as a gauge with actual numbers?
For comparison's sake, check out how a few of our long-termers did the mpg gauge.
Toyota Camry's numbered gauge, in increments of 10.
Nissan 370Z's numbered bar gauge.
BMW 750i's bar graph gauge.
Meet Paris, a black lab puppy. She's going home with us in the 2012 Subaru Impreza. But she's not ours — we're just puppy-sitting for the weekend.
My daughters have started volunteering for Guide Dogs for the Blind, you see. They want to be puppy raisers, the ones that raise the dogs from about 8 weeks to about 16 months and give them their basic training. After that the prepped pups go back to HQ in San Rafael, California to learn how to do the specific guide dog stuff.
Five puppy-sitting assignments are required before we can sign up for our own dog, but only if we and the powers-that-be decide that our family is cut out for this. For the girls, Paris is puppy-sitting assignment number five. The next puppy we bring home will very well be our own — for the next 14 months, at least.
The girls tell me that "awww" is passe; apparently "squee!" is the preferred response.
For the record, official Guide Dogs for the Blind policy states that such service dogs must be trained to ride in the backseat on the floor. Once we got her settled there — on her towel, for obvious reasons — she got home with no "accidents."
As for the Subaru, it has a generous amount of rear seat legroom — or, in this case, "puppy room" — even with me driving.
The Impreza's Mary Poppins audio system wouldn't let Takahashi adjust bass and treble while he was in motion, but it will let you explore HD Radio options. There are a couple public radio stations in SoCal that use their HD2 and HD3 bands to broadcast interesting programming that's different from what they serve up on their main channels.
The problem I've had in my own car is that HD signal is frustrantingly intermittent: One minute I'm tuned into La Matinal from Radio Netherlands Worldwide, and the next, I'm listening to dead air. It can take minutes for the signal to restore itself.
But last night and this morning, the HD Radio signal in the Subaru brought in BBC Mundo loud and clear. It never cut out and it wasn't tinny or hollow-sounding.
Someone (but not Mark Twain) said that the coldest winter he ever spent was a summer in San Francisco. Well, +1 for Santa Monica.
See our Ice Silver Metallic Impreza against that sliver of gray sky? That summarizes our the weather here in the June-gloomy Southland: slate mornings, misty afternoons and high temperatures that are only in the frigid 60s (I'm a native — 60s is sweater weather for me).
Yesterday, I foolishly dressed for a sun-kissed June that's taking place in some other part of the country, but not here. By the end of the day, I had freezing toes and goosebumpy arms. The Subaru's heater, properly set, defrosted my feet in a hurry. And although Donna said that its seat heater is "almost imperceptible," it worked for me.
I've noted before that the engine bay in our Impreza is not pretty and that's fine. It's not a high-dollar sports car after all.
It is, however, a commuter car to many, so keeping it properly maintained is likely a priority for owners. Subaru seems to have taken this into consideration as the engine bay is not only well marked, the important parts are easily accessible. I mean, check out that oil filter, it's just begging to be changed. And once you're done with that, you need only to venture a mere inch or two to refill the crankcase. So easy, yet so rare. Nice work Subaru.
This is nice. Our Impreza has a velcro-secured flap of fabric covering the lower LATCH anchors in the back seat. This makes anchor access easy by eliminating the trial and error of finding the anchor hiding out of sight between the seatback and seat bottom cushions. Sure, it looks like a seven-year-old carved out the hole with a butter knife, but when you close the flap you can't even see it.
Viola!
Yesterday we dropped our 2012 Subaru Impreza off for maintenance at Timmons Subaru of Long Beach. The Impreza requests its first routine service at 3,750 miles before then settling into a recurring interval of 7,500-miles...
We agree with Subaru on this halved first interval. It follows the mentality that we've adopted with our test cars. All of them are severe service candidates, at least for the first service. After all, once the manufacturer break-in period is complete we head to the track for instrumented testing. In our case, even the tires can use an early rotation. So we requested an oil change and tire rotation.
Timmons left us somewhat disappointed with its time management. Despite making an appointment over the phone at a time recommended by one service advisor, it still took over 90 minutes. Admittedly, when we handed the keys to our advisor (not the same person we spoke to on the phone), she told us it would take "an hour to an hour-and-a-half." Does that make it ok? I don't think so, but perhaps I'm in the minority.
All other elements of the service were adequate. The staff was polite. There was available WiFi. The lobby seats were as comfortable as the Impreza's. And for the uncaffeinated, there was a coffee bar in the corner. We would go back to Timmons for at least one more service.
Total Cost: $99.47
Days out of Service: None
Granted, I don't often (okay, almost never) ride in the back of our test cars. But that doesn't mean I don't feel for the folks who sit back there. As such, I appreciate small cars that offer fairly comfortable rear quarters.
The Impreza does it right with a roomy and supportive rear seat. Furthermore, the fold-down center armrest is perfectly located, nearly matching the height and angle of the door armrests. If you've ever flipped one of these down only to discover it's annoyingly too low to be comfortable, you'll also appreciate this thoughtful design.
In a comment to my earlier post on our Subaru Impreza, stovt001 wondered if the majority of mainstream cars are rated as Partial Zero Emission Vehicles, or PZEVs, in the parlance of the California Air Resources Board.
Good question. I did a little digging into the state's DriveClean Web site, and the answer is no: Most cars are not PZEVs. Here's a link to the 2012 PZEVs. There's plenty of them, but the list doesn't reflect the majority of mainstream cars.
To get the PZEV designation, a car has to rate a 9 on the state's smog score. In addition to our Impreza, our Mazda 3 also qualifies as a PZEV. Our Prius C, however, falls into another category: It's a "Super Ultra Low Emission Vehicle" with an emissions rating within California's LEV 1 and LEV 2 exhaust emission standards.
Here's a glossary of California clean-car terms, just in case you haven't had enough on the subject.
Our 2012 Subaru Impreza wears its green credentials proudly on the back windshield. It is a "partial zero emission vehicle" — a PZEV. That designation won't get it a carpool sticker, but it does mean that it is an "extremely clean conventional vehicle" with zero evaporative emissions and a 150,000-mile extended warranty for the emissions system.
PZEV is a category under the Zero Emission Vehicle requirement, an air-quality law developed by the California Air Resources Board and first adopted in 1990. The board says that the law is "an important regulation for meeting California's air quality and greenhouse gas reduction goals."
How good a job does a PZEV car do at reducing air pollution? As Edmunds green-car expert John O'Dell put it in a 2007 article, "They are so good at scrubbing emissions that the exhaust coming from their tailpipes is cleaner than the air sucked through their air filters in places — such as Southern California freeways — with particularly nasty pollution."
Because California is a huge car market and the 800-pound gorilla in the world of air-quality and greenhouse gas regulation, its law actually influences what cars automaker build, and where they're sold. O'Dell's recent story, Will California's Zero-Emissions Mandate Alter the Car Landscape? spells it out in detail.
As I was researching some details of PZEV, I came across this definition for the term at the California Air Resource Board's Web site:
That's one way to cut through the bureaucratic terminology.
Jacquot one-upped me by beating me to my own patented segment (Josh, I think you owe me some royalties, by the way) with the Impreza awhile back. Now I'm one-upping him by seeing if I can fit my road bike in fully assembled — Jacquot took the front wheel off his mountain bike.
Click on to find out:
Not. Even. A. Problem. Hooray for wagons, even small ones. Of course, I'm admittedly not the size of Bradley Wiggins.
More impressive, there's still room for a front passenger, too. Hey, I said "room," not "a lot of room."
So where was I off to, you ask? No doubt another group ride with a bunch of whining roadie nerds. Nope. Taking the bike to the shop, as I need to have a few things fixed (like a new set of carbon-fiber forks, out-of-true front wheel) since I hit a deer this past weekend while riding down Glendora Ridge Road from Mount Baldy. More accurately, the deer flat-out tackled me and knocked me down while I was doing about 25 mph. It's a fun story.
Sprained wrist and much road rash later, I'll be fine. As will the deer.
You can send sympathy cards and cash (preferably cash, those forks are expensive) in my name to the home office in Santa Monica.
I don't like that to change to the next track via Bluetooth audio with my iPhone or with a CD (that's right, I said CD — I still listen to them sometimes, particularly books-on-CD) this Impreza head unit requires turning the same knob you use for changing radio stations. I much prefer a button for track changes, not a knob.
Why? Because it's too easy to skip forward a couple of tracks instead of just one with a knob. The knob makes sense for tuning the radio because you're probably going more than one click forward or backward to get to whatever station you're looking for.
...and then it puts the lotion into the basket.
I hopped into our long term 2012 Subaru Impreza on Friday and, while still in the garage, started to adjust the stereo. We've got some editors on staff who hate midrange and being able to hear their music so it's not uncommon to get into a car with the fader set all the way back and the midrange at -904932840923. Along with adjusting the mirrors, I zero out the audio controls as soon as I hop into a new car. It's my routine.
Unfortunately, the Subaru doesn't agree with my routine and doesn't want me to adjust the fader, treble, bass or midrange while the vehicle is in motion. Volume? Sure. Bass? NO! That would be, I guess, too distracting.
So what can you do while the vehicle is in motion? Well, you can change the radio station, sort through your iPod, pick a playlist and I'm sure more things that are pretty much the same as adjusting the stereo controls.
Oh, you can also turn the screen off.
What say you? Is this a reasonable restriction while driving or is this a step too far?
The AC works well in our Impreza, providing strong gusts of air frigid enough to combat the searing summer heat. I also like the way the HVAC switchgear is designed. Can't beat that straightforward, immediately familiar, three-knob layout.
The knobs move in a nicely controlled way — nothing's slack, nothing's loosey-goosey. And those helpful ridges make the knobs easy to grip and use.
It's hard work pleasing the Impreza's MPG regulator. But I managed. When I started home for the evening, the average MPG meter indicated 27.0 mpg. On the way home, I watched it climb. Slowly. More than halfway home, it seemed to hang at 28.8 mpg. I had to put it over 29, and was running out of time.
I stopped glancing at it for awhile. Refused to acknowledge its existence. I finally looked over and it had jumped to 29.1 with about five miles left in the commute. Victory. Over 48 miles, I averaged two mpg better than my colleagues before me. I have no idea the significance of this claim.
I wasn't done. On the way in today, I was gunning for 30, but could only scratch out was a measly additional three-tenths. On both legs, I kept it around 70 mph and tried to keep the powertrain at around 2,200 rpm, its apparent sweet spot. A few passes required grabbing the paddles for whatever constitutes a downshift in a CVT.
Assuming the average mpg info is optimistic, it's still in the ballpark of what the 2.0-liter/CVT promises for EPA combined mileage (30 mpg). Not bad, although we're observing a combined MPG of just 25.2 since the Impreza joined our fleet. We measured that number at the beginning of the month, however. We've put an additional 600 miles on the Impreza since then.
I was fortunate to have our 2012 Subaru Impreza at my disposal the other day. Sometimes you need to move stuff. And when that stuff is seven feet long, like these lengths of door trim, the utility of a wagon always beats that of a car.
The only obstacles were the cargo cover, which I chose not to remove, and the front passenger seat. The seat was a bit awkward and did not fold forward easily to allow the extra space I needed. Instead, I folded it all the way back. That worked nicely.
Everytime I drive our long-term 2012 Subaru Impreza I talk to myself. I say, "Self, this is a really good car. It's comfortable, it's quick, it's easy to see out of and I like the spirit of its drivetrain."
Fact is, I'm so impressed with the Impreza, I've recommended it to several neighbors and friends of friends and so far two have bought Imprezas of their own, one hatchback and one sedan.
One of the things I like best about our Impreza Sport is its suspension tuning, which hits my personal ride and handling sweetspot. You feel the road in this car, but it's never hitting you in the back of the head with a shovel.
You can tell it was engineered and tuned by "car guys", but "car guys" that understand that a super stiff suspension tuned on the Nurburgring is inappropriate for this car.
Subaru still gets it.
The Impreza makes some hollow sounds when you close the doors or the center console. Especially the center console. Drop the lid from its highest point and the impact echoes around the cabin. If I owned the Impreza, I think I'd trade some MPGs for some Dynamat in the door panels, center console, cowl, floor panels and pillars (and get a better audio system while I was at it).
But oddly, the Impreza is quieter on-road and at highway speeds than my 2005 Honda Civic. Road noise has always been an Achilles for Honda, but the Impreza, which feels lighter, thinner and less substantial to me, is more serene. The Civic has just slightly wider tires than stock, but they're basically OEM-equivalent Bridgestones. Stock engine and aspiration. Maybe Subaru uses better rubber in its seals or better seal designs that draw on the parent company's aircraft engineering.
My Civic's doors, lids and compartments offer a meatier thunk when shut, but the Impreza clearly keeps more of the road out of the cabin — which then reinforces the need to double-time it to the nearest car stereo shop.
Today I'm here to pour praise on the driver's seat of our long-term Subaru Impreza. It is a fantastically comfortable place to spend time. Not too firm, which has become a trend, and not too soft, which is the way too many seats used to be.
I'm 5' 11" tall and 185 lbs, which means I'm of fairly average size, and the Impreza's seat is sized and shaped perfectly for my frame. Too many seats today feel too small or too large, but the Subie's bottom cushion is just the right length and width as is its seatback.
I also like the fact that it's height adjustable, which combines with a tilt and telescopic steering wheel with plenty of range, to create a perfect driving position.
The more I drive this car, the more obvious it becomes that it is designed, engineered and tuned by people that like to drive.
Sales of the all-new Impreza more than doubled over last July with 4,553 units sold in July 2012. Year-to-date sales of the Impreza are at 44,411 units compared to 17,099 for the first half of 2011.
Subaru reported a 16 percent increase in sales overall for the month of July over 2011.
Are you surprised by these numbers? Anyone planning to buy a new Impreza?
I found a bright green leather chair and ottoman at the store that I thought might look good in my living room, but I wasn't sure. I was driving the Subaru Impreza and thought, "Well, I can toss the ottoman in the hatch easily, if I like it, I'll come back for the chair."
The above photo is me reloading the ottoman back into the Subaru for its return trip to the store.
The only thing good about that purchase was how it easy it was to take back.
I like to control my own gear fate in the Impreza, so unless I’m cruising at highway speeds, I almost always flip it into manual mode. Like many cars that encourage drivers to maximize good fuel economy, the Impreza has upshift and downshift indicator lights in manual mode.
The Impreza’s indicator array has one other position, however: The upshift and downshift arrows sometimes display simultaneously. The owner’s manual reveals why.
The arrows are not dictates – they simply outline your options. “When the upshift indicator illuminates, upshifting is possible (emphasis mine). When the downshift indicator illuminates, downshifting is possible. When both indicators illuminate, upshifting and downshifting are possible.” And if the shift indicators are still too much of an annoyance, you can deactivate them.
What's your position on shift indicators — helpful hint or pesky intrusion?
As Mark noted, we had a fun assignment Wednesday: In-depth reporting on Cars Land from our perspective as the Car People. For the drive home, I skipped the freeways and took the Impreza along Katella Avenue — a 13-mile trip from Anaheim to Long Beach.
I grew up in Southern California and we went to Disneyland at least a couple times a year for most of my childhood. We always took Katella, a straight-as-an-arrow street that's known as Willow Street in Long Beach and runs through five Orange County towns before it deposits you at Harbor Boulevard and the Disney properties. In those days, you saw burgeoning suburban developments and plenty of orange groves on the way to the Magic Kingdom.
The orange groves, of course, are long gone. Instead, there are minimalls, maxi-malls and corporate office parks. In the city of Cypress, Katella Avenue is home to both Mitsubishi Motors North America and Yamaha Motor Corporation USA.
Orange County was a white-bread kind of place when I was a kid. There is a wider array of cultural influences along the street now. If you get tired of all-American Wienerschnitzel dogs and Pittsburgh Broasted Chicken, you can have falafel at Ararat Armenian restaurant and pupusas at El Carbonero No. 2.
The Los Alamitos Rack Track is another Katella Avenue landmark, and across the street from it is this motel, with its cool vintage sign. I took the Impreza into the carport for a picture, but since I didn't check in, there was no chance to enjoy the pool. The Impreza's icy air conditioning made up for it.
At first glance the back seats in the Impreza don't look like much. Flat cushions, average room and no toys to play with. But when you actually sit in them they're surprisingly comfortable. Not road trip comfortable, just comfortable.
It might sound like a back-handed compliment, but sedans and hatchbacks in this class often cut corners in the back seats to the point where they're barely habitable. Most kids don't mind, but adults find them terrible. I would sit back here without a complaint. At least for a little while.
There just can't be anything better for carrying around the stuff of everyday life than the five-door hatchback. The trouble is, sometimes you feel like you're trapped inside a shipping container.
Our Mazda 3 five-door always gives me that feel, as if the dash area is looming in front of me. A lot of structure is in this area between the A-pillars, especially in a front-wheel-drive car, so I guess you expect it. But as much as you fiddle with seat height, you still feel as if you can't see out of the Mazda.
But the Subaru Outback is decidedly different, with a low cowl height and relatively low window sills. It seems so simple, yet the Subaru always feel far more natural and easy to drive just because the visibility is so good.
Our 2012 Subaru Impreza crossed the 5,000-mile threshold late last week, about three and a half months after joining the fleet.
Over that distance it has averaged 25 mpg, which does not compare favorably to its 30 mpg EPA combined rating. The reason isn't entirely clear — a lack of long trips hasn't helped — but we have seen CVT-equipped vehicles fall short of their rated expectations more often than not. This sort of transmission may be one of those technologies that does much better on an EPA test dyno than it does in real life.
On the other hand, the new car smell that had me gagging three months ago is long gone.
Our 2012 Subaru Impreza Sport has single-zone automatic climate control that's operated by this simple array of three knobs. The HVAC engineers that work for the various automakers put in a lot of hours tweaking the hardware and software that runs the show behind the scenes.
You see these guys and gals in spy photos taken in Death Valley in the summer and in northern Minnesota or Canada in the winter — the garden spots. In between they spend hours in dyno chambers that can artificially recreate a wide range of climates and sun loads.
Their goal: to get such systems to respond to conditions automatically with the knobs set as you see them above: Auto mode, Auto fan and a nominal temperature set point of 75 degrees. If a driver or passenger wants to make adjustments for comfort, the temperature knob is intended to be the first line of defense, with directional alterations to the outlet vent grates coming in a close second. In theory, changes to the fan and mode dials are not necessary outside of special circumstances like cold morning defogging.
In my experience this works out most of the time — unless my passenger and I can't agree on the proper temperature. For that there's dual-zone climate control, but the extra cost of such systems make them rare at this price point.
Here in the Impreza, it seems Subaru's HAVC engineers did their job. I've never felt the need to deviate from the standard full-auto setting pictured above any of the times I've driven it.
The Impreza reminds me a little of our former TSX wagon. The TSX didn't particularly excel at anything, but instead did alot of little things right. The Impreza is much the same. It's not a car you lust after, yet I find myself reaching for the keys anytime I have some errands on the list, anytime I know I'll be lurching through the stoplights in town.
The seats are comfortable, you can see around you, and the car is light on its feet, which somehow makes doing stuff seem a little more efficient. It's also compact enough to negotiate small parking lots and tight turns. The Impreza is just easy.
I've even made peace with the CVT and adapted to its nuances. It helps the Impreza leap out from a standstill with some authority, but you still have to grab a downshift paddle before it descends the ladder into a midrange bog. Alternately, sometimes you'll need to upshift before it strangles itself with revs. Just seems to depend on how it interprets your pedal pressure. Without paddles, the Impreza might be a deal breaker for me.
I'll soon find out how much I like the Impreza when I take it round-trip to Reno, where I plan to shoot a man just to watch him die. Nothing like a good highway run to expose a car's character. But first, we have to see how it does as airport shuttle. That's next.
Fundamental Rule of Travel: you always return with more than you take.
For my wife and kid, who visit family in Japan every summer, this borders on physical law. This year, the wife left with two suitcases and returned with three. There was also an additional small carry-on. She also took a box of gifts and returned with a box of gifts, so that was a wash.
I hadn't anticipated the extra suitcase when signing out the Impreza. It's a good thing we only have one kid, because a second one might have been riding on the roof. Hey, it's good enough for Mitt Romney.
The Impreza swallowed it all, but just. Had to angle the rear-most suitcase to close the hatch. Still, pretty impressive. Not the safest way to haul everything, I admit that. Next time, a super Spidey Net to trap it all down.
A milestone birthday in the family called for a road trip north to Reno. Anyone who's driven up U.S. 395 from southern California knows the parking lot shown above: Erick Schat's Bakkery in Bishop — maybe the most decadent Dutch carb-fest in the Western states. Cookies, donuts, pastries, candies, biscotti, and more than a dozen different breads, with not a low-fat, gluten-free, soy milk ingredient in sight (I made up the gluten-free part; I think Schat's is hip to that particular digestive sensitivity, but it just read better to disclaim it). They also serve a righteous BBQ turkey sandwich.
A 1000-mile round-trip on mostly highway road, but with slopes, grades, elevation changes and frantic bursts of passing, would be a good test of the Impreza's fuel economy claims.
Schat's is about six hours from Orange County. Reno and Lake Tahoe are still another three hours north. Once you've made it this far, you should know if you're gonna like a car for the duration. The Impreza didn't surprise. It was as comfortable and competent as we've come to know it from long highway commutes. After six hours in the saddle, no complaints with the seats.
The CVT is this Impreza's single biggest weakness, although that's largely a personal complaint. Your tolerance may vary. Only once, while trying to pass a small train of slower traffic on a long uphill, did the CVT and Impreza's modest horsepower reach its limits. Foot to the floor, in the lowest simulated gear the CVT would allow and the engine shouting itself hoarse, I couldn't manage a full pass and had to tuck in behind the lead car as the lane ran out. I was THAT guy, and a little embarrassed.
But that was the car's biggest failing. For nearly the entire drive, the CVT worked well enough. Passing on flatter terrain develops more buzz from the engine bay than you'd like, but you shrug and remind yourself that it's a four-cylinder. The paddle shifters also allow for stealthy moments of engine braking, good for when approaching small towns and the speed limit drops from 65 mph to 25 mph in the space of a quarter-mile.
Nothing subtle about these speed traps, but the paddles help you slow up gradually and avoid the tell-tale nosedive braking that draws the attention of the highway patrolman and local sheriff parked behind a stand of cypress trees.
But the true test of the CVT's competence is how much fuel it saves us. The EPA rates our Impreza at 36 mpg highway and 30 mpg combined. Results in a future post.
Behold the Impreza's center console array, one of the car's better long-haul qualities. You've got a fairly deep and tall well just below the climate controls, perfectly sized for two phones side-by-side, snacks, smokes, garage door openers, CDs if you still use 'em - whatever. The bottom of the space is even lined with a grippy rubber pad.
Just aft of the shifter are two coin-type slots. At first they seem inconsequential, until you start using them to hold bottle/thermos caps, lip balm, stray keys, etc. The rear slot is deeper than the other, and an iPhone stands up in it just fine. For those who like to load USB thumb drives with music, I could see keeping a healthy collection of music on a half-dozen drives that could live in these little slots.
Cupholders. Two of them. Yay. Only downside: they're a little too deep and not quite wide enough for this 12-oz. plastic cup. Look close and you can see the cup is hanging there, resting on the edges of its lid - not ideal. All part of a global conspiracy to upsize your iced coffee purchases.
Finally, the center console itself. Deep. Not especially long, but big enough that you will end up dumping everything in there: receipts, napkins, wrappers, business cards, Post-It notes. It’s your new waste bin, guaranteed. Only bummer: that's also where your USB port and Aux input live. Long thumb drives jutting out from the port risk damage, although solved easily enough with a USB cable that extends out of the center console — which also offers those handy cable channels.
Hard to know how much the planners actually thought through these little conveniences, or how much was simply serendipitous design. But you notice little things like this on a long trip, and give thanks.
Subaru replaced the last-generation Impreza's active front head restraints with these tilt-adjustable models in the new car. You choose one of three angles. This actually comes in handy on a long-trip: mid or full-forward position when you're feeling upright and alert, or regular 90-degree when you need to relax, recline the seat a notch or two and stretch out.
In press material for the new Impreza, Subaru says that new higher-strength seat frames offer improved protection against whiplash, allowing the use of the new, non-active tilt design. Hopefully we never find out first-hand the wisdom of this decision.
A coolant temp gauge, for one. This is pretty much all you get in the Impreza's display, day or night. For a long road-trip, one that takes you through 100-degree desert, I'd like a temp gauge. When you first start the car, you get a blue dummy light indicating that the coolant hasn't yet reached optimal temp (that light only hangs around for 30 seconds or so here in SoCal).
Even a dummy light that glows red when you're starting to boil doesn't seem very helpful. Just a simple progressive gauge that allows me to plan for an eventual roadside stop at a deserted service station with broken pumps and a maybe a bucket of dirty water.
To the Impreza's credit, it had no issues passing a couple hundred roasting desert miles with A/C going steady.
After nearly 1,000 miles (969, specifically) from Orange County to Reno and back in the Impreza, I'd rate it a solid road trip choice. The seats are comfortable, the interior offers plenty of storage cracks and crevices, and it's spacious enough that you could probably haul three sun-drunk and malodorous friends back from Burning Man in fair comfort. On Labor Day on U.S. Highway 395 South, a steady train of bike-carrying cars, all caked with telltale alkali silt, appeared to be doing just that.
An aside: My cousin, who made the Reno family gathering after several days out on the Black Rock Desert playa, exclaimed "I'm human again!" after taking her first real shower. She then says to me, "Come out with us next year. You'll love it."
I consider: Burn out with a few thousand glazed, flame-twirling trippers on a hot, windy salt flat? Or compile a hot list of sin in New Orleans a few months later at Carnival? Sorry, cousin. As parties go, St. Charles beats Black Rock any day.
I neglected to top off the Impreza's tank before setting out, thus the first fuel results mingle with 173 previous miles of combined driving. Still, I managed to nearly match that number when I made the first fuel stop with 331 miles on the trip meter. The tank took 11.69 gallons of 87 octane for an average of 28.3 mpg. Not bad, but still below its EPA rating of 30 mpg combined.
The next tank delivered me to Reno (324 miles), drove me about six miles around Reno on a few errands, then down to Bridgeport, California for a total range of 437.5 miles. The distance-to-empty meter showed 30 miles, but with the next pumps about 25 miles away and a general distrust of DTE estimates, I wasn't prepared to risk it.
After 437.5 miles, the tank took 14.12 gallons. Subaru says the Impreza has a 14.5-gallon tank, so the car's 478.5-mile highway range claim seems a tad enthusiastic. But that tank averaged 31.0 mpg - the best we've averaged so far. Again, that's still below the 36 mpg highway EPA rating and this tank covered almost all highway miles. Bear in mind that this was Mojave Desert and Eastern Sierra highway, characterized by gradual, but significant elevation changes. I kept a quick and steady pace throughout, but regularly got on the throttle to maintain momentum or pass on uphills. I kept the CVT busy and the results probably reflect this.
The final tank, from Bridgeport to Orange County and back to Santa Monica, resembled the former: 425.9 miles consuming 13.76 gallons, nearly all of it over highway miles. That's 30.9 mpg, just a layer of Burning Man dust shy of our best tank average.
The Impreza, meanwhile, claimed an optimistic 32.1 mpg average in its display.
Some final numbers to consider. Impreza owners report "real-world" averages of 29.8 mpg on the EPA's website. Factoring this road trip, we're averaging 25.9 lifetime mpg.
It had been a few months since I'd driven our Subaru Impreza, so I specifically chose it as my ride home last night.
Unfortunately, I was reminded in the first few minutes why I don't drive it more often. Simple seat comfort. Try as I might, I just can't settle into the Impreza's driver's seat. I'm constantly fooling with the manual seat adjustments, even the height lever, and never seem to get it right for my body.
Some cars feel like they're made for you. The Subaru and I do not share that relationship.
I've driven our Mazda 3 quite a bit in the past six months. Now I've driven our Subaru Impreza for the first time. Coming out of the Mazda and going into the Subaru does present the opportunity to notice some differences. Thoughts on driving the cars back-to-back follow.
One of the first things I noticed between these two cars is the steering. Through the wheel, the 3 feels nimble, light and eager to turn in compared to the Impreza, which feels heavier and more resistant. It sort of like the 3 says "Hey, let's go party!" while the Impreza says "I think I'm going to stay in and watch Homeland."
But there's some latent capability in the Subaru. I've only driven it around town, but it does seem to offer more grip around corners. As we've covered previously, the 3's tires are rock hard and not big on grip. Test track numbers are also in the Subaru's favor (66.2 mph in the slalom compared to the 3's 63.7 mph).
The situation is reversed when it comes to throttle response. The Impreza, through its CVT, revs up fairly quickly when accelerating from a stop, whereas the Mazda can feel sluggish. This gives the impression that the Impreza is the quicker of the two. But in terms of numbers, the 3 is actually quicker, with a 0-60 time of 8.9 seconds versus the Impreza's 9.7 seconds. And while I need to spend more time with the Subaru and its CVT, so far I prefer the Mazda's traditional six-speed as it seems calmer around town.
In terms of ride quality and road noise, the Subaru is the smoother and quieter of the two cars.
Both cars have great fuel range. The Mazda's doing a lot better in terms of fuel economy, though.
As for the interiors, the Mazda is certainly more stylish to my eyes thanks to its two-tone design. The Impreza comes off as being rather drab in comparison. But the Subaru has superior interior storage (more places to put your cell phone, wallet, etc) and, for me, a more comfortable driving position. I prefer the Mazda for outward visibility, though this runs counter to what Michael Jordan wrote earlier. The Subaru has more rear legroom. Both cars have easy-to-fold rear seats.
I'll withhold judgment on which car I like more since I've spent a lot more time with the Mazda than the Subaru. But overall I'm glad we have the two cars in the fleet at the same time.
I happened to notice that Subaru has priced its 2013 WRX. It's a carryover model, meaning it's still based on the third-generation Impreza. Not that there's anything wrong with it. It's still a very capable and desirable car. The Evo's unchanged as well. But for the previous two new Imprezas, Subaru released the WRX at the same time as the new Impreza.
I'm still anxiously waiting to see what Subaru can do to mod its latest, fourth-gen Impreza. What do you think? Bummed about the wait, or no big deal?
Before it left with Brent, I snagged the Impreza for a short drive last week and glanced into the back seat (sorry for the lackluster photo). It appears nobody has been back there in some time, except for a spider.
The Impreza Sport hatchback comes standard with roof rails. And as you can see, they're the real deal, with solid construction and a raised profile for clearance. It certainly seems fitting to have them on this Subie. But they're pretty prominent looking, almost to the point where our Impreza seems less than whole if it doesn't have recreational gear secured to its roof.
Naturally, Subaru offers all the accessories to make this happen, including the cross rails, bike adapters, kayak adapters and even a cargo carrier. Maybe we should make Mike Monticello's mountain bike a permanent fixture.
I took our Impreza for a drive today to get more of a feel for its handling capabilities. I came away pretty impressed. Our Impreza doesn't immediately feel all that sporty through the steering wheel when you're driving around town (it feels dull and a little heavy), but when run through corners there's an impressive level of grip and composure. Of course, there's also all-wheel drive to help put the power down when coming out of tight corners as well.
I was also surprised by how well the Impreza took on bumps and ruts. The suspension does a nice job of filtering out the rough stuff, but it doesn't come at the expense of body control.
Nice job, Subaru.
We've had a few posts now on the Impreza's CVT. Interestingly, all of them mention the manual shift mode. Dan Frio pretty much summed it up with: "Without paddles, [our] Impreza might be a deal breaker for me."
So what's really going on here with the CVT?
Upon initial observation, the CVT works pretty well. The Impreza moves quickly away from a stop. There's not a huge delay when you go for a passing maneuver. And yes, the manual mode does indeed work quite well.
However, there is a caveat in all of this. Whether it’s the tuning of the CVT or the relative underwhelming performance of the new 2.0-liter engine, something here just isn't harmonious. That that the CVT is quite sensitive to throttle inputs is the quality that I've most noticed. Just an extra little bit of pressure when pulling away from a stop can mean the difference between a held 2,500 rpm versus a held 3,200 rpm or so. Why is this important? Well, the 2.0-liter engine gets noticeably noisier above 3,000 rpm, thereby exacerbating the constant droning-rpm nature of the CVT. I've tried getting that sweet spot of acceleration — between boggy slow and too much rpm — but it takes concentration.
In response, I suspect our editors are resorting to the manual mode. (I'd also wager that this might be why we're on the low side for fuel economy.)
Now, this is a minor issue, and Impreza isn't the only car that we've encountered awkward transmission responses (Sonic, Jetta TDI and 7 Series come to mind just from our fleet). But with the general state of cars today being so good, it's the little things that end up standing out more, especially to us.
I think most buyers would be OK with the CVT. But for now I'd get the manual transmission if I were buying. Brent Romans, Senior Automotive Editor
The Subaru Impreza's got a pretty comfortable rear seat, as we've reported before. But does that translate to the easy use of child safety seats? Figured I'd test it out as part of my occasional safety seat series.
Subaru vs Britax, read on.
My Britax Marathon convertible seat was up first in the rear-facing position. Pleasingly, the seat fit with about an inch clearance between it and the driver seat (driver seat was set for me, at 5 feet 10 inches). The Impreza's relatively flat seat cushion made it easy to position the safety seat.
Unfortunately, I didn't have my Britax Companion infant seat with me this time around. But I've found clearance testing is pretty similar between it and the the Marathon in the rear-facing position. If one fits, the other should, too.
The Impreza's LATCH anchor points are excellent in terms of functionality. Josh did a post on them before (we both have little kids; what a surprise) but it's worth pointing out again. They are easy to find and have plenty of clearance in case you're installing the seat's LATCH buckles upside down. No more cussing while trying to lift up firm seat material while also trying to jamb in a LATCH buckle to an anchor point you can't see.
Picture with the buckle installed.
Next was the Marathon seat in the front-facing position. Again, ideal angling of the Impreza's seat cushion and seat back made it easy to install. Head restraint removal was also straightforward.
Finally, the Recaro booster seat. Easy peasy. I didn't even have to take off or adjust the head restraint.
Overall, I was impressed with the ease of installing the seats. Granted, the Impreza's still a small car, but it does have enough rear leg room that most people should be able to use a rear-facing seat without having to move up the front seats at all or at most not very much. The LATCH anchor cut-outs are also very useful.
Let's make one thing perfectly clear: our 2012 Subaru Impreza Sport is not equipped with the EyeSight system depicted here. In fact exactly zero 2012 Subaru USA products offered the system, and it's only now showing up on our side of the Pacific as an on option on the 2013 Subaru Legacy.
The fact that I picked up this Impreza EyeSight demo toy in Japan, however, indicates that this system is more widely availablle in Japan. We may yet see it on more US models in the coming years, up to and including a Subaru Impreza like ours, which looks suspiciously similar to the car depicted on the box the toy came in. Time will tell.
But what is EyeSight? It's a collision avoidance system based around stereo cameras mounted inside on either side of the center rear view mirror. These cameras measure following distance in adaptive cruise mode and they keep track of lane markings in order to issue lane departure warnings. Should you mistakenly shift into drive when backing out of your garage, the system will reportedly intervene to prevent you from driving through your garage wall.
They're also programmed to trigger the brakes and stop the car from rear-ending the vehicle ahead if you space out at the critical moment in low speed stop and go situations. I didn't get to try the system in real life, but here's what the toy does.
How much is EyeSight? To get access to the option on the 2103 Subaru Legacy you must first buy the top-of-the-line Limited model for $26,665. From there you're looking at another $3,940 for the Moonroof, Navigation and EyeSight package. With no other gear the minimum price for a 2013 Legacy with EyeSight is $30,605.
But the moonroof and nav system are also available in another package that goes for $2,645 without EyeSight, which suggests that EyeSight would cost $1,295 if offered as a stand-alone option. It isn't, so that's just a theoretical number.
I happened to park next to an identical Impreza hatchback in the Edmunds parking garage today. Hopeful thought; the other Impreza's new owner was inspired by seeing our long-termer in the garage.
Incidentally, Impreza sales have risen considerably since the redesign. So far this year Subaru has sold 54,122 Imprezas, an increase of 154 percent compared to the same time frame in 2011.
The editors here are in the midst of assessing cars for our 2013 New Car Buying Guide. For some categories, it's a snap. For others, not so much. My ballot at this point is littered with preliminary votes, notes and question marks. All that will be resolved by deadline, however. That's why they call them deadlines.
In the course of surveying the cars, I've found the Edmunds Ratings criteria helpful. For fun, I thought I'd apply them to our Subaru Impreza. (We have rated the Impreza, but that was in 2010, and the test car was a 2011 WRX — a different critter from our 2012 hatchback, which sports Subaru's new engine and the continuously disappointing — I mean variable — transmission.)
I'm not the expert here. My test-driving brethren and sistren are. But here's my quick take on the car. Our ratings employ a one-to-five-star scale:
Performance
Engine and transmission performance including acceleration and drivability: Two stars. (I'm downgrading here because of the CVT.)
Visibility
Outward visibility, blind spots and nighttime exterior lighting: Four stars.
Driving Dynamics
Steering, handling and braking performance; overall agility: Three stars.
Ergonomics
Driving position and seat comfort; the logic and ease-of-use of controls: Four stars.
Seat Access & Space
Ease of entry & exit; interior roominess: Three stars.
Ride Comfort
Ride softness and body motion control: Three stars.
Quietness
The absence of interior noise, especially from exterior sources such as road, wind and engine: Two stars.
Build Quality
Visible quality factors such as panel gaps, paint quality and interior materials; fit and finish: Three stars.
Cargo & Storage
Available trunk and cargo space and the ease of loading and unloading: Three stars.
If you were rating your ride this way, how would it do?
How do we know it's fall in Southern California? One sign is the pumpkin patches that pop up virtually overnight, featuring pony rides, petting zoos and other lightweight carnival attractions. They sell pumpkins too, of course. These made a nice backdrop for the Impreza, which could haul several of them with ease.
How do we know it's fall in Southern California, circa 2012? The pumpkin patch has a Twitter feed and a Facebook page.
I love car-sales lingo. People are, variously, green peas, grinders, be-backs and lay downs. Then there are the adages: "Sticker price is a fair price" is one that salespeople use, though I don't imagine it's very effective.
Another is "The feel of the wheel will seal the deal." The rhyme — and the sentiment — remind me of one of the cleaner lines from "Glengarry Glen Ross": "Get them to sign on the line which is dotted."
I can't say that driving the Impreza has convinced me to buy one, but I've decided I do like the wheel. It's nicely proportioned and easy to tilt and telescope. It has handsome stitching and a smooth texture that slides nicely through the hands. I got to try out the horn this morning on a dawdling Mini driver. That was nice, too.
It's a little early for the Halloween spirit, but our long-term Impreza is emitting some spooky noises.
Alright, "spooky" is a bit strong, but it makes some noises.
Noise number one was a very low groan coming from the front when I left my parking spot last night. After I got done laughing at Riz as he wandered the lot aimlessly as he searched for whatever car he signed out, I made a sharp, low-speed turn. It's a bit like our old Corvette in the same circumstances when the differential in wheel speeds between left and right created that groan. Is it the diff, tires, all-wheel-thinga-ma-bob? Yeah, probably. It's not a big deal, and it certainly doesn't sound like something's wrong.
Noise number two is also minor, but a little more irritating. It's a creak coming from the right side of the dash. I'm a stickler for this stuff, and it bugs me over broken pavement, which is pretty much everywhere in L.A. It's the same kind of plastic-on-plastic creak that bugged me in our old long-term Challenger (sigh…I miss that beast).
That's it. Nothing ground-breaking or serious, which means the Impreza is doing its job well.
I wasn't really expecting much from the Impreza, but it's grown on me in a pretty remarkable way. I like its communicative handling and its clean, sporty lines. I also like the fact that it's not as common a sight on the roads as some other picks in its segment; this makes it a much less generic choice.
There's no one thing that blows your socks off, necessarily, but the the whole package comes together quite nicely. So far, the Impreza strikes me as a car that would be easy and pleasant to live with.
One of the Impreza's annoying habits: Usually without fail, the first time I plug in my iPhone via USB, the system won't recognize it. The screen tells me to Check Device. So I disconnect, wait a couple seconds, connect it again. Many times it'll pick up the USB connection on the second try. Sometimes it requires a third. I've also noticed that if you shut off the ignition and leave the phone connected, the system will start to recognize it on the next start-up — only to freeze up about two seconds into whatever track was queued up earlier.
I put some of this down to simply owning an old phone, an iPhone 3G purchased late in 2008. This phone just will not die. Connection through Bluetooth is fine, incidentally. But always prefer to cable it up when possible to access folders and playlists through the interface.
Our 2012 Subaru Impreza was falling behind its mileage accumulation schedule so we sent it on some long distance trips to catch up. We were so focused on spinning the odometer that the 7,500-mile service slipped right past us. Luckily, we changed the oil once already, so no harm is being done. But it's about time we call the dealer for an appointment and get things back on track.
I've always liked the Subaru Impreza through the years, but that fondness has been mostly related to the way it drove, not the way it looked. But I have to say the latest generation's sheetmetal is pretty appealing to me, at least in the hatchback Sport trim that we have. Yeah, the fender flares are a little overdone, but overall the car looks pretty sharp and more distinctive than it did before. Overall it has a bit more aggressiveness and personality to it, and I think that's a smart move on Subaru's part.
Santa Monica to Famoso and back is about a 300 mile round trip on interstate 5 and California route 99. For the trip I chose our long-term 2012 Subaru Impreza, which was economical, comfortable for myself and my three passengers and fun to drive (I used its paddle shifters often).
But there was one problem, however. A rattle coming from underneath the right speaker grille in the Subaru's dashboard at the base of the A-pillar.
Mark Takahashi mentioned a similar issue a couple of weeks ago, but the rattle I've experienced in the Impreza is not heard during city driving, even over rough pavement. Instead it's a highway speed issue only. And it's loudest at 75 mph when something loose in the dash seems to be at odds with the frequency of the harmonics created by the interactivity of the road and the Subaru's chassis and structure.
The good news is that if my passenger would reach up and push down on the speaker grille the noise would stop. Hopefully that means it shouldn't be too hard to diagnose and fix.
We'll have it chased when we take the car in for a scheduled maintenance later this week.
Because I made the mistake of not limiting my mom's access to my Facebook page she worries about me A LOT. And inevitably after a status update I get emails from my dad and sister, "Call Mom. She can't sleep because of your Facebook." But she's a worrywort, worrying over innocuous stuff like a picture of my dog swimming in a pool. So I wanted to take advantage of that two-hour drive back to L.A. from the Willow Springs driving school to call her and assure her that all is right in my world (and my dog's). Unfortunately, my phone just couldn't connect to our 2012 Subaru Impreza, which I was driving home.
Before I hit the road, I tried to set up the Bluetooth connection. I turned on the Bluetooth on my phone, making it discoverable, and set the BT on the Impreza to search for it. My phone found the Subie and the Subie gave a passcode but that was as far as it got. The prompt to type in the passcode never popped up on my phone and I got the "Failed" message on the car's screen after she kept searching for it. However my phone did indicate it was connected. But when I tried to make the call, it didn't sound through the car's speakers.
Now I know what you're all going to say, troubleshoot by RTFM. But why should I when I've been able to connect my phone so easily to other cars in the past? Maybe it was just a glitch? I dunno. But I did find a video of how to pair an iPhone to a 2012 Subaru Impreza WRX STI which is pretty much what I did with our car. Only difference is that I have a Samsung Galaxy SIII. Hit the jump for the video.
Earlier this week we all headed north to Willow Springs Raceway to fulfill our annual driver training requirement. My ride for the trip was the 2012 Subaru Impreza Sport.
I got there early, so I took the Subie on a few dirt roads to kill the time and to see if maybe it would have done just as well as our 2012 Honda CR-V on my recent trip to Nevada. Not from a cargo perspective — to the surprise of no one the Honda is the clear winner there — but from a back road competence point of view. Would the Impreza Sport have done as well?
In a word, no. The ground clearance isn't quite the same (5.9 versus 6.7) and the front bumper doesn't offer near as much angle of approach as the Honda. On top of that the CR-V's brush "rub zones" and rockers are unpainted textured plastic all around, while most of the low-hanging bodywork on the Impreza is painted body color. As a result I had to be more wary of the pucker bushes that run down the middle of two-track dirt roads and the small stones that tend to get flung up by the tires.
Pity, because I like the Subaru Impreza in principle. If only they made a version that was a bit taller and more ruggized for back road road exploration...
As of a couple of weeks ago they do, and it's called the 2013 Subaru XV Crosstrek. It's our Impreza in that it has the same body, 2.0-liter engine and interior, but it's hiked up on taller suspension and tires to the tune of 8.7 inches of ground clearance, a full 2.8 inches more than our car and 2 inches more than the CR-V.
According to my calculations about 0.8 inches comes from the larger radius of its 225/55R17 tires; our Impreza wears 205/50R17 rubber. The other 2 inches, therefore, must come from the suspension.
The height increase improves approach angle all on its own, of course, but the underside of the nose also stair-steps up to improve it further. And the XV's wheel arches and lower extremities are textured and unpainted to reduce the visible wear and tear associated with shrubs and flying stones.
And you can get it in orange.
OK Subaru, how about we trade? ;)
XV photo coutersy Subaru of America
For the most part, the Impreza's controls are an example of how it should be done, at least for audio and climate functions. So much so that we've given kudos to Subaru in this very blog for their tried and true old school layouts. You know, where the stereo has two knobs for the power/volume and tuning (along with a row of preset buttons between) and the climate control has three big knobs for fan speed, airflow direction and temperature. But Subaru failed in one area...
As you can see, the seat heater controls are awkwardly located towards the rear of the center console. This is even more of an ergonomic blunder if you're on the shorter side as you have to reach back behind the seat side bolster to flick the switch. Obviously not a deal breaker, but an annoyance nonetheless that makes me wonder why they didn't put these rocker switches on the front portion of the console as there's plenty of space for them there.
BTW, this photo depicts an Impreza sedan I recently drove, hence the different color seats from our long-termer, but the heater controls are identical. And on the upside, the heaters themselves work well enough that the "low" setting was more than enough to soothe my cranky lower back.
There are five knobs on the Impreza's center stack. Five. That's at least four more than most cars these days. They make audio and HVAC adjustments quick and easy. No menu hunting, no repetative button punching.
Thanks, Subaru.
The EPA rates our Impreza's 2.0-liter flat four/CVT combo at 30 mpg combined. As of the end of September, with nearly 7,500 miles on the clock, we were seeing a 26.0 mpg combined average.
But there's another transmission option...
Subaru also offers this car with a 5-speed manual, which is rated at 28 mpg combined. I have a friend who's getting exactly that number with his 5-speed 2012 Impreza. He gets more than 30 mpg on the highway (the EPA rating is 33 mpg).
Given those numbers, the choice is an easy one for me.
Manuals for the win!
This actually happened. This place is real. It's in — that's right — Vegas. And it's more of a novelty store than a survivalist store. But with a name like that who can resist? I couldn't. And apparently I'm not the only one...
Because this is the sign that's posted on the "cash for gold" store next door. Guess they got tired of zombie hunters walking in guns drawn.
Also, I'm not sure the Impreza is my first choice of cars for surviving a zombie apocalypse, but it did get more than 32 mpg on this trip.
I drove the Impreza to Vegas for our annual trip to the SEMA show on Monday and found it to be a suprisingly capable companion for highway use. Not rapid, but comfortable and quiet. Still, it's able to execute a pass without causing me to fear for my life. And, at 80 mph, it's perfectly solid and unshakable.
Here's a nice feature of the Subaru's CVT that I've found myself using frequently in the last few weeks. Its paddle shifters have veto power over the tranny when you need it most.
Sort of...
Grabbing the downshift paddle while in Drive (assuming you're at an appropriate vehicle speed) gives you a simulated shift which, if nothing else, is more satisfying than slamming your foot down and waiting. It feels a little quicker than waiting for the CVT to think when you need speed immediately.
Certainly you're still at the mercy of the ever-slipping transmission, but I'd wager that grabbing the paddle gets you down the road a little sooner. Anyway, leaving it in Drive means the engine returns to a normal speed fairly quickly (usually a matter of seconds) without any stick shaking or paddle tapping. Accompany all of this, of course, is the gear display showing a swap into whatever simulated gear the tranny selected and then a corresponing swap back to "D."
It beats slipping the stick into "M" if all you're doing is dispatching a freeway doddler.
Sometimes it's the simple things that please you most. This is one of those simple things. The Impreza's huge bin below the center stack is, well, awesome. Everthing goes in there with room to spare.
A few weeks back I postulated that a do-it-yourself oil change on the 2012 Subaru BRZ and Scion FR-S twins would be a piece of cake because of the in-your-face positioning of the oil filter in plain sight under the hood.
It turns out the same oil filter position can be found under the bonnet of our 2012 Subaru Impreza Sport, which is also powered by a 2.0-liter Subaru flat-4 engine, albiet without the high-zoot direct-and-port fuel injection of its sportier cousins.
But the higher riding Impreza may go them one better, because I found that I only needed to drive the Impreza's front tires up onto some 2x4 scraps to gain enough clearance to slip my oil drain pan in there and reach underneath to remove the oil drain plug — no floor jack or jack stands required, in other words.
I like to start by loosening the oil fill cap so the oil flows out unimpeded and doesn't come out in a series of glugs. I'm not sure if it has the same effect as taking your thumb off the top of a drinking straw loaded with liquid, but that's the theory I'm operating under. It probably makes no difference. At the very least the loose cap serves as a reminder to add the new oil later on.
The 17-mm drain bolt is easy to get at through an opening in the belly pan that runs beneath the engine. I broke it loose with the box-end wrench you see here but I switched to a 17-mm socket on a short extension so I could gain room to move the oil pan in position before I spun the drain plug out the last couple of threads.
Drip drip drip. Turns out it's hard to get your hands cleaned off and find your camera before the bulk of the oil runs out.
Access is so good it doesn't much matter what sort of oil filter wrench you use to loosen the filter.
Because it stands straight up, the oil filter starts draining as soon as I kill the engine, which is why there's almost no oil left in the filter when I remove it. Consequently, very little of the stuff makes its way beyond the gasket sealing surface ...
... which makes cleanup a breeze.
Now it's time to prepare the new oil filter by smearing a little new oil on its gasket.
Because this filter is so visible, Subaru was able to print eight numbered position indicators spaced 1/8 of a turn around the perimeter of the filter to aid tightening. Instructions on the filter itself request it be tightened the usual 3/4 of a turn after the seal makes first contact, so all I need to do is choose a starting number and advance the filter 6 positions from there as I tighten it.
They printed the reference numerals in the wrong order for right-hand threads, however, so my six steps started at 3 and ended at 5, as in 3-2-1-8-7-6-5. Still, it's a pretty nifty feature.
Now it's time to reinstall the drain plug, but first we must replace the drain plug washer because Subaru uses a crush washer. The difference between old (left) and new (right) is pretty obvious, and it's probably a good idea to buy them from the dealer if you have any doubt about finding the right kind elsewhere. I paid $1.20 for this one at my local dealer. The factory oil filter with the clocking marks was another $7.85. A bit more than a generic, perhaps, but I'm OK with paying a couple of bucks extra, especially if I'm going to the dealer for the washer anyway.
Once the new filter and drain plug are tight it's time to add the oil. Our Subaru calls for 5.3 quarts of 0W-20 synthetic motor oil. At my local Autozone the only 0W-20 synthetic choice was Mobil 1 at $8.99 per quart.
All systems are go. Our 2012 Subaru Impreza Sport is primed and ready for another 10,000 miles with us, and we're on schedule to get there just about the time its year with us is up.
But what about two 8-foot long folding tables? These are the two tables and six chairs I borrowed from my neighbor for my kid's birthday party a couple of weeks ago, the same tables that the CR-V swallowed up no problem. My neighbor John runs the U.S. subsidiary of RS-R, the Japanese aftermarket suspension manufacturer, and I needed to get the tables, chairs and two coolers back to his shop in Orange County.
He graciously delivered them with his Tundra before the party and it was the least I could do to get them back to his shop. The tables loaded into the Impreza with the same ease as they did in the CR-V. Similar configuration, too: remove the headrest from the passenger seat, drop the rear seatbacks, slide the passenger seat forward and max recline it. Easy. Impreza continues to impress with its everyday livability and usefulness, if not its inebriated transmission.
Sometimes it's just a detail. These knurled faux-rubber grips on the HVAC dials are plastic, but they offer a nice visual illusion. The chrome rings and red back lighting are also nice touches. I praise Subaru for sticking to a classic three-dial array.
Granted, the Impreza isn't trading in the complexities of dual-zone control or other myriad ways that higher-end cars pamper us and manipulate the cabin environment. But after all is said and done, when we've defeated the robots and touchscreens, and eliminated the swiping, pinching, tapping and voice-activating, we'll be right back here. With all-wheel-drive. And three dials.
We don't have cold winters in Southern California. I'm not sure we have a season that constitutes winter. But this time of year, we do have days where temperatures, especially near the coast, swing as wide as the tides. You can wake up to low 60s, and three hours later it's 82 degrees. Twelve hours later, it's back down into the 50s.
This morning, for example, we drove the kid to school. Conditions merited seat heat and the Impreza provided. Thirty minutes later, the sun had broken through and warmed up the streets and interior. Didn't need the seat heaters. Driving home tonight might be a different story. I'm glad the Impreza has them. They're a little piece of luxury in a car and class you don't expect.
Then again, I was surprised at how many of the Impreza rivals, at the higher trim levels, offer heated seats including the Civic EX-L, Chevy Cruze LT, Mazda 3 iGrand Touring, and Hyundai Elantra GT.
Reader fordson1 recently inquired about Impreza ABS and stability control performance, particularly at the low speeds we encounter in the parking garage. So I put the Impreza to the test. I found ESC minimally intrusive, which proved useful for bending around the concrete pillars and outrunning some upset guards on golf carts. They frown on any movement above 5 mph and zealously enforce rules of the road.
ABS works equally well, and really shines when charging up the ramp to street level, trying to make the signal, when the skinny guy on a fixie-bike — no lights and no reflectors mind you, just a mustache and a tank top — crosses in front of you. The Impreza exhibits long pedal travel but consistent stopping distances, saving the windshield from a full serving of hipster scramble.
That's the Impreza at low speed. Here's what test pilot Monti said about the hatch at its limits:
"Minimal to zero difference between running with ESC on or off. The system cuts in some, but not enough that you don't still have to adjust throttle yourself. The Impreza could not be coaxed into any kind of drop-throttle oversteer. ESC can't be fully defeated but has high limits before it starts cutting the throttle and adding brakes."
One underappreciated aspect of our longterm 2012 Subaru Impreza's continuously variable transmission is its smoothness. No gearchanges equals no shift shock. Just smoooooth acceleration all the time. I do have a quibble about its throttle tip-in at slow speeds, though. It's too abrupt, probably to give the impression that there's more grunt available than what's really there once you delve deeper into the throttle.
Will people lust after 10-window Imprezas like they lust after a 21-window Bus?
Doubt it. But that doesn't stop the Impreza from being a good city car with great visibility. You can't see the A-pillar sail window in this photo, but it's there and it's useful. Same for the triangle window just aft of the C-pillar. You can see everywhere out of this thing. That's a two-way street, of course. I'd deep tint the rears if I owned the Impreza and just use extra caution at night.
I've griped more than a few times about overly busy, hard to read multi-function displays. Cars like our dearly departed Fiat 500 and various Mazda models come to mind. The Impreza, on the other hand, just shows me what I'm interested in — the time, outside temp and either average MPG or distance to empty (you can toggle between them) — in a clear "at a glance" fashion. Furthermore, as you can see it doesn't wash out in the sun thanks to the display being set back under a generous hood.
Here's an unexpected feature I appreciate on our Impreza — a sliding center armrest. Standard on all but the base 2.0 trim, it allows shorter drivers a place to plop down their right elbows. Often times a fixed center console armrest is located too far rearward for shorter folks. I also like that Subaru put the iPod hookup inside the covered bin that sits under said armrest, keeping it and the attendant cord out of sight.
Our Impreza is a hatchback, but its tall, generously sized side mirrors would be right at home on a compact SUV.
I, for one, appreciate the view.
Earlier this month, I kept the keys to the Impreza for about a week, enough to pretty much empty a full tank. That's unusual for a car in our system since, unless a car goes on a road trip, most people change cars after one or two nights.
On one hand, that's a pretty decent indication of how a car will consume fuel, based on a variety of driver styles. But obviously it's not too applicable to people who drive a car themselves almost exclusively, or perhaps share the keys with a spouse.
I covered 346 mostly highway miles on one tank. I wasn't ginger with the pedal and I made the Impreza beg on daily uphill on-ramp charges (not a pleasant sound). The fill-up took 12.825 gallons. By our calculations, that's 27 mpg combined. The on-board computer optimistically measured 28.5. Perhaps if I'd hyper-miled through the remaining 60 miles indicated on the distance-to-empty meter, I could've got it to 27.5, maybe 28.
That's still below the EPA rating of 30 mpg combined. Our lifetime average with the car is 26 mpg. A little disappointing that the Impreza is 3 or 4 mpg off the pace, but perhaps not a dealbreaker. What do you think? Would you be burned if you'd bought the Impreza and it wasn't delivering the EPA estimate?
I've spent a lot of time over the last five days hauling myself and my junk in and out of the Impreza during L.A.'s once-annual, multi-day rain event. I'm glad it's over. Not once during this episode did I have trouble with the Impreza's driver's-side floormat bunching up under the pedals.
Credit for this goes not to my careful entry and exit, but rather to the Impreza's overbuilt, stunningly effective floor mat hooks. These steel hooks locate the driver's side mat with vice-like inflexibility allowing me to drag my feet across the mat as lazily as I please.
It's not a little thing, either. Just ask Toyota.
I think it's great that the Impreza is PZEV rated, meaning it probably emits less pollution than a post-Burrito lunch hipster on a fixie. But the acronym itself annoys me: Partial Zero Emissions Vehicle. How the heck can something be "Partial Zero"? Call me old school, but something is either zero or it's not. Saying something is partial zero is like calling something a "half-truth" or, while you're boarding a plane, hearing the dreaded announcement "We have a very full flight today folks", as if there are varying degrees of fullness.
Hmmm, maybe AZEV (Almost Zero Emissions Vehicle) didn't have the right ring to it...
An unusual story arrived in the Edmunds news room this morning.
The driver in the news photo looks like a Subaru guy to me.
Weird question of the day: What would your dog drive?
This little gem showed up in the Impreza's instrument cluster Monday afternoon on my way home from a media event across the L.A. basin. Normally when these things happen it's because of a combination of factors. And nine out ten times than combination is apathy in checking tire pressures combined with a little cool weather.
But this was occuring during the warmest part of the day and it wasn't that cool — about 65 degrees.
I put gauge to tire when I got home and discovered all four tires were about 5 psi low. A quick hit with the compressor cured that and the light went away the next time I drove the car.
Must have been right on the threshold.
I've commented before on how much I like the simple yet sporty look of our Subaru Impreza. Its sheet metal is assertive, but not in a way that feels like it's trying too hard to impress. More quietly confident, as opposed to in-your-face aggressive. It's a brand of subtlety that I really admire, and not just in the automotive world.
Anyway, to my eyes, the car's wheels do a great job of building on this theme. They make a statement without being garish and obnoxious. Just one more thing to love about this great little car
We bring a lot of test gear to the track every Tuesday. Usually we're lucky enough to have some kind of SUV or crossover with which to carry it all. Last week the task fell to our long-term 2012 Subaru Impreza. Although it's a wagon, it's still not a very big car.
Despite this, it wasn't much of a chore to fit all the equipment into the Subie. It required folding down the 40-percent side of the rear seat to fit in the jumbo and unwieldy suitcase which carries all of our timers, stands, tools, etc. In a separate test, we established that this suitcase is both larger and heavier than Senior Editor Josh Jacquot.
A few items were relegated to the Impreza's rear passenger floor, but overall this little Subie can pack it in. Nice.
But while cargowise the Impreza handled all the gear with relative ease, the same couldn't be said for the effect on its acceleration. It was noticeably more lethargic.
Last week, after our usual test day, the still-fully-loaded 2012 Subaru Impreza and I picked up Associate Vehicle & Content Coordinator, Rex Tokeshi-Torres, and we scampered up to Streets of Willow. No, we weren't going to take any hot laps in the Impreza.
But we did opt for the Angeles Crest/Angeles Forest Highway cutoff, which is not only quicker than staying on the highway, but a heckuva lot more fun. Even in the not-so-sporty Subie.
The several hundred pounds worth of test gear wasn't doing us any favors on the twisty, mountainous roads, and it was hard to get up enough speed to even need to brake for most corners.
I used the CVT's paddle-shift manual mode quite a bit for the engine braking. Handlingwise the Subie did fine, but powerwise it was pretty pathetic with all that gear. Plus Rex.
When we got to Streets of Willow, the first thing Senior Editor Josh Jacquot asked was, "Did you blow up that CVT?"
"Nope, it worked just fine" I said. At least for a CVT.
Despite much prodding to get Josh to join us on Angeles Forest/Angeles Crest in a particular sports car he was driving on the way back home, he declined. Snow was forecast at elevation. He's smart.
Rex is always up for an adventure, so we pointed the Impreza back over the mountains. At night. In the harsh, pounding rain. Not long after we got onto Angeles Forest, a giant snowplow passed us going the other way. Hmm…
In the end, we only hit rain and fog. But we had to drive a lot slower because of it. So the CVT should've been fine, right?
After I dropped Rex off at his place, suddenly the instrument panel went berzerk with warning lights and the tach jumped to 5,000 rpm at about 70 mph. The most telling of the lights was the AT Oil Temp warning. I slowed way down and nursed the car the few miles left back to my house. Once on surface streets, the CVT was very sluggish taking off from stoplights, acting like it was massively slipping the clutch. And it no longer allowed manual shifting.
Next morning, the four warning lights (plus a flashing cruise control light) were still on, but the transmission was working normally again, including manual mode.
We immediately took it to the Subaru dealer for a look-see. More to come.
We brought our 2012 Subaru Impreza with its cranky CVT and ominous AT Oil Temp warning light to Santa Monica Subaru to figure out why it went haywire the previous day. Yep, that's me driving right past the Service entrance while Vehicle Testing Manager Mike Schmidt happily snaps photos of my obliviousness.
Our service advisor seemed shocked we'd had a problem with the CVT, saying this was a first for them at the dealership.
After a few days of the dealership going back-and-forth with Subaru, they initially told us they might have to replace the whole transmission. Upon further diagnosis and counseling from Subaru, they determined the CVT needs a new pressure switch.
They said the part should arrive in a couple days.
Stay tuned.
The holiday season can be a stressful time, and our 2012 Subaru Impreza was certainly feeling the pain. You'll recall that our little Subie limped into yuletide with some CVT issues that required a trip to the dealer.
The car was returned to us after a couple of days and we're happy to report that all injuries seem to have been healed. All it took was a new pressure switch, and not an entirely new transmission, as was initially feared.
So the Impreza is back to its old self, which is a good thing. The car was a dutiful and reliable ferry over the holiday weekend, handling assorted visits to various friends and acquaintances — along with a trip to the Hollywood Arclight for a weekend showing of "The Impossible" — without problem or complaint.
Here's my favorite feature on our long-term 2012 Subaru Impreza: the hatch itself. It's super lightweight and easy to close, whether you use the intended hand grip or grab it from the side while juggling a couple bags.
The hatch is easy to open, too, with the expected latch (well, it's not a mechanical latch per se, but some electronic sensor with a rubber pad over it) right below the Subaru badge and right above the license plate — rather than an unorthodox button release as on our recently departed 2012 Mazda 3.
It makes me happy that Subaru paid attention to these details on the Impreza hatchback. I just wish I liked the rest of the car more. The high level of road noise in this car is barely tolerable, even by budget car standards, and the suspension floats over small road imperfections but feels harsh over the bigger ones. The engine is weak. The cabin looks nice at a glance, but the materials quality has slipped and there's already a major rattle coming from our long-term car's dash.
I've recommended the previous two generations of the Impreza (both WRX and otherwise) to friends, but I can't keep that up with this car. Buy a Mazda 3 and put on snow tires, I'll tell them. Or if you really must have all-wheel drive, just about any of the current population of compact crossover SUVs would be a better choice. Yep, I really said that: Buy an SUV over what was formerly one of the best SUV alternatives.
I always like to get feedback from my passengers regarding our long-term test cars — call it payment for services rendered. Anyway, sometimes it can be pretty insightful, and alert me to things that would otherwise have escaped my attention.
This latest installment concerns comfort, and comes from a friend who's a 40-year-old wife and mother of two. Though she's not an enthusiast, she likes cars and has a great deal of experience with them. Here's what she had to say about the Impreza:
"As you pulled up to the curb to pick me up, I didn't get a chance to see what kind of car you were driving, but it looked stylish and kind of hip.
I thought there was plenty of legroom (I'm 5'8"), but I didn't adjust the seat on its track at all, so it may have been set up for a much taller person.
The headrest was a little on the hard side, but the rest of the seat wasn't too firm. And the side bolstering was adequate, though I'd probably have had to hold on tight if you started doing powerslides."
It's time to take a look at how our Impreza fared at the pump during the month of December. Our little Subie did its fair share of schlepping and hauling in maddening stop-and-go holiday traffic, so we were curious to see what kind of impact this had on overall fuel economy.
Here's what the numbers look like:
Best mpg: 31.0
Worst mpg: 21.2
Overall mpg: 25.8
The EPA gives the Impreza a combined fuel economy rating of 30 mpg.
It's not exactly a secret. It's a story we've covered in the "Tips and Advice" section of our site. We're talking about the fact that the fuel economy gauges in many models tend to paint an optimistic picture when it comes to gas mileage.
Even our otherwise quite trustworthy Impreza is guilty of this small deception. Of course, the discrepancy between actual and estimated numbers isn't (always) huge, and the Impreza certainly isn't the worst offender. But as we point out in our article, if you're using the fuel economy gauge as your sole source of mileage information, over the years, this error in reporting can add up to hundreds of gallons of unreported fuel use.
Here are the differences noted between actual and estimated numbers over the last couple of Impreza fill-ups:
1/7/13
Actual fuel economy: 24.6 mpg
Estimated fuel economy: 25.8 mpg
Discrepancy: 5%
1/2/13
Actual fuel economy: 23.1 mpg
Estimated fuel economy: 28.0 mpg
Discrepancy: 21%
12/12/13
Actual fuel economy: 21.1
Estimated fuel economy: 23.4
Discrepancy: 11%
We'll check out a couple of other cars in our fleet going forward to see how they fare on this front.
A lot of car enthusiasts dig dark wheels. I'm not one of them. Although I like the style of the Impreza Sport Limited's 17-inch alloys, can't say I feel the same about the dark gray finish. It has the effect of making them look like they're always coated with brake dust. That not only makes them look dirty, but also makes it hard to appreciate the style of the wheel, as it's hard to discern among all that darkness.
So I virtually cruised on over to tirerack.com and saw what I'd get, if I were to change out the Suby's wheels. Multi- and double-spoke styles are my faves so I picked these: https://edmu.io/T7Po.
Up until 2012, Subaru offered an Outback Sport version of the Impreza hatchback. Sort of an Outback Junior, it essentially consisted of an Impreza hatch with a raised suspension, available contrasting lower body paint/moldings, a few other unique styling tweaks and bigger wheels.
Now, with the debut of the 2013 Subaru XV Crosstrek, it's déjà vu all over again. Although there's no "Impreza" in its name, the Crosstrek is obviously one with essentially the same tweaks that the old Outback Sport sported. So you have the requisite beefed-up suspension (it rides a full three inches higher), black wheel arch/rocker moldings and unique wheels. Although I'm not a fan of the standard Impreza's styling (too busy), for some reason it works for me much better with the Crosstrek.
I'm from New England, where Subaru's have been popular for ages thanks to their all-wheel-drive traction, solid reliability and (compared to SUVs) good fuel economy. I imagine a Crosstrek with the manual gearbox would make a fine winter/ski car back there...
You can find out more on the Impreza's tough brother here: http://www.edmunds.com/subaru/xv-crosstrek/2013/
I met my father and two brothers in Las Vegas and they were impressed that I showed up in this 2012 Subaru Impreza Sport. During the two days I spent squiring them around the Strip, and then a side-trip to Hoover Dam, they kept asking me what I thought of the sport hatchback. To tell you the truth, I didn't have a lot of strong opinions; on the 380-mile trip from Los Angeles to Las Vegas only two things struck me: the oft-cited weak feeling produced by the CVT and a pleasingly composed ride at highway speeds.
But then, after a few more days behind the wheel, more opinions began to form.
Let me first say that I have a sliding scale that adjusts my opinions according to the price of the car. I then compare those opinions to the competition. In the Subaru's case, I was looking at a purchase price of $24,600 and trying to see if that price was a steal or a bad deal. That price tag puts you right in the middle of the competition with a lot of other similar hatches by other carmakers.
At first I felt there was nothing very distinctive about the Subaru that would set it apart from the competition. In fact, there are a couple of knocks against it. First, because of the CVT, it feels gutless, especially during mid-range lane changes. Also, there's plainness to the interior, with wide swaths of black plastic that both attract foot scuffs and an immediate coating of dust. But the seats are comfortable, the backseat is adequate and the storage area is generous. So I'm sure that Subaru enthusiasts would like the car. And the all-wheel drive capability will be a huge plus that sets it apart from the competition for ice and snow drivers.
By the time I'd completed 950 miles of driving I had developed respect for the Impreza. The only major detraction was the CVT, but since it improves fuel economy, I accepted it. And in Death Valley, I used the paddle shifters for engine braking to manage the steep grades and sharp corners. Still, I think the niche appeal of the Subaru is necessary to justify the price tag. All others will be well served to shop around for the best value.
It's raining in Los Angeles today and the morning news is full of jackknifed truck trailers and hydroplane warnings. Even before I get out of bed, I sigh with relief at the thought of our long-term 2012 Subaru Impreza parked downstairs in my garage.
I recently read that 75 percent of all weather-related crashes occur on wet pavement during, or just after a rainstorm. (No, I don't remember where I read that, so feel free to argue against my "fact.")
Until the arrival of the rear-wheel-drive BRZ, all Subarus sold in the U.S. came standard with all-wheel drive, and our Impreza is no exception. Powering the wheels with the best traction, AWD is obviously a set-up that's ideal for wet and slippery conditions.
As I entertain the giggly all-girl school carpool by splashing the Impreza through the new rivers running across the streets of our small beach town, I give them a brief speech about the differences between front-, rear- and all-wheel drive cars.
They, of course, completely ignore me.
In our Fuel Sipper Smackdown the editors take several cars and drive three different routes: backroads, city and highway. It's a good test of a car's capability since some cars shine on the open road while others (mainly hybrids) do well around town.
I had a chance to follow the same route on a trip to Las Vegas recently. For my highway mileage I got 27.1 mpg over 361 miles of mainly highway driving cruising at about 75 mph. Oddly enough, over 178 miles of city driving, I got 30.5 mpg. And on the return trip, I got 27.2 mpg over 296 miles of winding road through Death Valley. Over the entire trip, 835 miles, my fuel economy was 27.8 mpg, less than the 30 mpg combined the EPA predicts.
The results are both encouraging and puzzling. Here's what I noticed. First, there isn't much difference between the three legs of the journey, despite three very different types of driving. Second, the fuel economy is pretty good in all cases. And third, the best fuel economy came during city driving in stop-and-go traffic.
Clearly, a longer test is needed. But the good news is that the Impreza seems capable of posting some decent fuel economy numbers in a variety of conditions.
The sound of the handbrake was often the satisfying conclusion to many car trips. It was somehow cathartic to yank up on the brake, feel the ratchet gear clicking and hear the staccato grrrrickkk! You had arrived. The trip was over. Your work was done.
But lately, you accomplish the brake-setting ritual with the press of a button and all the work is done electrically, silently. Where's the fun in that? It's one more little thing taken away from people who like to drive cars. Perhaps the electric emergency brake is better. But I like the direct connection with the mechanical world like there is in the 2012 Subaru Impreza Sport.
As an ex-Subaru employee, I have a soft spot for Subarus. I cheer for the company, my friends, and the all-wheel-drive heritage I've come to admire.
That being said, I don't like driving our long-term 2012 Impreza. I like the idea of it — sporty, capable, practical — but the twitchy throttle and numbing CVT kill my Subie buzz every time I leave the parking lot. It then takes me at least a day or two of driving it consistently to remember just how to modulate the rabbit-jerky gas pedal.
This weekend, my daughter's friend said from the backseat: "Don't worry, my mom doesn't know how to drive a stick very good either."
Between the non-linear power delivery and the long wind-up of the CVT, she actually thought I was driving a manual. Poorly.
As if.
During the month of January we packed about 2,100 trouble-free miles on our 2012 Subaru Impreza 2.0i Sport Limited, thanks largely to two road trips, one to Las Vegas, Nevada and another to Scottsdale, Arizona. We averaged 26.3 mpg for the month of January using 87 octane fuel.
The gas mileage we achieved for the month is actually just a smidge better than the 25.9 mpg we've averaged over the car's 14,752 miles. But it also means that, even though the Impreza is a fairly fuel efficient car, we continue to fall short of the EPA's 30 mpg combined rating.
Worst Fill MPG: 21.2
Best Fill MPG: 31.0
Average Lifetime MPG: 25.9
EPA MPG Rating (City/Highway Combined): 30.0
Best Range: 437.5 miles
Current Odometer: 14,752 miles
When I spotted this vanity plate on this Subaru Impreza WRX on the way in to work today, I couldn't help but guffaw. Team America: World Police has a special place in my heart ever since I had to play Kim Jong-Il for our 24 Hours of Lemons race. In any case, wondered if the owner of this Subie was a fan, too, or if this tied in to their Impreza somehow.
Subaru Impreza owners, do you have a vanity plate for your car? If so, what is it and did your Subie inspire it?
Don't get too excited. I'm just driving to Scottsdale, Arizona in our 2012 Subaru Impreza 2.0i Sport Limited. Should be about 760 miles round trip. Along the way there will be some of the most mind-numbingly boring desert landscape known to this country. And plenty of it.
Still, there's something about a road trip. Man and machine out on the open road. Good thinking time, good music-listening time, and maybe I'll play a book as well. Certainly good car evaluating time. And MAT (Mikey Alone Time).
This road trip comes hot on the heels of Phil Reed's venture to Las Vegas in the Impreza. It will also mark the first time I've driven the Subie since the last time I drove it. Which seems pretty obvious, but the last time I drove the Impreza a sensor failed and the Continuously Variable Transmission went on the blink.
So it will be a good test to see how the CVT is doing, even though I probably won't take any good two-lane roads like the last time.
No matter how I adjust the audio settings in our 2012 Subaru Impreza, it still sounds oddly tinny to me. It's like the music is coming from underneath a cheap metal bowl.
I don't profess to be a stereo expert, but I feel the same way every time I drive the Impreza. After fooling around with it, I usually just turn the volume down to zero. I'd rather hear silence than feel even slightly annoyed.
Our long-term 2012 Subaru Impreza 2.0i Sport Limited reached the 15k milestone during its recent road trip to Scottsdale, Arizona. And wouldn't you know it? I wasn't paying attention to the odometer and completely missed taking a photo when it happened.
So you'll have to settle for 126 miles over.
In general the Impreza has been pretty reliable, but we did have an issue a while back with the continuously variable transmission. A pressure switch malfunctioned, which freaked out the CVT into thinking it was overheating. At the time we worried the transmission was in jeopardy, but the Subaru dealer assured us it was simply a sensor thinking it was overheating, not actually overheating. We've had zero problems since.
Other than that, we've noticed the mostly hard-plastic interior gets scuffed easily. And there's a rattle in the dash.
We've definitely been enjoying the comfy ride and decent fuel mileage.
If only all service visits were this quick and easy. We called for an early morning appointment and then dropped off our 2012 Subaru Impreza Sport at Subaru of Santa Monica. We told the service advisor we wanted an oil and filter change and a tire rotation. He wrote everything up and said he recommended adding a new air condition filter for a total of $240. We declined the filter since it wasn't called for on the scheduled maintenance. This dropped the price to $127.47.
We looked up our Subie in the Maintenance Guide and got a price of $141.79. This helped us deflect the sale of the air conditioner filter and it also made us feel good about getting a lower price. The car was ready less than an hour and a half later. And they gave it a bath too. Nice.
Can four adults with two golf bags and luggage find happiness on the road to Palm Springs?
I was hoping to impress some out-of-town guests with a larger, more luxurious car for a trip to Joshua Tree National Park and Palm Springs. Instead, I got the keys to the 2012 Subaru Impreza. After some mental reprogramming, I decided it would be an interesting test of the car's cargo space and interior comfort.
Like so many Asian manufacturers, Subaru has widened the cargo area just enough to accommodate golf clubs. But putting the driver's end of the golf bag in first, I was able to put two golf bags side-by-side and flat on the floor of the cargo area. As you can imagine, some members of our party were not thrilled to have so much room taken up by golf clubs. And, as they pointed out (and I agree) golf is a stupid sport. However, once the clubs were in place, it was easy to stack the suitcases on top and still leave room to see out the rear. One small bag sat in the center of the backseat.
Was this arrangement ideal? No. Would a more luxurious car have made us happier? Probably. But when we arrived in Joshua Tree, and I saw all the other Subies parked there, I felt like one of the guys. A luxury SUV would have made me feel like a fat cat slumming at a soup kitchen.
So let me get this straight. It's both a PZEV and an Impreza "Sport"? It certainly lives up to its green label, getting 27 mpg city and 36 highway. But where does the "Sport" part of this Subie come in?
In a previous post, I referred to the fact that the CVT makes the engine feel "gutless." A reader took me to task on this issue.
Bankerdanny wrote: "I would argue that the CVT is not the cause of the gutless feeling, it simply exacerbates it. The cause is that Subaru's standard 2.0 and NA 2.5 are simply gutless."
Certainly, we all like to have power on tap. And the paddle shifters certainly help kick it into what feels like a lower gear. But real power, some nice low-end grunt, comes with a price. And that's why it is labeled both a "Sport" model and a PZEV (a Partial Zero Emissions Vehicle is a vehicle that has zero evaporative emissions from its fuel system).
So can you have your cake and eat it too? Or in this case, can you have your power and save the environment too? I think you can. The answer is: get the manual. True, its fuel economy ratings are lower at 25 city and 33 highway. But at least, when you step on the gas, you won't just get a lot of buzzing from under the hood. You'll also get a nice, sporty, feeling of being connected to the road.
Some of the best weather I've ever seen happens in the winter months in Santa Monica. This morning it was 70 degrees only a few hours after the sun came up, so I found it necessary to drive around in our Subaru Impreza with all four windows down and the sunroof back. At 5'9" I'm no giant but even with the seat at a medium height setting, this Subaru felt vast on the inside.
We've already established that the mirrors are tall, and there's tons of visibility inside the cabin but driving this car feels almost like a convertible. The interior fills up with light and you feel completely exposed to the world. On a trip to the beach I wouldn't feel comfortable putting a surfboard on the roof racks. On the inside of the car your surfboard might get the seats wet but at least it won't spoil the view.
The sunroof on our Impreza doesn't leave a particularly large void in the roof by itself. When the sunroof is combined however, with the angle of the windshield and the space left open when you roll down the windows, it makes the cabin feel absolutely immense. This car may be built with inclement weather in mind but it is definitely a summer car at heart.
Still hoping we have a chance to put the Impreza through some snow-covered paces in our local mountains this year, which means hoping for some big activity in the Gulf of Alaska. Nothing but sun and seventies forecasted for the next ten days around here, though. Great if you're into dirt and water sports, but not if you're fiending for moguls.
Subaru long ago identified and decided to serve a wet weather customer. That's why it seems like Subaru and Jeep are the official cars of Colorado and Washington, while an all-wheel-drive Impreza in Southern California makes about as much sense as a planter's punch at a bar in Fairbanks.
Still glad to have seat heaters and a quick cabin warm up on winter mornings here though, even if you don't need them past 8:30. We've got all-wheel drive, a great heater, heated seats and mirrors, and a wiper de-icer. About the only thing missing from this ensemble is a heated steering wheel, which Subaru doesn't offer among any of its models. That won't bother us much though when the next big northwest dump comes through.
Really, tell me what's going on with this wiper stalk. Arrow pointing down, somewhat towards you, for a stream of wiper fluid. Three Morse code dashes for interval wipe. Fast-forward icons for constant wiper speed. This is some serious hieroglyphics just to keep water off the windshield.
We put just over 2,000 miles on our long-term 2012 Subaru Impreza during the month of February, including Phil Reed's road trip to Palm Springs.
Now as the calendar flips to March, our Subie has averaged 25.9 mpg during the life of our long-term test. Best tank stands at 31 mpg, while the worst tank is a low 21.2 mpg.
With an EPA combined rating of 30 mpg, we're running approximately 4 mpg off the reported pace.
Worst Fill MPG: 21.2
Best Fill MPG: 31.0
Average Lifetime MPG: 25.9
EPA MPG Rating (City/Highway Combined): 30
Best Range: 437.5 miles
Current Odometer: 16,739 miles
I had a vague idea of what this button does before I researched it a little bit. The HD button seemed to enable or disable the HD radio signal search, but I've found this feature, when enabled, maddening. Hi-def radio is great in concept, but lousy when the signal wavers between big, bright and clean, and then standard FM fuzziness.
I also knew the TAG part of the button involved iTunes tagging, a way to tell Apple that you really liked a song you heard and might want to buy it. I tried tapping this button a handful of times, but apparently you need your device attached, and the iOS or iPod software has to be fairly recent. I'm out on both counts.
So too bad for me when I heard something I liked and my command just fell on deaf digital ears. Apparently, the Subaru Impreza does not store tags like the Lexus GS 350 does. In the GS, you hear something you like, you tag it, and it downloads a reminder the next time you connect your phone. In the Impreza, you have to be connected. Even then, the Impreza simply ignores my old iPhone and even older 2GB iPod Nano.
Pretty cool. But do I really need a dedicated button for this? Is this the Honda equivalent of the "A.SEL" button (admittedly a handy road trip feature, as it gives you a kind of "virtual" bank of presets when you've entered into new broadcast zones)? Tying this to iTunes also dampens my enthusiasm for it. Nothing wrong with iTunes of course, but seems a bit exclusionary. Bummer if you prefer buying compressed audio from Amazon.
Anyway, I've devised another method that yields similar if not better results. I remember the song, maybe wait for the DJ to say what it was, then write it down when I park. If I'm feeling a bit tech-randy, I might even make a voice memo on the phone.
The change-over to Daylight Saving Time (DST) happened all the way back on the 10th, but when I got into the Subie, I found that its clock was still giving me a pre-DST reading. This wasn't due to driver neglect. It was simply a function of the fact that the Impreza had been sitting idle in our garage ever since the change-over. You see, through no fault of its own, the Subie found itself getting no love from our editors that weekend when the car sign-out sheet was passed around.
Overall, the controls in our Subaru are simple and straightforward, and this is especially true for those that govern the clock. There's a "+" button and a "-" button, located to the right of the clock. Pressing the "+" button moves the time forward, while pressing the "-" button moves it back. It doesn't get any simpler than that.
According to the National Highway Traffic Safety Administration (NHTSA), Subaru has recalled 47,419 vehicles because of a key fob defect that could cause the fob to malfunction and inadvertently start the engine. Affected models include the 2010-'13 Subaru Legacy and Outback, certain 2012-'13 Subaru Imprezas and the 2013 Subaru XV Crosstrek.
All the affected Subarus are outfitted with an Audiovox remote engine-starter accessory.
"If the (remote engine starter) fob is dropped, the fob may malfunction and randomly transmit an engine start request without pushing the button," said NHTSA. "The engine may inadvertently start and run for up to 15 minutes. The engine may continue to start and stop until the battery is depleted or until the vehicle runs out of fuel."
Owners will be notified by Subaru, and the fobs will be replaced free of charge. The recall is expected to begin by the end of April 2013. Click here for more information.
I've got a little over 1,100 miles to cover in the next five days and I'll be doing it in our long-term 2012 Subaru Impreza. I'll be spending the night at my father's house in Nevada City, then spending three days in Monterey, California, and finally taking the coastal route back home to Los Angeles. There will likely be snow on the ground as I pass Mammoth Mountain and Lake Tahoe, so I'll bring the chains just in case.
Would taking Interstate Highway 5 be quicker and easier? Absolutely. But other than U.S. Interstate 70 across Kansas, I can't recall a more boring stretch of road than I-5 through central California. I've never driven U.S. Route 395 before but if we're going by the map, it will definitely add some s-curves, hills, and trees to my journey.
Be sure to follow @edmundsinc on Instagram as I'll be posting photos along the way.
I've begun stage two of three in the construction of my new entertainment center. I made use of our long-term Infiniti JX for stage one since it involved much more demanding hauling duties. When I chose the Impreza for this part, I have to admit, I wasn't 100-percent confident.
When the guys at the House of Hardwood called to let me know that my order of teak was ready for pickup, I had a number of SUVs to choose from. All of those choices would have easily accommodated the 5x3-foot remnant sheet of teak plywood. I figured if the Subaru couldn't, I'd just have them give that sheet a quick rip on the saw.
Turns out, the sheet fit, but just barely. It was pressed firmly right into the back of the driver seat. Another half-inch or so and I'd have to move my seat closer to the wheel. Having the plywood right up on the seatback was probably a good thing, too, as it kept it from sliding around.
Compared to the SUVs, though, the Impreza put a little more strain on my back, as I had to bend at the hips to get the sheet in the hatch. An SUV's higher load floor would have been a little more comfortable. Knowing this, I'm confident the Impreza can handle the next run to the shop to pick up third stage of teak.
Our Subaru Impreza traveled 1,233 miles in the month of March, burning 87-octane fuel and averaging 24.1 mpg.
That's slightly less than our overall lifetime average with this car.
Despite Travis's road trip through northern California where his fuel economy bordered on the EPA estimate for mixed driving, other city folk kept the Impreza's numbers down for March.
Worst Fill MPG: 21.2
Best Fill MPG: 31.0
Average Lifetime MPG: 26.0
EPA MPG Rating (City/Highway/Combined): 27/36/30
Best Range: 437.5 miles
Current Odometer: 17,712 miles
I've lived in California my entire life and I've never driven up Highway 395 or seen Lake Tahoe. This trip to Northern California in our long-term 2012 Subaru Impreza would be different. I wanted to take the long route and see something more than flat, soulless freeways. The first leg of the five-day journey will take me to my father's new home in Nevada City, CA, 532 miles away.
After a few morning hours on the road, my first stop is at a vista point on U.S. Highway 395 to stretch my legs at The Aerospace Valley.
Back on the road, I notice that the Subaru locks out the audio settings while on the move. Even with cruise control engaged, the Impreza won't let me adjust the bass levels up when the hip-hop mood strikes or back down when I want to wind down with a podcast.
This is annoying, but I'm thankful for the picturesque route. I stop at Red Rock Canyon National Park, Owens Lake, Mt. Whitney, Inyo National Forest, Mammoth Mountain and Mono Lake and I'm only half way there. The Subaru is comfortable, capable and I'm really cozy after 300 miles.
The speed limit on U.S. 395 is 65 mph, which is five miles an hour lower than most of Interstate 5 travelling up the center of California. The decreased speed does more than slow me down, it builds character. It gives me the opportunity to stop and see small towns with unique architecture and country motels.
This place distinctly reminds me of the Cozy Cone hotel in Cars. I want a dinosaur outside my motel room window. The 12-year-old inside me demands it, but I must move on.
I find a 1972 Honda AZ600 for sale on the side of the highway. I wonder for more than a moment if the 36-horsepower engine could get this microcar up to speed on the freeway quicker than the Impreza, whose 148-hp four-cylinder has its strength sapped by the continuously variable transmission (CVT). The Impreza is fine at speed and acceptable around town, but its leisurely acceleration feels almost dangerous while joining high-speed traffic. It's got no oomph. If I'd brought a few friends on this trip, I'd really have to plan my moves. Alas, the vintage Honda doesn't look like it runs and I need to get going.
After putting some more miles behind me I stop for a photo-op at Walker River. Highway 395 parallels the river for several miles. All four windows go down and the sunroof goes back. It's cold outside, but the mountain air is a crisp and refreshing change to the metropolis smog I'm used to and I have seat heaters.
As I get close to Lake Tahoe, I decide that I agree with editor Phil Reed when he recommends you get the manual transmission for this car. Yet, even though our CVT-equipped Subie feels gutless in the mountains, it's eager and composed around the bends. It's like it wants to succeed at being a good little car, and the all-wheel-drive system definitely helps.
Lake Tahoe is vast and beautiful. I wish it weren't so overcast and gray, but I explore a bit and read some roadside placards. Dinner time is approaching quickly and I want get there before the light fades so I put Tahoe in the rear view.
I told my father that I'd be in for dinner around 6:00 p.m. and that's exactly when I pull up under a light rain, outside his cabin-style home, among the Redwood forests of northern California. Including one full fuel fill-up, snacks, lunch and a dozen impromptu photo shoots, the day has only taken me ten hours. Google maps estimated 9 hours 16 minutes. I've made great time without having to stare at eighteen-wheelers, countless bland fast food restaurants, and endless miles of pancaked roadway. Next stop: Monterey Bay, CA.
There are only 250 miles ahead of me on the second day of my road trip in our long-term 2012 Subaru Impreza. Going out with the family for brunch in Nevada City and checking out some local sites takes up most of the morning agenda before hitting the road.
I'm well rested, confident and optimistic about the shortest travelling day on my road-trip schedule. It might not be my favorite car in the compact class, but this Subaru definitely has its moments in the sun.
Getting around in the Subaru Impreza is easy in unfamiliar territory. It's small, maneuverable and has amazing visibility. Landmarks and picturesque waterfronts are abundant here, so my morning stops include Scotts Flat Reservoir, various statues of gold-mining settlers and vividly styled buildings like the local courthouse. Architecture with some history behind it is more plentiful in these small, northern California mountain towns and the Subaru fits right in.
I've seen at least two dozen other Subarus just this morning and it makes perfect sense. Going with a lighter front-wheel-drive car like the Ford Focus might seem smart for a weather-free town like Los Angeles, but when you introduce more rain and snow, this car becomes much more practical.
Travelling alone I'm not cramped in the Subie's cockpit but I stop several times on the route, educating myself with roadside signs and stretching my legs more than necessary.
Before long, my overconfidence comes back to bite me. The back roads I've chosen start to fill up with Sunday drivers and posted speed limits become more of a distant hope than a reasonable restriction. On one particular stretch of road, the center lines remain a solid double-yellow for miles and I'm held to 20 mph under the posted limit behind a tall, soggy stack of cardboard boxes.
Back on the freeway it's not long before I am caught in a thunderstorm and stuck in gridlock. I'm constantly checking the clock. Getting to my hotel on time isn't a concern, but my dinner destination closes early. Eventually the weather and the road clear up and I make it back to up reasonable speeds.
While I wasn't in love with the Impreza at first, it is growing on me. The driver seat could definitely be improved with some adjustable lumbar support, but after several hours, I'm still relatively pain-free. The ride isn't stiff or back-breaking, either, but it is firm enough to get a feeling for the pavement conditions even in a heavy downpour. Just as night falls, I make it to Shadowbrook Restaurant in Capitola.
The cable car at Shadowbrook along with waterfalls and a flowing creek below make for a gorgeous view while I savor the Hawaiian Butterfish and the Chocolate Meltdown.
On a wide variety of terrain, including curvy mountain roads, hilly city streets and a few boring freeway miles, the Impreza's all-wheel-drive system is more than capable in the heavy rain. Handling feels sharp and predictable around corners and the Impreza never seems short on grip.
Tune in later for the longest day on my road trip and some shots from California's epic Highway 1.
The final day of my road trip in our long-term 2012 Subaru Impreza is mapped out with relaxation and visual stimulation in mind. Instead of taking the faster, easier route down U.S. Highway 101 or Interstate 5, I'm taking California Highway 1. It stretches down the Pacific coast overlooking breaking waves, cliffs and bridges, while on the opposite side of the car there are towering redwood forests and endless greenery. The views are everything I expected. What I wasn't expecting, though, is the horrendous weekday traffic.
I pack up and leave Monterey late in the morning. The Subaru Impreza doesn't have a problem storing my baggage for the trip, but if I'd overpacked and brought passengers with me, I'd definitely need to be more discerning with cargo.
I find what I'm looking for on Highway 1: distinctive landscape, unique scenery and entertaining twists and turns.
Bixby Bridge, north of Big Sur State Park, is used in countless car commercials, tourism ads and photo shoots. It's well worth the wait to get a front row parking spot and breathe in the scenery for a minute or two. The Subaru is remarkably good at this stop-and-go stuff, squeezing in and out of tight spots. I'm not afraid of scraping the nose or damaging the undercarriage. It feels rugged.
I encounter two construction projects that halt traffic for at least thirty minutes each. In the first two hours I cover 33 miles. Traffic is starting to distract me and interfere with my ability to enjoy the scenery. I regret not looking up traffic conditions before I left, and I'm definitely getting restless.
Time for lunch and Nepenthe comes highly recommended. It sits above the coastal clouds nestled amongst the trees on Big Sur and offers one of the best dining views I've ever seen. It feels good to relax and get out of traffic for a moment, and the triple-berry pie makes things even better.
After two more traffic stops caused by construction, the Subaru's low-fuel light comes on. Normally I'd power through with the knowledge that I could probably go another 50-60 miles, but the remote location and scattered civilization make me nervous. I pull over at the first sign of gas and pay $5.79 a gallon for 87-octane fuel. Twenty bucks worth will suffice for now.
Two more construction projects halt my progress, adding another hour to the final leg of my trip. This depresses me so I need to remind myself again why I took the long route. Hey look! There's a distraction over there! Seals!
They hilariously burp, roll and flop around while I take in my fill of the ocean breeze. I head back to the Subaru and I can't help but notice how at home it looks amongst the greenery in the gravel parking lot.
I make a final stop in Santa Barbara for dinner but it's getting dark so I don't linger. Santa Barbara is a beautiful town and I'd love to spend some more time here. But the day has been long, so I'm back on the road in 20 minutes.
I arrive home after nearly 11 hours on the road, which is almost double the time Google Maps estimated.
After four days in our 2012 Subaru Impreza, I collect my thoughts. Fuel economy for the trip averages out to 28.6 mpg (the in-car meter gave me 30.3 mpg). The best result came from my first fill up outside Nevada City where I got 30.9 mpg. No question, the Subie is capable and efficient on the open road, so long as you can deal with its sluggish acceleration.
The stereo is good, too, especially at speed with the windows up. The tall cabin feels too exposed, though, so I'd put some tint on the windows if this were my personal car.
Ultimately, if I lived somewhere with inclement weather (like the Lake Tahoe area), I'd seriously consider a Subaru Impreza. But I'd definitely opt for one with a manual transmission and a turbo.
Our time with the Subaru Impreza is coming to an end soon. We sent it off on one last road trip to Monterey, CA, which accounted for the bulk of its mileage accumulation in April. No new fuel economy milestones were reached this month. Our lifetime average remains 25.9 mpg and our best single-tank range over 400 miles.
Worst Fill MPG: 21.1
Best Fill MPG: 31.0
Average Lifetime MPG: 25.9
EPA MPG Rating (City/Highway/Combined): 27/36/30
Best Range: 437.5 miles
Current Odometer: 18,359
Wondering why you haven't read any updates on our 2012 Subaru Impreza?
After its final road trip from L.A. to Monterey, our year with the Impreza has come to an end. We've returned the car to Subaru after twelve months of service.
Stay tuned for the final wrap-up of the popular hatchback when we tally up our adventures, maintenance costs, and opinions.
May was the final month in the long-term test of our 2012 Subaru Impreza. We did not have the Impreza but a week last month before it returned to Subaru. It was enough time to set one record, however.
We recorded our worst single fill-up, at 17.4 mpg, in May. We should note, though, that this was not from a full tank of fuel. During our test we never quite reached the claimed highway returns of 36 mpg. Our best was a repeatable 31 mpg. And so we bid the Impreza farewell. Stay tuned for the wrap up.
Worst Fill MPG: 17.4
Best Fill MPG: 31.0
Average Lifetime MPG: 25.9
EPA MPG Rating (City/Highway/Combined): 27/36/30
Best Range: 437.5 miles
Current Odometer: 18,674
Wrap-Up
What We Got
Our decision to get a 2012 Subaru Impreza was simple. It sits at the heart of the brand's expanding lineup and it was redesigned for 2012. Figuring out which one was even easier since all-wheel drive was standard and every non-WRX Impreza is powered by the same naturally aspirated, 2.0-liter four-cylinder engine. The horizontally opposed engine generates 148 horsepower and 145 pound-feet of torque.
We did have to pick a transmission, since the Impreza offered a continuously variable transmission (CVT) or five-speed manual. Fuel economy was important to us, so we favored the more frugal CVT. From a sea of trim level options we settled on the top-of-the-line Sport Limited. This included 17-inch wheels, roof rails, leather upholstery and heated seats to name a few. The only optional equipment on our Impreza 2.0i Sport Limited was a $1,000 sunroof.
The total MSRP on our 2012 Subaru Impreza was a reasonable $24,645. And so the test was under way. We had one year to gather impressions before it was time to return the car to Subaru, who loaned us the Impreza for the test. Here's how it went.
Our Impressions
"The CVT is this Impreza's single biggest weakness, although that's largely a personal complaint. Your tolerance may vary. Only once, while trying to pass a small train of slower traffic on a long uphill, did the CVT and Impreza's modest horsepower reach its limits. Foot to the floor, in the lowest simulated gear the CVT would allow and the engine shouting itself hoarse, I couldn't manage a full pass and had to tuck in behind the lead car as the lane ran out. I was that guy, and a little embarrassed." — Dan Frio
"It makes me happy that Subaru paid attention to these details on the Impreza hatchback. I just wish I liked the rest of the car more. The high level of road noise in this car is barely tolerable, even by budget car standards, and the suspension floats over small road imperfections but feels harsh over the bigger ones. The engine is weak. The cabin looks nice at a glance, but the materials quality has slipped and there's already a major rattle coming from our long-term car's dash. I've recommended the previous two generations of the Impreza (both WRX and otherwise) to friends, but I can't keep that up with this car." — Erin Riches
"I drove the Impreza to Vegas for our annual trip to the SEMA show on Monday and found it to be a surprisingly capable companion for highway use. Not rapid, but comfortable and quiet. Still, it's able to execute a pass without causing me to fear for my life. And, at 80 mph, it's perfectly solid and unshakable." — Josh Jacquot
"Here's a nice feature of the Subaru's CVT that I've found myself using frequently in the last few weeks. Its paddle shifters have veto power over the tranny when you need it most. Sort of. Grabbing the downshift paddle while in Drive (assuming you're at an appropriate vehicle speed) gives you a simulated shift which, if nothing else, is more satisfying than slamming your foot down and waiting.... It feels a little quicker than waiting for the CVT to think when you need speed immediately...and beats slipping the stick into "M" if all you're doing is dispatching a freeway dawdler." — Josh Jacquot
"I took our Impreza for a drive today to get more of a feel for its handling capabilities. I came away pretty impressed. It doesn't immediately feel all that sporty through the steering wheel when you're driving around town (it feels dull and a little heavy), but when run through corners there's an impressive level of grip and composure. Of course, there's also all-wheel drive to help put the power down when coming out of tight corners as well. I was also surprised by how well the Impreza took on bumps and ruts. The suspension does a nice job of filtering out the rough stuff, but it doesn't come at the expense of body control. Nice job, Subaru." — Brent Romans
"Suddenly the instrument panel went berserk with warning lights and the tach jumped to 5,000 rpm at about 70 mph. The most telling of the lights was the AT Oil Temp warning. I slowed way down and nursed the car the few miles left back to my house. Once on surface streets, the CVT was very sluggish taking off from stoplights, acting like it was massively slipping the clutch. And it no longer allowed manual shifting. Next morning, the four warning lights (plus a flashing cruise control light) were still on, but the transmission was working normally again, including manual mode. We immediately took it to the Subaru dealer for a look-see." — Mike Monticello
"I've noted before that the engine bay in our Impreza is not pretty and that's fine. It's not a high-dollar sports car after all. It is, however, a commuter car to many, so keeping it properly maintained is likely a priority for owners. Subaru seems to have taken this into consideration as the engine bay is not only well-marked, the important parts are easily accessible. I mean, check out that oil filter; it's just begging to be changed. And once you're done with that, you need only to venture a mere inch or two to refill the crankcase. So easy, yet so rare." — Ed Hellwig
"Today I'm here to pour praise on the driver seat of our long-term Subaru Impreza. It is a fantastically comfortable place to spend time. Not too firm, which has become a trend, and not too soft, which is the way too many seats used to be. I'm 5'11" tall and 185 pounds, which means I'm of fairly average size, and the Impreza's seat is sized and shaped perfectly for my frame.... I also like the fact that it is height-adjustable, which combines with a tilt-and-telescopic steering wheel with plenty of range, to create a perfect driving position." — Scott Oldham
"At first glance the backseats in the Impreza don't look like much. Flat cushions, average room and no toys to play with. But when you actually sit in them they're surprisingly comfortable. Not road trip comfortable, just comfortable. It might sound like a backhanded compliment, but sedans and hatchbacks in this class often cut corners in the backseats to the point where they're barely habitable. Most kids don't mind, but adults find them terrible. I would sit back here without a complaint. At least for a little while." — Ed Hellwig
"It was with great pleasure I found this head unit in our new long-term Subaru Impreza. While it might look like a no-frills audio interface, it's a huge improvement over our previous Subaru touchscreen unit with navigation.... Bonus for a highly legible display showing my available HD channels, my Bluetooth readiness, phone charge and reception, and all the info I could ever need from the RDS." — Chris Walton
Maintenance & Repairs
Regular Maintenance:
Subaru recommends service at 7,500-mile intervals. For severe service, an additional oil swap at 3,750 is suggested. We followed the severe routine, having our first and third services performed by the dealer.
We handled the 7,500-mile oil change ourselves. The Impreza was easy to work on, and the price was right. We spent under $10 for the DIY, while the dealer visits averaged $113.
Service Campaigns:
One event marred an otherwise spotless record for the 2012 Subaru Impreza. A jaunt through the curves overheated the transmission, cutting power and ultimately requiring a new CVT pressure switch. Our car spent one night at the dealer waiting for parts before it was back in action. The issue did not return.
Fuel Economy and Resale Value
Observed Fuel Economy:
The EPA estimated fuel economy for our Impreza 2.0i PZEV at 27 mpg in the city/36 mpg on the highway and 30 mpg combined. We averaged just 26 mpg after one year with the car. Multiple 30 mpg fill-ups and a range over 430 miles per tank showed promise on the highway. But the reality of driving a CVT-equipped four-cylinder around town involved a heavy foot much of the time.
Resale and Depreciation:
Our long-term 2012 Subaru Impreza arrived with an MSRP of $24,645. At the end of its test the odometer read 18,674 and Edmunds' TMV® Calculator valued it at $20,730 based on a private-party sale. This equated to a remarkably low 16 percent depreciation. For comparison, our similarly equipped 2012 Mazda 3 depreciated 26 percent after 20,080 miles of service.
Summing Up
Pros: Comfort and ride quality are good for the segment. It's capable of 400-plus miles per tank. Value retention is well above average. Hatchback utility.
Cons: The engine and CVT combination felt underpowered at times. Real-world fuel economy was below EPA estimates.
Bottom Line: This is a classic Subaru. Well made, reliable, functional and affordable. Other than its meager powertrain, this Impreza has few faults and would be an excellent choice for a budget-minded buyer looking for an all-weather hatchback.
| Total Body Repair Costs: | None |
| Total Routine Maintenance Costs: | $236.69 (over 12 months) |
| Additional Maintenance Costs: | None |
| Warranty Repairs: | Replace CVT pressure switch |
| Non-Warranty Repairs: | None |
| Scheduled Dealer Visits: | 2 |
| Unscheduled Dealer Visits: | 1 |
| Days Out of Service: | 1 awaiting CVT pressure switch |
| Breakdowns Stranding Driver: | None |
| Best Fuel Economy: | 31.0 mpg |
| Worst Fuel Economy: | 17.4 mpg |
| Average Fuel Economy: | 25.9 mpg |
| True Market Value at service end: | $20,730 (private-party sale) |
| Depreciation: | $3,915 (or 16% of paid price or original MSRP) |
| Final Odometer Reading: | 18,674 miles |
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.