The Japan-Spec WRX Shows Us the Face of Its New Personality

By Peter Lyon, Contributor, Japan
Date posted: 06-11-2007

Just before we climbed into the long-awaited 2008 Subaru Impreza WRX at its presentation in Japan, we got some bad news. A Subaru stylist told us, "Our Impreza needs to reach a bigger cross-section of buyers."

A lot of things have been done to the third-generation Impreza in the name of sales success, and our drive of the new car at the Subaru proving ground at Tochigi, Japan, makes us wonder if a wider audience is really what this car needs.

The 2008 Subaru Impreza WRX (known here in Japan as the S-GT), is really about change. And when the U.S.-specification version of this car arrives soon, we'll see if Subaru gets the wider audience it longs for.

Clipping Subaru's Wings
Now that Subaru has abandoned its flirtation with the big-grille design ethic that has changed the look of so many cars in the last five years, its designers have gone for something more mainstream.

The Impreza's new front end is bland at best. Its clean lines have been well-executed, but the nondescript headlights and grille clash with the dramatic treatment of the rear end. At least the former tacked-on, aircraft-inspired front grille gave the Impreza a certain distinctive identity, but the new car has the bland look of an overnight collision between a Toyota Camry and a BMW 1 Series sedan.

From the C-pillar back, the WRX actually looks quite sleek. The combination of glass and angular sheet metal culminates in an aesthetically pleasing rear treatment with interesting taillights. Point an inquiring finger at the front end of this car, however, and the design team starts making excuses.

After the overstyled second-generation Impreza and a failed attempt to find some heritage, it might be that Subaru is a little lost between what it has designed in the past and what it wants to design in the future. The hiring and subsequent dismissal of former Alfa Romeo designer Andreas Zapatinas has simply left the company in a creative uproar.

Boy Racer No More
With the new WRX, Subaru wants to exchange the car's boy-racer image for a more mature, Euro-style vibe. Apart from the front-end treatment, the WRX-signature bonnet bulge has been de-emphasized. The scoop comes forward 6 inches to improve airflow to the turbocharged engine's intercooler and also give the driver a better field of view. Surely a less bulbous bonnet scoop is one way to tone down the car's visual aggression.

This concern with reducing aggression has unfortunately affected the new WRX's performance as well. Subaru feels the car already has the grunt it needs, so there's not much beneath the hood that you haven't seen before. So if you're waiting for a big boost in engine power, you might be let down by the engine specification, which amounts to a collection of pieces from Subaru's parts bin. The Japanese-spec car we drove at Tochigi featured our local turbocharged 2.0-liter boxer-4, which generates 248 horsepower at 6,000 rpm and 246 pound-feet of torque at 2,400 rpm.

Based largely on the 2.0-liter boxer-4 of the current Subaru Legacy GT, the WRX version features a remapped ECU, revised intake ports and combustion chambers, and a significantly modified twin-scroll turbocharger. While this combination develops almost the same power as the engine combination it replaces, more than 95 percent of peak torque arrives at just 2,400 rpm.

Yawning Rather Than Grinning
Now that the WRX's torque curve is more user-friendly, the car doesn't deliver the same wow factor when you're behind the wheel. The progressive build-up of torque from low rpm makes the WRX feel like a far mellower machine. This car is quick when you've got your foot to the floor, but it's as if the volume has been turned down, and we don't just mean the newly quiet interior environment, thanks to added acoustic insulation.

This Japanese-spec car still sprints to 60 mph in around 5.5 seconds, but you find yourself yawning rather than grinning. Bolted to the 2.0-liter turbo is the WRX's familiar five-speed manual transmission with double-cone synchros in the first three gears. The shift action is a bit notchy, but the gears engage precisely.

From what we understand from our sources at Subaru, the same story will unfold for the U.S.-spec WRX fitted with a turbocharged 2.5-liter boxer-4 that comes from the U.S.-spec Legacy. As with the Japanese-edition car we drove at Tochigi, it will have modified intake ports and combustion chambers plus a new twin-scroll turbocharger. It's meant to produce better fuel economy and cleaner air emissions, so don't expect big power gains.

Our source tells us that the 2008 Subaru Impreza WRX will generate around 224 hp and 226 lb-ft of torque, but more of that torque will arrive lower in the rpm range. A five-speed manual remains the standard transmission and a four-speed automatic is optional.

On the other hand, Subaru also reports that we can expect a turbocharged boxer-4 diesel for the WRX by early 2009. The company is eager to drop a high-mpg diesel into the Forester and Impreza soon after the Legacy gets Subaru's first diesel next summer, so the WRX is part of the program. And word from inside Subaru City also confirms that the company is working on a five-speed automatic and a continuously variable transmission, and both these options could be offered as early as mid-2009.

Some Magic Remains
The WRX chassis has lost none of its magic, though. A redesigned rear suspension features a more compact setup with double wishbones that affords a more compliant ride and improves luggage capacity. On the road, there's far less body roll through the corners, yet the suspension is compliant enough to soak up the bumps, and a new feeling of stability is the result.

But if you provoke this new car, the rear tires will slide. Even so, the well-balanced chassis encourages you to dial in a little opposite steering lock and use throttle control to keep the car on track. And even when you reach the limit of adhesion, the superb Subaru all-wheel-drive system with its viscous-type, limited-slip front differential helps bring the chassis under control. The optional Vehicle Dynamics Control (VDC) available on our test car also helps maintain a precise arc through the corners, a reminder that this technology should be standard equipment for every Impreza.

This 2008 WRX has floating two-pot front brake calipers instead of the former four-piston design, but they seemed to deliver adequate stopping power in conjunction with the 205/50R17 Bridgestone rubber.

An Upgraded Room With Quality Furnishings
So what's the deal? Is the new WRX bigger and heavier as well as more refined and mature? Fortunately, no. The new model is 1.7 inches shorter, 1.7 inches wider, 0.5 inch taller, and sits on a wheelbase that's nearly 4 inches longer. Meanwhile, the 2008 WRX's curb weight remains almost identical to that of the former car.

These dimensions create a five-door hatchback that has more leg- and headroom than before. Also the seat height has been lowered by more than an inch, so this helps enhance headroom as well. And there's more rear-seat legroom and more storage space to boot.

Higher-quality materials are used throughout the new WRX's interior, while the dash design resembles the good-looking layout of the Tribeca. Quicker-ratio steering and a smaller turning radius complement each other.

Still a Driver's Car
You can't argue with a turbocharged engine, a tight chassis and exceptional poise on the road. While the 2008 Subaru Impreza WRX might not look as aggressive as before, it still drives well, and the upgraded interior package might indeed have a stronger appeal to mainstream car shoppers.

But on the flip side, the 2008 WRX's lack of identity in the aesthetics department and the shortcomings of its engine enhancements might alienate current WRX owners. Perhaps they're supposed to move on to the Subaru Impreza WRX STI.

Now there's a car worth waiting for, although it won't appear in public until the Tokyo auto show. It will look somewhat different, with a more prominent hood scoop and a bigger grille to enhance airflow to the 300-hp turbocharged boxer-4, and prominent fender flares will accentuate the 18-inch wheels. The hardware underneath will be familiar, however, including Brembo brakes, a more aggressive suspension setup and a recalibrated all-wheel-drive system. Apparently it will not feature a dual-clutch sequential manual transmission with steering-wheel-mounted shift paddles. Aisin, one of the largest transmission manufacturers in Japan, is developing this technology for Subaru, but it won't appear until the 2009 Subaru Impreza WRX STI.

Based on our drive of this Japan-specification car, we'd say that the 2008 Subaru Impreza WRX has a slightly different personality to match its new looks. It'll make a lot of new friends, but we'll have to see if it can keep its old friends, too.

Less Attitude, More Space

By Josh Jacquot, Senior Road Test Editor
Date posted: 07-22-2007

So you want the big news with the 2008 Subaru Impreza WRX? It makes the same power but is lighter, roomier and still rips to 60 mph in just 5.9 seconds.

This is a rare combination. These days, every new model weighs more than the one before, and manufacturers keep adding power to compensate. Subaru has done exactly the opposite. Through the same clever engineering that brought the WRX to the U.S. in the first place, the Japanese carmaker has minimized the weight of this more spacious, all-wheel-drive WRX to retain its head-snapping acceleration.

But it's not all roses. The new WRX is marginally slower in the quarter-mile than the car it replaces — 14.5 seconds at 94.4 mph vs. 14.3 seconds at 95.5 mph. The chassis setup is also noticeably softer and there's no shortage of body roll.

On paper, it sounds as if the WRX really hasn't changed, but the WRX we loved for its finger-in-the-air attitude is gone, replaced by a WRX with its finger on the pulse of the mainstream market.

Stretch It Out
Probably the most notable change to the WRX is a 3.7-inch-longer wheelbase. Just two body styles are available — a sedan and a five-door hatchback. Subaru expects the sedan to make up 80 percent of WRX sales. The overall length of the five-door hatch has been reduced by 2.0 inches (to 172.8 inches), while the length of the sedan has increased 4.5 inches (to 180.3 inches). This means the five-door has shorter overhangs — a key trait for responsive handling. We're told that both the world- and U.S.-spec rally cars as well as the WRX STI version due early next year will all use the five-door body.

There's a new double-wishbone rear suspension to replace the struts used in the rear of the old car. In addition to adding camber control during cornering, the new suspension packages more efficiently and creates more passenger and cargo space in both body styles.

The 2.5-liter flat-4 power plant has only minor revisions for 2008. Some of the overall weight savings have come from a lightweight intercooler (which also flows more efficiently), and a new, lighter plastic intake manifold. The exhaust system is also lighter. Subaru's Active Valve Control System and swirl valves in the intake manifold remain.

Power delivery is improved, as peak power of 224 horsepower comes 400 rpm earlier at 5,200 rpm, while peak torque of 226 pound-feet arrives 800 rpm earlier at 2,800 rpm. Peak boost is 11.9 psi. The five-speed transmission has less aggressive ratios in 1st through 3rd gears, but the final drive is shorter: 3.90:1 instead of the former 3.70:1.

The majority of the weight savings comes from a redesigned body structure, which is 45 pounds lighter yet retains the same rigidity as the previous car. Subaru engineers tell us the suspension pickup points have been beefed up to improve ride control. Our five-door test car weighs 3,167 pounds, only about 4 pounds heavier than the last Mazdaspeed 3 we had on our scales. And the Mazdaspeed 3 doesn't offer all-wheel drive.

Legroom, Plus Doors With Frames
The big payoff for a longer wheelbase comes in the rear seat, where legroom is improved. Larger door openings and rear doors that open to 75 degrees also add to the new Subie's usability. The doors also have framed side windows — a first for the Impreza — that help quiet the interior.

The steering wheel now incorporates buttons to operate the cruise control and the audio system. A navigation system is now available, while an MP3 jack and inputs for external video and audio sources are now standard in the center console.

Side curtain airbags are now standard equipment, as are front seatbelts with electronically triggered pre-tensioners and force limiters. The driver-side front airbag also deploys with a force adjusted according to the seat's proximity to the steering wheel, a nice feature for smaller drivers.

The front seats are heavily bolstered and utilize an integrated headrest, but are designed for wider butts than ours. Overall interior material quality is an improvement over the previous car, but is still marginally behind some of the Japanese competition.

How's She Drive?
We never cared much about the WRX's lack of amenities in the past since it was always a huge kick in the ass to drive. Forgiving a spartan interior design is easy when a car is tossable in the corners. But where the old car was tossable, the new car is simply soft.

Our tests show that the new car is about equal to the old car around the skid pad, with a 0.81g result vs. the former 0.82g. It's faster through the slalom, averaging 67.7 mph vs. the former 64.7 mph. It also stops from 60 mph in 121 feet — an improvement over the last WRX TR we tested, which stopped in 135 feet.

Despite a better slalom number, the softer chassis calibration compromises the WRX's once-healthy appetite for shredding back roads. As a driver's car, we found it less inspiring.

Off-center steering response isn't as immediate — something Subaru readily admits, as it says it's after a linear ramp-up in reaction, even though the steering ratio remains the same at 15.0:1. We loved the old car's commanding bite while bending it into a corner and its willingness to adjust its line in the middle of the corner. Now we feel less like we're driving a rally car and more like we're driving a Camry.

And there's understeer. Plenty of it. Part of this comes from Subaru's new Vehicle Dynamics Control, a system for stability and traction control. Although it can be disabled, its presence in an all-wheel-drive package has forced the elimination of the car's limited-slip rear differential, which had substantially improved the cornering attitude of the previous WRX.

The brake pedal feels soft, and if you plan to use left-foot braking, be sure not to overlap with the throttle, as the pedal action goes rock-hard and unresponsive.

The engine has impressive boost response and midrange punch, but it runs out of steam fairly early. Revving it to redline requires patience in 3rd, 4th and 5th gears. Enthusiasts will find more reward by upshifting early and getting into the meat of the power band in a taller gear.

But It's So Much More Refined
The new rear suspension has given the five-door a very roomy hatch area that retains its 60/40-split folding rear seat. The load floor is flat and wider than before. The same extra space can be found in the trunk of the sedan, which Subaru tells us can now carry three tour-size golf bags. Are all the rally fans who bought the old WRX now wearing goofy pants and packing their Callaways everywhere they go? We're not so sure.

The exterior, too, is softened. The old hood scoop that poked aggressively through the aluminum hood is now smoothed into a less angry steel hood. And since the Impreza is wearing its fourth new nose in six years, we think it's safe to say Subaru is still looking for the perfect corporate identity with the new snout. The overall design lacks shape and simply isn't as chiseled and aggressive as the old WRX.

The Impreza also now has an incline start-assist feature, which holds brake pressure for about a second to simplify uphill starts in models with a manual transmission. This is truly a valuable feature that we've come to appreciate in much more expensive cars.

Get Yours Soon
The 2008 Subaru Impreza WRX is also more expensive. Our test car, which includes only one option — the $2,100 Premium package, which adds an upgraded stereo, heated seats, mirrors, a windshield wiper de-icer and an aero package — has a bottom line of $27,595.

With stripped models starting at $25 grand and fully loaded models pushing $30,000, the WRX isn't a bargain-basement proposition. This could affect its success, because Mazda and Mitsubishi have joined the field since the WRX was first introduced six years ago. In fact, Mitsubishi is rumored to be introducing a model that will slot nicely between its Lancer and Lancer Evolution to compete directly against the WRX. In others words, Subaru doesn't own this market anymore.

Still, the new WRX offers a fairly unique combination of utility and speed. It might be softer and might have lost some of its attitude, but you won't be ripping to 60 mph in 5.9 seconds in your mother's Camry anytime soon.

The 2008 Impreza 2.5i, 2.5i Sport Package and turbocharged WRX will all be offered in sedan or hatchback body styles, with choice of five-speed manual or four-speed automatic with Sportshift manual mode. All are equipped with Subaru's Symmetrical all-wheel drive, and a new double-wishbone rear suspension replaces the previous strut-type configuration for increased cargo area. Vehicle Dynamics Control is now standard on the 2.5i Sport Package and WRX.

Pricing for the 2.5i Sedan starts at $20,695, and $21,595 for the hatchback; the Sport Package is $23,195 in sedan configuration and $24,895 for the hatchback; and the WRX is $32,995 in sedan and $33,895 in hatchback.

CHERRY HILL, N.J. — Subaru of America has announced that the redesigned 2008 Impreza 2.5i will start at $17,640 and the Impreza WRX will start at $24,995 when the vehicles arrive in showrooms in August. Prices include a $645 destination charge.

Expect to pay $29,595 for a five-door 2008 WRX with the satellite radio and navigation package and a five-speed manual transmission.

The 2007 Impreza 2.5i started at $18,620, including shipping. The 2007 Impreza WRX started at $25,620.

The stretched and lighter 2008 WRX gets a 2.5-liter flat-4 boxer engine that delivers 224 horsepower and 226 pound-feet of torque. The 2008 WRX rides on a 3.7-inch-longer wheelbase and is 50 pounds lighter than the outgoing car.

New for 2008 are standard side curtain airbags and optional stability control.

What this means to you: WRX aficionados will be happy to know that value is part of the equation, along with performance, as Subaru keeps the starting price under $25K.

Victoria, British Columbia - All new for 2008, the third generation Subaru Impreza - along with its higher performance variant, the Impreza WRX - arrives in showrooms this month. The new Impreza seemed a long time coming, but was worth the wait.

What makes it so special? Well, the 2008 Impreza may just be the ideal small car for the Canadian market. It's not the cheapest, and it's not perfect, but with aggressive lower pricing starting at $20,695 for the smart 2.5i sedan and $21,595 for the hatchback, the well-equipped Impreza line-up offers a great deal for your hard-earned dollars.

That's saying a lot, of course, as the Impreza has strong competition in the excellent Mazda3, Honda Civic and Volkswagen Rabbit to name just three. But feature-for-feature the 2008 Subaru Impreza more than holds its own with its combination of standard all-wheel drive, side impact and side curtain airbags, anti-lock brakes, air conditioning, power group, interior roominess, 16-inch wheels, 170 horsepower engine and impressive fit and finish. And its new look, while understated and somewhat generic, will please most buyers.

The Impreza with the optional Sport Package is an even bigger value. At $23,195 for the four-door sedan and $24,895 for the four-door hatchback, this Canada-only package adds premium audio, heated front seats, leather wrapped steering wheel with remote controls, 16-inch alloy wheels, fog lights, a hill holder system for the manual transmission, windshield wiper de-icer and electronic stability control (Subaru's Vehicle Dynamic Control) with traction control. That's a lot of desirable equipment for $2,500.

And if you want serious performance, the $32,995 WRX sedan ($33,895 for the hatchback) delivers a turbocharged and intercooled engine making 224 hp and 226 foot-pounds of torque, 17-inch alloy wheels, SIRIUS satellite radio (subscription required), climate control, performance instruments and rear spoiler.

Said Ted Lalka, Subaru's Vice President of Product Planning and Public Relations of the new Impreza, "The only thing that carries over from the previous generation is the name: Impreza." The body structure, interior and exterior design and sheet metal are completely different than the outgoing model (notably, the car is 50 millimetres shorter, but the wheelbase is increased by a significant 95 mm) and the Impreza uses a new, compact, double-wishbone rear suspension. This is not simply a revised or "refreshed" Impreza.

Still, the new Impreza retains familiar Subaru features, and is clearly an evolution of the outgoing model. The 2.5i engine, for example, while sporting a new intake port design, is still based on the tried-and-true 2.5-litre four-cylinder, horizontally-opposed, single overhead camshaft powerplant that debuted in the company's Legacy in 1996. And the "Symetrical" full-time all-wheel drive system continues to be the foundation of every Subaru.

Two important changes characterize this year's Impreza drive-train, however. First, the engine is mounted lower, which further lowers the centre of gravity and improves handling and stability; second, the technical changes to the engine produce significantly more midrange torque, which provides a welcome enhancement to passing acceleration. The 2007 model, for instance, generated 166 lb.-ft torque at 6,000 rpm, but the 2008 model delivers 170 lb.-ft torque at a much lower 4,400 rpm.

Similarly, the 2007 WRX generated 224 lb.-ft torque at 3,600 rpm, while the new WRX produces 226 lb.-ft torque at 2,800 rpm. With the extra torque comes a welcome five percent reduction in fuel consumption (regular fuel for the 2.5i; premium for the double overhead camshaft WRX) over last year's models. Fuel economy for the manual transmission 2.5i (sedan and five-door) is 10.6/7.3 L/100 km, city/highway, and for the manual transmission WRX is 10.9/8.1 L/100km, city/highway.

On the road, both models offer commendable handling, braking and acceleration. The low-mounted flat-four engine and all-wheel drive system has always contributed to a distinctive Subaru driving experience and road "feel", and this is enhanced with the new drive-train position and rear suspension. The Impreza doesn't bounce or pitch over bumps and road undulations; rather, it absorbs them and maintains its poise over rough surfaces. Subarus also corner without discernable body roll and the highway ride is especially comfortable due to the increased wheelbase. Midrange acceleration from the WRX is formidable and satisfying.

The seats are also fully redesigned, with new frames, cushions and upholstery. They are comfortable and supportive, with special attention being paid to thigh and lumbar support. The compact rear suspension has increased cargo volume in both the sedan and five-door.

In the cabin, 50 mm legroom is added for rear passengers, and the the 75-degree opening angle of the rear doors is very wide (the average opening is between 65-70 degrees, according to Subaru senior engineer, Katsuyoshi Tanaka). This improves ingress and egress, while making it easier to install or remove a child's car seat, for example.

Power from the standard 2.5i engine is lusty, and it pulls harder at lower speeds when compared with the 2007 model. But it has to be said that the engine is still coarse as some speeds. At around 3,000 rpm in third gear of the five-speed manual transmission, for example, sound from the engine can be distracting. It's the same with the turbocharged version in the WRX. In both models, the four-speed automatic transmission with "Sportshift" enables the engine to operate more quietly.

A notable change to a long-standing Subaru tradition is that the doors now feature frames around the windows. This adds rigidity and an improved feeling of solidity to the cars. An initially puzzling difference between the sedan and the hatchback is that the sedans have dual exhausts while the hatch has a single exhaust system. The explanation centres around differences between the rear body structure of the two cars.

While offering excellent value, engineering and construction, Subaru still has areas it can improve with the Impreza. The inclusion of electronic stability control with the 2.5i Sport Package and WRX, for example, is a valuable consumer benefit (this technology helps the driver prevent or recover from a skid, and can save lives). It should be standard on all Imprezas in my opinion, fully emphasizing Subaru's commitment to safety for all buyers of its cars.

Minor annoyances that Subaru could easily fix are the lack of auto up/down for the driver and passenger power windows. Currently, the driver's window has auto-down only (even the bargain-basement Volkswagen City Golf has auto up/down for front seat occupants. Also missing in the Impreza is a telescoping steering column (also standard on the City Golf).

Another useful and presumably inexpensive feature that's omitted from the base 2.5i is an auxiliary jack for the audio system. You get one with the premium audio system of the Sport Package and WRX, and granted, the base system will accept CD-ROMs with MP3 files. But many people would prefer to simply plug in their iPod.

The transmissions? I was expecting a five-speed automatic and six speed manual (at least for the WRX). Even though the engine speed at 100 km/h is a low 2,400 rpm in fifth gear, the engine sounds like it wants another gear. Competition like the Honda Civic use a five-speed automatic and the new Volkswagen Rabbit uses a six-speed automatic. These help with fuel economy and smoothness.

And finally, the WRX, while powerful and fun to drive, seems to have lost its mojo a bit (or maybe other brands have found theirs). WRX fans may find the 2008 WRX a little tame even with the big hood scoop and nice wheels. Looked at another way, you could say it's more refined.

But these criticisms aside, if you're in the market for a small car, the Impreza 2.5i is a model that must rank toward the top of your shopping list. In terms of safety, performance, features-for-the-dollar and historical resale values, it will be hard to beat.