Some things change for the better, while some change for the worse. Yet others appear to change, but in reality end up walking the same line as before. The Subaru Impreza 2.5 GT, a new-for-2009 model aimed at a slightly different audience than before, happens to fall into at least two of these categories.
Undergoing a total makeover last year following a succession of rather unfortunate nose jobs applied to its predecessor, the Subaru Impreza 2.5 GT is now available in a totally new skin as a four-door sedan or a five-door hatchback model. We recently spent some time with the successor to the plain-Jane WRX.
What is it?
The Subaru Impreza was first introduced in 1993 by Fuji Heavy Industries Company, which ironically is now owned to the tune of 16.5 percent by Toyota . Who would have thought? I suppose next someone is going to say that a Chinese conglomerate owns the Hummer brand.
To this day, it has remained a compact model in various body styles ranging from two, four and five door configurations. During the vehicle’s life, engine and suspension improvements have continued to strengthen the brand. The one constant amongst these is the continued use since 1996 of the boxer (horizontally-opposed) four-cylinder engine, with symmetrical all-wheel-drive. For 2009, the Impreza 2.5 GT acts sort of like an automatic-transmission-only variant of last year’s Impreza WRX, which itself was upgraded by 40 horsepower for 2009 (don’t miss Leftlane’s review of the revised 2009 Impreza WRX hatchback!).
What’s it up against?
This turbocharged Impreza occupies a slot above the Honda Civic and Toyota Corolla, meaning it competes better with the Volkswagen Jetta and Mazda Mazda3.
That’s not to say the Subaru is fully equipped, however. Items like Bluetooth and other options can leave you with a substantially weighted price tag.
Any breakthroughs?
Since the Impreza is in year two of its remake, most of the breakthroughs are carryovers. But Subaru has decided to separate the two versions of the turbocharged engines into transmission groups. The WRX gets 265 horsepower and a six-speed manual with viscous-coupled locking differntial, while the 2.5 GT gets 224-horsepower, a four-speed automatic and with Active Symmetrical AWD. To differentiate from the lesser 2.5 models, the GT gets the added benefit of the Impreza Premium package, which includes a power moonroof and all weather equipment group.
How does it look?
Overall, it is a less aggressive version of the WRX. Through a process of decontenting, the 2.5 GT has seen the removal of spoilers, large wheels and an overall cooling down of the heat factor that we have grown to enjoy on the badassed WRX and STi versions.
We love the look of the new five-door hatch version of the 2.5 GT and WRX models, and many of those same cues translate well over to the four-door sedan. Adding the short trunk, as seen in our four-door test version, is a little off-putting, and you get the feeling that the trunk was perhaps an afterthought. Perhaps if it was extended a few inches…
And on the inside?
This new generation Impreza is built on a new longer wheelbase platform, which allows for more ride comfort and space on the inside. With swooshing panels extending to and fro along the dashboard, the design is contemporary without looking like it was trying too hard. The by-now-familiar three-spoke steering wheel with leather wrap holds sway over the driver’s side. The main gauge binnacle houses the speedo, tach, and warning light cluster, while a sliver-like binnacle houses clock and other warning lights at the top of the center stack. Our tester’s satellite radio wasn’t activated, but the terrestrial system sounded pretty decent.
The rest of the interior is carryover from last year’s WRX. Although similar, the dark grey fabric covered seats, are not as bolstered as those found in the current WRX. Rear seats offer good legroom, and enough width for three passengers during around-town jaunts. Cross-country excursions may require a re-think in that regard. Cargo space in the trunk is enhanced by the 60-40 split fold down rear seat. Trunk space is hampered, though, by a raised area that is probably the result of the rear double-wishbone setup of the GT’s suspension system. The four-door yields 11.3 cubic feet, while the five-door hatch swallows up to 44.4 cubic feet.
But does it go?
As we mentioned before, the proven 2,457-cc turbocharged and intercooled boxer-four produces 224-horsepower at 5,200 rpm and 226 lb-ft. of torque at a nice and low 2,800 rpm. The power is then routed through the gearbox to the symmetrical all-wheel-drive that manages to transfer the oomph to the wheels with the best grip should slippage occur. The Sportshift transmission did a competent job during around town trips, but at this stage in the game, we wonder why it’s only a four-cog kit, rather than a more advanced five- or six-speed gearbox. Regardless, it pushes (and pulls) the 3,240 lb GT to an EPA mileage rating of 19 city and 24 highway, for an average of 21 miles-per-gallon. Nothing to write home about considering it slurps down premium fuel.
Ride quality is a GT strong suit. The MacPherson struts up front with coil-overs and stabilizer bar, together with the rear double wishbones had us tooling around like the Subie was a go-kart. Body-roll was well modulated, and the car was generally quiet, although what noise did get into the cabin was probably due to the low profile 17-inch V-rated Potenzas. The exhaust note was almost non-existent until we switched over to Sportshift mode where it gave off a nice grunt while squeezing the throttle. Steering feel from the electric power-assisted rack and pinion set transmitted good road feel up the steering column to our mitts. Although not Brembo quality, the 11.6 ventilated disc rotors provided enough surface area for the twin-pot front calipers to bring things under control at the end of a spirited run.
Why you would buy it:
You’ve always wanted that WRX, but you just didn’t know how to row through the gears.
Why you wouldn’t:
You’ve got your eye on that new Hyundai Genesis Turbo Coupe.
Leftlane’s bottom line
At the end of the day, we had to remember that this was not a STi version of the WRX, so we had to lower our expectations just a hair. Subaru has delivered a competent vehicle that, although not groundbreaking, still managed to hold its own. Pricing is another issue: At $28,143, the market is crowded with contenders to the WRX throne. The question is, with so many other manufacturers stepping up their game, not to mention offering added content for the same or less (read: Korean, Japanese and, yes, even American), isn’t it time for Subaru to follow suit?
The Japanese automaker is off to a hot start this year thanks to the redesigned Forester and even a recent push from the Legacy, but we think the milder Imprezas could use a little kick in the pants, too.
2009 Subaru Impreza 2.5 GT base price, $26,995. As tested, $28,143.
XM Satellite Radio, $453; Destination, $695.
Words and photos by Mark Elias.
