Fans of AWD turbo cars are no doubt aware of the 2009 Subaru Impreza WRX's changes over the 2008 model, and those that aren't aware ought to be - this is a seriously improved vehicle. Fun, quick and comfortable, there are many reasons to like the latest WRX. Our week behind the wheel left us with mixed emotions, however.
The last Impreza WRX was all-new for 2008, but many lambasted the car for being too soft and too lethargic for its enthusiast position in the market. Subaru sought to turn that around with the 2009 car, and - for the most part - it has.
Borrowing bits from all over the Subaru lineup, the new WRX has an improved suspension, turbo, appearance and options profile. Only available with a five-speed manual, the new WRX means business, and once you get the new 265hp, 244lb-ft 2.5L Boxer rolling and the turbo spooled up, you know it. This car launches and pulls like a dream. Data acquired with our MaxQData GPS data logging system showed getting into the 5.2-5.3 second 0-60mph range was easy and repeatable without beating on the car or the clutch too hard.
But hit the first corner hard and you'll be surprised at the amount of body roll you're faced with. Push it to the limit and beyond, and all you'll find is understeer. Stomp the throttle at the apex of a 90-degree turn and you'll hear lots of front-inside wheel spin thanks to the open diffs on each axle. Something about the car still feels unfinished. The aftermarket will have a great deal of fun with this car, however.
Subaru says they've tightened up the suspension with higher spring rates, larger anti-roll bars and tuned dampers, but the car feels like it's been setup for a gravel rally stage, not the pavement jungle most of us face in the daily grind. On the other hand, the WRX maintains complete composure over even the most broken and busted tarmac the Midwest has to throw at it, accelerating, handling and braking without incident or issue.
In the aesthetic department, the latest WRX is as polarizing as ever - you'll either love it or hate it at first glance - and the racy Aero Package and STI-style grille add to the boy-racer effect for those that might prefer a more subdued exterior. Inside, the design is better, but materials are still lacking with hard plastics dominating and the cloth seats in our $26,800 hatchback test car needing significantly more bolstering in the thigh area, though the side bolsters were quite good.
Pricing is another issue. On the street, Mazda's Mazdaspeed3 - either last-gen or the new 2010 model - will likely offer as much or more real-world performance for less cash. Of course, those in northern climes will appreciate the Subie's AWD. Those that appreciate a hard launch and 60-foot times well below 2.0 seconds will too.
Fuel efficiency is nothing to write home about, but it's nothing to worry about either. We averaged 17-22mpg in our test car, in mixed driving, depending on how hard we pushed it. That's not stellar for a modern turbocharged hatchback, but it's not terrible for a car in this performance league, either.
All in all, the new WRX is a great improvement on the 2008 model, which was more econo-box than pocket rocket. With the power situation resolved and the options more suited to the car's intended purpose and market, all we can hope for is further work on the suspension to tune the car into a coherent whole, capable of mashing the competition both on road and off.
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