Buying used: Subaru Impreza (2000-2007)
Subaru's 1990s range had been missing a small sedan since the departure of the long-serving Leone and by 1992 the wagon and big-selling Brumby ute were gone as well. Dealers must have felt nervous but then came a model with the slightly gawky name of Impreza.
True to a heritage built on small, versatile models Subaru's new small car range arrived in 1993 as a sedan or hatchback with front or four-wheel drive. Nobody could have predicted that the addition some months later of a turbocharged WRX would transform Subaru's image from conservative to 'mega-cool' and boost sales of basic versions too.
HISTORY
Announcement in late 2000 of the first significant restyle since the Impreza's launch was hardly a gala event. The revamped car shared scarcely a slab of sheet metal with its predecessor and had morphed so successfully that most observers didn't see past the new stepped mudguards and oval-shaped headlights that inspired an unflattering 'blob eyes' nickname.
In reality the GD Series cars were heavier and larger than the preceding model with a redesigned floor-pan, more interior space and improved suspension.
All-Wheel Drive had been standard across the range since 1998, as had the 2.0-litre; 92kW engine so mechanical specification did remain predominantly unchanged.
Manual Imprezas came with dual-range transmission that helped deal with ultra-slippery conditions including icy ski-season roads and rural gravel. However, it did encourage owners to take their cars places where limited ground clearance could get them into trouble.
Following deletion of the entry-level LX Hatchback, the cheapest Impreza available after 2000 was the $25,750 GX manual sedan. While it included the expected Subaru package of power-assisted interior appointments, cruise control and ABS brakes, some buyers saw value in the more expensive RX version.
RX sedans with manual transmission cost a tick under $30,000 but the extra spend delivered climate-control air, alloy wheels, a WRX-inspired body kit and leather-rimmed steering wheel.
Splitting the Hatchback range were GX, RX and RV versions; RVs an Outback in miniature with duo-tone paint and 16 inch alloys, the RX sticking with body-coloured bumpers and smaller wheels to maintain a $1000 price advantage.
Top-deck of the non-turbo Impreza range was the four-door RS. At almost $35,000 the RS came with skirts and spoilers, sports seats and steering wheel plus the important addition of a 2.5-litre, 112kW engine.
Two years after peering quizzically at market through those boggle-eyes, the Impreza was again revamped. This time the look was more conservative and attractive, with reshaped light pods eliminating side-mount indicator repeaters, a new grille and smoothed bumper.
The basic 2.0-litre engine was retained but 2003-05 models were kept competitive by range-wide $2000 price reductions while awaiting the revamped MY06 cars.
These came with new designations; 2.0i and 2.0i Luxury replacing the GX and RX while a 2.0R model that generated 118kW from a 2.0-litre engine that replaced the 2.5-litre RS. The RV remained largely unchanged until a Luxury version with leather seats, a sunroof and six-stack CD system was added.
Styling also changed for 2006 when Subaru adopted an eye-catching but controversial three-segment grille and further fiddling with the headlamp clusters. Front bumpers now incorporated smaller fog-lamps and featured small 'winglets' at either end.
ON THE ROAD
The best place to test-drive a late-model Impreza is somewhere a vendor is unlikely to let you to take it. Around the suburbs in typical traffic conditions these cars present as nothing special and even a little sluggish when compared against similar-sized front-wheel drives.
Nailing the throttle away from the traffic lights will see the Impreza left behind as lighter rivals chirp their tyres and disappear. Five hundred kilometres down the highway, the combination of 9L/100km thirst and a 50-litre tank will see the Sube sidelined for a refuel while others of its ilk go 70-100km further.
But find a surface of poorly-maintained gravel, toss in some mud, ruts and potholes and you will appreciate why the Subaru weighs 200kg more than some cars of similar size and has a cabinet full of rally championships to its credit.
With dust filling its mirrors the Impreza feels stable and solid on the road. Lifting as a bend approaches -- or left-foot braking if you understand the technique -- will give the front wheels a chance to grip before applying more throttle. Once a driver adapts to the car's characteristics, even underpowered 2.0-litre versions can maintain very respectable pace.
Despite the 'AWD' stickers, the Impreza's off-road abilities are hampered by limited ground clearance, substantial front and rear overhangs and a bumper that, in sand, will act like a bulldozer blade.
The seats were a significant improvement over 1990s versions, with side bolsters that provided greater support for those up front. Altered mountings delivered more foot-room to the rear section.
Passenger space is more constricted than in the 4WD Forester but the Impreza compensates with a more city-friendly package and superior all-round visibility. The cargo area isn't immense but certainly better than in conventional hatchbacks. Loading through the narrow rear aperture can be frustrating.
Subaru's compact model also impressed when subjected to frontal impact testing. All models have dual front air-bags while those sold from late 2005 have front curtain bags as well. A structure designed to withstand the stresses of rough-road use and rallying helped maintain passenger compartment integrity in a serious impact.
Such strength rarely comes without penalty and the manual GX Hatchback at 1320kg is a solid little beast propelled by a measly 92kW.
Off the mark acceleration times aren't awful -- the five-speed managing 10.7 seconds for 0-100km/h -- but overtaking with a full load aboard demands plenty of throttle and clear road. Buyers who need an automatic should hunt down the more powerful 2.5-litre RS.
While 2.0R Imprezas developed 6kW more power than earlier 2.5-litre cars, torque from the smaller engine dropped by 20 per cent. To deliver similar performance, the 2.0R needs to be revved harder than the 2.5 and a tricky selector gate makes manual operation of the auto-shifter tiresome.
CHECK POINTS
>> Imprezas must be carefully checked for damage caused by previous owners taking their cars into unsuitable environments. Look at the underside of the extended front bumper for scrapes and cracks, then at sills, the exhaust system, rear differential and CV joint boots.
>> Be cautious if an Impreza comes with some recently-replaced axle units. Aftermarket shafts are cheaper than genuine units but less durable. Properly-maintained, original units will exceed 200,000km before replacement is needed.
>> Rapid starts on dry roads will send shocks through the transmission and reduce clutch life in manual cars. If the pedal displays any free-play after frequent clutch use -- such as in stop-start traffic -- repair costs are imminent.
>> Intermittent misfiring is frequently traced to faulty spark-plug leads or the costly coil-pack.
>> Frameless doors rely on rubber seals to minimise dust entry to the cabin. Inspect all seals carefully for tears or damage.
>> Camshaft timing belts need to be replaced every five years or 100,000 kilometres. If the vendor cannot confirm when these important jobs were last undertaken check the estimated cost with a Subaru specialist. Tensioners and even the water pump often need replacement in conjunction with the belts and this can boost the bill substantially.
USED VEHICLE GRADING
Design & Function: 14/20
Safety: 15/20
Practicality: 15/20
Value for Money: 16/20
Wow Factor: 10/20
SCORE: 70/100
ALSO CONSIDER: Mazda3, Honda Civic Hatch, Renault Megane
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