The 2024 Subaru Impreza poses an important question: does anyone really need a crossover?
After all, it bundles most of the features, capability, and practicality of a crossover into a budget-friendly, fun-to-drive hatchback package. It’s also been redesigned, with some philosophical downsizing to go with its new look.
Farewell, Old Friends
Gone are some important options, but doing so should expand the Impreza’s overall appeal. For starters, it soldiers on only a hatchback, with the sedan sent to the scrapyard in the sky. The manual transmission has also been ditched, with all trims using a revised automatic continuously-variable transmission (CVT).
While those options disappear, shoppers now get a second engine choice. The 2.0L four-cylinder from before is joined by a 2.5L in the top two trims. (This shouldn’t come as much of a surprise, as Subaru did the same to the mechanically identical Crosstrek crossover.)
The powertrain numbers are modest, as the 2.0L outputs 152 hp and 145 lb-ft of torque, while the 2.5L engine features 182 hp and 178 lb-ft. No turbochargers or electrification are found here, leaving both engines with average fuel consumption. According to the United States Environmental Protection Agency (EPA), the smaller motor should return about 7.8 L/100 km combined, while the bigger engine is rated for about 8.1. That matches the all-wheel-drive Mazda3 hatchback, but all of the Impreza’s front-driven rivals do better.
Welcome Back – Sort Of
The addition of the larger of the two four-cylinders also brings the RS trim. Back in the day, The Subaru Impreza 2.5RS was the precursor to the sportier and more powerful WRX. It was a WRX without the motor and looked the part, with a hood scoop up front and a wing around back.
However, the 2024 Impreza RS lacks any sporting element. The suspension, brakes, tires, intake, and exhaust are all the same as the non-RS trims, leaving it with little more than cool badges and red accents inside to tell the tale of its bigger engine.
That’s acceptable, as the new Impreza chassis is responsive. Subaru’s engineers improved rigidity, meaning it might not have needed stiffer suspension or bigger wheels to achieve a more responsive ride in the first place. The Impreza also borrows the same sort of dual-pinion steering rack as the much sportier WRX, making the hatchback feel precise and agile rather than vague and needlessly heavy.
Piloting the new Impreza RS through the windy roads around outside Whistler, B.C., there was a sense of joy that’s missing in the automaker’s crossovers. The Impreza may be mechanically similar to the Crosstrek, but its turn-in and response are immediate and engaging – largely a result of their different suspension setups and ride heights.
Plenty of Guts to Go Around
The issue with the Impreza (and many other Subarus) has been a lack of power. The automaker makes up for this with its CVT, which is eager to quickly change ratios for more acceleration and better fuel efficiency. The new transmission in the Impreza sees 80 per cent of its components changed or improved over the old design, ensuring better durability and more satisfying behaviour on the road.
In practice, the powertrain still groans audibly under pressure, but it gets the job done. The CVT holds the engine speed exactly where it needs to deliver the most performance. There are paddle shifters here to swap between eight pre-set gear ratios, but toggling the drive mode selector is preferred, as this seems a bit more intelligent at gauging engine speed given the conditions. The extra 30 hp from the 2.5L compared to the 2.0L is appreciated, but there’s an impression that this chassis can handle much more.
Refined Inside
The compact hatchback is said to be more refined, and there are a few hints here and there to suggest that Subaru has achieved its goal. Exterior noises are kept at bay thanks to the addition of new sound insulation in the roof of the vehicle. It certainly doesn’t feel as tinny or flimsy as before as the doors slam closed with the unmistakable thunk that gives the impression of improved build quality.
The seats have been redesigned with help from Gunma University in Japan. They improve lower back support, which helps limit the amount of head and neck movement while driving and can also prevent motion sickness and fatigue. It’s the first time Subaru has developed a seat this way and seems similar to how Mazda uses engine braking to stabilize the driver as much as the car. Meanwhile, the bolsters on the RS buckets also help keep you in place, and the red accents help the cabin maintain some personality.
The rear seats are spacious, while there’s 578 L of cargo room behind them and 1,586 L with them folded. That’s actually a bit more than the Crosstrek, as there’s no space-sapping spare tire in the new Impreza. All other interior dimensions are the same between the two.
Amenities have been updated, too. Entry-level models get two seven-inch touchscreens for infotainment duty, while other trims swap them out for a single 11.6-inch vertically-oriented screen. The bigger setup includes wireless Android Auto and Apple CarPlay, but some situations, like when scoping the rear-view camera, don’t utilize the extra screen real estate.
Subaru also offers a safety-focused driver-monitoring camera, ensuring the pilot keeps their eyes on the road ahead. It can recognize your face, and even changes the seat and other settings for each registered driver, so you don’t have to fiddle with memory buttons.
As with the brand’s latest vehicles, the Impreza gets new safety equipment, including a new standard passenger airbag. The EyeSight advanced safety system gains a new camera that allows it to more easily identify pedestrians and cyclists and prevent collisions. Removing the manual transmission option allows Subaru to offer the benefits of its advanced safety suite, including adaptive cruise control and lane-centring, across the entire lineup.
Final Thoughts
So, the 2024 Subaru Impreza is more fun to drive than its Crosstrek sibling. It’s also equipped with as many safety features and gadgets while commanding a slightly lower asking price. It starts at $26,795 for the Convenience trim, while the Touring commands $29,995 before freight and tax. The more powerful 2.5L RS model sets shoppers back $31,795, while the range-topping Sport-tech, which includes navigation, leather seating and the driver-monitoring camera, costs $34,795. Freight adds $1,995 to each, but overall the Impreza is about $2,000 cheaper than the similar Crosstrek across the board.
With so much in common, what is it about the Crosstrek that is worth that extra dough? Sure, it has more ground clearance, an off-road-oriented X-Mode system that helps the car out of low-traction situations, and more rugged styling; but for those who can better judge road conditions, the 2024 Subaru Impreza could be the better fit – and an ideal entry into the Subaru family.
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