Subaru Impreza 2024 model review finds reliable confidence

Sixth generation Subaru Impreza doesn’t lift excitement levels but remains a safe and secure bet.

The automotive industry is moving at an unprecedented pace. Hybrid, electric, hydrogen … but sometimes we forget how far things have come.

Recently joining the Subaru family, our eldest and a new addition to the driving fraternity managed to get his hands on a “unicorn” – a 1997 Liberty with less than 65,000km on the clock.

Its arrival came as the latest Impreza lobbed on our shores.

While the Impreza is no longer available as a sedan, the two are remarkably similar sized – the Liberty grew over the years to become more of a mid-sizer while the Impreza filled the small car void.

While not completely new, the sixth-generation Subaru Impreza is slightly longer and wider, there are different bumpers and sheet metal, while the boot is smaller. Oh, and the prices have risen by at least $4k.

You’re now looking at about $35,400 drive-away for the base model in the three-variant range, while the top-shelf 2.0S we sampled is $42,100 once on-roads were covered.

What do you get?

Things have come a long way in three decades. Check the brochure of the mid-range LX Liberty (pictured inset) and central locking, power mirrors, tape deck, boot lid latch, power steering and airconditioning was as good as it got for about $30,000.

All new Imprezas now come with alloys, dual-zone aircon, 11.6-inch vertical touchscreen, wireless Apple Carplay and wired Android Auto, along with a six-speaker stereo.

The range-topping Impreza has leather trim, electric sunroof, satnav and a 10-speaker Harman Kardon stereo.

Safety gear was just about non-existent in the ’97 Liberty, while the latest models have an entire suite. Among the long list are nine airbags, adaptive cruise control, lane steering functionality that keeps the Impreza within the lines, autonomous emergency braking which also works when reversing, driver distraction and fatigue monitor, as well as speed sign recognition.

Pre-paid servicing packages are available, with three years $1240 while five is $2373. That’s exactly the same as you would pay under the capped price servicing plan, but the prepaid option protects you from any price rises.

The Impreza dash is dominated by a vertical, iPad-style touchscreen.

How was the drive?

Running the same 2.0-litre four-cylinder boxer engine we have seen previously, it’s a new continuously variable automatic transmission.

Most keen drivers say there is no such thing as a good CVT, but Subaru is one of the best exponents. The driver can take control manually with steering wheel mounted paddles and use eight “preset” gears.

Overall performance is reliable, yet nothing astonishing. All-wheel drive delivers ample grip in the bends with lovely poise under most circumstances.

Push hard in corners and there is some body roll, but the suspension does a good job of soaking up the bumps. Accelerate past 4000rpm and the typical CVT whine becomes evident.

Boot space is small at just under 300 litres. But then again the popular Toyota Corolla has even less at just 217.

Fuel consumption averaged 8.2L/100km according to the trip computer, but we only managed about 430km before the refuelling warning with a 50-litre tank.

Boot space in the Subaru Impreza is limited, but the rear seats drop 60-40.

Would you buy one?

Kel: Remarkably no fuss, the Impreza was an easy drive and simple to navigate inside. Used as a family runabout it was a great hatch for daily duties, although the boot was small which proved challenging on occasions and our weekly grocery shop spilt into the back seat.

Grant: Subaru does sensible and reliable extremely well. The latest Impreza is evolution rather than revolution. Good to drive but with high fuel consumption for a small hatch, the price rises will challenge the savvy buyer comparing the Impreza to a Toyota Corolla, Hyundai i30 or a Kia Cerato.