2017 Subaru Impreza
The Subaru brand continues to grow and grow with rising sales in each of the last 10-years. The reasons for that are many, but it really comes down to building highly reliable cars and utilities, most with standard all-wheel drive. So let’s see if their newest offering, the 2017 Impreza, can keep that hot streak going.
This 2017 Subaru Impreza compact not only rides on the brand’s new global architecture; but it’s also the first Impreza built here in the U.S., at their assembly plant in Lafayette, Indiana.
Both sedan and 5-door hatchback Imprezas are once again available; we opted for the sportier 5-door. No word on when the STI variants will get the new chassis.
So, there’s still only a normally aspirated 2.0-liter boxer-4 providing Impreza power. But, a host of new parts, as well as direct-injection, result in a small increase in power from 148 to 152-horsepower along with 145 lb-ft. of torque.
A 5-speed manual transmission remains standard, but most will come equipped with a CVT. And while it’s been one of the better CVTs for a while now, others are improving and this one is no longer a standout. All but base trim get manual shift mode with paddle shifters. And, yes, all-wheel-drive is standard.
Exterior styling has certainly been updated; but with such a familiar face, things don’t appear radically different. And most Subaru owners will agree that’s actually a really good thing.
The 5-door hatch is noticeably sleeker than before, and the tail lights take up more real estate.
Space is even more noticeably increased inside, and Subaru trademarks of easy ingress and great visibility are still here.
Seating position is fairly high, while front seats remain on the firm side.
The infotainment system makes a huge jump in usability and that is very much appreciated. The screen itself is bigger, with larger virtual buttons. Traditional control knobs have grown in size as well.
The familiar upper dash display is still present, and there always seems to be something happening on it. It does provide lots of information, although it’s just outside of your normal line of sight.
Over in the driver’s I.P., there’s plenty of data as well, presented in a very clear fashion.
With more space for rear seat passengers, cargo volume falls a bit to 20.8 cubic-ft., but max capacity is “max-er” at 55.3 cubic-ft.
Without a doubt, the Impreza’s new chassis feels much more solid on the road compared to previous generations. Just about every aspect of performance has gotten tighter, throttle response is certainly crisper, and it’s an overall more enjoyable experience behind the wheel.
Yet that tighter demeanor is contrasted with additional sound deadening, leaving you feel a little more isolated in the cabin, due to its now very quiet nature.
And without a doubt, at our test track, the Impreza was much less of a snoozer, and more stimulating than it’s ever been before. It barnstormed through our slalom course with great balance and a “glued to the pavement” feel. Steering feedback is less artificial, and turn-ins were so quick it felt like Subaru also added 4-wheel steering.
It’s not quite Mazda3 or VW Golf fun, but certainly a drastic improvement.
With times of 9.6-seconds to 60, and 17.4 in the ¼-mile at 81 miles-per-hour, it’s not a rocket off the line, but the engine is very responsive which helps it feel better in real world use.
By the way, those times are exactly the same as the last Impreza we tested back in 2012.
Subaru’s available EyeSight includes Pre-Collision braking, and it worked flawlessly as always in our crash barrier test; even in some light rain. This year it adds Reverse Automatic Braking as well.
Government Fuel Economy Ratings for our CVT hatchback are 28-City, 37-Highway, and 31-Combined; though our average was a bit disappointing at 28.5 miles-per-gallon of Regular.
Still, the Energy Impact Score is a good one, with use of just 10.6-barrels of oil per year with C02 emissions of 4.7-tons.
Base pricing is up just $100 over last year and remains very competitive considering standard all-wheel-drive. Sedans start at $19,215, hatchbacks at just $500 more.
The 2017 Subaru Impreza, may not be as big of a leap forward as last generation; but truth be told, it didn’t have as far to go to be highly competitive among a host of really great cars in the compact segment. And by offering both more room and comfort, as well as way more handling fun; it has become an even better option than it was before. Consider us Imprezed.
Specifications
- Engine: 2.0-liter boxer-4
- Horsepower: 152
- Torque: 145 lb-ft.
- 0-60 mph: 9.6 seconds
- 1/4 mile: 17.4 seconds @ 81 mph
- EPA: 28 mpg city / 37 mpg highway
- Energy Impact: 10.6 barrels of oil/yr
- CO2 Emissions: 4.7 tons/yr
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.