The 2012 Subaru Impreza won our Best Compact Car Drivers’ Choice Award this year, and it is selling like the proverbial hot cakes. No wonder, our 2.0i hatchback is as roomy and versatile as some small crossovers, has steering and suspension response comparable to last year’s WRX, and its lighter weight helps the smaller engine deliver fine acceleration. A light weight/smaller motor combo should also equal impressive economy. But, so far, after less than 2 months and 3,000 miles of commuting, we’re not overwhelmed with 28.4 miles per gallon of regular. We expect that will get better as time goes on.
2012 Subaru Impreza
Episode 3116
As much as we love the Subaru WRX and STI, we tend to forget that both of these hot rods are based on the very “bread-and-butter” Impreza. But you can’t really blame us. Up to now, the standard Impreza has not been that exciting to drive or look at. But, Subaru is hoping to address both these issues, as well as improve fuel economy, with an all new 4th generation compact. So, now let’s see if they can deliver.
For starters, the 2012 Subaru Impreza 2.0i is definitely a better looking car, with more of smoother, rounded the form of its larger Legacy kin. We still won’t call it distinctive, but there is a new sophistication that helps the Impreza’s image even before the first wheel is turned. But, buyers won’t have to trade practicality for style as both a 4-door sedan and 5-door Sport hatchback remain in the lineup.
This smart and classy style is helped by an inch longer 104.1-inch wheelbase, though overall length and width remain unchanged. More space between wheels allows for a faster windshield angle, and easier cabin access with nearly five inches added to the front door openings. Inside those doors, is a cabin that also moves upmarket.
The airy interior lacks the edgy, look of competitors like the Ford Focus, but the Impreza counters with a level of material quality not found in the average compact car. Gauges are large but few; tach, speedo, and new Eco Gauge. Odometer and fuel use a center LED screen.
A larger info screen sits atop a rearranged center stack with the vents moved higher for better airflow to the rear seats. Oversized climate controls remain. Our Limited had the new voice recognition Nav system. It’s still too fussy to use. All but the base car include stereo with Bluetooth, AUX input, and iPod integration. And even a stripped out Impreza adds telescoping to the tilt wheel, and includes power mirrors, windows, and keyless entry.
The rear seat is fine for three children or two adults with the added wheelbase also adding to legroom. The 65/35 folding seat backs add to our sedan’s useful 12.0-cubic-feet of trunk space. The 5-door however, takes on station wagon capabilities with a huge 52.4 cubic-feet bay seats down.
But, while the new Impreza is clearly a visual improvement, what about once it’s rolling. Well, even before we got to our test track, we noticed the vastly improved feel of the electrically assisted power steering. On center weight is excellent. The ride is solid and quiet. Darting through our cones drew unexpected smiles. More precise, more agile, and more entertaining. Phrases that all fit. With some Legacy suspension bits, it’s still no WRX, but we could live with it easily.
Dropping up to 165 pounds of weight, mostly by using lighter yet stronger steel in the chassis, improves both rigidity and response. It helps braking too, which has never been a real issue for the Impreza. With all-disc, four-channel ABS brakes and Brake Assist, stops from 60 averaged a fine 120 feet with no drama.
Another key change for the 2012 Impreza is the all-new 2-liter, twin-cam, 4-cylinder “Boxer” engine rated at 148-horsepower and 145 pound-feet of torque. Though power is down from last year’s 2.5-liter, it is partially offset by contributing 40 pounds to the Impreza’s diet. All wheel drive is naturally standard, as is a 5-speed manual transmission. Our car’s redesigned CVT automatic, with paddle shifters, made us hopeful for energetic straight line results. Indeed, hit the gas and the Impreza does get up and go, feeling and sounding downright sporty. But, that doesn’t last too long. The 2.0 runs out of breath quickly as the CVT whines, for a slower than expected 9.6 seconds from 0 to 60. Ditto the quarter mile at 17.4 seconds and 81 miles per hour.
But, the upside of this pokey acceleration is a quantum leap in fuel economy. Government Fuel Economy Ratings with the CVT are 27 City…up 7 from last year…and 36 Highway…a gain of 10! That’s better than the manual. The new Impreza is the highest mileage all-wheel drive car you can buy! The Impreza’s energy impact score of only 11.4 barrels of oil consumed per year, and carbon footprint of only 4.9 tons of CO2 annually, is the same as the micro-size Fiat 500!
And, here’s one more feather in its cap. A base price that has barely budged over last year. The 2012 Subaru Impreza 2.0i manual stickers for $18,245, and $19,245 with the CVT. For an all-wheel drive vehicle, that’s a bargain.
It certainly looks like the 2012 Impreza 2.0i meets Subaru’s goals. Appearances has greatly improved, and to a lesser degree driving performance. But, when you factor in the timely boost in economy, restrained pricing, and don’t forget standard all-wheel drive, the new Impreza comes mighty close to being the perfect family-friendly compact car.
Specifications
- Engine: 2 liter DOHC H4
- Horsepower: 148
- Torque: 145 lb-ft.
- 0-60 mph: 9.6 seconds
- 1/4 mile: 17.4 seconds and 81 mph
- EPA: 27 mpg city/ 36 mpg highway
- Energy Impact: 11.4 barrels of oil/yr
- CO2 Emissions: 4.9 tons/yr
Long Term Updates
Mileage: 3,000
Mileage: 6,000
It’s old news that the 2012 Subaru Impreza is a home run. Winning our Drivers’ Choice Award for Best Compact, plus other accolades, only added fuel to the fire of sales. Buyers will find everything practical they expect in an Impreza, plus new found driving enjoyment. Our Impreza Sport 2.0i Sport Limited hatchback is easily the most fun non-WRX Impreza we’ve ever driven. This year’s smaller, 148-horsepower 2-liter I4, ours with a CVT automatic, is more than willing. Driven mostly in city climes, we’re not surprised at the modest 28.5 miles per gallon of regular fuel economy. The Highway rating is 36 and we’ve yet to see anything close. After 4 months and 6,000 miles there are no mechanical faults. It is a somewhat noisy cabin on concrete roads. Still, a car this well done, this affordable, and with standard all-wheel drive? No wonder Subaru Imprezas are going fast.
Mileage: 9,000
Month after month after month Subaru is setting new American sales records and the 2012 Impreza is a big reason why. With deliveries jumping by triple digits, the redesigned Impreza now makes up 20% of the brand’s sales here. Our long term Impreza 2.0i hatchback certainly makes us understand why. It’s solid, versatile, plus economical, and for the first time, a bread-and-butter Impreza that’s fun to drive. We’re not fans of CVT transmissions and the Impreza’s is no exception, but it does help the 148-horsepower 2.0-liter I4 deliver fine fuel economy. So, far, after 5 months and 9000 miles of mostly urban driving, we’re returning 29.9 miles per gallon of regular. We have nothing to add in the minus column, there is the confusing radio and NAV system, and the somewhat loud ride on concrete highways. But, that’s actually saying a lot about all the other things done right on the hot selling Subaru Impreza.
Mileage: 11,000
We’re all smiles when it comes to our long term 2012 Subaru Impreza. Our 2.0i Sport hatchback is a surprising pleasure to drive, and almost as versatile as Subaru’s larger Outback wagon. But, the Impreza is also very economical without any way-out technology. After some 6 months and 11,000 miles, the gutsy 148-horsepower I4 with CVT has returned 30.1 miles per gallon of Regular in mostly around town duties. We’ve lived with it long enough now to also see a few warts. We’ve mentioned the un-user friendly radio and nav system before. And while the front seats are very comfortable and supportive, the flat rear split bench is as hard as a rock. Still, we have taken a shine to our Subaru Impreza that remains bright.
Mileage: 16,000
We’re having a lot of fun driving our long term 2012 Subaru Impreza, and that’s something we’ve never said before about a non-WRX version.
Our initial concerns the 2.0i Sport hatchback’s smaller 148-horsepower I4 being anemic were displaced with the first jab of the throttle. There’s good power even if the CVT transmission whines a lot.
Long idling on cold mornings, and a lot of city use, have recently taken a toll on fuel economy. Still an average of 28.6 miles per gallon of regular after nearly 16,000 miles, is fine for any all-wheel drive hatchback.
Seats get high marks for overall support and comfort, but the dull interior, and cumbersome Nav radio, really saps your spirit on a long drive. We wouldn’t ask friends to ride in the back seat for long periods either; too hard. But they fold easily for a wagon’s worth of cargo room.
So in the end, the Subaru Impreza, continues to impress us a lot.
Mileage: 17,000
One car that keeps winning over buyers is the latest Subaru Impreza. Not only is it the most entertaining mass-market Subaru yet, but the Impreza chassis is so flexible; spawning not only the tough XV CrossTrek, but an exciting new WRX performance lineup as well.
But, we’re still having a lot of fun driving our garden-variety 2012 Impreza 2.0i Sport 5-door. The now well broken in 2.0-liter seems more powerful than its 148-horse rating indicates.
Through the CVT’s whine and excellent all-wheel drive system fuel economy has climbed to 29.0 miles per gallon of regular after 11 months and nearly 17,000 miles.
Front seat comfort gets high marks, but the overall interior treatment could use some brightening. That aside, no wonder the Impreza is Subaru’s enduring American hit.
Mileage: 20,000
Subaru is on a roll with one hit after another, and a year with the latest Impreza compact drives home the reasons why.
Words like smart, practical, and secure come to mind, as mix of a roomy cabin, all-wheel drive, and good fuel economy are well blended in our Impreza 2.0i Sport hatchback.
The standard 2.0-liter flat-4 responds with more urgency than its 148-horse rating indicates, and adds something we didn’t expect from this Impreza: a fun to drive nature.
The CVT tranny, despite its whine, also delivered with an excellent 28.7 miles per gallon of regular after nearly 20,000 miles. Plus, every mile was mechanically fault free. Just change the NAV-audio system to something a mere mortal can easily operate, and the Subaru Impreza would be just about as perfect as a small car can get.
2025 Rivian R1S
Major Reboot for Rivian R1S
Episode 4431
With just about every mainstream carmaker now onboard with battery-electric vehicles, EV-only brands are hoping there are still plenty of people out there willing to think outside the box. So, let’s see if Rivians latest R1S utility can make the case for taking the EV road less traveled.
Big changes have happened in the short time since the Rivian R1S first hit the streets three years ago. As for 2025, there are updates that touch just about every aspect of the vehicle. Yes, despite looking almost exactly the same outside, Rivian claims that beneath the surface, their entire electrical architecture has been significantly updated, eliminating a whopping mile and a half of wiring and 10 computer assemblies, allowing for more efficient operation.
But look closely and you will see their signature vertical oval headlights are updated with a new matrix of LED lights that can cycle individual elements on and off to provide maximum illumination where you need it without distracting oncoming drivers.
Not much change in the look of the interior either, but the synthetic leather upholstery is still very nicely done, though most touchpoints feel more rugged than luxury minded. With the exception of a couple controls on the steering wheel, you do still have to do almost everything on the R1S’s 15.6-inch touchscreen, but the user interface has been improved. So, while we do wish they could have reverse-engineered a knob or two into the mix, we realize full touchscreen interface is just what people expect in their high-end EVs these days, and at least it works better than before. And the gauge display still wows you with the amount of information it displays and is mounted high enough that no additional head-up display is needed. A new Rivian Autonomy Platform uses 11 cameras, five radars and A.I. for self-driving, or just to monitor what’s going on around the vehicle even when it’s parked.
This [EV] really feels fast, sitting you up high and throwing you back in your seat with authority.
Rivian has also given the R1S a substantial suspension revision with new spring rates, bushings, and mounts; along with new tuning for the adaptive dampers and roll-mitigation system. It does provide a more balanced street attitude, but it still rides like a truck. That’s great if that’s the experience you’re looking for; not as ideal if you’re looking for more of the smooth luxury-style treatment.
All R1Ss are all-wheel drive, but there’s a wide variety of powertrain options including a new Tri-Motor setup. Outputs range from the standard Dual-Motor’s 533 horsepower to the Quad-Motor’s impressive 1,025. There are several battery packs as well, delivering as much as 410 miles of range, giving the R1S the highest rating of any SUV on the market right now. Our Adventure trimmed tester featured the 665-horsepower Performance version of the Dual-Motor arrangement, with the Max battery and 20-inch wheels with all-terrain tires.
Theoretically, that setup is rated for 370 miles, but perhaps we were enjoying the “performance” theme too much as our results were well short of that, using 68% of the battery to drive only 189 miles, putting our estimated range around 278 miles. Using 43 kilowatts of electricity for every 100 miles earns the R1S a fair efficiency rating.
But all was forgiven at our Mason Dixon test track when this Rivian started blasting us to 60 in 3.8 seconds. Yes, there are faster EVs, but this one really feels fast, sitting you up high and throwing you back in your seat with authority, while the rear of the truck squats down substantially before hurling you off the line and down the track. Power delivery stayed strong the entire time, cranking away until we cleared the quarter-mile in 10.5 seconds at 108 mph.
Despite this utility’s substantial size and weight, we were able to keep a pretty fast pace through the cones of our handling course. The all-terrain tires obviously didn’t grip the pavement as well as all-seasons would, but the low center of gravity kept things very flat. Yes, it does feel very heavy, but the brakes were more than up to the task, stopping us from 60 mph in a very short 103 feet with surprisingly little nosedive and no fade.
Pricing starts at $77,700 for the Dual-Motor with Standard battery pack; our Dual-Motor Performance with the Max battery and All-Terrain Package came in just over $102,000.
While Rivian has had great initial success; sustaining that success will be a much tougher task. But, if they continue to put as much effort into improving their products as they have here with the 2025 R1S, we think their winning streak will only accelerate.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 141.5 kWh
- Horsepower: 665
- Torque: 829 lb-ft
- EPA Range: 370 miles
- 0-60 mph: 3.8 seconds
- 1/4 Mile: 10.5 seconds at 108 mph
- Braking, 60-0 (avg): 103 feet
- MW Test Loop: ~278 miles
