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
2025 Genesis GV80
Genesis Does It Again Only Better
The Genesis GV80 arrived on the scene for 2021 as the brand’s first utility vehicle, and it’s gotten a few subtle updates since, but none as comprehensive as what’s in store for 2025. So, let’s find out if the value proposition remains as high as its indulgence factor.
When Hyundai launched their new luxury sub-brand Genesis, few people questioned that it would be successful, as both Hyundai’s recent track record and their big R&D budget would both be key ingredients to ensuring it had staying power. But many people did question how long they’d be able to offer such a high level of extravagance for such a relatively low price compared to the traditional European luxury brands they were taking aim at, surely that would have to level out at some point.
Well, 2025 is not that time just yet, as this updated Genesis GV80 utility seems to deliver more boujee bang for your boutique bucks than ever. We’ll start by taking the wraps off the GV80’s recent facelift. Up front, the Crest grille gets a new twin-line motif to better match the 2-line headlamps which appear even slimmer looking thanks to the Micro Lens Array technology.
Bigger changes take place inside with a whole new dash design that incorporates the multimedia and driver information into one 27-inch-wide OLED display. Materials throughout the cabin get an upgrade too, and the center console has been revised with the upper control panel gaining volume and tuning knobs for the radio. They’ve even updated their crystal-like gear selector and other controls for more substantial feel and function, while also making the cupholders bigger and wireless phone charging easier to access.
Five-passenger capacity is the standard arrangement in four-cylinder GV80s, with a small two-place third row standard with the V6s, though our top Prestige trim does without the third row. As in most midsize utilities, that space is better used for cargo than passengers anyway; 36.5 cubic-ft. behind the second row, and 71.7 with seatbacks folded.
That base four-cylinder engine is a 300-horsepower 2.5-liter turbo; the upgrade is this 3.5-liter twin-turbo V6 which delivers 375 horsepower and 391 lb-ft of torque. Both have the same output as last year and both come equipped with an eight-speed automatic transmission; all-wheel drive is now standard in all GV80s. Maximum towing capacity remains 6,000-lbs.
At our test track, this twin-turbo was pulling us off the line so smoothly, it was hard to believe we were hitting 60 in just 5.6 seconds. Power poured on steadily throughout the 13.9-second quarter-mile which we finished at 102 mph.
Through the handling course, body roll was very evident, just as we noted in our original GV80 test back in 2021; but even with the very soft suspension, overall balance is quite good, and all-wheel-drive grip is plentiful, as it could be hustled through the cones quite spiritedly without excessive understeer or even stability control intervention. Nothing but smooth in our panic braking test too, as stops averaged a quite short 103-feet from 60 with the expected amount of nosedive and even a decent amount of feel through the brake pedal.
And just to further stake their claim in the modern luxury utility landscape, arriving with this updated ’25 GV80 is a sleek coupe version with sloped-roof style and a unique 3.5-liter turbo engine with an electronically driven supercharger.
A final change of note for ’25 is an expanded trim structure, making for many more available choices, starting with the 2.5T Standard at $59,050; 3.5Ts are available in Advanced and Prestige trim only starting at $75,150.
Just because it costs significantly less than its European luxury brand rivals, don’t think for a minute you’ll be getting anything less with the 2025 Genesis GV80. For when it comes to delivering a lavish driving experience that won’t direct you to the poor house, it looks like Genesis is just getting started.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 8-speed automatic
- Horsepower: 375
- Torque: 391 lb-ft
- 0-60 mph: 5.6 seconds
- 1/4 Mile: 13.9 seconds at 102 mph
- Braking, 60-0 (avg): 103 feet
- EPA: 16 City | 22 Highway | 19 Combined