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 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds