2017 Subaru Impreza

2017 Subaru Impreza

Episode 3648
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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. 


  • 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 Genesis G70

2024 Genesis G70

New Standard Engine For The G70 Means More Power And More Performance

Episode 4345
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

It was 5 years ago, at a time when sedan sales were rapidly declining, that Genesis decided to unveil an all-new four-door, the G70. And just to make things more difficult, it was designed to compete directly against the best European compact sport sedans, which it did impressively well. So yes, the G70 is still hanging around; and what’s more, it’s gotten even better!

The Genesis G70 sedan has been on the road for half a decade now, and looks to have some real staying power, having outlasted its platform-mate, the Kia Stinger. But this 2024 Genesis G70 is not just surviving, but thriving, with a new standard powertrain, upgraded performance and an enhanced interior.

The standard engine in the G70 is now a 2.5-liter turbo I4 with 300 horsepower and 311 lb-ft of torque. That’s a 48-horsepower increase over last year’s 2.0-liter turbo-four. Genesis has also included a Brembo brake package as standard equipment. The 3.3-liter twin-turbo V6 remains available and carries over unchanged at 365 horsepower; both engines powering the rear wheels as standard, with all-wheel-drive optional.

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The approach for the interior remains more of a sporty presentation instead of the outright luxury slant of larger Genesis sedans, and the main updates here include new touch-panel controls for climate and a frameless rear-view mirror. A reasonably priced Sport Prestige package adds leather seating, aluminum trim, a big sunroof and additional driver assistance features. Front seats are both sporty-feeling and comfortable, while things remain a little tight for adults in the rear seats.

No new sheet-metal for the outside, as that was freshened up for the ’22 model year; the design remains polished and smooth, void of garish details, but it does sport the new Genesis engraved emblem front and center above the grille.

Automatic shifts were very punchy, with a noticeable hit of power as each new gear was engaged.

We pointed that logo down our Mason Dixon Dragway test track to see what the new turbo-four engine is capable of. It felt plenty powerful off the line, even with a hint of turbo lag, and power delivery only became more aggressive from there. We hit 60 in 5.8 seconds, almost a half-second quicker than we saw with the 2.0-liter. That’s also with all-wheel-drive, which provided plenty of grip at takeoff, and good stability down the track, though spring track maintenance kept us from getting full quarter-mile times.

All G70s now work exclusively with a rev-matching eight-speed automatic with paddle shifters and intelligent drive modes; the six-speed manual transmission has gone away with the 2.0-liter. Automatic shifts were very punchy, with a noticeable hit of power as each new gear was engaged. Engine noise is pleasant but relatively muted, with just a hint of exhaust noise seeping into the cabin.

2024 Genesis G70 3

While the G70 can feel like a big sedan in everyday driving, here in our handling course, it felt tidy, nimble and quite comfortable working through the cones. We felt very connected to it, with great feedback through the chassis and steering wheel. Dynamic Torque Vectoring Control is in play to tighten up turn-ins and provide steadiness, and it worked great allowing us to be very aggressive without stability control systems stepping in, even when it began to show a little bit of understeer as we pushed the envelope.

As for everyday driving, Government Fuel Economy Ratings with the new four-cylinder and all-wheel-drive are 21-City, 29-Highway, and 24-Combined; we averaged a very good 27.8 mpg on Premium fuel. All for an average Energy Impact Score, using 12.4 barrels of oil annually with 6.2 tons of CO2 emissions.

The more powerful standard engine and interior upgrades add about two-grand to the G70’s new base price, which is now $42,750, $44,850 with all-wheel-drive; the twin-turbo V6 starts at $51,200.

These days, we’re just glad to see someone still making sporty 4-doors. So, when a brand puts the effort into making a good one even better, as Genesis has done with the 2024 G70, well that’s really a cause for celebration. The G70 may be a relative newcomer to the luxury sport sedan scene, but its comfort bang for the buck, along with its additional standard power and proven all-around performance, gives it the staying power it needs to succeed long term.


As Tested

  • Engine: 2.5-liter turbo I4
  • Transmission: 8-speed auto
  • Horsepower: 300
  • Torque: 311 lb-ft
  • EPA: 21 City | 29 Highway | 24 Combined
  • 0-60 mph: 5.8 seconds
  • 1/4 Mile: N/A
  • 60-0 Braking: N/A
  • MW Fuel Economy: 27.8 mpg (Premium)