2006 Subaru Impreza Wagon Reviews and Ratings

Wagon 5D WRX AWD

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2006 Subaru Impreza Wagon
New Car Test Drive

Subaru has remade itself into a premium brand and nowhere is that more evident than in its expansive Impreza line of compact cars. Premium features come not in the form of fancy interiors but in the form of sophisticated all-wheel-drive systems, turbocharged engines and high-quality engineering designs. The days when the Impreza was an inexpensive subcompact, sold mainly on the strength of its low price, are long gone. The 2006 Impreza line offers more variants than ever, almost to the point of confusion.

There's a lot to like in the Impreza line, and a small car for nearly every taste. All models are good fun to drive and quite practical, with decent room in the back seat and good gas mileage. The standard fulltime all-wheel-drive system is legitimately a safety, performance and foul-weather advantage.

On one hand, the least expensive model costs substantially more than some other very good small cars. On the other, even the base Impreza has more horsepower than most cars in its class. For less than $18,500, the 2006 Impreza 2.5i Sedan and 2.5i Sport Wagon (as the base models are now called) come very well equipped. They're the least expensive all-wheel-drive sedan and wagon available in the United States. The Impreza Outback Sport offers a bit more ground clearance and a modicum of off-road capability. The WRX is a genuine high-performance car, but too refined now to be considered a boy racer. The crazy fast WRX STi is an ultra-high-performance machine that can run with big dogs like the BMW M3 for tens of thousands of dollars less.

Their silhouettes may look familiar, but the Impreza models benefit from some serious upgrades for 2006. All models have been restyled front and rear. More significant, in our view, are improvements less visible to the eye. Power has increased at least slightly across the board. The body structure has been improved and the suspension refined. There's more standard equipment, more safety equipment, more new technology.

The 2006 Impreza is more sophisticated, perhaps more serious, but it's still fun and sensible in any guise. It's still loaded with character compared to some of the sanitized appliances that populate this class of car. One of our favorite small cars is better than ever. Model Lineup
Subaru's Impreza line has grown to the point where you almost need a program to tell the players. For 2006 there are 10 models, both sedans and wagons. All are powered by a variant of Subaru's 2.5-liter horizontally opposed four-cylinder engine. All come standard with full-time all-wheel drive and a manual transmission. A four-speed automatic ($800) is optional on most.

The Impreza 2.5i Sedan ($18,295) and 2.5i Sport Wagon ($18,295) are the least expensive. Both are powered a 173-hp version of the 2.5-liter boxer engine (up eight horsepower for 2006, with variable valve timing and lift), and both come well equipped. Standard features include upscale bits like interior air filtration, auto-off headlights and an outside temperature indicator, as well as air conditioning, an 80-watt stereo with CD, cruise control and remote keyless locks. The 2.5i Sport Wagon comes with a split folding rear seat, rear cargo utility bars and cover, roof rails and a trailer harness connector.

The Outback Sport wagon ($19,195) is designed for rugged conditions. The Outback's suspension is raised and tuned for more wheel travel (or off-road capability). It adds a chrome grille and gray-metallic lower body cladding, roof-rail crossbars, and projector-beam foglights. The Outback Sport Special Edition wagon ($19,695) comes with a 240-watt stereo with six CD changer and auto-dim rearview mirror.

The WRX is the high-performance Impreza, now powered by 230-hp turbocharged version of 2.5-liter four, with sport-tuned suspension, 17-inch wheels and more potent brakes. The WRX was created as a limited-production specialty car, but it quickly became one of Subaru's best sellers, and there are now six variants.

The WRX TR sedan ($23,995), new for 2006, gets the high-performance mechanicals and standard features comparable to the 2.5i. TR stands for Tuner Ready, and this WRX is geared toward sport-compact enthusiasts who might choose to equip it with some of the hundreds of dealer-installed or aftermarket parts and accessories currently available.

The WRX sedan ($24,995) and WRX Sport Wagon ($24,495) add more features, including heavily bolstered sport seats, automatic climate control, a 140-watt stereo with CD changer, the fog lights and leather trimmed wheel and shifter.

The WRX Limited ($27,495) and WRX Limited Sport Wagon ($26,995), also new for 2006, are the peak of Impreza luxury. Their price includes leather seating with dual-mode heaters in front, a power moonroof, windshield wiper de-icers and heated outside mirrors. These are also the first WRX models offered with the four-speed automatic transmission.

The WRX STi ($32,995) sits atop the Impreza line. This is the one most coveted by hard-core driving enthusiasts, and it's distinguished by a huge two-step rear wing and even more aggressive bodywork. More important, it's powered by a crazy-fast 300-hp version of the boxer four, with even firmer suspension and track-style Brembo brakes.

Options include a CD changer ($355) and an engine block heater ($30).

Safety features on all models include dual front airbags, front side-impact airbags, and seatbelts with pre-tensioners and force limiters for the front seats. ABS comes standard and features four sensors and four channels (meaning all four wheels can brake independently). It comes with electronic brake-force distribution (meaning wheels with the best traction get the most brake force in a panic stop).

The purchase price includes 24-hour roadside assistance for the duration of the three-year, 36,000-mile warranty. Walkaround
The 2006 Impreza models have been restyled to reflect what Subaru calls its new brand identity. The centerpiece is a prominent three-section black mesh grille, which is supposed to reflect Subaru's aircraft heritage (more accurately, the aircraft heritage of parent Fuji Heavy Industries). Some reviewers have described the new Subaru look in unflattering terms. We're indifferent, at least to the Impreza's grille. It certainly would not deter us from owning one of these cars.

The new grille is flanked by comma-shaped light clusters, encased in tinted lenses. The taillight clusters are shaped similarly to those in front, with the red, yellow and clear lenses of individual lights gathered under a smoked cover. All models now have aluminum hoods to trim weight and improve weight balance front to rear (not something you expect on the typical small car). The fenders on all Impreza models are flared more aggressively, and the wheel wells are filled nicely with standard 16-inch rims.

The Impreza Outback Sport has a bit more space between the tire and the fender lip. That's because the Outback's ride height is raised slightly to allow more upward wheel travel. The Outback is easy to distinguish from the other wagons, thanks to its chrome grille and two-tone paint. The side molding, bumpers and lower body are finished in steely gray metallic, and the rear bumper has a truck-style vinyl pad, or step.

The Impreza WRX now features the sculpted side sills previously reserved for the mighty STi. By appearances, this is our favorite Impreza, particularly in the soft gray metallic paint that adorned our test car. The 17-inch spoke wheels add purpose. The body-colored side mirrors, new smoked light lenses and softly shimmering paint (not to mention impressive overall panel fit) meld to create a jewel-like finish that would flatter cars costing twice as much.

The WRX STi has been stripped of what many considered its calling card: the big gaping scoop in its hood. Subaru says improved aerodynamics feed the STi engine and intercooler all the air they need through a narrower scoop identical to that on the standard WRX. Perhaps, but saving the cost of tooling a separate hood for the low-volume STi probably helped.

The STi was created as the homologation car, a required street-legal copy of Subaru's winning World Rally Championship cars. Those who care will notice the STi's slightly lower ride height, or the badges or the little spoiler at the trailing edge of the roof. And if none of those things are enough to announce the presence of the fastest Subaru ever, no worries. Absolutely no one will miss the giant, two-step rear wing. The STi's rear spoiler may be the most audacious in autodom. And if the wing doesn't shout "Look at me!'' loud enough, there are optional gold wheels, just like those on the WRC race cars. They may not be particularly attractive, but they're genuine. Interior
The 2006 Subaru Impreza sports new fabrics and subtle new features inside, yet the effect of these and some hidden noise-suppression improvements add up to a sum greater than the parts.

The interior is one of the most obvious signs that the Impreza has grown up. The cabin is well designed, judged both by appearance and function, and it's also very well finished. The overall effect is that of a car selling in the $30,000 range, rather than an economy car priced in the low teens. The dash in the base Impreza 2.5i is trimmed with a dark gray metallic material. It's plastic, to be sure, but it looks good and doesn't come off as cheap. The new features enhance this upscale ambience: A sophisticated anti-theft system is now standard, as are cabin air filtration and an outside temperature gauge.

There's no change in the basic layout for 2006, and that's okay. The instruments and controls were revised for '05, and they work great. Everything is easy to find and operate, but the package doesn't seem Spartan or simplistic.

The wipers are located on a stalk to the right of the steering column, headlights to the left. Audio controls, particularly with the standard stereo, are on the small side, but the radio is placed prominently above the climate controls in the center stack, and closer to the driver's reach. The three climate control knobs are BIG. Even the standard mechanical/vacuum dials on the 2.5i work smoothly; the electronic switches for the automatic climate control in our WRX test car felt like the dials on some high-end home stereo systems. The front seats in the 2.5i, taken from the old Impreza RS, have as much bolster as the so-called sport seats in some cars.

The seats in the WRX have even more bolster, with a single-piece back that integrates the headrest. The gauge cluster hints that the WRX is a serious driver's car. It's tucked under a semi-circular hood, just as it is the 2.5i and Outback, but the tachometer sits square in the center, race-style, while the speedometer is secondary, to the right. The WRX dash trim is a lighter silver metallic, and this Impreza comes standard with leather on the steering wheel, shift knob and hand brake.

Front seats in the STi crank it up another notch. They're very firm, with bolster and shoulder wings on par with some aftermarket sport seats. The inserts are upholstered in loud blue Alcantara, with a heavy knit fabric (in black) on the bolsters. The big tach speaks volumes about the STi's intent with something you don't see every day: a 9,000-rpm redline. Despite the race-car design ambience, Subaru has finally accepted the reality of production cars sales and equipped the STi with a 140-watt stereo and CD changer.

The Impreza's rear seat is roomy for the class. The rear roof pillars are shaped such that getting in requires a steep head bob, but inside headroom and legroom are tolerable for people up to about six feet in height. Two such people. There are three three-point seatbelts in back, but the Impreza is too narrow for adults to use all of them at the same time, unless those three people are on very, very good terms.

With 11 cubic feet of storage space, the trunk is as roomy as it gets in this class. Think of the Impreza this way. Two people can carry all the luggage they'll conceivably need for a trip of any length, traveling comfortably throughout, with room to pick up a hitchhiker if they wish.

The Impreza wagons have a 60/40 split fold-down rear seatback, with cargo retaining bars, a grocery-bag hook and cargo cover in all models. The Outback Sport also has 12-volt power point in the cargo area.

With the rear seat in place, the Impreza wagon has more than twice the cargo space of the sedan (23.8 cubic feet). Fold the seat and it opens 61.6 cubic feet of cargo volume behind the front seats. How much is that? Almost as much as a full-size Cadillac Escalade SUV with its third seat removed (64 cubic feet), and not too much less than the maximum in a smaller SUV like the Chevy Equinox (68 cubic feet). Driving Impressions
In any of its many guises, the Subaru Impreza is a solid performer. All but the ultra-high performance WRX STi are comfortable, easy to live with, and quite practical. Any Impreza is very stable and forgiving, thanks to its all-wheel-drive system, which improves both performance and all-road capability and in certain respects adds a margin of safety.

Imprezas have always been fun. What stands out in the 2006 models is how refined it has become. It's almost as if years of incremental improvement have somehow reached critical mass and moved Impreza up a level or two. Particularly with the WRX, the Impreza makes its case with sophistication as much as thrills for the buck, the way the best small European cars do.

No doubt Subaru's Ring Frame Reinforced body helps. That's what the company calls the underlying structure, which now uses hydroformed sections and components stamped from tailored blanks. Those techniques have one key advantage: more strength and rigidity without an undue increase in weight. You might think of RFR as a safety cell in roughly a cube shape around the passenger compartment, and Subaru's primary objective is better occupant protection. Yet the structural improvements pay dividends in many ways, like more responsive handling, better ride quality and improved smoothness in just about every aspect of the Impreza's operation.

For 2006, the base Impreza engine has been massaged with new technology, including an electronic (drive-by-wire) throttle and variable valve timing and lift. This 2.5-liter four cylinder retains Subaru's familiar horizontally opposed cylinder design. The boxer, as it's called, was the engine design used in the original Volkswagen Beetle, and it's still used in Porsche's sports cars. The improvements to the Impreza engine increase horsepower on 2006 models by eight to 173 hp. By that figure, the Impreza 2.5i leaves competitors like the Mazda 3 and most Honda Civics in the dust.

Those familiar with a boxer engine will recognize the faint, loping vibration that makes its way through the flywheel and down the center of the car at idle. It's comforting to anyone who's owned an original Beetle (or 911). The other thing about boxers, compared to some inline four-cylinder engines, is an abundance of acceleration-producing torque at low- to mid-range engine rpm. Here the Impreza 2.5i has it all over most of its competitors, generating an impressive 166 pound-feet. And there's an added benefit to this good low-end response. In the past we've found the Impreza better suited than many four-cylinder cars to an automatic transmission. Acceleration is brisk, and thanks to the new variable valve operation, the 2006 Impreza 2.5i is more flexible than its predecessor. The engine breathes a little better than before at high rpm, and it keeps pulling strong further up into the rev range.

The 2006 Impreza WRX gets even more extensive improvements than the 2.5i, and a new engine entirely. Until now, the WRX was equipped with a smaller, 2.0-liter version of the boxer, powered up with a high-boost turbocharger. Now it gets the 2.5, still with a turbo and intercooler. Horsepower has increased by 13 to 230 hp; at least as significantly, torque increases by 18 to 235 pound-feet.

Along with the engine, the WRX gets aluminum suspension arms front and rear (as do some very expensive cars). The steering ratio is even quicker than before. The brakes, already large for this class, now have four-piston calipers in front. It's serious stuff, and should dissuade anyone who might still think of Impreza as an economy car.

The best news: the WRX may be more fun than ever. Some may lament the passing of the higher strung 2.0-liter engine, but the 2.5 is more mature. It feels more substantial at all speeds. It still makes revs quickly, to the point that under hard acceleration you might bump the rev limiter before you realize it's time to shift up. But the real, meaty grunt comes lower in the engine's power band. The power comes more evenly, and in greater quantity, and the ratios in the manual transmission are spaced nicely for the engine's power curve. The shifter is accurate, with even less free movement when it slots into a gear, and reasonably quick.

How quick is the WRX? This one will go 0-60 quicker than just about any compact around. Quicker than a Honda Civic Si, an Acura RSX Type S, a BMW 325i or an Audi A3 2.0 or A4 3.2. But more than the sheer speed, it's the feeling in the gut as the turbo spins, and the fun of working the engine. The pedals in the WRX are perfectly placed for our taste, and the controls operate with a light touch. More than ever, this little sedan feels like it's more than the sum of its parts.

The steering is light, too, maybe a touch lighter than we'd wish, but the front tires respond quickly and the WRX turns into a corner crisply and accurately. During quick, repeated direction changes, its weight transfers smoothly, never herky-jerky, from side to side. Near the limits of tire grip, the WRX understeers, or plows just a little. You can just give it a little more gas, because the all-wheel-drive will tuck the front end in nicely and tighten the WRX's trajectory and guide it through the curve almost as if a cable was pulling it underneath. Even with a pronounced bit of body lean through fast curves, the WRX just sticks.

That lean isn't a bad thing at all, once your sensibilities adjust. It means the WRX has good compliance, or wheel movement, and it keeps the tires pressed to the road surface even on very bumpy roads. Hammering down the Midwest's worst roads, the WRX presses on, unflustered, and grips as good as some cars do on smooth pavement. The ride is quite comfortable, because the suspension does a great job of keeping those road shocks from finding their way through the floorboard and seat bottoms. A steady battery of potholes hardly produces a vibration through the dash or steering column or roof pillars.

No doubt that Ring Frame Reinforced body helps here. With the structural improvements, the 2006 WRX also gets more sound deadening material in the headliner, under the carpet and in the shift boot. For the first time, it's equipped with an underbody tray previously reserved for the WRX STi, This device effectively smoothes airflow under the car by removing obstruction that would force the air to change direction.

It works. At any speed you're likely to get away with on the highway, there's virtually no wind noise. Get the car going fast enough, and you might see the hood ruffle just a hint, but you won't hear it or feel it. The only thing you can really put your finger on is that faint loping vibration from the boxer engine, and it's not unpleasant. It's this new level of smoothness, and the sophisticated balance of ride quality and handling, that moves the 2006 Impreza above its predecessors to a new level of sophistication.

The WRX brakes work great, too, but it's more than impressive stopping power. The ABS is tuned in outstanding fashion. Try a panic stop on those battle-scared roads and the WRX stops like a champ (and itt is, in the World Rally Championship), without losing composure, even if you are turning at the same time.

The STi is another beast entirely, and the difference is even more pronounced in 2006. With 300 horsepower, the STi boasts a power-to-weight ratio that will embarrass a lot of expensive sport sedans and more than a few sports cars. Everything from its transmission to suspension to brakes is tuned to take advantage of all that horsepower.

Give it a little gas and this car jumps. Dip the pedal further, say another 25 percent, and the STi surges, almost angry that you haven't unhooked the leash. Floor it, and neither you nor your passenger will have any doubt what the fuss is about. The STi prefers the pedal flat. Power comes in big chunks, as opposed to the smoother fashion in the standard WRX, and the kick in the seat gets stronger the higher the engine revs. The engine is louder than the WRX's, and there's a steady, whiny humm from the heavy-duty gears in the transmission.

There's not much difference between the STi and some race cars, except that the STi has no roll cage and all its lights work. It's should therefore be no surprise that the STi is at its best on a track. On the road, its extra firm ride has its drawbacks. Even on relatively smooth pavement, the STi can feel like it's bouncing an inch or two every ten feet. We love it, at least part time, but we're not sure our tastes are shared by every buyer. We wouldn't recommend this Impreza to anyone but a committed driving enthusiast who bides his or her time during the week in anticipation of the next track day. The standard WRX has nearly all the capability most of us will ever use on the street, with less noise, less vibration and more comfort.

At the other end of the Impreza performance spectrum sits the Outback Sport (funny it's called Sport, because in our view it's always been the least sporty). Traditionally, the Outback Sport has had a bit more float than the other Imprezas, thanks to its raised suspension. It sways a bit more side-to-side during quick direction changes. The finish is not to our taste, but it gives the Outback even better capability on worn logging roads or even trails through a national forest. It's more maneuverable and responsive than most SUVs. It's more economical to operate and it's sure easy to park. It's easy to see how the Impreza Outback might appeal to a lot of buyers. If you live in the outback, the Impreza Ouback Sport makes a lot of sense. Summary
The Subaru Impreza models are more refined and sophisticated than ever. While the Impreza 2.5i costs more than a lot of cars in its class, it comes standard with all-wheel drive, more power, and a fairly comprehensive standard equipment list. It's a great winter car in the Snow Belt, and unlike most competitors, it's available as a wagon. With its taller ride height and suspension design, the Outback Sport works well for gravel roads. The many WRX variations are true driving-enthusiast cars and fantastic daily drivers. The track-tuned WRX STi performs as well as some serious sport sedans that cost nearly twice as much. By virtually every measure, the Imprezas stack up well against the competition.

NewCarTestDrive.com correspondent J.P. Vettraino filed this report from Detroit.

Model as tested
Subaru Impreza WRX ($24,995)
Basic Warranty
3 years/36,000 miles
Assembled in
Destination charge
Gas guzzler tax
Base Price
Price as tested
Options as tested

Model Line Overview
Model lineup
Impreza 2.5i sedan ($18,295); 2.5i wagon ($18,295); Outback Sport wagon ($19,195); Outback Sport Limited wagon ($19,695); WRX TR sedan ($23,995); WRX sedan ($24,995) WRX wagon ($23,495); WRX Limited sedan ($27,495); WRX Limited wagon ($26,995); WRX STi ($32,995)
Safety equipment (standard)
dual-stage front airbags, front seat side-impact airbags, ABS with electronic brake-force distribution
Safety equipment (optional)
2.5-liter dohc 16-valve horizontally opposed four with turbocharger and intercooler
5-speed manual

Specifications as Tested
air conditioning with cabin filtration, 140-watt six-speaker stereo with six-CD changer, power locks with remote operation, power windows, cruise control, intermittent wipers, rear defroster, sport-design seats with height adjustment for driver, leather-wrapped tilt steering wheel, leather-wrapped shift knob and parking brake handle, tinted glass, remote trunk and fuel door release, outside temperature indicator, dual overhead map lights, dual vanity mirrors, center sun visor, carpeted floor mats, projector beam foglamps, 17-inch alloy wheels

Engine & Transmission
2.5-liter dohc 16-valve horizontally opposed four with turbocharger and intercooler
Drivetrain type
all-wheel drive
Horsepower (hp @ rpm)
230 @ 5600
EPA fuel economy, city/hwy
Torque (lb.-ft. @ rpm)

Brakes, front/rear
vented disc/vented disc with ABS and EBD
Suspension, front
independent with MacPherson struts and stabilizer bar
215/45R17 Bridgestone all-season
Suspension, rear
independent with MacPherson struts and stabilizer bar

Seating capacity
Head/hip/leg room, middle
Head/hip/leg room, front
Head/hip/leg room, rear

Fuel capacity
Trunk volume
Turning circle
Towing capacity
Track, front/rear
Ground clearance
Curb weight

J.D. Power Rating
Overall Quality 2 / 5
Overall Quality - Mechanical
2 / 5
Powertrain Quality - Mechanical
3 / 5
Body & Interior Quality - Mechanical
2 / 5
Features & Accessories Quality - Mechanical
2 / 5
Overall Quality - Design
3 / 5
Powertrain Quality - Design
3 / 5
Body & Interior Quality - Design
5 / 5
Features & Accessories Quality - Design
2 / 5

Overall Dependability 4 / 5
Powertrain Dependability
4 / 5
Body & Interior Dependability
4 / 5
Feature & Accessory Dependability
5 / 5

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J.D. Power Rating Legend
Among the Best
5 / 5
Better than Most
4 / 5
About Average
3 / 5
The Rest
2 / 5

* The J.D. Power Ratings are calculated based on the range between the car manufacturer or car model with the highest score and the car manufacturer or car model with the lowest score. J.D. Power generates a rating of a five, four, three, or two. If there is insufficient data to calculate a rating, “Not Available” is used in its place.

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