2013 Honda Accord V6 Touring: Driven
The Honda Accord is now in its ninth generation, and as we reported in our First Drive of the 2013... Read More
- #2LEADERBOARD RANK
- 2657ARTICLES CONTRIBUTED
- 108COMMENTS POSTED
Around The Web
On twisty two-lane roads, the Impreza felt spirited thanks to the ability to toggle up and down through the CVT, while the viscous-coupled locking center diff sent the torque fore and aft as required.
thanks largely to the all-wheel-drive system, it stays stuck to the road with impressive tenacity
transmission has morphed from a prehistoric four-speed automatic to a very nice CVT
Through winding portions of our drive route the car was planted and quite entertaining to sling around corners.
Effort levels are just about right, but there's not much feel compared to the Mazda 3, which has the best steering in the segment.
PERFORMANCE | 7 out of 10
Expert Quotes:
On twisty two-lane roads, the Impreza felt spirited thanks to the ability to toggle up and down through the CVT, while the viscous-coupled locking center diff sent the torque fore and aft as required.
Road & Track
thanks largely to the all-wheel-drive system, it stays stuck to the road with impressive tenacity
MSN Autos
transmission has morphed from a prehistoric four-speed automatic to a very nice CVT
Automobile Magazine
Through winding portions of our drive route the car was planted and quite entertaining to sling around corners.
AutoWeek
Effort levels are just about right, but there's not much feel compared to the Mazda 3, which has the best steering in the segment.
Edmunds' Inside Line
In all standard Impreza models (the higher-performance WRX and STI models are covered by a separate review), a 2.0-liter horizontally opposed ('flat') four-cylinder engine makes 148 hp and 145 lb-ft of torque, transmitting it to all four wheels through either a five-speed manual gearbox or, for better gas mileage, the second generation of Subaru’s Lineartronic continuously variable transmission.
The CVT is electronically controlled to keep the engine operating at maximal efficiency regardless of what the driver asks the car to do. For the most part it's quite responsive, and the company has mostly avoided the usual downside of CVTs; the engine rarely races up to peak revs without a corresponding increase in road speed. Although the one thing we'd like to see changed is its very slow ramp-up of revs when a quick burst of power is needed.
All models except the base Impreza 2.0i offer paddle shifters behind the wheel (they're optional on Premium models, standard on the Limited trim level), and that helps when you anticipate needing that extra spurt. They let drivers “shift down” one or two simulated ratios in a “six-speed manual mode”
The five-speed comes standard in lower-end models, but it's largely our preference between the two; the CVT is offered in all trims and standard in the high-end Impreza Limited.
Handling is responsive and drama-free, but it doesn't quite win in the fun-to-drive category (that would go to the Mazda3 or Ford Focus). Despite new electric power steering, the Impreza retains decent feedback at the wheel, though it’s not quite as eager and agile as the Mazda3. Brakes are progressive, as is typical for Subarus, but haul the car down from speed without fuss. The boxer engine also gives all Subarus a low center of gravity, and the Impreza is flat in cornering, accelerating neutrally out of corners with little discernible understeer—unlike virtually all of its front-wheel drive competitors.
Conclusion
Straight-line acceleration is no strong point for the 2013 Impreza, although it handles very well and all-wheel drive is standard.
