SA Road Tests

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This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Many of the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

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We drive the 2008 Subaru Impreza 2,0 R hatchback

Pics by author
Originally posted: July 16, 2008

An era has ended and another begun. The Subaru Impreza 2,0 R that we drove recently was built for non-smokers – there is no cigarette lighter (although there are two power points) and no ashtrays at all, not even the funny little removable tubs one usually finds jammed into the cup holders, nowadays. This is possibly a good thing, as more countries ban smoking in company cars and even in private cars if children under 16 are present.

There is also a spin off in the growing trend whereby yellowed hood lining and smelly upholstery render such secondhand cars almost unsaleable.

Recently face-lifted and with some suspension mods, the new Impreza is available in three engine sizes; 1,5-litre and 2,0-litre naturally aspirated and a turbocharged 2,5-litre version.  

What stays the same is Subaru’s signature flat-four boxer engine configuration and symmetric all-wheel drive with equal-length drive shafts. Apart from keeping the centre of gravity nice and low, the layout neutralises any tendency toward torque steer, making for neutral handling in almost any situation.  To round it off, a central viscous type limited slip differential senses when wheel slippage starts occurring and transmits power to whichever end of the car needs it.

Add the usual ABS, EBD and traction control and you have a combination that adds up to surefooted handling and control in any situation that a normal sane person might throw at it.

We have been told that Subarus are popular with farming folk and those enjoying outdoor lifestyles, such as boating, camping, fishing and the like, so we took it out on a Midlands dirt road that’s a little rougher than our usual route.

Driving within the bounds of common sense (visibility, prevailing conditions and the fact that we hadn’t been there before), we averaged a pleasant 80 to 90 km/h, while the suspension ironed out all the unpleasantness and the car remained reassuringly unflustered at all times.

The Impreza impressed on tar as well, dealing with our favourite twisty test hill at a pace bettered by us only in a more expensive and sophisticated car fitted with special handling kit.  

Inside, the cabin is finished in a slightly sombre combination of charcoal and dark silver, but what is nice is that there are only two textures to deal with – many modern cars’ interiors are a hodge-podge of discordant colours and grain patterns. While it’s compact, the use of colour, textures and curves creates a feeling of roominess and comfort. Spouse’s first words on getting in were: “Nice, we can keep this.”

Ergonomically, we found most things to be as they should. The gearbox is pleasantly notchy with well-spaced ratios, the steering is nicely weighted and places the car where you want it, the brakes work reassuringly well, there is a 6-CD player with MP3 capability, the cabin feels spacious without being overwhelmingly so, and there is a general air of competence about the whole vehicle.

Performance-wise, this Impreza is right in the middle of the range for its engine size, its 9,6 second zero to 100 time being quicker than some apparently more exotic machinery, yet slower than others. Provided the pot is kept on the boil, with revs above about 3000, progress is strong and decently swift.

Similarly, fuel consumption is a little heavier than for most other 2-litre cars, but this could be a trade-off for having full-time all-wheel drive and its attendant handling benefits, at your disposal. On the subject of fuel consumption and carbon dioxide emissions, we all have heard that the industry requires manufacturers to quote average thirsts and CO2 figures for their products and that these may be accessed from the NAAMSA website.

Investigation reveals that these figures are gathered from specified tests conducted on rolling road dynamometers, so while they permit reproducible accuracy and uniformity, they bear no resemblance to the real world whatsoever.  That’s why we continue to quote Car magazine test results in the box at the end of each report.

Niggle-wise, we felt that the boot could have been a tad bigger but to compensate, when the rear seat backs are folded, they lie completely flat.  Legroom for six-footers is a bit of an issue in the back and once big feet are parked under the seats in front, it’s awkward extricating them again. A big plus is the full-sized spare wheel under the boot floor and quite a number of concealed little hidey-holes in the moulding that accommodates it and the spanner and jack.

Subarus are sometimes seen as perhaps a bit oddball and appealing to a niche minority. For example, the current facelift was seen by certain diehard fans as a sellout to the masses, being “too bland” for the faithful.  Personally, we like its new front end (bit iffy about the rear, though) and feel that any steps taken to broaden its visual appeal should be encouraged, because it’s a good, competent car with lots going for it.

Test unit from Subaru SA press fleet

The numbers:
Engine: 1994 cc, H4 petrol                                                                                       Power: 110 kW at 6 400 rpm
Torque: 196 Nm at 3 200 rpm
Performance figures by Car magazine:                                                                              0 – 100 km/h: 9,6 seconds
Maximum speed: 208 km/h
Fuel Consumption Index: 11,0 l/100 km
CO2  gm/km: 256
Luggage space: 160 – 944 dm3
Price on date of test: R219 000
Maintenance Plan: 3 years/60 000km


What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.

Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads or goat tracks as well. As a result, my test cars do occasionally get dirty. It's all part of the reviewing process.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material.

If ever I place an article that doesn't cover most things, it's probably because I have dealt with a very similar vehicle already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

Hope you like what you see, because there are no commercial interests at work here. There are no advertisers and no “editorial policy” rules. I add bylines to acknowledge sponsored launch functions and the manufacturers or dealerships that provide the test vehicles.  And, as quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so you can see I do actually exist.

Comments or questions?
Want to ask a question, comment or just tell me you completely disagree with what I say? If you want advice or have a genuine concern, I will be happy to hear from you. All I ask is that you write something in the subject line so I know which vehicle you're talking about.