Manual-transmission WRX sedans and wagons are fast--capable of accelerating to 60 mph in 6.4 seconds. However, they suffer tepid throttle response below 3000 rpm or so, along with turbo lag. Regular Imprezas have adequate pep with either transmission. Explosive is the word for STi acceleration--once the turbo boost arrives. An STi can reach 60 mph in a mere 5 seconds. All-wheel drive negates torque-steer pull on hard takeoffs. In regular Imprezas, the manual shifter demands a firm hand to select the desired gear, and frequent use for maximum "go." The short-throw lever in the WRX, on the other hand, is a joy to operate. Fuel economy falls short of subcompact rivals. A test WRX sedan averaged 20.5 mpg in mixed driving with performance testing--respectable in view of its rapid acceleration. An extended-use WRX wagon averaged 21 mpg, including mostly highway travel. In mixed city/highway driving, an STi averaged 18.2 mpg. Impreza 2.5 models use regular fuel; WRX and STis require premium. Although the ride is satisfyingly stable at highway speeds, a WRX is choppy and jiggly even on fairly smooth roads. Standard 16-inch tires slap and thump intrusively over tar strips and expansion joints. Optional 17-inch tires transmit even more impact harshness. No Impreza deals well with sharp bumps, and the STi is almost brutally stiff. Imprezas are more agile than most subcompacts. Handling is helped by all-wheel drive and accurate steering. The WRX corners with great poise and stability, though grip could be better. Response is marginally sharper with available 17-inch tires. The STi is even more nimble, though its performance tires are unlikely to cope well with snow. Stopping power is strong enough, but brake-pedal feel on test models has been numb, with inconsistent modulation. Brakes are superb on the STi. The WRX is a fairly relaxed medium-speed cruiser, but the engine moans like a vacuum cleaner on light throttle and is throaty-loud at high rpm. Ever-present tire drone rises sharply on coarse pavement. Road and engine sounds are considerably more prominent in the Sti than in other models. Primary gauges and controls are fine. A Momo-brand steering wheel and metal-look interior trim reinforce the WRX's competition image. Fabrics, plastics and general finish are acceptable, but rank below those of the class-leading Volkswagen Jetta/Golf. Doors close with a tinny clang, as does the sedan's trunklid, Six-footers have acceptable head room up front, but rearward seat travel is limited for the long-legged. Imprezas have a tilt steering wheel and height-adjustable driver's seat. The WRX and STi add bolstered bucket seats, providing secure lateral location in aggressive cornering. Not everyone is able to find a satisfying wheel/seat/pedal relationship. Visibility in sedans is impaired by wide rear roof pillars and the STi's mammoth spoiler. Imprezas are slightly roomier in the rear than like-sized subcompacts. Head room is sufficient for those up to 5-foot-11, but knee/leg space gets tight behind a like-sized front occupant. Too narrow for three adults, the rear bench seat is not well-shaped. Entry/exit is hampered by a fairly deep step-down, narrow floor-level passageways, and doors that should open wider. Sedan trunklids open wide to a moderately-sized hold. Wagons swallow most anything a car like this would normally carry. Sedans (except for STi) have a rear center pass-through, wagons a more useful 60/40 split-fold seat. Interior storage is on the lean side.

Value for the Money
With the 2002 redesign, Impreza sticker prices moved above the Honda Civic to Volkswagen Jetta level. But workmanship and refinement belie Subaru's "premium small car" billing. Still, all-wheel drive is an asset for any model. Then too, WRXs and STis are fast fun, if rather rowdy for some tastes.