| A Week at the Wheel | Herts, England | Subaru Impreza WRX |

Inside & Out:

"It looks Korean" is the response I get from one of my mates when I arrive in the new Impreza WRX. Frankly, I think that's being a bit unfair to the Koreans, who in recent years have raised their game design-wise. The previous Impreza was never what you'd call a looker, but the new car is just bland. Even when tarted up with the scoops and spoilers that come with this turbocharged 2.5-litre WRX model it's a remarkably forgettable five-door shape. Yep, it's now a hatchback, Subaru ditching the old three-box saloon style in a bid for greater sales against mainstream rivals.

If Subaru really wants to succeed with the Impreza it needs to have a serious look at its interiors. Some have raved about the improved quality, but the base line set by this car's predecessor wasn't exactly lofty, and improved as it is it's still a long way behind its intended rivals - let alone the budget Koreans. Sure, the design and layout is improved inside, and although it's far from the most inspired cabin I've ever sat in, it's unquestionably neater. It's a shame then that Subaru has built it from plastics that look and feel so cheap.

Engine & Transmission:

With the WRX it was always a case of putting up with questionable looks and iffy interiors, so nothing new there. The trade off though has traditionally been the performance that Subaru offers from its unusual flat-four turbocharged boxer engine. Still 2.5-litres in capacity, the WRX's engine produces the same 227bhp as the old car, however, that maximum is now delivered at 5,200rpm instead of 5,600rpm. Subaru's engineers have done the same with the engine's torque, the 236lb.ft maximum arriving 800rpm earlier at 2,800rpm, a larger chunk of that available further down the rev range. The result is notably more lively acceleration from low revs, the WRX's boxer unit feeling far more linear, lessening the need to stir the gearbox to get the turbo spinning. With only five ratios it's no bad thing the engine offers such flexibility, and while Subaru is claiming an improved shift, it's not the most precise across its gate - nor does it like to be hurried.

The WRX is quick though. The benchmark 62mph arrives in just 6.1 seconds, the rush of power almost enough to have you forgive the WRX its looks and interior. It's effective too, the four-wheel drive system meaning none of the engine's punch is lost to wheelspin. But the Impreza was always a fast car and it used to add more to the mix.

Ride & Handling:

What the Impreza used to make up for its shortcomings with was its dynamic ability and feedback. The chassis, mated to the hugely effective four-wheel drive system, used to make the WRX a sensationally effective point-to-point car. The new WRX retains a modicum of that ability, insomuch as it's fast and grippy, but it is less easy to exploit its potential as effectively. Understeer has long been the dominant characteristic of the Impreza, but Subaru has turned the dial up a notch on this WRX. Removing that understeer is no longer as easy as it used to be, the WRX nowhere near as adjustable under power as the old car.

And that's frustrating, particularly as the WRX is aimed at an enthusiastic audience. What's perhaps the most unforgivable facet of the WRX's dynamic make up is the lack of any sort of feel from the steering. Turn into a corner and it's a case of suck-it-and-see, the steering giving you little clue as to what the front wheels are doing. The light, lifeless helm's lack of communication is only exacerbated by the soft suspension, Subaru inexplicably giving the WRX suspension that's clearly tuned for comfort rather than sharpness. So it rides well, but surely in a car like this that's not the point?

Equipment, Economy & Value for Money:

Given the performance potential we were more than a little surprised that the WRX doesn't come with a six-speed gearbox. Its near range-topping status also had us expecting equipment such as automatic wipers and headlamps among the standard kit. It isn't. Economy of 27.2mpg on the official combined cycle is inexplicably less than its WRX STI relative, which offers around 70bhp more. Carbon dioxide emissions of 246g/km isn't great these days either, particularly in times where increasingly we're being burdened with extra payments for car emissions.

At just under £20,000 the Impreza WRX remains a relative performance bargain, though not quite as alluring as it used to be. Many front-wheel drive hot hatch rivals are now able to offer similar performance, better quality, lower fuel consumption and emissions and, crucially, a far more exciting, involving drive.

Overall:

Disappointing. That's the overriding impression we were left with after driving the new WRX. It no longer feels special to drive; indeed, we'd have any number of conventional, mainstream hatchbacks in preference to it if we were looking for dynamic finesse. The performance remains pretty impressive, as does its traction, but any number of sub-£20k hot hatches would give the WRX a serious challenge on a difficult road. That'd perhaps be forgivable if the WRX looked exciting, or had an interior a cut above, but on both it falls spectacularly short. Subaru. What have you done?