2017 Subaru Impreza

2017 Subaru Impreza

Episode 3648
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Subaru brand continues to grow and grow with rising sales in each of the last 10-years. The reasons for that are many, but it really comes down to building highly reliable cars and utilities, most with standard all-wheel drive. So let’s see if their newest offering, the 2017 Impreza, can keep that hot streak going. 

 This 2017 Subaru Impreza compact not only rides on the brand’s new global architecture; but it’s also the first Impreza built here in the U.S., at their assembly plant in Lafayette, Indiana. 

 Both sedan and 5-door hatchback Imprezas are once again available; we opted for the sportier 5-door. No word on when the STI variants will get the new chassis.

 So, there’s still only a normally aspirated 2.0-liter boxer-4 providing Impreza power. But, a host of new parts, as well as direct-injection, result in a small increase in power from 148 to 152-horsepower along with 145 lb-ft. of torque.

 A 5-speed manual transmission remains standard, but most will come equipped with a CVT.  And while it’s been one of the better CVTs for a while now, others are improving and this one is no longer a standout.  All but base trim get manual shift mode with paddle shifters. And, yes, all-wheel-drive is standard.   

Exterior styling has certainly been updated; but with such a familiar face, things don’t appear radically different. And most Subaru owners will agree that’s actually a really good thing. 

 The 5-door hatch is noticeably sleeker than before, and the tail lights take up more real estate. 

 Space is even more noticeably increased inside, and Subaru trademarks of easy ingress and great visibility are still here.

 Seating position is fairly high, while front seats remain on the firm side. 

 The infotainment system makes a huge jump in usability and that is very much appreciated.  The screen itself is bigger, with larger virtual buttons.  Traditional control knobs have grown in size as well.

The familiar upper dash display is still present, and there always seems to be something happening on it.  It does provide lots of information, although it’s just outside of your normal line of sight.

 Over in the driver’s I.P., there’s plenty of data as well, presented in a very clear fashion. 

 With more space for rear seat passengers, cargo volume falls a bit to 20.8 cubic-ft., but max capacity is “max-er” at 55.3 cubic-ft. 

 Without a doubt, the Impreza’s new chassis feels much more solid on the road compared to previous generations.  Just about every aspect of performance has gotten tighter, throttle response is certainly crisper, and it’s an overall more enjoyable experience behind the wheel. 

 Yet that tighter demeanor is contrasted with additional sound deadening, leaving you feel a little more isolated in the cabin, due to its now very quiet nature. 

 And without a doubt, at our test track, the Impreza was much less of a snoozer, and more stimulating than it’s ever been before.  It barnstormed through our slalom course with great balance and a “glued to the pavement” feel. Steering feedback is less artificial, and turn-ins were so quick it felt like Subaru also added 4-wheel steering.      

 It’s not quite Mazda3 or VW Golf fun, but certainly a drastic improvement.

 With times of 9.6-seconds to 60, and 17.4 in the ¼-mile at 81 miles-per-hour, it’s not a rocket off the line, but the engine is very responsive which helps it feel better in real world use.

 By the way, those times are exactly the same as the last Impreza we tested back in 2012.

 Subaru’s available EyeSight includes Pre-Collision braking, and it worked flawlessly as always in our crash barrier test; even in some light rain.  This year it adds Reverse Automatic Braking as well. 

 Government Fuel Economy Ratings for our CVT hatchback are 28-City, 37-Highway, and 31-Combined; though our average was a bit disappointing at 28.5 miles-per-gallon of Regular. 

 Still, the Energy Impact Score is a good one, with use of just 10.6-barrels of oil per year with C02 emissions of 4.7-tons.

 Base pricing is up just $100 over last year and remains very competitive considering standard all-wheel-drive.  Sedans start at $19,215, hatchbacks at just $500 more. 

 The 2017 Subaru Impreza, may not be as big of a leap forward as last generation; but truth be told, it didn’t have as far to go to be highly competitive among a host of really great cars in the compact segment.  And by offering both more room and comfort, as well as way more handling fun; it has become an even better option than it was before.  Consider us Imprezed. 

Specifications

  • Engine: 2.0-liter boxer-4
  • Horsepower: 152
  • Torque: 145 lb-ft.
  • 0-60 mph: 9.6 seconds
  • 1/4 mile: 17.4 seconds @ 81 mph
  • EPA: 28 mpg city / 37 mpg highway
  • Energy Impact: 10.6 barrels of oil/yr
  • CO2 Emissions: 4.7 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW