mikeyb
04-01-2006, 03:33 PM
<TABLE cellSpacing=0 cellPadding=0 width=510 border=0><TBODY><TR><TD colSpan=3></TD></TR><TR><TD vAlign=top width=370><TABLE cellSpacing=0 cellPadding=0 width=370 border=0><TBODY><TR><TD>http://www.autoexpress.co.uk/picture_test_drive_library/dir_5/test_drive_pic_2817_lt.jpg (http://www.autoexpress.co.uk/grouptest/2716/car/2721/subaru_impreza_wrx.html#)</TD></TR><TR><TD>http://www.autoexpress.co.uk/front_td_headlines/dir_5/td_head_pic_2721.png</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
If you're after a £20k hot hatch, you may not have considered an Impreza. Yet for a little more money than the others here, you can get a five-door WRX that offers similar practicality and greater performance than the ST, GTI and VXR. It's got to be worth a look.
A 5am start with the Impreza gives a serious reality check. Loading the boot in the dark means fiddling with the flimsy luggage cover that snaps back into its mounting without warning. Into the driver's seat, and the whiff of cheap plastic in this factory-fresh example is overpowering. Escaping a tight London parking space means mastering the sharp clutch and making the best of the poor rear visibility: a small back window is obscured by three rear headrests and, in our car, a dog guard. Onto the road and the car jiggles and bounces over patchy tarmac, while the obstructive gearshift must be worked carefully into place. Phew. This car had better be pretty special on the open road.
It is. The Impreza was recently revised by Subaru, and aside from some cosmetic tweaks, the WRX also gained the range-topping STi's inverted suspension struts and a new 2.5-litre version of the turbocharged flat-four 'boxer' engine. The result is better road-holding and more power. Thanks to 226bhp at 5,600rpm, the WRX will go from 0 to 60mph in 5.8 seconds.
It feels effortlessly assured on wet, tricky, country lanes, thanks to minimal body roll and the confidence that the all-wheel-drive system instils in the driver. You can apply power sure that it will be transmitted to the road. Some of the classic flat-four cylinder engine burble has gone, but it's still charismatic. What's more, the steering is not infected by the torque-steer that blights, to a lesser or greater extent, the other front-drive cars, although it is quite light. The WRX's ultra-responsive brakes were too aggressive for some, but that fits the car's philosophy. It's a driving experience for purists. Trouble is, on our congested carriageways, you'll probably spend 90 per
cent of your time in the Subaru wishing you were on a different road, or in a different car. When you're not going hammer-and-tongs on a decent B-road, all the traditional Impreza niggles surface. It's noisy on motorways, not a lot of fun around town and the interior is perhaps the nastiest of any £20k car. Then there's the sharp pain in the wallet...
Aside from being the most expensive to buy outright, contract hire or privately finance, running costs aren't pretty. The 244g/km CO2 output means company car users pay 34 per cent tax. Fuel economy is not good; we averaged just 19.9mpg. Group 19 insurance is two groups higher than the other cars in the test. Subaru's expertise in handling and performance doesn't come cheap, and the costs seem even steeper if you consider that you'll probably only enjoy driving the WRX for a small proportion of the time you're in it. If you hold performance and handling above all, the Impreza has the greatest appeal here. But a hot hatch must do more than that. It has to be a practical, affordable everyday car too, and it's on these terms that the WRX struggles.
PERFORMANCE: The all-wheel-drive Impreza is the quickest car here by some distance; full-on acceleration is vivid. The brakes are strong and highly responsive too, but its gearchange isn't great http://www.autoexpress.co.uk/images/td_star_s_5.gif
RIDE & HANDLING: Handling is extremely taut and poised; you'll corner quickest in the Subaru. But you pay for the stiff set-up with a firm ride quality http://www.autoexpress.co.uk/images/td_star_s_4.gif
SAFETY: Traction and stability control are sacrificed for four-wheel drive. The WRX gets all the airbags, but no brake assist. Hasn't been EuroNCAP crash tested yet http://www.autoexpress.co.uk/images/td_star_s_3.gif
INTERIOR: The design and quality of the interior are very poor for the money. Four adults fit comfortably in the back, but boot space not great for an estate http://www.autoexpress.co.uk/images/td_star_s_2.gif
FINANCE: It's the most expensive car here to buy. Contract hire and private finance costs are also the highest, as is company car tax http://www.autoexpress.co.uk/images/td_star_s_2.gif
<TABLE cellSpacing=0 cellPadding=0 width=510 border=0><TBODY><TR><TD colSpan=3></TD></TR><TR><TD vAlign=top width=370><TABLE cellSpacing=0 cellPadding=0 width=370 border=0><TBODY><TR><TD>http://www.autoexpress.co.uk/picture_test_drive_library/dir_5/test_drive_pic_2809_lt.jpg (http://www.autoexpress.co.uk/grouptest/2716/car/2719/volkswagen_golf_gti.html#)</TD></TR><TR><TD>http://www.autoexpress.co.uk/front_td_headlines/dir_5/td_head_pic_2719.png</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
If you jump into the Golf first thing in the morning and head into town, it may strike you that the GTI doesn't feel like a hot hatch at all. It's as docile as the family Labrador. It will pad its way comfortably over poor urban roads, you'll have no trouble with the light and easy clutch and gearchange, and there's no exhaust note to speak of. It's very Golf, but not very GTI. Under these conditions, it's hard to believe you're in a car that could compete with less compromising machines like the Focus ST and Astra VXR.
Whether the Golf GTI's restrained and refined low-speed and motorway manners appeal to buyers is a matter of taste. For some, they will be the key to the car's all-round, everyday appeal, but others may find that the GTI is too similar in feel to the bread-and-butter Golf. Whip some speed up, though, and the Golf GTI morphs into something far more exciting.
With only 197bhp under the bonnet, the Golf is the least powerful car here, but there's more to speed than simple horsepower. Not only did the Golf post a competitive 6.7-second 0-60mph time at the test track, but the GTI's handling is so accomplished that it will comfortably hold its own over cross-country roads. For a start, you can exploit every bit of that 197bhp because the chassis can handle it. There's very little torque steer; the engine's power delivery is unusually linear for a turbocharged unit, so there's no sudden surge to throw the front wheels off line. It's easy to judge steering inputs, since the electrically assisted system is very progressive and well weighted, although you have to learn to trust the steering to some extent as there's too little feedback through the wheel. Only the Impreza feels more alert through bends than the Golf; turn-in is sharp and eager, and body roll is expertly contained. The damping is well judged too; the Golf never feels too firm, but the body
control is first-class on undulating roads. If you overcook it, you can rely on eager, well-assisted brakes.
However, even when using the full rev range, the engine is slightly disappointing. It's a soulless unit, highly effective at whisking the Volkswagen up to speed and keeping it there but never emitting an interesting noise in the process. A different engine note would give the GTI some much-needed character, and perhaps the fact that this particular turbocharged 2.0-litre FSI unit is also shared with various Audis, Seats and Skodas takes the edge off its appeal slightly. VW's GTI advertising campaign, which depicts a young man who bought the first Golf GTI back in the 1970s returning, older and wiser, to purchase this latest version, is pretty well spot-on. The MkV GTI is a more mature hot hatch. It appeals to middle-aged buyers who wouldn't look twice at a Vauxhall Astra VXR, as well as a younger crowd who want a fast hatchback that's a bit more sophisticated than your average hot hatch. As a car to buy, own and enjoy, it's very tempting.
PERFORMANCE: The GTI did well against the stopwatch despite its power shortfall, and feels quick on the road. Its engine is effective but characterless and the brakes are responsive and powerful http://www.autoexpress.co.uk/images/td_star_s_4.gif
RIDE & HANDLING: Ride is compliant at low speed and smooth on the motorway. The GTI also relishes corners. Its chassis handles the power well. Steering is sharp and accurate http://www.autoexpress.co.uk/images/td_star_s_4.gif
SAFETY: The Golf has a five-star EuroNCAP crash rating, supplemented by front, side and curtain airbags. Stability and traction control are standard http://www.autoexpress.co.uk/images/td_star_s_4.gif
INTERIOR: The cabin is the best quality here, and its design is understated and classy. There's plenty of room for four adults, and the boot is the most practical http://www.autoexpress.co.uk/images/td_star_s_4.gif
FINANCE: The GTI has a high list price compared to the Ford and Vauxhall, although its residual values are strong. It proved the most economical on test http://www.autoexpress.co.uk/images/td_star_s_3.gif
If you're after a £20k hot hatch, you may not have considered an Impreza. Yet for a little more money than the others here, you can get a five-door WRX that offers similar practicality and greater performance than the ST, GTI and VXR. It's got to be worth a look.
A 5am start with the Impreza gives a serious reality check. Loading the boot in the dark means fiddling with the flimsy luggage cover that snaps back into its mounting without warning. Into the driver's seat, and the whiff of cheap plastic in this factory-fresh example is overpowering. Escaping a tight London parking space means mastering the sharp clutch and making the best of the poor rear visibility: a small back window is obscured by three rear headrests and, in our car, a dog guard. Onto the road and the car jiggles and bounces over patchy tarmac, while the obstructive gearshift must be worked carefully into place. Phew. This car had better be pretty special on the open road.
It is. The Impreza was recently revised by Subaru, and aside from some cosmetic tweaks, the WRX also gained the range-topping STi's inverted suspension struts and a new 2.5-litre version of the turbocharged flat-four 'boxer' engine. The result is better road-holding and more power. Thanks to 226bhp at 5,600rpm, the WRX will go from 0 to 60mph in 5.8 seconds.
It feels effortlessly assured on wet, tricky, country lanes, thanks to minimal body roll and the confidence that the all-wheel-drive system instils in the driver. You can apply power sure that it will be transmitted to the road. Some of the classic flat-four cylinder engine burble has gone, but it's still charismatic. What's more, the steering is not infected by the torque-steer that blights, to a lesser or greater extent, the other front-drive cars, although it is quite light. The WRX's ultra-responsive brakes were too aggressive for some, but that fits the car's philosophy. It's a driving experience for purists. Trouble is, on our congested carriageways, you'll probably spend 90 per
cent of your time in the Subaru wishing you were on a different road, or in a different car. When you're not going hammer-and-tongs on a decent B-road, all the traditional Impreza niggles surface. It's noisy on motorways, not a lot of fun around town and the interior is perhaps the nastiest of any £20k car. Then there's the sharp pain in the wallet...
Aside from being the most expensive to buy outright, contract hire or privately finance, running costs aren't pretty. The 244g/km CO2 output means company car users pay 34 per cent tax. Fuel economy is not good; we averaged just 19.9mpg. Group 19 insurance is two groups higher than the other cars in the test. Subaru's expertise in handling and performance doesn't come cheap, and the costs seem even steeper if you consider that you'll probably only enjoy driving the WRX for a small proportion of the time you're in it. If you hold performance and handling above all, the Impreza has the greatest appeal here. But a hot hatch must do more than that. It has to be a practical, affordable everyday car too, and it's on these terms that the WRX struggles.
PERFORMANCE: The all-wheel-drive Impreza is the quickest car here by some distance; full-on acceleration is vivid. The brakes are strong and highly responsive too, but its gearchange isn't great http://www.autoexpress.co.uk/images/td_star_s_5.gif
RIDE & HANDLING: Handling is extremely taut and poised; you'll corner quickest in the Subaru. But you pay for the stiff set-up with a firm ride quality http://www.autoexpress.co.uk/images/td_star_s_4.gif
SAFETY: Traction and stability control are sacrificed for four-wheel drive. The WRX gets all the airbags, but no brake assist. Hasn't been EuroNCAP crash tested yet http://www.autoexpress.co.uk/images/td_star_s_3.gif
INTERIOR: The design and quality of the interior are very poor for the money. Four adults fit comfortably in the back, but boot space not great for an estate http://www.autoexpress.co.uk/images/td_star_s_2.gif
FINANCE: It's the most expensive car here to buy. Contract hire and private finance costs are also the highest, as is company car tax http://www.autoexpress.co.uk/images/td_star_s_2.gif
<TABLE cellSpacing=0 cellPadding=0 width=510 border=0><TBODY><TR><TD colSpan=3></TD></TR><TR><TD vAlign=top width=370><TABLE cellSpacing=0 cellPadding=0 width=370 border=0><TBODY><TR><TD>http://www.autoexpress.co.uk/picture_test_drive_library/dir_5/test_drive_pic_2809_lt.jpg (http://www.autoexpress.co.uk/grouptest/2716/car/2719/volkswagen_golf_gti.html#)</TD></TR><TR><TD>http://www.autoexpress.co.uk/front_td_headlines/dir_5/td_head_pic_2719.png</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE>
If you jump into the Golf first thing in the morning and head into town, it may strike you that the GTI doesn't feel like a hot hatch at all. It's as docile as the family Labrador. It will pad its way comfortably over poor urban roads, you'll have no trouble with the light and easy clutch and gearchange, and there's no exhaust note to speak of. It's very Golf, but not very GTI. Under these conditions, it's hard to believe you're in a car that could compete with less compromising machines like the Focus ST and Astra VXR.
Whether the Golf GTI's restrained and refined low-speed and motorway manners appeal to buyers is a matter of taste. For some, they will be the key to the car's all-round, everyday appeal, but others may find that the GTI is too similar in feel to the bread-and-butter Golf. Whip some speed up, though, and the Golf GTI morphs into something far more exciting.
With only 197bhp under the bonnet, the Golf is the least powerful car here, but there's more to speed than simple horsepower. Not only did the Golf post a competitive 6.7-second 0-60mph time at the test track, but the GTI's handling is so accomplished that it will comfortably hold its own over cross-country roads. For a start, you can exploit every bit of that 197bhp because the chassis can handle it. There's very little torque steer; the engine's power delivery is unusually linear for a turbocharged unit, so there's no sudden surge to throw the front wheels off line. It's easy to judge steering inputs, since the electrically assisted system is very progressive and well weighted, although you have to learn to trust the steering to some extent as there's too little feedback through the wheel. Only the Impreza feels more alert through bends than the Golf; turn-in is sharp and eager, and body roll is expertly contained. The damping is well judged too; the Golf never feels too firm, but the body
control is first-class on undulating roads. If you overcook it, you can rely on eager, well-assisted brakes.
However, even when using the full rev range, the engine is slightly disappointing. It's a soulless unit, highly effective at whisking the Volkswagen up to speed and keeping it there but never emitting an interesting noise in the process. A different engine note would give the GTI some much-needed character, and perhaps the fact that this particular turbocharged 2.0-litre FSI unit is also shared with various Audis, Seats and Skodas takes the edge off its appeal slightly. VW's GTI advertising campaign, which depicts a young man who bought the first Golf GTI back in the 1970s returning, older and wiser, to purchase this latest version, is pretty well spot-on. The MkV GTI is a more mature hot hatch. It appeals to middle-aged buyers who wouldn't look twice at a Vauxhall Astra VXR, as well as a younger crowd who want a fast hatchback that's a bit more sophisticated than your average hot hatch. As a car to buy, own and enjoy, it's very tempting.
PERFORMANCE: The GTI did well against the stopwatch despite its power shortfall, and feels quick on the road. Its engine is effective but characterless and the brakes are responsive and powerful http://www.autoexpress.co.uk/images/td_star_s_4.gif
RIDE & HANDLING: Ride is compliant at low speed and smooth on the motorway. The GTI also relishes corners. Its chassis handles the power well. Steering is sharp and accurate http://www.autoexpress.co.uk/images/td_star_s_4.gif
SAFETY: The Golf has a five-star EuroNCAP crash rating, supplemented by front, side and curtain airbags. Stability and traction control are standard http://www.autoexpress.co.uk/images/td_star_s_4.gif
INTERIOR: The cabin is the best quality here, and its design is understated and classy. There's plenty of room for four adults, and the boot is the most practical http://www.autoexpress.co.uk/images/td_star_s_4.gif
FINANCE: The GTI has a high list price compared to the Ford and Vauxhall, although its residual values are strong. It proved the most economical on test http://www.autoexpress.co.uk/images/td_star_s_3.gif