2008 Scion xB

2008 Scion xB – Click above for high-res image gallery

In the latter part of the 1990s, Toyota realized it had a problem on its hands. Although its sales had been climbing steadily for years, the average age of its customers was also climbing. That's fine in the short term, but over the long haul if a company isn't attracting some younger clientele into its showrooms, sales will eventually begin to dry up. After several years of unsuccessfully trying to attract more youthful customers with cars like the Echo, the Japanese behemoth tried a new tack in early 2003.



That was when Toyota announced a new brand called Scion that would be targeted at the so-called Generation Y crowd. Unlike Lexus, Scions would be sold in existing Toyota showrooms. The Scion roll-out kicked off in California and a few other markets in the Southwest and eventually spread throughout the country. The first two Scions were the xA and xB, which were both based on the previous generation Yaris/Vitz platform. By late 2006, the xA and xB were ready to be replaced as the first second generation Scions made their debut at the 2007 Chicago Auto Show in February. The new xB started appearing at Scion stores in early summer and landed in the Autoblog Garage in September. Find out what we thought of the xB Rev. 2 after the jump.
The first thing anyone familiar with the original xB will notice upon walking up to the new one is its size. While the car is still recognizable as an xB, it has clearly hit puberty and the growth hormones have kicked in. The new dimensions are due largely to the model trading in its little Yaris platform for the larger Corolla architecture.

The new xB still has a wagon-like shape but the details and proportions are very different. The car is a full twelve inches longer and almost three inches wider, but loses an inch and a half in stature. The nose looks longer and the roof-line now has a chopped look to it. The glass in the D-Pillars has also been replaced by solid steel. Where the original had an almost delicate look to it, the second generation model has far more visual heft. Unfortunately, the heft is not purely visual. The curb weight of the xB has ballooned by 636 lbs to 3,086 lbs. You might think all that extra girth would translate into increased interior volume. You would be thinking wrong. The only major interior dimensions that grow are shoulder and hip room. Head room drops by six inches in the front seats and four and a half in back. Front leg room also drops by six inches. Cargo room behind the rear seats, however, does grow by half a cubic foot to 21.7 cu. ft.

Styling as always is highly subjective and the new xB is no exception. The lower and wider stance of the wagonette certainly looks more aggressive and the flares around the wheel wells with their adjoining sills have a hint of PT Cruiser and HHR. The new look will probably be a good starting point for those who want to customize their rides. The base of the windshield has moved forward but maintains the fairly upright angle of the original, meaning it sits pretty far out in front of the driver. That enhances the impression of room inside, although it also means that the driver has a really long reach to adjust the mirror.

The more diminutive original was propelled by a 1.5L four-cylinder that just wouldn't cut it in the 2008 model, especially an extra 600 lbs. to carry around. So the Corolla architecture brings with it the 2.4L four-cylinder used in the tC coupe and the larger Camry sedan. Output jumps from 103 to 158 HP and twist goes from 101 lb-ft to 162 lb-ft. Whatever else we may think of the new xB, it can certainly get out of it's own way. Unfortunately, it's not all that refined in doing so. The initial throttle tip-in feels way too aggressive. Launching in any kind of dignified manner requires a very gentle toe on the accelerator. While some people may like the idea of chirping the front tires at every intersection, on wet or slippery surfaces the standard traction control will kick in regularly, but back to that later.

The automatic transmission only has four forward gear ratios that can be activated by the now almost obligatory sequential tap-shift mechanism, although this seems pretty pointless. Then there is the enclosure for the shift mechanism. It sits in a pod that protrudes from the center of the dash. A very wide pod! A pod much to wide to be necessary for the shifter. Upon noticing this pod (as if it could be missed!), I looked for a storage bin or something useful on the underside. Alas, it appears to serve no real useful purpose other than consuming an inordinate amount of space adjacent to the drivers right knee. While front seat occupants of the new xB may have more hip and shoulder room, thanks to the shifter they have less knee room.



Let us make this perfectly clear to anyone and everyone who designs vehicle interiors. Instruments (especially primary ones like the speedometer and tach) belong in front of the driver. In the era of MySpace, Facebook and Digg, it may seem like the social thing to do is share vital information with the passengers, but functionality must come first and foremost in a car. Another dubious decision was combining the clock display into the trip information display. If you want to monitor your fuel mileage, you can't see the clock. You have to toggle through all the bits of information to get back to Father Time. The lower half of the fuel and temperature gauges remains glaringly blank, so why didn't they just stick a dedicated clock into one of those. Again, the task of switching display modes is made worse because of the long reach to the switch.

The center position of the gauges is said to have a safety benefit, as you're not taking your eyes quite as far off the road, and noticed that it might indeed be true. The other nice touch about having the gauges in the center of the dash is that the panel is not shrouded at all by the steering wheel. The HVAC controls are wonderfully simple and elegant, and they are positioned well.

Our example had a premium sound system that was also iPod capable; a $389 dollar expenditure. There are dual auxiliary inputs, so you can interface directly with your iPod, via a specific jack, or you can use another flavor of player via the 1/8" mini jack. Once you do manage to figure out the Pioneer's control scheme, it's not difficult to operate. Unfortunately, the LCD display of the stereo doesn't play nice with polarized sunglasses.

Although we liked the direct control of the iPod through the head unit, our main complaint had to do with pausing. After a previous post, it became apparent that pressing the power button on the head unit would pause the iPod. The joystick controller on the right side of the head unit generally mimics the iPod click wheel with an upward push bringing up the menu and left and right being back and forward. So why not have a downward push be play/pause? Odd choice.

The xB we drove was also equipped with a dealer installed TRD drone amplifier. The accessory list labels it as a sport muffler, but any performance impact was probably negligible while the audible impact was just annoying.



The idle of the four banger was lumpy, but it loved to rev. A hard stab of the accelerator would keep the automatic in the same gear almost to red-line and acceleration was therefore adequate. The added torque of the bigger engine was much appreciated. As always though, it comes at a cost. What started out as an economy car is now anything but. While the environmental groups have been ripping Toyota lately for its "duplicity" on CAFE standards and bringing out big thirsty trucks like the Tundra, they apparently haven't yet noticed the change from xB Rev.1 to Rev.2. The original xB had EPA ratings of 26/31 mpg (after the adjustment for the new 2008 procedures, originally they were even higher). The 2008 model is rated at 22/28 and we averaged 23.4 mpg over our week with the car. My '05 Mustang averages 24 mpg over the same driving cycle.

On the road the xB does have reasonable grip when equipped with the larger 16-inch wheel/tire combination, and it now comes standard with electronic stability control. Stability control systems can be a good thing if done right. Maybe someday Toyota will get one right. I haven't driven every Toyota so-equipped, but every one I've tried so far from the first Avalon that had ESC in the late '90s to the current Tundra and xB has been downright awful. I know Toyota likes to stick by its suppliers that its mantra includes Kaizen or continuous improvement. But when it comes to slip control systems it might be time for Toyota to look elsewhere. When you have a stability control system as noisy as this one (and the Tundra, as well), there is absolutely no need to have a warning alarm going off, too. The Toyota engineers responsible for this system need to go try out a General Motors or Honda vehicle equipped with stability control. The system should not be jerking the steering wheel around in your hands to keep the car going where the driver intends. The ABS and traction control that share the same hardware also suffer from the same excess noise.

The second generation JDM Toyota bB

The original xB was based on the JDM bB, which also underwent a redesign recently. Unlike the US market xB the bB is still based on the smaller Yaris architecture and is comparable in size to the original. The car we get as the xB will also be sold as the Corolla Rumion in Japan. I suspect most fans of the first xB would have preferred that Toyota stuck with the new bB instead of growing the car. The 2008 xB that we get starts at $15,650 with a manual transmission and adds another $950 for the self-shifting unit. The exterior design has some nice details if you're partial to the overall look.

If Toyota sets the interior team to work on a revamp, it would probably be a big improvement. Following Volkswagen's lead with a smaller direct injected turbo under the hood and swapping the 4-speed torque converter box for a 6-speed DCT would probably do wonders for the mileage without hurting performance, as well. If you're after something closer in size to the original, the xD is now available and the Honda Fit offers lots of utility and a vastly more attractive and comfortable interior.
source by autoblog

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SEMA 2009: 0-60 takes the Scion xD rallying

0-60 Magazine/Sparco Scion xD Rally car - Click above for high-res image gallery

Screw convention! Why do you have to build a rally car out of something sporty? Or powerful? Or off-road-worthy? According to 0-60 magazine at least, you don't have to. You can build a rally car out of just about anything. Take this Scion xD for instance. It's probably among the last cars you'd picture

taking off-road, but seeing what it looks like after 0-60 and Sparco got their mitts on it, you might want to reconsider. They added a ton of safety gear, enough lights to rival the nearby Luxor's candlepower, and basically just butched it up enough to make it look less like... well, an econobox. It should be a blast to drive. Maybe we'll try to find ourselves an Irish copilot and take it out for a spin.

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2009 Smart ForTwo Cabriolet undone by tricky transmission

2009 Smart ForTwo Cabriolet – Click above for high-res image gallery

The Smart ForTwo isn't for shy people. Even though Smart USA has sold about 30,000 of these tiny two-seaters in the U.S., the little rollerskate attracts a lot of attention. On the road or in America's parking lots, the ForTwo is a conversation piece, and people don't hesitate to come up and talk to you. Some will tell you about the Smart they saw in Europe. Others will ask if it has the guts to make it onto the highway. Most will assume it gets great gas mileage (it doesn't). But one thing's for certain, during our week with the ForTwo, there was a 100-percent conversation rate wherever we went. Anthropophobes, be warned.



Follow the jump to see what it's like to spend wheel time with a Smart ForTwo Cabriolet.
Among the myriad of questions we received, the most common area of concern centered around how safe it is. That's a fair question, considering the bigger-is-better message we've heard for years. But when you're in the Smart, you don't question its safety, you just drive. Granted, there's a slight feeling of vulnerability on the road – particularly when caught in the wind wake of semi trucks – but thanks to a deep dashboard and a distant leading edge to the windshield, the ForTwo feels bigger than it is, and about as solid as anything else on the road the majority of the time. It's only when you stop and think about the tiny narrow box you're cruising in that things get worrisome.



Still, the ForTwo has a full compliment of airbags and other active and passive safety features, and the National Highway Traffic Safety Administration gave the ForTwo a four-star crash rating for the driver (three stars for the passenger), so it's hardly a death trap. Instead, it's a fun but flawed little ride, at home neither in the city nor on the highway.

It's easy (and maybe justifiable) to criticize the ForTwo. "It's only half a car," one friend joked, and the love-it-or-hate-it styling and size is the most obvious hurdle to ownership. But after driving the Smart ForTwo Passion cabrio in a variety of environments, the fog of novelty wears off and the truth is revealed: there's no ideal environment for this ultracompact runabout.



If you're a commuter in an urban area and only plan to use the ForTwo as a means to get to and from work, you could make a case for the Smart. And yes, the ForTwo could serve as a road trip machine – in a pinch. And yes, its eight cubic feet. of cargo space (12 if you fill it to the roof) is enough for a light grocery run – just don't put your ice cream at the bottom of the bags, because the ForTwo's adequate 70-hp, 1.0-liter three-cylinder sits between the rear wheels and quickly heats up the rear cargo area for insta-milkshakes. But as an everyday vehicle, the Smart ForTwo fails to stack up. And it begins with the transmission.

Although the ForTwo's automated manual gearbox has been "improved" from the 2008 model, it's still an unforgivable mess. There are two shifting options: a full automatic mode and a manual option that allows the driver to use either the steering wheel-mounted paddles or the floor-mounted shifter to change gears sans clutch. In automatic mode, the changes are inexcusably jerky, especially between first and second. Using the paddles allows for a slightly smoother shift when deftly manipulating the throttle, but manual shifting doesn't feel particularly useful, as it only allows you to choose when the hiccups happen and does little to alleviate the (neck) pain.



As you'd expect, this puts a serious chink in the ForTwo's urban armor. While its size is great for parking and the little car zips in and out of traffic with ease, in city driving, where the transmission is most active, the constant shifting makes low- to mid-speed maneuvers a torturous affair. While it might be possible to learn to live with the lurches, our week with the ForTwo wasn't enough – and we doubt any amount of time could dull the discomfort.

After answering the most common queries (What is it? Who makes it? Is it electric?), the next inevitable and justifiable question is about fuel economy. Again, the ForTwo has a surprisingly hard time justifying itself here. We averaged 35.7 mpg during our week with the car, just under the EPA's official 36 mpg combined rating. Initially, we left shifting duties to the ForTwo's computer-controlled tranny, resulting in a 32.7 mpg average. When we decided to stick the Smart Cab into the manual mode and use the paddle shifters, we managed 38.8 mpg. Maybe they're not so useless after all?



From the driver's seat, the ForTwo does its best imitation of a sleek, modern desk in some hipper-than-thou graphic designer's office. The top of the dash is expansive, and the designers completely nailed a chic, Euro-feel with the colors and layout. Virtually unchanged since the 2008 model, the gauges are stylish yet easy to read. The mid-mounted tachometer is a necessity in manual mode, since it's difficult to hear the engine crying for a change if the radio is on. The tachometer works better than the built-in indicator that flashes an "up" or "down" arrow below the speedometer when it's time to shift, as the LCD indicator is the same color and shape as the gear display and blends in. A separate colored icon, similar to what's found in modern VWs, would have been a better choice.



Other usability issues? While the visors provide an acceptable amount of shading through the windshield, they're practically useless when the glare comes in at anything beyond 11 and one o'clock. Rear visibility provided by the inside mirror isn't great, but works – except when the top is down. Two buttons by the shifter allow you to automatically fit or retract the Passion Cabriolet's top at any speed, eliminating any feeling of separation between the occupant and the environment. But when your enjoying the open-air experience, it's best to perform multiple checks when backing up or doing a lane change, as visibility becomes a finite resource. Thankfully, the ForTwo's squat footprint allows you to slide into spaces with a minimum of butt-puckering.

It's also easy to enjoy the Passion's standard audio system, which comes with a six-disc changer and an auxiliary jack in hidden in the glove box. The location of the input jack is great when you're on the road, as the iPod remains safely tucked away, but it's not so hot when stopping and starting. More than once, we left the player running because we forgot it was in the lockable glove box.



The sticker of our tester came in at $16,990, but the line ranges from $11,990 for the Pure Coupe to $20,990 for the BRABUS Cabriolet. Low sales in 2009 have prompted Smart USA to offer its first ever incentive for buyers, but even with a lower sticker, the ForTwo is difficult for us to recommend. Although some of its drawbacks disappear when you're enjoying the "ForTwo Experience", its abysmal transmission, general lack of utility and fuel economy that comes off as unimpressive for its size doesn't make a compelling case for the ForTwo. That is, unless you're a casual city driver who values fashion over function, or someone who really likes to meet new people.
source by autoblog

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2010 MV Agusta Brutale 990R proves naked is beautiful

2010 MV Agusta Brutale 990R – Click above for high-res image gallery

When Italian motorcycle manufacturer MV Agusta first announced the 2010 Brutale, there were some who questioned whether it was rational for MV to attempt an update that made the bike less, ahem... brutal. We decided it would be best to wait and see the bike in person and live with it for a while before making any such judgments – particularly since judging a vehicle solely by its spec sheet almost never has any real merit. And we're certainly glad that we did.

Upon our first few minutes with the new Brutale 990R, we had developed an initial gut reaction: From the instantly recognizable styling to the raspy exhaust note of its heavily revised inline four-cylinder engine, the 2010 Brutale is every bit the sense-tingling naked bike that its predecessor was.

This revelation, though, raises a couple of questions. Is the new Brutale too much like the old Brutale? If so, is that really such a bad thing? And finally, would the new influx of cash and the corresponding watchful eye of current (though probably not much longer) owner Harley-Davidson equal a watered-down Italian experience? To borrow a phrase from the marketing types from The Shack, You've got questions... We've got answers. Read on for enlightenment.


Let's take our usual walk around the new-for-2010 Brutale 990R to take in all the details. At first glance, the casual observer may see very little clues that MV's new naked sportbike is in fact all-new. A closer inspection reveals that nearly nothing is carried over from the last generation. MV claims that over 85% of the 2010 Brutale is new and not interchangeable with the 2009 model, but it still might take a ride or two to prove the new one is sufficiently different from the old. Whether this seemingly carry-over design language is good or bad is up to individual tastes.

As far as we're concerned, the old Brutale was still one of the most visually stimulating designs on the market, and so the fact that the made-over 2010 model looks so much like the previous generation is anything but a bad thing. Further, the more time we spent, the more the unique details and updates jump out at you... so much so that we found ourselves just staring at every angle while conducting our photo shoot as the sun went down behind the mountains. It wasn't until we unloaded our memory card that we realized we had taken over 300 pictures in just one sitting.



On the other hand, we imagine that there is a sizable portion of the population that doesn't want their brand new motorcycle to look anything like its predecessor, especially when said predecessor has been around for nearly a decade. For that contingent, the new Brutale had better offer something to make it stand out from the crowd – namely, an unforgettable riding experience. If that's the case, we come bearing very good news. The 2010 Brutale 990R accelerates, stops and flicks from side to side with an authority that proves the 2010 edition has totally earned its name. On the other hand, it's also significantly more comfortable and accommodating than the first-generation Brutale. Yes, we know that sounds oxy-moronic, but bear with us.

Swing a leg over the 2010 Brutale 990R and you'll find your posterior gently resting on a surprisingly comfortable perch. Yes, it's pretty high up there at nearly 33 inches off the ground, but the reach to the handlebars is now much more comfortable and natural than before, and the pegs have been relocated so that your legs don't feel too cramped. Further refinements to the basic naked package include slightly relaxed steering geometry (a 24.5-degree rake and four inches of trail, for what it's worth) and a 56.6-inch wheelbase made possible by a swingarm that's 20 millimeters longer and 2.2 pounds lighter than before. All of these updates add up to a finished product that's just a wee bit easier to handle than the last Brutale.



That's all well and good, but how does it perform? Twist the key to the On position and you'll be greeted by a chorus of chirps and whirs as the bike's on-board computers go through their initial start-up routine. The dashboard combines a suitably large analog tachometer on the left with a digital display at the lower right of its dial. A much larger rectangular LCD screen displays all manner of important data, including speed, gear indication, water temperature and a chronometer that keeps track of lap times. Once the electronic gadgetry informs you that all is well and good in Brutale Land, it's time to thumb the starter button.

The heavily updated engine fired up easily and reliably every time while in our hands. Fueling seemed pretty good both at docile speeds and when hammering the throttle with aggression, though it responds a bit more violently at part throttle than you might initially expect. Crucially, the 2010 Brutale sounds as if it has extreme antisocial tendencies, and that's even more true as the revs rise. And rise they will, often and with authority. Just as with every one of the 15,400 Brutales sold since its introduction, MV's proprietary inline-four revs from idle to redline with almost as much vigor and verve of a racebike. We didn't get the chance to sample the larger 1078cc model, but we can say with absolute conviction that the 998cc powerplant in the 990R offers up plenty of punch for a bike with the Brutale's lack of bodywork and sit-up-and-beg riding position.



A handful of throttle in first gear from anything over 4,000 rpm will lift the front wheel a few inches off the ground in an extremely controllable fashion, and that rubber won't touch the ground again until you back off the throttle or shift to second for an encore performance. A similar application from the right wrist at anything near double digits on the tach in either of the first two gears will give you a very clear look at the clouds above. Best to keep your right foot hovering over the rear brake to keep those 139 horsepower and 78 pound-feet of torque in check.

The dual front discs with four-piston Brembo calipers combine with the single rear disc and four-piston caliper to provide extremely strong deceleration force, excellent modulation and zero fade despite repeated hard stops. Although the uplevel 1090RR comes with Brembo Monobloc calipers clamping down on discs that are 10 millimeters larger in diameter, we can't imagine any rider finding fault with the binders on the lower-spec 990R we tested. Similarly, the 50-millimeter forks from Marzocchi, which are fully adjustable for compression, rebound and preload, are beyond fault when set up properly for the rider's weight. At the rear, a Sachs shock is adjustable for preload only and we'd say it adequately props up the rear end, but doesn't seem quite as sophisticated or supple as the fork.



Lean angle on both sides is plentiful and the Pirelli Diablo Rosso tires were sufficiently sticky. We never noted any hard parts touching down despite plenty of abrasion on our knee pucks. We're not quite sure what to say about the Brutale's electronic traction control, other than to note that we never felt the need to adjust the bike's computer out of Race Mode or to mess with the eight-way traction control. In any case, we didn't ever sense any evidence of a loss of traction. While a proper session at the track would surely tell the entire tale, we'll just assume our consistently good rear grip means the traction control system worked as designed since we know for sure the bike has sufficient power to slide the rear at will. What we did notice, however, was the unfortunate lack of a slipper clutch, which does come standard on the more expensive 1090RR. When scrubbing speed and downshifting on the 990R, there's a notable amount of tire chirping out back and even a small bit of chatter when getting really aggressive.

In addition to the slipper clutch, which should really be standard fare for a bike of this ilk, there are a few things we'd change about the new Brutale. First, we wish there were less of a style compromise between the 990R and the 1090RR. To our eyes, the color palettes offered on the latter are much nicer than those of the former. We'd also like to see the testa rossa (that'd be the red engine head) standard on the 990R as it is on its pricier brother, as it just screams Italian exotic. Less important, but slightly annoying, was the red on the passenger seat didn't quite match the red of the bodywork. But we're splitting hairs, here.



Beyond those admittedly minor demerits, we love ourselves some Brutale. Yes, it is indeed less frenetic and easier-going than its forebear, but we're putting those attributes firmly in the Positives column, not the Negative. The newly refined machine is just as engaging as it ever was, the styling of the Brutale still stands up to our critical eyes and the updates made to the bike's ergonomics make it a much more inviting option in the face of stiff competition from the likes of the Ducati Streetfighter and Triumph Speed Triple. Finally, we think the $15,000 asking price is pretty damn attractive for what you're getting.

So, the 2010 MV Agusta Brutale somehow manages to live up to the performance heritage set by the original model while also offering useful improvements that make it easier to live with. As they might say in Italy... Mamma mia, ma che bella machina!
source by motoblog 

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2009 Subaru Impreza 2.5 GT 5-Door

2009 Subaru Impreza 2.5GT – Click above for high-res image gallery

It says something when an automaker sees fit to give the tachometer a place of prominence in the gauge cluster. "We're serious," it implies. Unamused sports cars like the Porsche 911 assign the rev counter a level of gravity beyond being a glorified "engine is running" idiot light. Fortunately, the Paprika Red Subaru Impreza GT 5-door that recently arrived in the Autoblog Garage stated its intentions clearly by placing this most important gauge in its "proper" place. New to the Impreza range, the GT model is a chafing dish full of original WRX simmering through an automatic transmission. An autobox may seem anathema to the 224 horsepower turbo-fed boxer, but we were pleased to discover that all the fun is not sopped up by a spongy tranny.
While the WRX is now defined as a manual-only model packing 265 horsepower, there's nothing intrinsically wrong with the original spec car. Indeed, even with an automatic, there's a firm shove that starts just below 2,000 rpm and surges the sharply creased hatchback forward smartly. The autobox doesn't blunt the turbo powertrain's edge so much as bring some refinement and, dare we say it, maturity.

Everyone has calmed down about the Impreza's new clothes, and the Impreza GT is subtle, even when tinted a shocking persimmon like our test car. Telltale signs of the car's potential are the slightly aggressive front airdam with foglamps in the lower extremities, and a functional hoodscoop that funnels air across the intercooler. The bulge in the hood from its singular nostril creates hypnotic reflections at speed, and it's a bit of visual muscle to remind you that this ain't no Outback Sport. Even with the flared cyclops nostril in the hood, the 2.5 GT flies under the radar more easily than the bulged and bescooped WRX. Handsome 17-inch alloy wheels finish off the GT, and the more you look at it, the better it gets.

A phrase like "sport tuned suspension" might make your rear end run for the nearest pillow, but Subaru has gone far enough to satisfy stiction junkies with a tenacious chassis that doesn't bash occupants into renal failure. The ride has a level of firm control that we expect from a vehicle birthed in the Black Forest. Impacts are absorbed without a visit to bump-stopville, and higher frequency pavement irregularities are mostly filtered thanks in part to a new multilink rear suspension.

The Impreza GT keeps what was good about the last WRX; the punchy drivetrain and trusty handling are even improved this time around. The 2.5 liter force-fed boxer has been twiddled and tweaked to shift the torque peak down a few hundred RPM, and power delivery is satisfying right from idle. Swing the needle on that prominent tachometer past 4,000 RPM, and the engine's normal gravel throat takes on a steely edge as the engine room delivers "full ahead". 224 hp is plenty capable of yanking around the 3,200-lb Impreza 2.5 GT with authority. This car is fast and handles well with well-weighted steering that keeps you clued in on what the tires are up to and allows the driver to precisely dissect corner apexes. There is a reason why the boosted Impreza has been popular among enthusiasts, and it's because the modest car with the Pleiades badges can run rings around lots of iron. An exciting history of motorsports victories doesn't hurt, either.

Accelerate hard, and the 2.5 GT plants and goes. The AWD system's torque marshaling efforts are more noticeable when the go pedal has been flattened, but that was the only time we noticed it working. While the four-speed automatic transmission doesn't scream for extra ratios, they would be welcome. But the auto is tuned well in this application - staying out of the way and not enraging the driver. The Impreza's hardware just does its thing and the car obediently goes where you point it at as high a rate of speed as you'd like. The helmsman gets a chunky leather-wrapped steering wheel with which to do business that offers a pleasing tactile sensation. Tilt and telescope adjustments makes it easier to fit the driving environment to your physiology, too, and the rest of the ergonomics are satisfyingly simple. Simplicity doesn't mean basic; there's automatic climate control, a panoramic moonroof, power windows, a six-disc stereo with aux jack, heated seats and steering wheel controls.

While there's little to want for equipment-wise, the interior materials could be better. The dashboard has a delightful silver swoop reminiscent of the stylish Tribeca's interior, and the innards present well if you ignore the door panels. Scuff-prone and shiny, they feel cheap, which is unbecoming for a vehicle that's otherwise well turned out and comprehensively equipped. The seats, too, feel a bit low-rent on the keister. We'd have liked a few cents more padding and bolstering, especially since the starting price for the Impreza 2.5GT is just shy of $27,000. Other makes are capable of putting nicer interiors in cars costing less, but we can imagine that the Impreza's powertrain is more expensive, so a bargain must be struck.

Putting performance aside, underneath it all, it's still an Impreza. Our five-door tester proved eminently useful, with plenty of front seat space and superb hatchback functionality. Throw four snow tires on this puppy when the white stuff flies, and you've got a vehicular billy goat. It's quieter than we expected, and the power is "just right". The Impreza WRX has traded its bug-eyed visage and frenetic demeanor for lines that are more reminiscent of an Alfa Romeo and a manner that's calmer and more grown up. Subaru is wise to broaden the appeal of the turboed Impreza, and there's still the more hardcore WRX and STI for the young demographic that's been typically associated with these capable cut-rate M3s. It may seem anti-enthusiast to say that we could live every day with a version of a car that's deliberately down on power and carrying an automatic (a four-speed at that), but the 2.5GT packs more performance than you could ever fully exploit during a daily commute. That makes for a car that's civilized but never caught off guard on the street and can mix it up at weekend track events. Add in the practicality of the five-door, and we're happy to see Subaru usher the Impreza into young adulthood.

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