The verdict: The redesigned 2024 Subaru Impreza delivers a desirable mix of safety, practicality and fun for under $30,000 in its new RS trim level.
Versus the competition: While the new Impreza RS may not be the most engaging car to drive in its class, it might be one of the most well rounded.
The new 2024 Subaru Impreza is notable not only for what it now includes — an available big-screen multimedia system, updated safety features, and a larger and more powerful engine in the top RS trim level — but also for what it doesn’t. Both the sedan body style and manual transmission have been axed, streamlining the 2024 Impreza lineup; it’s now available only as a four-door hatchback with a continuously variable automatic transmission. The downside is that this is a pricier configuration, so there are fewer affordable versions of the Impreza for 2024: Pricing now starts at $24,115 (all prices include destination), which is up $3,300 from a base 2023 Impreza sedan, and it’s $1,400 more than a comparable 2023 Impreza hatchback.
Related: Subaru Announces 2024 Impreza Pricing, Starts at $24,085
For this review, I drove a top-trim 2024 Impreza RS priced at $28,975. There aren’t many all-wheel-drive hatchbacks less than $30,000 on the market that aren’t trying to be SUVs (like the Impreza’s more expensive Crosstrek sibling), but does the 2024 Impreza — even with its higher pricing — make sense considering there are plenty of AWD vehicles available under $30,000 that aren’t Subarus?
Return of the Impreza RS
The Impreza RS is a throwback name that’s returning for 2024, and the trim it’s applied to gets a more powerful engine and a few appearance add-ons; it now sits atop the Impreza lineup as the non-WRX enthusiast version. The differences are minor as far as appearance goes, with just some slight variations in color versus the middle Sport trim. It took a close inspection of side-by-side photos to spot the differences, which include 18-inch alloy wheels that are painted dark gray, black-painted side cladding and side mirrors, and upgraded LED headlights and foglights.
The most notable differentiator for the RS is under the hood. This version is powered by a 2.5-liter four-cylinder engine that makes 182 horsepower, up 30 hp from the 152-hp, 2.0-liter four-cylinder found in the Base and Sport trim levels.
On the inside, the RS features gunmetal and simulated carbon-fiber trim highlights, sport seats with red cloth bolsters, and carpeted floormats with an RS logo. Also differentiating the interior is a leather-wrapped steering wheel and gear selector, plus aluminum-alloy pedals. The RS comes standard with blind spot warning, lane change assist and rear cross-traffic alert, while an option package adds a power moonroof, 10-way power driver’s seat and upgraded 10-speaker Harman Kardon stereo, the latter two being unique to the RS.
Acceleration and MPG
The 30-hp jump over the Impreza’s base engine is a notable increase for the RS, and while the 2.5-liter engine offers spirited acceleration, the accelerator pedal needs a fair amount of prodding to get results; the continuously variable automatic transmission isn’t eager to spin up the engine until you’ve really put the pedal to the floor. There are two drive modes, Sport (S) and Intelligent (I), that change how quickly the engine reacts, but neither mode breathes much excitement into the driving experience — nor does the transmission’s manual-shift mode, which simulates fixed-gear changes. Given the poky nature of the base 2.0-liter, the 2.5-liter engine is more of a functional improvement in acceleration than an engine that sounds or accelerates in a rewarding way when you give it the beans. For those looking for more driving engagement, check out an AWD Mazda3 hatchback, which pairs similar power and a pleasant soundtrack with a crisp, responsive six-speed automatic.
Even with more power and larger displacement, the Impreza RS’ 2.5-liter four-cylinder is EPA-rated only 1 mpg lower in city/highway/combined driving versus the base engine; it’s rated 26/33/29 mpg versus the 2.0-liter’s 27/34/30 mpg rating. Versus a Mazda3 hatchback with AWD, the Impreza RS doesn’t offer any advantage in EPA-rated fuel economy; the Mazda earned the same 26/33/29 mpg rating. The Impreza RS likewise isn’t any more efficient than the off-road-oriented Crosstrek, which also earns an EPA-estimated 26/33/29 mpg when fitted with the same engine. One interesting tidbit about the 2024 Impreza is that its gas tank has been increased from 13.2 to 16.6 gallons; that’s good for an additional 89 miles of EPA-rated range for the 2.0-liter — up to 498 miles from the 2023 Impreza’s 409 miles — while the RS with the 2.5-liter has a driving range of 481 miles.
Comfort
The Impreza is a comfortable car to drive. Forward visibility is great thanks to its thin front roof pillars, a low hoodline and lots of glass, including front quarter windows that supply extra visibility. Rear visibility, however, isn’t great because of its sloping hatchback roofline, but that’s normal for this body style.
The 2024 Impreza’s standard six-way, manually adjustable driver’s seat has been redesigned, and it’s especially comfortable — which is something that can’t be said for many inexpensive small cars. My slender 6-foot-tall frame and toddler-worn lower back appreciated the well-cushioned seatback. Because the Impreza and Crosstrek are so closely related, there’s no difference in cabin space and roominess between the two. The Impreza’s backseat is roomy and comfortable, with similar cushioning to the front. That can’t be said of the Mazda3’s backseat.
While the Impreza might not be the best fit as your only family vehicle if you have multiple kids, it certainly merits consideration as a second car to a three-row SUV or minivan for occasional use; it handled my two young kids — one in a forward-facing convertible seat and the other in a high-back booster — very well. Those who put kids in the back should note, however, that there are no climate vents in the rear of the center console for extra airflow to backseat riders. It’s an unfortunate oversight considering how accommodating the backseat is otherwise.
Ride and Handling
The Impreza RS shares its sport-tuned suspension and 18-inch wheels and tires with the middle Sport trim level, so the handling experience isn’t elevated over the middle trim. That’s not necessarily a bad thing, though, because its ride and handling is sophisticated and well balanced, if a bit on the firmer side versus its Crosstrek sibling. Still, it’s not a low-quality experience because larger bumps don’t send large shocks through the car, and it isn’t easily upset while cornering. It has a quality feel that’s appropriate for a small car with 18-inch wheels that’s aiming to be sporty.
While I wouldn’t call the RS engaging or eager to dive into corners like a Mazda3, the Impreza RS is certainly spirited when you take a corner with vigor. It’s a fine compromise considering how roomy and comfortable the Impreza is versus the more confining Mazda3 hatchback. And versus a Crosstrek, the Impreza is certainly more carlike in how confident, flat and composed it drives.
I drove the Impreza RS in colder temperatures with wet leaves on the ground. Those are conditions that make many cars — even some AWD ones — struggle for traction, but the Impreza didn’t flinch. It performed admirably even when I tried to trip up Subaru’s standard AWD system. The automaker revised the system’s front-to-rear torque split for 2024 to improve responsiveness.
Subaru also made some improvements to combat interior noise in the Impreza, but wind and engine noise remain elevated versus many of its competitors. Road noise, however, is well managed, so the Impreza is quiet and pleasant at lower vehicle and engine speeds. It doesn’t start to get loud and annoying until the engine is wrung out for acceleration or you’re traveling at highway speeds, where wind noise takes over as the predominant sound intrusion.
Related Video:
We cannot generate a video preview.
Multimedia
The Impreza’s standard multimedia and control system employs an interesting layout, with dual 7-inch touchscreens. The top one is used for the multimedia system and the bottom for climate and vehicle controls. We haven’t sampled this configuration yet, but it’s a unique layout that also includes some physical controls for volume, audio tuning and cabin temperature. The RS, meanwhile, comes standard with a single 11.6-inch vertically oriented touchscreen in one of the better executions of this style, with seat heater and climate temperature functions that have physical controls separate from the digital display. We prefer physical controls for these types of systems because screens can have inconsistencies in responsiveness and operation that create user-interface problems.
I did, however, encounter some oddities with this system. Even though my phone was the only one paired, and was registered as a favorite, wireless Apple CarPlay wasn’t always recognized when starting up in the morning, meaning I had to go into the menu and select my phone. Normally, it’s hard to nail down these connectivity issues because of how finicky cars and phones can be, but this has been a recurring issue with the past few Subarus we’ve tested, with wireless Apple CarPlay only intermittently connecting. Also, I’d just gotten out of another test car where wireless CarPlay worked flawlessly for a week.
When CarPlay does work in the Impreza, it works well, and overall, I prefer Subaru’s new layout versus the old setup, which had an information display mounted atop the dashboard. Some of the information from that display now shows up on the instrument panel readout, where it’s more easily accessible.
Cargo Space
We measured 13.3 cubic feet of cargo space behind the backseat of the Impreza, which is a touch more than the Crosstrek’s 12.7 cubic feet. It’s slightly bigger for an unfortunate but common reason: Unlike the Crosstrek, the Impreza has no spare tire, just a tire repair kit with sealant and an air compressor. The repair kit is fitted to a foam insert under the cargo floor that also includes a small storage cubby, which is where the extra space comes from. I suspect anyone stranded on the side of the road with a gash in their tire would prefer an actual spare tire over the additional 0.6 cubic foot of cargo space created by not having one. Adding insult to injury, the tires fitted to the RS were not run-flats, which maintain performance for a certain distance without air pressure; it’s equipped with traditional tires.
Safety
While the 2024 Subaru Impreza initially earned an Insurance Institute for Highway Safety Top Safety Pick+ designation, the agency’s updated 2024 methodology has more challenging criteria in its moderate overlap crash test, so the Impreza only earned a Top Safety Pick in 2024 testing. The 2024 Impreza remains an improvement over the 2023, however, with better performances in side crash test and headlights. There’s also an updated version of Subaru’s EyeSight suite of driver-assistance technology, including improved automatic braking performance, an additional camera, and an enhanced camera with a wider field of view.
Pricing and Value
Despite there not being many direct competitors to the Impreza, there’s no shortage of AWD vehicles under $30,000 on the market, including the Chevrolet Trailblazer, Honda HR-V, Kia Seltos, Toyota Corolla Cross, Volkswagen Taos and more. Simply offering affordable AWD isn’t enough for the Impreza, but what it delivers in its RS version for 2024 is a desirable mix of safety, practicality and fun for under $30,000, and it’s certainly an improvement over the 2023 Impreza.
The biggest threat to the new Impreza’s success might come from within Subaru itself: If you’re not looking for a ground-hugging, carlike ride, the Crosstrek has advantages over its sibling in ride quality, and you get that spare tire — all with no fuel-economy penalty. What’s more, the Crosstrek, like many small SUVs, has a slightly raised seating position that makes it easier to get in and out. You’ll have to pony up, however, because the Crosstrek’s base price is $2,200 more than the Impreza’s. If you don’t need those qualities from the Crosstrek, you can save a decent amount of coin and get much the same experience from the Impreza.
As for the RS, it certainly has a place in the Impreza lineup, but calling it an “enthusiast-focused trim level,” as Subaru does, might be a bit of an overpromise — unless we’re talking about hatchback enthusiasts. The Impreza RS is best viewed simply as a top trim level that brings improved acceleration, not as a particularly sporty or enthusiast-oriented trim. It’s quite a ways off from the most engaging-to-drive cars in its class even though it might be one of the most well rounded.
Editor’s note: This article was updated on June 18, 2024, to reflect the 2024 Subaru Impreza’s crash-test scores in the more stringent Insurance Institute for Highway Safety crash-test methodology.
More From Cars.com:
- Up Close With the 2024 Subaru Impreza: Hatchbacks Are More Fun
- 2024 Subaru Impreza, Crosstrek Earn IIHS Safety Awards
- 2024 Subaru Crosstrek Wilderness Up Close: Into the Wild
- What’s the Best Affordable SUV of 2023?
- Shop for a 2024 Subaru Impreza
Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
