New Subaru Impeza Designs fir concept

Subaru Impeza Designs fir concept

Subaru will unveil the new Subaru Impreza Concept at 2010 Los Angeles Auto Show. The 2011 Subaru Impreza Design Concept seems to be smarter and meaner, then train together met with the Symmetrical All-Wheel Drive Subaru.

Subaru Impreza Concept designed to show a possible direction for future Impreza models, it harmoniously blends advanced Subaru design with Subaru’s driving confidence. The concept expresses the core Subaru brand values of “enjoyment and peace of mind.” The Subaru Impreza Concept fuses a sleek form that exudes dynamism and elegance with a roomy and rich four-seat interior that expresses a safe and comfortable ride.

Subaru Impreza Concept underlying the exterior design are “Dynamic flow and Confident stance”. The concept suggests an advanced design for Subaru by using a sporty and lively four-door coupe style. A sleek character line runs along the car from the front end along the roof and on to the rear and symbolizes the new Subaru form. The A-pillar stretching forward and the smoothly flowing C-pillar are important elements that distinguish the styling of the Subaru Impreza Concept.

Subaru provide both a roomy cabin and also superlative aerodynamic performance. These elements are boldly concentrated in the rear half of the body, and this resulted in a four-door sedan that also presents a stylish and powerful form. The front and rear bumpers incorporate hard-edged corners whose superlative aerodynamic characteristics were confirmed through wind tunnel testing, indicative of a design in which the quest for better aerodynamics meant laboring over even the smallest detail when it came to environmental friendliness. The distinctive wheel arches distinguish this as an All-Wheel drive (AWD) model while emphasizing the image of powerful Subaru driving character and also denoting reliability and safety.

2011 Subaru WRX & WRX STI Pictures

The 2011 Subaru WRX and WRX STI is one of the best of Subaru cars in the market. Either the sedan or hatchback type, performance has never been different. Being popular for years in the World Rally Championship, the Subaru WRX can absolutely compete for the top prize.

For 2011, the WRX has ditched the black robe for a string bikini, flaunting some serious haunches in the process. Meanwhile, the car's big brother – the WRX STI – has been fitted with a completely reworked suspension and an all-new four-door body style.

2011 Subaru WRX & WRX STI Interior

2011 Subaru WRX & WRX STI Engine

2011 Subaru WRX and WRX STI Specs:

As anyone who managed to survive the rash of Pontiac "wider is better" ads of the mid ‘90s can tell you, throwing more than an inch into a car's girth can have a big impact on how the vehicle performs. "We managed to increase the track of the WRX by nearly 1.5 inches," says Martyn Harding, Impreza car line manager for Subaru North America. "That's huge." In reality, Subaru has spread the WRX by 1.3 inches compared to the 2010 model—a big number by anyone's count—thanks solely to the car's wild new bodywork. While the hatchback now wears the same cladding as last year's WRX STI, the look is most noticeable in four door trim, where the body is dominated by front fenders that are flared to body builder proportions and rear quarter panels that are built to match. There's even more than a hint of BMW M3 in the rear diffuser. Throw in a set of wheels that are wider by a full inch and suddenly the car is capable of laying down grip well past the engine's capability.

Like last year, the WRX gets its power from a turbocharged 2.5 liter four-cylinder engine with 265 horsepower and 244 lb-ft of torque. Mated to a five-speed manual transmission and an all-wheel drive system, the combination returns 19 mpg city and 25 mpg highway. Likewise, the WRX STI retains its old engine, though it produces a more muscular 305 horsepower and 290 lb-ft of torque. The engine is bolted to a six-speed manual gearbox and an adjustable all-wheel drive system, all of which is good for 17 mpg city and 23 mpg highway.

But the big news on the WRX STI front is what's under the car. Subaru has built in sway bars that are about 30 percent more rigid, stiffer springs (16 percent in the front and 55 percent in the rear), stiffer bushings and a lower ride height for 2011. The company has even moved to steel-ball type bushings where the front control arm meets the body for added rigidity, though it's surrounded by a rubber bushing to keep noise and vibration down.

Price of the WRX will cost you at around $25,495 for the four-door and five-door trims. While the WRX STI sedan is priced at $33,995 and the five-door will cost at $35,995.

2011 Subaru Impreza WRX STI Sedan

You complained; Subaru listened. The WRX STI is a sedan again for 2011, and it just might be the best-handling STI we’ve ever tested.
When Subaru went hatch-only on the previous-generation STI, the company explained that the body style handled better, which had something to do with center of gravity, weight distribution, polar moments of inertia, and other such things. Perfectly rational explanations, and completely lost on the fans. You wanted a sedan with a wing big enough to pick up premium movie channels in Tokyo, and you got it. And it performs even better than the last STI hatch we tested.

Not that it’s a completely fair comparison. Subaru didn’t just build a sedan version of the STI for 2011 and call it a day. As long as it was building a new model, Subaru let its engineers loose on the suspension to see if they couldn’t make up for that non-ideal body. We saw the first hints of that improvement in the 2010 Subaru WRX STI Special Edition we tested back in May, with its stiffer suspension lifted from the JDM-only Spec C model. Subaru hung onto those parts for the 2011 car, and even gave them another going-over.

A lower ride height, even stiffer stabilizer bars on top of the already-stiffened springs, and new Heim joints on the front suspension conspire to turn out the best figure-eight performance of any factory-spec STI we’ve ever tested, the Special Edition included. Though the new sedan gave up a small amount of lateral grip (0.93 g average on the skid pad versus an all-time best of 0.95 g average for the 2008 model), it made big strides where it counted, on the figure eight. By testing transitions as well as pure lateral grip, the figure eight gives us a better impression of real-world handling, which the new STI has in spades. Completing the circuit in just 25.5 seconds at 0.73 g average, it’s quicker and stickier than both the last-generation STI and the STI Special Edition, which clocked in at 25.7 seconds at 0.71 g average. A quick look at our test data dating back to the original STI reveals that the only way you’re going to do better is with aftermarket parts.