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It's been a strange winter season for people across the country, indeed. But given that we expect the snowiest conditions are still ahead of us, I thought I'd turn my attention to a couple of vehicles that seem specifically engineered for snow country, but are not super-gigantic SUVs.
In fact, both the new Subaru Impreza and the somewhat more exotic (but quite interesting) Mitsubishi Lancer SE share not only sophisticated all-wheel-drive systems but are capable of impressive highway mileage — Impreza in the high 30s.
I'll start with the weirder one first, as it was a recent favorite. Racing enthusiasts mostly know the Lancer for its fire-breathing, rally car-derived, 291-HP Evolution model, which is still one of the most fearsome production cars you can buy for about $40,000.
The SE looks, to the untrained eye, like exactly the same car — it even sports that ubiquitous wing on the top of the trunk, and the aero treatments on the front fascia and grill, plus the extruded lower body line and curve that shoots up and around the back doors are all pure Evo.
In an odd backhanded compliment to the top-of-the-line version, the $20,195 MSRP SE is nearly the same on the inside, minus crippling Recaro race seats, optional navigation and such. The Lancer has a nice, sporty but austere design, comfortably sporty cloth seats (maybe a little spongy, but better than rock hard) and a decent amount of rear passenger and even trunk space.
But get it out in the snow and … wow, you see what this car was made for. The new SE model comes equipped with a somewhat simplified version of the All Wheel Control system that makes the Evo a rally star; in the SE's case, you can switch the system entirely to two- or four-wheel drive or leave it in an instant-on auto setting.
Lancer SE also gets a slightly larger 2.4-liter four-cylinder and the 168 horsepower becomes surprisingly vital and vivacious, especially when messing around in the powder. Even on bland all-seasons, my Lancer had the bite, cornering control and stopping power other autos only dream about.
It also sports a continuously-variable transmission that I fully approve, especially in the snow: you're able to slowly feather in the torque and get the car rolling on slick surfaces, yet still attain full power without the long, miserable waits of many CVT systems.
Which, unfortunately, is a bit of a preface for the CVT I found in the all-new, fourth-generation Impreza. Subaru's system is definitely a bit more of a slack-line affair (not unlike the guy from Boulder, dressed up like a Roman, bouncing at Madonna's halftime show), the tradeoff being up to 36 MPG (a 30 percent improvement) but no tire-roasting launches.
This year's Impreza gets a stylistic up-do that's not that revolutionary, except for the new nose, which is so pointed and angular and Southern California Modern Car Design Studio-inspired it hurts.
Inside, while you get a cloth interior with heated seats (as with the Lancer), mine also sported what I would now say is one of the world's most complex, non-aftermarket, video-and-audio-capable navigation systems. And man, is that one dark interior. Absolutely stripped, Impreza Premium debuts with a $19,795 MSRP.
My longer, larger but lighter Impreza was equipped with a 2.0-liter four-cylinder Boxer engine making 148 horsepower and seemed adequate for hauling around town and up the hills; the CVT does indeed require a longer wait for actual acceleration than I found on the Lancer, though I remember I was able to play around with the acceleration impact by messing with the Impreza's wheel-mounted paddle shifters. The all-electric steering feel was slightly light; overall ride was smooth and balanced for a small car.
Could you get the aforementioned 36 highway? Though judicious driving, I suppose; I certainly wasn't seeing those numbers, but I was also pushing the car as much as I could.
In fact, both the new Subaru Impreza and the somewhat more exotic (but quite interesting) Mitsubishi Lancer SE share not only sophisticated all-wheel-drive systems but are capable of impressive highway mileage — Impreza in the high 30s.
I'll start with the weirder one first, as it was a recent favorite. Racing enthusiasts mostly know the Lancer for its fire-breathing, rally car-derived, 291-HP Evolution model, which is still one of the most fearsome production cars you can buy for about $40,000.
The SE looks, to the untrained eye, like exactly the same car — it even sports that ubiquitous wing on the top of the trunk, and the aero treatments on the front fascia and grill, plus the extruded lower body line and curve that shoots up and around the back doors are all pure Evo.
In an odd backhanded compliment to the top-of-the-line version, the $20,195 MSRP SE is nearly the same on the inside, minus crippling Recaro race seats, optional navigation and such. The Lancer has a nice, sporty but austere design, comfortably sporty cloth seats (maybe a little spongy, but better than rock hard) and a decent amount of rear passenger and even trunk space.
But get it out in the snow and … wow, you see what this car was made for. The new SE model comes equipped with a somewhat simplified version of the All Wheel Control system that makes the Evo a rally star; in the SE's case, you can switch the system entirely to two- or four-wheel drive or leave it in an instant-on auto setting.
Lancer SE also gets a slightly larger 2.4-liter four-cylinder and the 168 horsepower becomes surprisingly vital and vivacious, especially when messing around in the powder. Even on bland all-seasons, my Lancer had the bite, cornering control and stopping power other autos only dream about.
It also sports a continuously-variable transmission that I fully approve, especially in the snow: you're able to slowly feather in the torque and get the car rolling on slick surfaces, yet still attain full power without the long, miserable waits of many CVT systems.
Which, unfortunately, is a bit of a preface for the CVT I found in the all-new, fourth-generation Impreza. Subaru's system is definitely a bit more of a slack-line affair (not unlike the guy from Boulder, dressed up like a Roman, bouncing at Madonna's halftime show), the tradeoff being up to 36 MPG (a 30 percent improvement) but no tire-roasting launches.
This year's Impreza gets a stylistic up-do that's not that revolutionary, except for the new nose, which is so pointed and angular and Southern California Modern Car Design Studio-inspired it hurts.
Inside, while you get a cloth interior with heated seats (as with the Lancer), mine also sported what I would now say is one of the world's most complex, non-aftermarket, video-and-audio-capable navigation systems. And man, is that one dark interior. Absolutely stripped, Impreza Premium debuts with a $19,795 MSRP.
My longer, larger but lighter Impreza was equipped with a 2.0-liter four-cylinder Boxer engine making 148 horsepower and seemed adequate for hauling around town and up the hills; the CVT does indeed require a longer wait for actual acceleration than I found on the Lancer, though I remember I was able to play around with the acceleration impact by messing with the Impreza's wheel-mounted paddle shifters. The all-electric steering feel was slightly light; overall ride was smooth and balanced for a small car.
Could you get the aforementioned 36 highway? Though judicious driving, I suppose; I certainly wasn't seeing those numbers, but I was also pushing the car as much as I could.
2012 Subaru Impreza 2.0i Premium
MSRP: $23,545
Powertrain: 148-horsepower 2.0-liter four-cylinder Boxer engine; CVT transmission EPA figures: 27 city, 36 highway |
