2020 Subaru Impreza

The 2020 Impreza carries over the naturally aspirated 2.0L FB20 flat-4 as its sole engine across all trims; no turbo or upgraded-output option exists this model year.

Peak torque for the standard FB20 engine, unchanged for 2020.

The CVT is the volume gearbox across the Impreza hatchback range; instrumented tests of CVT-equipped Imprezas of this generation consistently land in the high-8-second range to 60 mph, with manual-transmission cars (Base/Sport only) a few tenths quicker.

The FB20 is adequate around town but strains and gets coarse under hard acceleration or highway passing, a widely repeated criticism of this generation's Impreza; reviewers describe it as underpowered for the car's weight.

Subaru's Lineartronic CVT uses programmed 'steps' to mimic gear shifts and avoid constant drone, and is generally well-regarded for a CVT, though it doesn't fully disguise the engine's lack of low-end punch; the 5-speed manual (Base/Sport only) shifts cleanly but is a basic unit.

Subaru Symmetrical All-Wheel Drive is standard equipment on every 2020 Impreza trim and body style — unusual for the compact class, where AWD is typically optional or unavailable — though it is a basic full-time system without low-range gearing or selectable terrain modes.

The 2020 Impreza offers a single engine (2.0L flat-4, naturally aspirated) with a choice of only two transmissions (5-speed manual or CVT); no turbo, hybrid, or electrified variant exists for this nameplate.

EPA combined rating for the volume CVT AWD Base/Premium 5-Door, which is the dominant configuration; Sport trim CVT rates slightly lower and 5-speed manual trims lower still.

EPA city rating for the CVT AWD 5-Door, the volume configuration.

EPA highway rating for the CVT AWD 5-Door, the volume configuration.

Calculated from the Impreza's 13.2-gallon fuel tank capacity and the EPA combined rating for the CVT AWD 5-Door.

EPA annual fuel cost estimate for the CVT AWD 5-Door at standard 15,000 mi/yr assumptions.

The Impreza's flat-4 runs on regular unleaded across every trim and transmission, with no premium recommendation.

NHTSA's 2020 test of the Impreza returned a 5-star overall rating, with 5 stars in frontal, side, and rollover.

Good across the original crashworthiness suite (small overlap both sides, moderate overlap, roof strength, head restraints), but the 2020 Impreza posted a Poor on IIHS's newer, stricter updated side-impact test — a real structural/head-protection weak point that keeps it out of TSP+ despite an otherwise strong sheet.

EyeSight (AEB, adaptive cruise, lane keep assist, lane departure warning) is standard across the range on CVT-equipped trims, but blind-spot monitoring and rear cross-traffic alert are an extra-cost package on the volume Premium and Sport trims, standard only on top-tier Limited.

IIHS rated EyeSight's front crash prevention Superior for both vehicle-to-vehicle and daytime pedestrian detection — the top tier of that test.

Blind-spot detection with lane-change assist and rear cross-traffic alert is alert-only (no active steering/braking intervention) and is a paid option on Premium and Sport; it's standard only on the top Limited trim, so most buyers pay extra or go without.

EyeSight provides lane departure warning and a corrective lane-keep nudge standard, but the 2020 Impreza does not offer true hands-on lane centering (that feature was reserved for Outback/Legacy/Ascent at the time), so it functions rather than impresses.

Advanced Adaptive Cruise Control is standard and covers full-speed-range operation down to a complete stop, but there's no combined highway-assist mode pairing ACC with lane centering, so the highway experience is less integrated than rivals offering both together.

No hands-free highway driving system was offered on the 2020 Impreza or anywhere in Subaru's lineup at the time.

IIHS rated the LED projector headlights on the Limited trim Good, but the halogen reflector units fitted to the volume Premium/Sport/base trims rated only Marginal — most buyers get the weaker set.

Reviewers consistently cite the Impreza's thin pillars and low beltline as giving unusually good outward sightlines for the class, and IIHS's straightaway visibility check found no blind zones on either side.

IIHS gave the Impreza's LATCH hardware its top Good+ ease-of-use rating, with two complete, easily reached lower-anchor sets and enough rear-seat space to fit both a front driver and a rear-facing seat comfortably.

Standard 5-passenger seating across all 2020 Impreza 5-Door trims.

Front headroom is near the top of the compact hatchback band.

Generous front legroom for the segment.

Mid-pack rear headroom for a compact hatchback with a sloping roofline; sources vary slightly (37.2-38 in) but agree it's unremarkable.

Rear legroom is on the tighter side of the compact hatchback band, typical for the class.

20.8 cu ft is above the midpoint of the compact hatchback band, a strength of the 5-Door body style.

Conventional console bin, door pockets, and a 60/40 fold-flat rear seat cover the basics with no standout storage innovation.

Reviewers praise the front seats as supportive and comfortable over long stints, but note the driver's seat lacks adjustable lumbar support.

Widely praised as one of the more comfortable-riding compact cars, effectively absorbing broken pavement.

Quieter than prior Impreza generations with more sound deadening, but road and wind noise remain noticeable on longer highway trips.

Heated front seats are standard only on Sport and Limited (optional package on Premium, unavailable on Base); no heated steering wheel or rear vents are offered.

Entry hatchback trim with manual transmission; CVT adds $1,300.

Premium is the recommended mid-spec sweet spot (moonroof, keyless entry, power driver's seat, All-Weather package availability) and the trim reviewers point buyers toward as the volume choice.

Estimate splits the difference between diverging industry sources for this generation Impreza; RepairPal rates Impreza reliability 'above average' with infrequent major repairs.

Impreza retains value better than the compact-car segment average, consistent with Subaru's strong resale reputation.

Standard mainstream-brand basic warranty length, at the floor of the segment band.

Matches the mainstream-brand floor; well short of Hyundai/Kia's 10-year powertrain coverage.

No complimentary scheduled maintenance is included, but Subaru bundles free 24-hour roadside assistance (towing, jump-starts, flat-tire change, lockout, fuel delivery) for the length of the 3-year/36,000-mile basic warranty — basic roadside coverage without a maintenance plan.

$23,495 volume-trim price minus its estimated resale value after 5 years (70.9% retained, or about $16,658) leaves about $6,837 in depreciation. Add the projected $3,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $10,737 in total.

Consumer Reports rates the 2020 Impreza's overall/predicted reliability as about average for the model year, with reported trouble spots in brakes, electrical accessories, body hardware, climate system and in-car electronics rather than a clean sheet.

Subaru has trailed the industry in J.D. Power's Vehicle Dependability Study for several consecutive years through 2020 (Outback/Forester/Crosstrek earned no individual awards that year, brand PP100 was worse than the industry average in the years surrounding), placing the brand mid-to-lower pack on long-term dependability rather than top tier.

NHTSA shows one recall for the 2020 Impreza — a shared-supplier (Denso) low-pressure fuel pump that could fail and stall the engine, an industry-wide issue that also hit Toyota and other automakers rather than a Subaru-specific design flaw. TSB/owner-complaint patterns (door latch, CarPlay connectivity, heat shield rattle) are minor and non-systemic.

The naturally aspirated FB20 2.0L four-cylinder has been in Subaru's lineup since 2012 with no systemic failure pattern by 2020, a marked improvement over the older EJ-series' head-gasket reputation. The Lineartronic CVT (this generation's second-gen unit) is generally sound but owners and forums report occasional shudder/hesitation and stress the importance of fluid changes, keeping it short of a fully proven, red-flag-free record.

Reviewers describe the cabin as a mix of soft-touch surfaces in primary touch points and harder, lower-grade plastics elsewhere — acceptable for the mainstream compact segment but a step below class leaders like the Honda Civic.

Assembly is generally solid — one press test found flawless panel alignment with no rattles — but Consumer Reports' owner-survey data and forum complaints document scattered squeak/rattle issues (tailgate, heat shield) rather than a uniformly tight build.

Subaru's roughly 640-dealer US network gives adequate nationwide coverage, and the brand's J.D. Power Customer Service Index standing around 2020 was mid-pack (9th of 19 mass-market brands) and trending upward, short of the top-tier service reputation the brand would later earn.

Impreza parts are widely available through Subaru's national dealer network and a healthy aftermarket (helped by shared parts across Impreza/Crosstrek/WRX), with repair costs typical for a mainstream compact — standard AWD hardware adds modest routine-service cost versus FWD-only rivals but is not a specialty or dealer-only expense.

The volume Premium trim carries the 6.5-in STARLINK Multimedia Plus screen; the 8-in unit is reserved for Sport and Limited.

The STARLINK system retains helpful physical volume/tune knobs and is usable, but period reviews note laggy touch response and dated graphics next to segment leaders.

Apple CarPlay and Android Auto are standard across every 2020 Impreza trim, but only via wired USB connection — Subaru did not offer wireless projection on this generation.

Built-in voice command is basic Bluetooth-based control, and native navigation is an optional add-on only on the 8-in Sport/Limited screen — most owners rely on phone projection instead.

Base audio is adequate but unremarkable; a Harman Kardon premium system is available only on the top Limited trim.

The 2020 Impreza uses traditional analog gauges with a small 4.2-in monochrome/color multi-function display, not a configurable full-digital cluster.

Subaru's STARLINK system in this era had no meaningful over-the-air update capability for infotainment or vehicle software.

The MySubaru/STARLINK app supports remote start with climate control, lock/unlock, and vehicle locate, but requires a paid STARLINK Safety and Security Plus subscription.

USB charging (2.1A) and a 12V outlet are provided, but wireless phone charging was not offered on the 2020 Impreza on any trim.

Proximity keyless entry with push-button start is reserved for Sport and Limited trims; the volume Premium trim uses a conventional key with remote lock/unlock, with remote engine start available only through the paid app subscription.

A rear-vision camera with dynamic guidelines is standard, but there are no front/side parking sensors and no 360-degree camera on any trim.

No head-up display is offered on any 2020 Impreza trim.

The 5-door hatchback has usable door openings and a 60/40 split rear seat with standard LATCH anchors, but 36.5 in of rear legroom makes car-seat installation and daily loading tighter than compact-SUV rivals.

EyeSight driver-assist (adaptive cruise, pre-collision braking, lane keep/departure) became standard on CVT models for 2020, paired with a 5-star NHTSA rating and an IIHS Top Safety Pick award — strong safety credentials on affordable, family-friendly trims.

Ride quality is a genuine strength for multi-hour trips, but the compact rear seat, lack of rear climate vents, and modest 20.8 cu ft cargo hold limit gear capacity for a full family.

The CVT delivers smooth, low-fatigue behavior in traffic, and reviewers consistently describe the Impreza as an easy, relaxing daily driver with direct steering and good visibility.

Up to 36 mpg highway is respectable, but standard AWD (unlike most FWD-only rivals) costs some efficiency versus the segment's most frugal commuters.

A compact footprint, tight 35.4-ft turning circle, and standard rear camera make the Impreza easy to park and thread through city streets.

Subaru does not publish a tow rating for the Impreza and cargo capacity (20.8 cu ft) is modest — it is not positioned or equipped as a work vehicle.

Subaru's AWD drivetrain has a reputation for holding up well, but the Impreza is not fleet-proven for heavy work use, and this generation's CVT/oil-consumption concerns temper confidence under sustained hard use.

No onboard power beyond 12V/USB, no tie-down points, and no rack or upfit ecosystem — the hatchback body offers essentially no work-focused provisions.

A comfortable ride, standard adaptive cruise (EyeSight), and roughly 450 miles of highway range support long trips, though sustained road noise and modest power take the edge off.

Standard AWD gives genuine gravel/light-snow confidence, but 5.1 in of ground clearance and modest power keep it well short of a true adventure vehicle.

60/40 split-folding rear seats expand cargo to 55.3 cu ft for bulkier gear, and roof rails are available, giving reasonable flexibility for a compact hatchback.

Reviewers consistently praise the chassis for composed, flat cornering and surprising grip even on base trims, a class strength.

Steering is described as lively, direct, and quick — a standout for a mainstream compact hatchback.

Instrumented testing found a firm pedal and short stopping distances that are exemplary for the class.

The 152-hp flat-four is smooth at cruise but strains and the CVT drones under harder acceleration, a common criticism of this generation.

The boxer engine's exhaust note is softer than prior generations thanks to added insulation, but CVT drone is audible under hard acceleration.

A tight turning circle for the segment, aiding low-speed maneuverability.

Good outward visibility, a logically arranged dash, and comfortable seating position are consistently praised, with only minor gripes about missing driver lumbar adjustment.

An engaging chassis and steering are undercut by the modest 152-hp output and CVT, making the base Impreza pleasant rather than genuinely exciting (unlike the related WRX).

All-wheel drive is standard on every trim including base — a genuine segment rarity, since Civic/Corolla/Mazda3/Elantra hatchbacks are FWD-only or charge a large premium for AWD; EyeSight driver-assist is standard on all CVT trims for 2020, adding safety tech rivals often reserve for higher trims.

Standard AWD plus standard EyeSight for the CVT range gives real content-per-dollar even though the 152-hp 2.0L engine is unremarkable and the base price undercuts rivals by less than it once did after the 2020 price bump.

Four trims (Base, Premium, Sport, Limited) span roughly $19k-$26k with a reasonable equipment ladder, but there is only one engine/AWD configuration — no hybrid, turbo, or FWD-for-less option to widen the range the way some rivals do.

Impreza sales fell sharply in 2020 as buyers continued shifting to crossovers, part of a multi-year decline for the nameplate.

Subaru topped J.D. Power's 2020 U.S. Automotive Brand Loyalty Study among ALL brands (not just mainstream), for the second year running, reflecting an unusually loyal, trust-driven following relative to the sticker price.

Subaru is well known for thin margins and limited dealer discounting versus mainstream rivals; 2020 demand for AWD compacts kept negotiability low, so buyers rarely find meaningful incentives.

2020 sits in year four of the 2017–2024 generation and carries a mid-cycle exterior refresh (new front bumper/grille, revised taillights) plus newly-standard EyeSight — current and recently updated, but not a new platform.

Consistently well-reviewed for ride, handling and standard AWD, and the 2020 Impreza (with EyeSight and specified headlights) earned an IIHS Top Safety Pick, but it is not typically the outright winner of compact-hatchback comparison tests against the Civic/Mazda3/Corolla.