Articles by Peter Anderson

Grand Theft Auto truly was the first blockbuster game of the modern gaming era. GTA III, launched to almost universal acclaim in 2001 on the PlayStation 2 and Xbox reinvented how we play games and reset our thinking about what we might find in games.There had been big world games before GTA - and plenty since - but none had been so well-executed or offered the variety DMA (now Rockstar North) and its hugely talented team could cram into a disc.GTA sets itself apart from the rest of the herd by being a fantastic piece of storytelling before anything else. Many games that want to be anything like GTA forget that the story can't just be a series of set pieces with the story shoe-horned in around them. Their disregard for story is reflected in the lacklustre voice-acting and direction.GTA games are always funny and always well-acted and written. The story holds you, rather than being an inconvenience.Grand Theft Auto V yet again challenges the status quo. Its world is truly massive, surely the biggest of any game, but with a rich environment full of people and buildings and cars. You could conceivably fill weeks roaming around and finding plenty of little things to do without ever touching the main game.The main game is as controversial as ever. Australia's newly-minted R rating was almost made for games from the Rockstar stable. The team has never been far from controversy and has often pointed to Australian censors' inability to understand the genre.The fictional city of Los Santos joins Vice City and Liberty City as a fully-formed urban environment, completely devoid of any sense of morality.You can cheerfully mow down pedestrians with your car or motorbike, randomly assault passers-by and, as part of the story, rob jewellery shops, slaughter rival gangs and spend a lot of time up to absolutely no good at all.The game itself is much the same as before, but with a refined set of gameplay mechanics. Its slick execution is the result of a rumoured budget of $245 million and five year development. The wealth of experience that came from working on GTA IV with both the PS3 and Xbox 360 consoles means that Rockstar has pushed them to their limits in their twilight years.The cars are, as ever, a wonderful mixture of real cars but with fake names and just enough tweaking to keep the lawyers away. Each of them has their own very distinct handling model, from floaty, long-travel suspension on the Range Rover Sport-like Gallivanter Baller through to the flat-everywhere Voltic by Coil, a rip-off of the Tesla Roadster.From Trevor's falling-apart redneck truck, through to Gallardo and R8-esque machines you can steal from the street, there's sixty years of carefully filtered automotive history lying around Los Santos' many streets.Go to the airport and you can drive a tug or fly a plane. You can jump in the water and hijack an array of boats, grab your scuba gear and go diving or, if you're feeling green (or short of time) catch the tram or train around.In and out of game missions, you can race through the streets of the city, from densely packed narrow streets through to the mobile-home populated, wide open desert of Sandy Shores. Street furniture, such as lights and park benches will either fall over when you hit them or, if they're a little more stout, stop you in your tracks.The variety of experience is worth the purchase, let alone the fun of playing the missions. That variety is further enhanced with a 16-player online mode where you can co-operatively rob a bank or race through the streets.The three main characters in the single-player mode - Franklin, Michael and Trevor - are hardened criminals in their own right. Each has a rich back story and an even richer line in dark humour. Trevor is particularly amusing as he is rolled-gold nuts and gets all the best lines.The three characters are deeply flawed and have poor impluse control - Michael catches his wife en flagrante with the tennis coach, so pulls down what he thinks is the man's house. It turns out to be owned by a gangster who then appears at Michael's house with a baseball bat and a demand for $2.5 million to fix the house.These character flaws are integral to the story and allow for spectacular missions. The ever-present police add to the challenge as they're far more persistent in this iteration - and less stupid.GTA V is a stunning achievement because it does everything so well. It is absolutely not a game for children - the bare breasts in the strip clubs and the already-infamous torture scene see to that (not to mention the extremely colourful language, horrific storylines and unrelenting violence).For car lovers it's a game of Eye Spy as you try to match the various in-game cars with their real world counterparts and gravitate to the one closest to your own tastes. The game is a hilarious free-for-all with a dark sense of humour and sense of the ridiculous. It engages the brain not just for problem-solving but with its epic, blockbuster feel.Hollywood should rightly be terrified of the increasing revenues of video games, because games like GTA V show how much better than a movie a video game can be. 

The new Ford Fiesta range has been rationalised to petrol-only, killing off the 66kW/200Nm 1.6-litre turbodiesel four-cylinder that arrived here only in five-speed manual form. And Ford Australia's general sales manager Neale Hill is bullish about the mid-life update of new Fiesta line-up, which also introduced the scorching new Fiesta ST. Speaking at the Australian launch of the Fiesta and Fiesta ST, Hill said the Fiesta diesel went because just three per cent of buyers wanted the alternative option. The Fiesta is a member of the B-segment, along with cars like the Toyota Yaris and Mazda2. When asked if the Focus was having the same problem, he said that diesel power was "holding in the C-segment." When the refreshed Fiesta goes on sale in September, the mainstays of the range will be powered by a 1.5 litre Duratec in the Trend and Ambiente. Hill said the slight downsizing was in line with Ford’s strategy around the world. "It's part of a global shift (to smaller capacities) and is consistent with our competitors," he said. Both the Yaris and Fiesta are powered 1.5 litre units. The 1.0 litre EcoBoost Fiesta won't be ready until December as the factory in Thailand is yet to start producing the award-winning three-cylinder turbo. When the subject moved to the performance variant, the ST, Hill pointed out that the light performance sector had increased by 150 percent since 2011. Asked about his theory as to why that might be, his answer was a simple admission of being mystified. "We don't really know," he said. When pressed about expectedly monthly volumes, in light of the more expensive Peugeot 208 GTI's ambitious 25 per month estimate, he declined to comment but did indicate an initial shipment of 100 cars. They'll go quickly.  

Ford's Fiesta is a small car on the up. Since its fairly low-key start in 2004, when it sold a very respectable 3900 units, the small Ford takes up around ten percent of light car sales, up against the Toyota Yaris and Mazda2.This is a hotly contested segment as the target market is made up of bits of multiple demographics. Ford says first-time buyers, first-time new car buyers and also empty nesters buy these sorts of cars, but a lot more besides will consider it.Ford is at great pains to point out the "premium-ness" of the Fiesta. For now, the Thai-built five-door range is composed of one engine and two models - 1.5 litre four cylinder Ambiente and Trend. Gone is the old diesel - nobody (well, around 3% of buyers) bought them and Ford says that the extra outlay for the diesel made no sense with the petrol engines returning such good fuel economy.The basic Ambiente with steel wheels and a five-speed manual starts at $15,825, rising to $19,825 for the Trend PowerShift. All Fiestas get SYNC, bluetooth and power windows all round as well as cruise control. The Trend  adds 15-inch alloys and front fog lamps to the reasonably generous spec of the Ambiente.In December, the Sport will join the range in either five-speed manual or six-speed PowerShift for $20,525 and $22,525 respectively. The Sport adds bigger wheels again, part leather trim, firmer suspension, Sony stereo (which looks like an explosion in a button factory) and the 1.0 litre EcoBoost engine. Capped priced servicing applies to all and will be around $1900 over six years.The new Fiesta is the old Fiesta but with a mid-life refresh. Cynics might say that the virtually unchanged looks means the company is being lazy, but when a car looks good already, why mess with it?There's been a bit of fiddling with lights and bumpers. The most notable change is the nose - the trapezoid grille has been lifted higher and now sits more proudly, bringing it into line with the rest of the global Ford range.Inside it feels a little dated. The plastics are a bit hard and shiny but seem tough enough. The entertainment controls still look like a 2001 Nokia mobile phone and there are too many buttons. The interior's materials have had a refresh, lifting the cabin. But it's very black in there, saved only by the light-coloured headlining.There's been a fair bit of change under the bonnet. The 1.6 litre petrol is gone in favour of a similar, but smaller, 1.5 litre. It's a bit peaky, 82kW at 6800rpm, but the 140Nm arrives earlier at 4400rpm. It's not relaxed by any stretch, but most buyers won't care. There's a choice of five-speed manual or six-speed double clutch, which Ford calls PowerShift.In December, things get a bit more interesting - Ford's EcoBoost 1.0 litre turbo triple cylinder will come on stream, meaning an impressive 92kW and 170Nm.As before, the Fiesta is a very competent and sometimes even fun car to drive. While the tyres are a bit skinny, there's plenty of grip from the front wheels and a little bit of life in the lax rear end.Ford of Europe took care of the ride and handling, making a few detail changes to the Fiesta. The anti-roll bars are 15 percent stiffer and the electric steering has been tweaked to suit the changes.While the rear-end is still quite soft, the Fiesta's handling finesse has improved. It can be thrashed quite mercilessly through tight and twisty bends, while maintaining composure. It does roll, but it's controlled and progressive.The launch test loop featured some fast bends, one of which had a gigantic dip, but the car shot through it, shrugging off the dive without a noise and the cabin without a squeak.Its limits aren't lofty, but you can have some fun. If you want something with a bit more go, best wait until the 1.0 litre EcoBoost, which is a brilliant engine already available in Ford's EcoSport.The engine gets a bit buzzy towards the redline and seems to sound more breathless in the PowerShift than the five-speed manual. Both transmissions are fine, although you have to wonder why there are only five speeds on the manual.Ford explained that just 30 per cent of Fiesta buyers choose manual. It's not really an excuse in a "premium" hatch, but the dual-clutch PowerShift makes up for it with a sixth gear. Unlike VW's DSG, the Ford is much better off the line, much smoother.It also shifts very smoothly through the gears, even in sport mode. It would be nice for gearshift paddles to be standard, but they are unavailablePassengers should enjoy the ride, too - for a stubby little car, it's very well damped over even big bumps and will handle both highway and city without ruffling anyone's lunch.There's a new ECO feature on all Fiestas, which is  a shift-up indicator on the dashboard, letting you know when to move up a gear to save fuel. If the car thinks you're doing a good job, little tree leaves grow in the dash screen. Cute, but we were too busy having fun on the launch drive route to test that feature, so that will have to wait for a more rigorous test.

The Peugeot 208 GTi is in serious trouble. Just two weeks after we praised it, we've driven the second in a wave of affordable hot hatches coming our way, the Fiesta ST. We're in love all over again, and it's the real thing.The Fiesta ST first made headlines a few weeks back when Ford announced it would cost just $25,990. Standing back and looking at the prices, $25,990 is not a lot more than the excellent but much slower Suzuki Swift Sport, $2000 less than the VW Polo GTI and $4000 less than the 208.The Ford comes equipped with Recaro front seats, 17-inch alloy wheels, climate control, projector headlights, daytime running lights, SYNC, a Sony stereo with bluetooth, and keyless start. A 4.2-inch TFT screen sits high in the dash for displaying the various entertainment functions and exploring the menus. Cruise control is also standard.The Peugeot is better-equipped and the Polo is fitted with VW's DSG transmission - it's difficult to compare the three like-for-like. But cars like this are bought by people who care about the driving, not whether it has sat-nav or dual-zone climate control.The ST is three door only. It's meaner than the five door, lower too. In profile it looks like a big cat with its ears pinned back. The rear seat is easily accessed and while there's enough room for a couple of sub-six footers, their heads will be close to the roof. The new, higher front grille is replaced with blacked-out honeycomb, a subtle rear wing and new front and rear bumpers.The interior is all cloth and because the car comes out of Ford's Cologne plant in Germany, the plastics are all a notch above those found in lesser Fiestas from the Thai plant.Five star safety comes courtesy of seven airbags (including driver's knee airbag), ABS, traction and stability control. An additional feature for wayward teenagers is the ability to set the top speed, an annoying speed limit warning chime and the upper volume limit on the stereo with Ford's MyKey technology.The Fiesta ST also uses a paired mobile phone to place a call to emergency services with a vehicle mounted GPS unit grabbing the location and sending it through. The system is activated by airbag deployments or the fuel cut-off being activated.The ST is powered by a 1.6 litre turbo four cylinder EcoBoost engine. In normal driving it develops 134kW and 240Nm of torque. If you put the boot down, the figures increase to 147kW/290Nm of torque. To do this, the engine management goes into overboost for a maximum of twenty seconds. Ford claims 6.2l/100km and 145g/km of CO2 and a 0-100km/h time of 6.9 seconds.Inspired. The Fiesta ST was tuned by Ford's Team RS crew in Germany, the same people responsible for the Focus ST. A drop of 15mm, a new rear twist beam and thoroughly reworked springs and dampers turn the accomplished Fiesta hatch into a tarmac eating monster.It's much stiffer than the basic car and over poor surfaces, you'll feel it - if you're going slow enough. Kick the car into action, though, and the stiffness melts away into one the finest small car chassis ever to roll off a production line. The front wheels carve through the curves with a simple roll of the wrists. Mid-corner bumps are dismissed, rough tarmac just a mild wriggle while the torque vectoring system (inherited from the Focus) sorts out the mess while you line up the next bend.There's no standout feature, all of it works together beautifully. The brakes - discs all round, unique to the ST - are strong and fade-free, the traction and stability control systems' interventions are subtle and well-tuned. The grip seems never-ending, the ST can be adjusted with brake or throttle right up until you turn in to the corner, the wheels talking to you the whole time. The torque slingshots you out the other side, your whoops of delight echoed by the turbo's "weeee!". There's so much twist you can leave it in third and concentrate on the braking, acceleration and turning.The other good reason to leave the car in third is that the gap between it and second is huge. Shifting down simply causes a racket from the engine as it bounces off the redline in all but the tightest of corners. When you're off the gas, it behaves almost like any other Fiesta, just a bit stiffer. If you're stuck in traffic, you've got a good Sony stereo to entertain you and the ride, while firm, will leave your vertebrae in place.

The Peugeot 205 GTi held the hot hatch crown in the 1980s, and helped cement Peugeot’s motorsport reputation. It was raw, lively and fun, but with the uncivilised potential to get you into serious trouble. And the way it covered the ground between here and the horizon was astounding.With its demise came a series of hot hatches that had all the Peugeot DNA, but they were neither lively nor fun. So with the new 208 GTi launching under the tagline “The GTI is back", Peugeot is hoping that means the magic is back as well.DESIGNThe GTI-is-back line isn't just restricted to the marketing either, it's part of the car's styling - most obviously in the logo on the C-pillar, where once you would find a 1.6 or 1.9 badge. Echoing its ancestor, the wheel arches are all appropriately flared with plastic extensions, although the 208's are painted and less cartoonish.Sadly absent is a reboot of the signature 205 GTi wheel designs – early telephone dial and multi-spoke Speedlines made famous by WRC cars – in favour of a more modern and intricate style. The body doesn't squat down over those wheels and from behind, you'll be hard-pressed to guess it from the rest of the range, apart from the trapezoidal exhausts.From the front, there's a more aggressive bumper, grille and daytime running lights unique to the GTi - once you recognise them, you'll always see one coming. It sits lower and has wider front and rear track (10mm and 20mm respectively), with 17-inch alloys wrapped with 205/45 rubber. On the inside there's acres of piano black, set off by the retro cues of red stitching, red accents and squared off seat bolsters.Peugeot's fondness for nostalgia does not, thankfully, extend to the cabin equipment. A high-tech interior comes with a complicated seven-inch touchscreen, with bluetooth, sat-nav and two USB ports. The dash and fittings are made from nicely textured soft plastics and the doors are capped with more piano black plastic that appears to bleed red over the handle.VALUEThe GTi hits our roads for $29,990, a full five grand cheaper than the run-out Renaultsport Clio (and probably the new one), but almost five more than the just-announced Ford Fiesta ST. It also has the cheaper - and popular - VW Polo GTI to contend with, which also has a DSG auto and two extra doors. Peugeot will also offer future assured value via their finance arm, as well as capped price servicing.TECHNOLOGYUnder the bonnet is the same engine found in the RCZ and Citroen DS3 Sport - plus (whisper it) the Mini Cooper S and JCW. And it delivers just as much fun as in any of those cars. Smooth and muscular, it's good for 147kW and 275Nm of torque with just a six-speed manual available.But sadly, despite the efforts of the exhaust engineers, the 208 doesn't have the sporty exhaust note they were looking for and none of the exuberant poppity-pop of the JCW. It certainly moves the 1167kg 208, reaching 100km/h in 6.8 seconds. The cornering control system uses the ABS sensors to nip a rear disc to help bring the back end into line if it all gets a little unruly.SAFETYSix airbags, ABS, traction and stability control and electronic brake force distribution all add up to five stars.DRIVINGThe driving position and controls might take a bit of getting used to. The steering wheel is genuinely tiny and with the flat bottom, there's less of it than if it had been round. It doesn't really make sense - the idea of a flat bottom is to make room for your knees.You have to drop the wheel low so you can see over it to the dashboard, which seems counter-intuitive but it works, especially once you've found the paddle holding the cruise control. You may have to sit a little higher than you might normally.Out on the road, it's a very easy car to drive, even in traffic. The ride is almost limo-like for a hot-hatch, something Peugeot used to do really well. Combined with the generous seats, clear vision out and an easy clutch and gearbox, this could be any good hatchback in everyday driving.Floor it, however, and it comes alive with plenty of grip and plenty of character. Firing into a tight bend, you can feel all four corners working hard, with tyres at both ends happy to make noise as you head for the apex, letting you know where you've gone wrong and gently suggesting what to do about it.Too fast? Just lift off the gas and the nose comes straight back with a vengeance, giving you confidence and the heroic feeling that you've found its limits. The body rolls a little bit more than expected but it delivers a better experience overall than a harder, lower machine might.The brakes are strong and took a pretty serious pounding around the track and on the road without feeling like they would give up. The steering, while weightless, responds immediately, allowing you to dart left and right with a flick of the wheel - but it's not so fast a sneeze will cause an unscheduled lane change.VERDICTIs the GTi back? Yep, but it’s learned some extra manners. The 208 is civilised at all times but when you give it a kick, it'll fire up and show you it still knows the GTi tricks -- without ever losing patience and chucking you backwards through a fence.The 208 is entering a war zone that in twelve months’ time will be packed with a battalion of hot hatches to choose from. It's got a big job ahead of it but for the first time in 20 years, Peugeot is well-armed for the conflict.Peugeot 208 GTiPrice: from $29,900Warranty: 3 years/100,000kmCapped servicing: $270/yr for 3 yrs/60,000kmService interval:12 months/20,000kmSafety rating:  5 starsEngine: 1.6-litre 4-cyl turbo, 147W/275NmTransmission: 6-speed man; FWDThirst: 5.9L/100km, 98RONDimensions: 3.9m (L), 1.7m (W), 1.4m (H)Weight: 1160kgSpare: Full size 

The Hyundai i30 SE is, for the moment at least, a genuine special edition. The company won't tell us exactly how many they've brought in, but the idea is to see if Australians are interested in a three door version of the smash-hit i30.It has divided opinion in the office - some of us (okay, me) think nobody will buy it, despite its many charms while others think it will sell like crazy. Only time will tell, but we can tell you that the i30 SE was predictable in some ways but in another way, sprung a huge surprise.VALUEThe i30 SE is a very simple proposition - $19,990 for the 1.6 litre manual and $22,190 for the six-speed automatic. For that you get a six-speaker stereo, air-conditioning, cruise control, keyless entry, rear parking sensors, a 5-inch touchscreen, power windows and a cloth covered interior. There's no leather but the plastics used throughout are pleasant enough, like any i30 (gearknob excepted).The stereo distinguishes itself by being quite good and very easy to use. It accepts a normal USB cable as well as Bluetooth streaming. The interface is simple to use but probably too simple when in Bluetooth mode as you can't change playlists.DESIGNThe obvious difference with the SE is the lack of rear doors. Everything from the A-pillar back is new, with new front doors, a slightly re-profiled roof, new bumpers and new, fixed rear windows. It gives the i30 a sportier, more purposeful stance, especially on the standard 16-inch alloys.There's a bit of chrome pinched from i30s higher in the range and a pair of boomerang-shaped daytime running lights for a bit of class. It looks pretty good. Inside is standard issue i30, albeit bottom of the range spec, with flip-forward front seats to allow access to the rear. Access could be a little better but once you're in there, there's plenty of space, almost as much as the five-door.SAFETYThe i30 maintains its five-star safety rating with seven airbags, ABS, traction and stability control, brake force distribution, brake assist and hill-start assist.TECHNOLOGYUnder the bonnet is Hyundai's Gamma 1.6 litre GDI directed injected petrol. Its 98kW of power come high in the rev range at 6300rpm while the modest torque figure of 163Nm arrives at 4850rpm. Hyundai claims 6.3l/100km for the manual and a 5 star green rating. We got closer to 7.5l/100km. The automatic will do a claimed 6.9l/100km with 4.5 green stars.DRIVINGThis is where the big shock came. While it's never going to win any races, except against an automatic i20, the manual car is much more fun to drive than you could reasonably expect. The job of being fun is supposed to fall to the Veloster Turbo, but the i30 SE trumps it for feedback and driving character.It still has its problems - the throttle response is woefully slow (to help less attentive drivers achieve smooth progress) and the gear ratios are too widely spaced, but once you're moving and on a good piece of road, it's unbelievably close to hot-hatch fun.The key is the suspension tune. In this case it's the UK setup, which delivers a smooth, quiet ride with excellent body control and heaps of grip from the Hankook tyres. It's not necessarily better than the Veloster Turbo - the quirky four-door is faster and will stop and go more quickly - but the SE is just more fun.Because the SE is a long way down on power, you have to work the gearbox, but the box itself is much more willing to play than the Veloster's and lets you shift faster. The clutch isn't afflicted with the usual Hyundai problem of being far too light. The electric steering, when switched to Sport mode, doesn't just add weight but also modest amount of feedback.You always know what the car is doing but more to the point, you can feel it. The Veloster is like an extra passive-aggressive cat in comparison. Most people who buy this car probably won't care, but it's worth knowing that it is the best chassis of any Hyundai on sale in Australia and everyone reaps the benefit - passengers and drivers.It's also very quiet inside the cabin, as long as the road surface is reasonable. Coarser surfaces cause a bit of a roar, but halfway decent roads mean a quiet journey. At 110km/h there's a faint rustle around the wing mirrors, but apart from that, relative silence.VERDICTThe i30 SE is a bargain hatch with the added bonus of being enormous fun to drive. Yes, it's slow and there's still a way to go before the i30 meets the VW Golf on level terms, but if the Korean company can keep this up, the rest of the competition has an even bigger job on its hands.Hyundai i30 SEPrice: from $19,990Warranty: 5 years unlimitedEngine: 1.6-litre 4-cylinder, 98kW/163NmTransmission: 6-speed manual, FWD Thirst: 6.3L/100Km, CO2 147g/kmKerb Weight: 1320kgSafety: 5 stars

The base model Hyundai i20 Active is part of a formerly rare but now growing breed of car on Australian roads - a cheap, three-door hatchback.We don't really like our cars without rear doors in Australia, but with the availability of the India-sourced i20 to whet our bargain-hunter appetites, the question must be asked: what am I getting for my lowly dollar?The range kicks off at $15,590 for the three-door six-speed manual but it's highly unlikely you'd ever pay that much given Hyundai's fondness for driveaway deals. For your closer to $14,000 spend, you get a 1.4-litre 16-valve engine good for 73.5kW and 136Nm of torque. Neither of these figures are world --or class-- beating, but it moves its slightly chubby 1121kg kerb weight with ease.Inside is a passable stereo, mildly comfortable seats front and rear, bluetooth, dodgy USB connectivity (which doesn't work) and old-school Hyundai design and quality. The carpets don't quite fit, there's exposed metal when you flip the rear seats up to fold the backrests and not everything works the way it should.Outside you get steel wheels and Hankook tyres but an otherwise classy look from the update of a couple of years ago.The light hatchback segment is fiercely competitive.A recent entry into the fray is the five-door only Thai-built Mitsubishi Mirage ES. The launch pricing of $12,990 for the base model ES is shortly to be revoked, sending the price northward to around $16,000 on the road. In every way it is a poorer car than the i20, with the exception of its 5 star ANCAP rating and operational USB port. It is noisy, uncouth and wobbles around in an alarming fashion on its skinny 14-inch wheels. It's also missing a gear and a cylinder, but is much lighter. It is absolutely no fun to drive or look at.The Nissan Micra ST is reaching the end of its life, but still looks and feels good. Like the Mirage, it's a missing a cylinder and a gear but is otherwise a reasonable little car and has added benefit of rear doors. It's rather more expensive than either the Hyundai or the Mirage, which is curious given it is made in low-cost India, as is the i20.The Volkswagen Up might be down on power and doesn't have an automatic option, but it's a Volkswagen. The i20's interior may be slightly more spacious, but he VW's is smarter and for $500 you can add satnav and Bluetooth. It also comes standard with city emergency braking, unique in this class. Yes, it is a fair bit more expensive to run and own, but sometimes the brand power is too much to overlook.The i20's nose got a good going over in 2011 and this yielded quite a change in character. Whereas the original 2007 model looked like it was trying to look like a Mazda and a Getz at the same time, this one has a distinctly European feel, almost Volkswagen-esque. Once you're past the B-pillar, it certainly looks like a Hyundai. The chintzy wheel covers don't help maintain the classiness, but it is quite sharp.The three door also looks better than the five door, which has that heavy-handed crease down its flanks.Inside there are echoes of the Getz in the dashboard architecture and the cheap stereo sticks out a bit, looking a little aftermarket. Everything fits, though, and there's a spot for your phone, wallet and a cup of coffee.There are some jarring moments - as with the steering wheel, the gear shifter is horrible urethane. There are also obvious seams in the dashboard and the little screen up on the top of the dash is hard to read.The i20 has a five star ANCAP safety rating by virtue of six airbags, ABS, traction and stability control. Such is the lack of power, the traction control light didn't wink once.The 1.4 litre engine nestling in the engine bay looks pretty agricultural and is, in a sense, quite simple. It's a 16-valve twin cam (what isn't these days?). Its 73.5kW is more than competitive from its displacement although a bit more torque would always be welcome.Power comes high in the rev range at 5500rpm but it doesn't feel peaky.The suspension is very traditional MacPherson struts up front and torsion beam axle at the rear, which may explain the relative liveliness of the handling.The technology in the car is quite straightforward, too. Apart from a half-decent stereo, the bluetooth works fine but the proprietary 30-pin iPhone/iPod connector was unable to coax the stereo into playing any music. Switching to bluetooth didn't help either, so we've no idea if it's any good.The i20 is a surprising amount of fun on the road. It definitely rolls in cornering, but not too much. The tyres on the base car are pretty ordinary but the tuned-for-Australia steering is, bizarrely, the best of any Hyundai I've tried, and that's most of them.The noisy engine comes to the party but is let down by the gearing - it's too tall and on slower ninety-degree corners, first is preferable to second. The clutch is also completely lifeless and you've no idea where the bite point is. On the upside if you just step off the clutch pedal on a downshift, you can coax the back end into a little waggle.It's quite lively when you push it, but the tyres quickly give up - with decent rubber, the i20 would be a lot more fun than it already is.Around town the i20 is quite relaxed as long as you're aware of the vagaries of the long ratio gearbox. It's quiet enough, too, although the tyre roar overcomes the engine noise once you're doing about 60km/h, and it can be tiring.The most annoying thing about the car is the driver's seat - there's a sturdy bar that neatly digs into your kidneys and the supportiveness of the seat leaves much to be desired.The Hyundai i20 is entering its twilight years with us and serves as a constant reminder of how rapidly the Korean giant is improving.It's cheap and cheerful, has enough power and handling to be almost fun and feels like it will hang together for some time to come. There's plenty of other cars vying for your sub-$15,000 spend, but the i20 is slightly bigger, gruntier and will be cheaper to own and run than almost any of them.

The second generation i30 has done something Hyundai hasn't really done before - it built on the success of the first car and did a better job second time around. Better still, instead of the two year wait for the previous generation's CW variant, we've only had to wait nine months.VALUEThe newly-released Tourer has something of a reputation to uphold. Starting with the mid-90s Lantra wagon and eventually again with the first-gen i30 CW, Hyundai has done a great job of making cheap workhorses.The Active CRDi starts at $25,590 and asks $2000 for automatic. The model tested, the top of the range CRDi Elite lists at $31,190 and has automatic transmission as standard. On average, the Tourer is $2000 more expensive than both the current i30 Hatch and its CW predecessor.The Holden Cruze CD 2.0 ($29,990) is more powerful but lesser equipped, while the top of the range Skoda Fabia ($29,990) wagon has a sophisticated 7 speed DCT and fabled VW TSI engine, but there's no diesel. The Volkswagen Golf Trendline wagon is a 7-speed diesel, but with far less power and gear for $31,990.DESIGNThe i30 Tourer takes the front of the i30 back to the B-pillar and then grafts on a wagon addition at the rear. Externally, it does the already good-looking i30 the world of good and improves the overall balance of the design. Internally it is exactly the same as the Elite hatch, which is to say perfectly agreeable. The seats are covered in cloth, the steering wheel and shifter in leather.The seats are probably a bit soft in the squab, front and rear, but are comfortable even on longish trips of a few hours. The front seat passengers get plenty of legroom while the rear passengers make do with the same amount as in the hatch, which is reasonable if not huge.It's not really a full-on wagon, it's more a hatch-plus. Don't let anyone know how big it is inside, though, as your friends will ask you to do the Ikea run, which is as inviting as hepatitis. The rear seat squabs need a bit of encouragement to flip up, but it's worth the trouble as it does lead to a properly flat space, something a few other wagons lack.Storage abounds, even under the floor is a full-size spare wheel with yet more storage arranged around it in plastic trays and bins. Despite the full size spare, the boot floor is low and also doubles as a surprisingly comfortable place to sit when you're watching the under-8s soccer game with your thermos handy.SAFETYThe Tourer's five star ANCAP rating is supplied via stability and traction control, ABS with EBD and brake assist. Hyundai's VSM also applies steering lock to stop the car from losing control in the event of driver inaction or incompetence.Seven airbags, including dual front and side, full length curtains and driver's knee bag complete the passive safety list. The Tourer also features an unusually good reversing camera with a wide, clear field of vision.TECHNOLOGYThe dash has a big 7-inch screen that handles entertainment and sat-nav duties. The sat-nav is standard-issue Hyundai with SUNA updates and is serviceable if a little fiddly. The Hyundai-built VGT 1.6 litre direct-injected diesel is good for 94kW and 260Nm of torque. These are both modest numbers, especially compared to the 1.7 litre in the i40, which has 320Nm and does 7l/100km.DRIVINGOn the road, the Tourer feels slightly better than the CRDi hatch. The hatch is really nose-heavy, it feels like most of the weight is out in front of the headlights during moderate cornering. The Tourer is a minor improvement, perhaps because there's more weight further back, perhaps there's been a little tune-up of the front-end. Whatever, it's better and feels far less pendulous.It's very quiet inside and rides just as well as the hatch thanks to an excellent suspension tune and the mildly sophisticated multi-link rear end, replacing the torsion beam set up. The diesel engine is strong and once you're moving its got some real grunt in the mid-range, ably supported by the excellent six speed automatic. It's the pick of the engines.The engine is quite happy both around town and on the highway, returning a decent 6.8l/100km. The 53 litre fuel tank is a bit limp, however, giving a real-world range of about 770km.VERDICTThe i30 Tourer cements the opinion that Hyundai is now in the top three of cars to consider. While the hatchback battles it out with the Corolla best-selling Mazda 3, the Tourer has found a quiet little niche to exploit. The i30 Tourer is probably the best small wagon out there by some margin. The fact it's cheap to buy and run is a bonus.Hyundai i30 Tourer CRDi ElitePrice: from $32,990Warranty: 5 years, unlimitedService interval: 15,000km/12 monthsCapped servicing: $289 (15,000km/12 months for 3 years)Safety: 5 starsEngine: 1.6-litre 4-cylinder, 94kW/260NmTransmission: 6-speed automatic, FWDThirst: 5.8L/100km, 151g/km CO2Dimensions: 4300m (L); 1780m (w); 1470m (h)Weight: 1503kgSpare: full size alloy wheel

The Subaru BRZ is the type of car we haven't really had for almost 30 years. Back in the 70s and early 80s, you could buy several two-door rear-drive coupes from Europe and Japan and set about getting cheap thrills.But 15 years ago, the only coupe option left open to you was an over-priced Celica or trying-very-hard-but-not-quite-getting-there Hyundai Coupe, neither of which were rear-wheel drive. The coupe got fatter then disappeared, the Celica simply died.And so the BRZ, along with its Toyota 86 twin, has become one of the most hyped cars on the planet.VALUEThe Subaru BRZ comes in a single spec 2.0 litre boxer engine to which you can add trim and transmission options. The starting price for a basic, cloth trim BRZ is $37,150 drive away -- and you can only buy the car online via Subaru's website. The automatic transmission adds $2000 taking the price to $39,150.Standard fare includes dual-zone climate control, a six-speaker stereo -- from a Corolla -- with USB input, dodgy windscreen-mounted Bluetooth unit and the genuine admiration of other road users who will photograph your car while you're driving it. A big hello to the fellow with the camera phone in the R34 Skyline who nearly killed me trying to do just that.On the outside is a handsome set of 17-in alloys that look bigger than they really are because the BRZ is so low-slung. The headlights are Xenon and there's a set of daytime running lights set low in the bumper. All paint colours are included in the price, including the surprisingly fetching WR Blue Mica of our test car.The Premium Pack is a $1500 option and adds leather to the bolsters of the seats and Alcantara inserts. The Alcantara is marginally more grippy and is nicer than the better-breathing cloth, but we're talking small percentages here. The seats also gain heating via two toggle switches on the centre console.Among the short options list is an $1800 (!) sat-nav with 7-inch touch screen, a $220 fake carbon finish for the dashboard to replace the matt silver plastic (recommended), front and rear park assist and camera at $306, $612 and $470 respectively (the camera requires the sat-nav) and some less-than-tasteful exterior styling add-ons.RIVALSAs for the competition, there isn't really anything apart from the Toyota GT 86. The 86 range kicks off with the $29,990 manual GT. The automatic GT loses the manual's limited slip diff, which is madness unless you are just interested in looks.The base GT has solid rear brakes, skinnier 205 section tyres on 16-inch rims, halogen headlamps, and air-con and a more basic instrument set. The GTS betters the BRZ's specification adding sat-nav but also weighs slightly more owing to the better equipment level.In contrast to the BRZ, you'll need to add a cheeky $400 for metallic paint – a bit sly as there's just one non-metallic colour, the lurid Fuji Red.Further afield and the price shoots skyward - Mazda's MX-5, the closest philosophical competitor, now costs a sobering $47,280 plus on roads and is even less practical than the 2+2 BRZ. The Nissan 370Z, which is really in another league with a raucous six-cylinder, nudges $70,000.Below the BRZ's price range is the front-wheel drive Kia Koup, but it is quite obviously based on a hatchback and can't get anywhere near the BRZ's driving appeal. Also from Korea is the Hyundai Veloster, but front-wheel drive also rules it out if you're after rear-borne propulsion.DESIGNThe BRZ is low, sleek and is hard to pick from a distance from the Toyota. On closer inspection, the exterior trim pieces are more restrained, with a simple chromed blade where the door meets the front quarter panel, a gaping air intake at the front and a less shouty colour palette. The BRZ looks a little more grown-up, in keeping with Subaru's overall brand character. It is refreshingly devoid of the aggressive plastic cladding Subarus are sprouting at an alarming rate.Inside is very basic. The plastics are mostly of good quality but the two-piece trim panel that spans the dash doesn't quite fit together and the steering column cowl is scratchy.The standard silver dash is annoying in sunlight as it flashes back in your eyes a bit when the sun is low. The black panel option will cure that, but isn't particularly stylish.The seats are fantastically grippy but not so uncomfortable for slightly larger folk. You sit very low in the BRZ, so low you can easily reach the ground with your hand when seated, which bodes well for the handling but less so for access.Entry and exit requires a little planning if you are to maintain decorum and a couple of female passengers complained of the process being a little unladylike at their first attempt.While it's easy to reach the ground, it's a long reach back to the pillar-mounted seat belt. There's a thoughtful snap-fastened strap on the shoulder of the seat that is meant to keep the belt from returning all the way, but as soon as you grab the belt it comes undone and is about as useful as your appendix.The instrument cluster is dominated by the tachometer which is redlined at 7000rpm and has a digital screen set into it. Which is just as well, because the small analogue speedometer is comically crowded -- numbered to 260, rendering it unreadable.  Happily, the tacho's digital screen displays your speed in large orange numbers, saving you from many, many speeding fines.A secondary LCD strip screen displays basic trip computer functions and also which gear you're in. You can watch that display for handy hints on when to shift up when you're on an economy drive.For when you're really going for it, there's a red shift light in the centre of the speedo, but it's out of your eyeline when you're watching where you're going.The Premium Pack's leather and Alcantara is nice enough and is complemented by red stitching. There's even a leather covered pad on the central tunnel right where you brace yourself with your knee while driving.There's plenty of cost-cutting in there, though. The steering column has a blank plug for an ignition barrel, the seat release to get in and out of the back is a flimsy cloth strap and the seats don't slide forward or return to their starting position.In the car's defence, putting people in the back seat of the BRZ is tantamount to a war crime, so it's probably just as well.The stereo is an obviously cheap unit from a Corolla and, while this is nit-picking, has a green backlight while the rest of the dash is orange.Supremely irritating is the Bluetooth, a black barnacle with three buttons in the upper right-hand corner of the windscreen. The larger button is to answer the incoming call and the only concession to convenience is that the stereo is muted when the call comes in.No screen, no caller ID, nothing. The cheap stereo can be easily replaced, however, so while you're at it, change the Bluetooth.TECHNOLOGYThe BRZ is powered by Subaru's fabled flat-four "boxer" engine. With direct injection, the engine produces 147kW and 205Nm of torque. The horizontal layout of the cylinders means the moving mass is kept low, resulting in the bonnet being barely higher than your knees.Power is sent to the rear wheels via a six-speed manual or automatic and is apportioned by a torque-sensing, or Torsen, limited-slip differential. Internet chatterers will tell you this is a calamity of hideous proportions and the makers should have used another type of LSD. But don't listen -- they're being utterly ridiculous.SAFETYThe BRZ's safety features run to the usual pair of front and side airbags, with curtain airbags down either side and a driver's knee airbag. Vehicle dynamic and stability control is also standard, as is ABS. The BRZ also has slightly larger brakes than the 86. The Subaru scored five ANCAP stars for crash safety.DRIVINGDriving is what this car is all about. While it's quite happy doing the daily duties as a commuter car, there's nothing the BRZ likes more than a seriously bendy road. The driver will think the same, too.Given its comparatively low output of 147kW and a more meagre-than-usual 205Nm of torque, the boxer has to be mercilessly revved to wring out straight line performance. You'll quickly realise this is a waste of time.What Subaru has achieved with the BRZ is an almost perfect balance of attributes - the 215 tyres are neither too big or too small, meaning the grip level is just right.The engine's relative meekness means that you will never light the rear tyres up unless you really, really mean to. The torque means you won't slingshot out of one corner and have to stand on the brakes for the next one.The steering is beautifully weighted and communicative, achieving an almost unassisted, uncorrupted feel, letting you know where the tyres are on the road and what the surface is like.It's a trick many other manufacturers have completely failed to master and one only Mazda has been doing -- with the MX-5 -- for any prolonged period of time.You’ll hear the BRZ is a poor man’s sports car, but that’s wrong... it’s not a poor man’s anything. It’s a proper sports car. And unlike many other cars on the road today, there's no slack, you're in charge. The clutch bites strongly rather than somewhere during the travel you'll never quite master. You steering changes the direction of the car straight away and there's almost no play.It's all about the braking, the change in direction, the response from the throttle. You drive with the balls of your feet and your wrists, and it's quite delicate. It's what Gordon Murray, the fabled F1 and McLaren F1 road car designer calls "transient performance."In a way, it's like the original Mini Cooper S or Peugeot 205 GTi - you don't have to brake hard for corners, you just brush the pedal to shift the weight forward.You can build up the lateral Gs and enjoy that boy-racer feeling without fearing for your licence between the bends. Making the most of what you've got rather than letting technology dictate the parameters of your experience.The engine responds almost instantly to a flex of the toe rather than a Microsoft-style "are you sure you want more revs?"Even more incredibly, the ride is exceptionally good for a car of this type - taut, but never hard, it also manages never to bottom out.The best thing is, you don't need a track to enjoy it, because you're having fun on normal roads at perfectly safe speeds. This is the sort of car that teaches you the basics - braking, turn-in, acceleration. You can experiment, find better ways to drive your favourite road.VERDICTThe BRZ is obviously not for everybody. Many will buy it because of the hype and not get what they expected. Some might be disappointed by the lowly spec level and skip it altogether. But you don't have to care about low centre of gravity, limited slip differential or transient performance to like it. The Subaru BRZ is just a terrific car, even if you never take it for a back road thrash.This is pure 70s sports car fun without all the mechanical dramas those cars came with -- and without all the complexity and high running and purchasing costs of a contemporary one.Subaru BRZPrice: $37,150 (man) $39,730 (auto)Engine: 2.0-litre 4-cyl petrol 147kW/205NmTransmission: 6-speed man or auto; RWDWarranty: 3 years/unlimited kmSafety: 5 star ANCAPDimensions: 4.2m (l); 1.8M (w); 1.2M (h)Weight: 1216kg (man); 1238KG (auto)Thirst: 7.8L/100km 181g/co2 km (man); 7.1Ll, 164g (auto)Spare: 17-inch

Subaru's Forester has just entered its fourth generation and finally has cast off the last vestiges of the distinctly agricultural original. The new Forester has a big job to do - keep the Subaru faithful happy as well as take on some serious competition.With a fresh face, a new interior and an intriguing gearbox and engine combination, does the Forester XT not only keep its countrymen at bay, but can it stave off the Europeans too?The Forester XT Premium sits at the top of the Forester range. Equipped with a down-sized 2.0 litre turbocharged engine, it gains more power and torque over the outgoing model as well as improved fuel economy, a claimed 8.7l/100km.The Forester range starts with the manual, steel-wheeled 2.0i priced at a sharp $30,990. Various other 2.0 and 2.5 litre petrol models and a 2.0 litre diesel fill a busy range before arriving at the $43,990 XT. The Premium package adds $6500 to bring us to the $50,490 sticker price of the car we tested.All XTs come with the Lineartronic continuously variable transmission, which pretends to be an eight-speed automatic when the driver presses the Sport # button or shifts the stick to manual mode. Sadly for some, no manual transmission is available.Premium adds Subaru's EyeSight driver aid package over and above the standard airbags and ABS brakes. EyeSight system covers lane sway and departure, forward collision warning and obstacle warning. It also teams up with the cruise control to brake the car to a stop if the car in front is stopped.The tailgate gains power operation and the stereo is upgraded to a Harmon Kardon with a 4.3-inch touch screen that displays stereo and phone functions and doubles as the screen for the reversing camera.The seats are leather with classy silver stitching, while steering wheel and shifter are also leather wrapped. The huge sunroof slides back almost over the rear passenger's heads.Dual zone climate control does a great job of cooling the huge cabin, saddled with the extra hard work brought about by the massive glass sunroof, although the dark glass on the rear windows does balance that out a little.The XT Premium takes the price well past the Honda and Mazda competition and into premium European territory. While the spec may not be as comprehensive, badge appeal will be enough to tempt buyers at this level.A BMW X1 diesel automatic starts out at $47,590. It's a 1.8 turbodiesel with an excellent (and traditional) 8 speed automatic. The engine puts out just 105kW but rivals the Subaru's torque figure, coming in just 30Nm short and with a far better fuel economy figure.Even with the addition of a few options, the X1 runs the Subaru close for pricing if you're willing to go without the EyeSight beep fest. The X1 will handle better on the road, less so off it and is not as big as the spacious Subaru.Audi's Q3 is also a contender, the 2.0 TFSI petrol starting at $47,000. Like the BMW, you'll need to tick a few boxes and some features just aren't available. It does have suburban brand cachet and is obviously a better-looking and better-built car. If off-road matters, however, the Subaru is again the winner.The S4 Forester might have a similar silhouette to its predecessor but has a rather more, shall we say, characterful front end. Opinion is divided over the front end but there's no doubting it's a Forester.This new one, however, comes with random slashes in the plastic bumper and bonnet's sheetmetal, a stark contrast to pinched lips of the old one. Front on, it looks like that guy who goes from person to person at a party asking if there's something in his teeth.It all calms down at the windscreen and continues with an upright but well-proportioned theme. The XT is blighted with some unfortunate chrome bits and pieces making the Forester look a little like a grandad express but the striking 18-inch alloys make up for the brightwork.The high roof makes for a lot of glass which gives the occupants a terrific view out. The driver also benefits from repositioned mirrors and a little quarter window at the base of the side window improves the vision to the side of the car.The interior is a huge leap forward, the Forester finally getting a design to call its own. It's still a classic Subaru cabin - home to some flimsy plastic fittings and hard plastic panels, but the soft stuff has found its way in and covers the dash top.Unfortunately, the seats are terrible which is something of a surprise for Subaru. The front seats are hard and unsupportive in almost every direction and the back seats are only marginally better. Slippery leather compounds the discomfort, leaving you sliding around.All Foresters have a five-star ANCAP safety rating. On top of the seven airbags (including a driver's knee bag), ABS with brake assist, traction and stability control, the Premium pack adds Subaru EyeSight driver assist.EyeSight adds lane departure and wandering alerts, forward collision warning and active cruise control. The reversing camera is a welcome addition but a lack of front and rear sensors is a curious omission.The 2.0 litre turbocharged flat four is smaller than the old XT's but with direct injection produces an impressive 177kW and 350Nm of torque. The engine is paired with Subaru's Lineartronic continuously variable transmission that can also behave as an eight speed automatic.The transmission drives what Subaru calls symmetrical all wheel drive which is heavy but more able to cope with demands of off-roading. The system is supported by X-Mode, a driver selectable mode (separate to SI Drive) that changes the torque distribution and activates ascent and descent assist.The XT is never going to be mistaken for a sporty drive. While the body roll of the previous generation has been reined in with an anti-roll bar and stiffer springing, it still rolls a lot more than any of its compact SUV competition.It probably feels worse than it is because you sit quite high in the cabin on terrible seats and have a lot of glass around you, so the feeling of the world moving around you is magnified.The engine is very strong, with the torque arriving pretty quickly once you prod the accelerator. Unlike the old turbo unit, this one is much more refined, but at the cost of the trademark Subaru warble.Under a heavy foot, the engine responds with a pleasing woofle from the turbo, which is the only real aural indicator things are happening. The CVT takes a little while to spool up but when engine and gearbox are working together, the Forester really does shift.The steering wheel has two buttons on it to control the SI-Drive. There are three modes - Intelligent, Sport and Sport Sharp. There isn't a great deal of difference between Sport and Intelligent.Intelligent is supposedly a more relaxed drive but it makes the transmission too lazy when you're rolling and doesn't banish the hesitation on the uptake from standstill. Sport is the better mode to be in and doesn't seem to affect the fuel economy, which is way off the claimed 8.7l/100km - we got 12l/100km in mixed driving.Sport Sharp is where things get a little more interesting. The CVT switches into a stepped auto, mimicking a normal automatic transmission.It feels more natural and gets rid of the lawnmower effect of the engine revving at a constant speed while the transmission opens and closes. It also introduces a bit of engine braking which brings some needed security to the handling, but is easily confused, often forgetting to shift up.Whichever mode you're in, though, it won't fix the steering and the handling. For most people who buy the Forester, the handling is safe and competent, so you can skip to the end. But if you're expecting something like a sporty SUV, more like the earlier turbocharged Foresters, this is not the car you're looking for.The tyres have no bite on tarmac and you can hear it understeering around roundabouts. The ride is also quite firm, which feels at odds with the rolling in corners. Slip-sliding around on the driver's seat with the EyeSight warnings bonging at you, you'll eventually give up having fun and go and do something more suited to the car, like ripping off slower cars at the lights.Off-road is where the Forester pulls clear of its competition - it's much more accomplished off the road than on it. High clearance, serious all-wheel drive gear and X-Mode all combine to make the Subaru a car for the weekend warrior who wants something a bit more challenging than most compact SUVs can manage.X-Mode is pitched at novice off-roaders to assist with the different techniques required for steep ascents and descents when off-road. Like a Land Rover, you press the button and let the car take care of the braking downhill while shuffling the power around on the uphill stuff. We had a limited go at it and it was effortless compared to, say, a CR-V.While the ride is still firm off-road, the wheels clearly have a lot of movement available - the on-road trade-off has certainly delivered for those wanting a bit more ability saved for the muddy stuff. And being a Subaru, it'll take some pretty severe punishment while you're there.You'll probably trip lightly past serious four-wheel-drives in the sand, too, while their owners are digging them out. On top of all that, the XT can tow a reasonably mighty 1800kg, way above what most of its competition can manage.There is a bit of a problem, however - the EyeSight system. While the ideas are all solid and work on many other cars we've tested, this one seems a bit half-baked. The lane-departure warning is hyperactive, beeping at anything resembling a white line, such as one of those paint streaks left by a lazy tradie.The obstacle detection stuff goes mental when you're driving through a tight-ish bend and a car is coming the other way. In traffic it never shuts-up, leaving you jabbing at the ceiling-mounted button to switch it off. Problem is, next time you start the car, it's back on and beeping at you.It's more successful when used in conjunction with the cruise control, but again it does weird things. Let the car brake to a stop and all seems well. The cruise control then switches itself off and releases the brake. It's all really annoying and combined with the uncomfortable seats is extremely tiresome.Unless you think the XT is a high-riding WRX, the Forester is all the things that have made it a very important car to Subaru. As a torquey, quicker-than-average SUV with all the benefits of a big interior, five star safety and excellent off-road performance, the Subaru stands alone.And that's what Subaru does - invents a niche and refines it, creating a fan base and then taking care of it. This one is a bit more grown-up, more refined, less characterful to drive but ultimately, it takes the fight to its competition without compromising on what has made the Forester successful.It will struggle to convert those who aren't already fans, especially with the wacky CVT and boat-like on-road handling. And at $50,490, it has to see off some premium badges, too.