Kia Sportage VS Subaru Forester
- Great ride
- Good standard safety
- Great standard features
- Rivals offer AWD cheaper
- Full safety suite on GT-Line only
- Petrol engine thirsty
- Range-wide AEB and active cruise
- Lots of kit for your $$$
- Real-world practicality
- Derivative styling
- Engine missing turbo mid-range
- Engine line-up has gone from 4-1
If you take a snapshot of the Australian mid-size SUV market, it becomes apparent that the Kia Sportage is an oft-overlooked option in a sea of storied Japanese nameplates.
Perhaps it’s because the Sportage is a bit more controversially styled than its Tucson cousin, or perhaps it’s a victim of its own success, having been an attractive option for populating car-share fleets like GoGet.
But I’d argue that the Sportage is special in more ways than it gets credit for, and shouldn’t be overlooked by Australians on the hunt for a new mid-sizer, even this far into its lifecycle.
Read on to find out why, and which variant in the Sportage’s just updated 2020 lineup is our pick of the bunch.
|Engine Type||2.0L turbo|
If you haven't seen Clint Eastwood's son, Scott, you should Google him - he's a dead ringer for his Dad. But while he might be following in his father's Hollywood footprints, he's of a completely new generation.
A similar story applies with the new fifth-generation Forester. It looks a lot like the model before it, but everything you see is actually new.
That's hardly a new phenomenon, with most previous Foresters representing a blur of evolutionary design. Subaru does this across the board, actually, to protect existing owners from feeling like they're yesterday's news, and to take advantage of feelings of fond familiarity when those owners look to update their cars.
This precludes a lot of the excitement of new design, but Subarus have rarely been about visual appeal (the fourth-gen Liberty is one big exception), rather a quirkiness that stands aside from a lot of the same-same from other mainstream brands, which is paired with the relative USP of all wheel drive.
So there's method to the mimicry, and every conceivable element has been improved. Matt Campbell was impressed after his limited experience at the Forester's international launch in July, but this week's Australian launch gave us the full picture of this latest version of Subaru's mid-size SUV.
|Fuel Type||Regular Unleaded Petrol|
The Sportage continues to age gracefully, now offering an increasingly finely tuned range of variants to suit most price brackets.
While its engine and transmission choices leave a little to be desired, it continues to offer impressive ride, handing, and technology when compared to many (but not all) Japanese segment rivals.
Our pick of the range is the SX in either engine, as it offers the lion’s share of Sportage spec items at the right price.
It remains to be seen whether Scott Eastwood is able to match the cinematic legend of his father, but it's clear that the new Forester is better in every way than the model it replaces. If you were a fan of the old one, you'll love this one, and it's pretty tough to argue against if you're in the market for a mid-size SUV.
If you can live without leather seats, the 2.5i-Premium is probably the sweet spot of the range, given it brings all the safety gear, the bigger multimedia screen and the power tailgate for a list price of under $40,000. Having said that, the top 2.5i-S is also a pretty good deal for just $3000 more.
Would the new Forester tempt you away from a CX-5? Tell us what you think in the comments section below.
Also check out Matt Campbell's review video from the Forester's international launch:
The Sportage isn’t as conservatively styled as its sensible spec would suggest. Clearly influenced by the likes of the Porsche Cayenne, with the bonnet-mounted light fittings, curvaceous edges and strip-light across the tailgate, the overall look aims to put the “sport” in “Sportage”.
It has enough of its almost insectoid personality to be criticised as a straight rip-off though, for better or worse, and its most recent facelift in 2018 accentuated its best features. At least one criticism that can’t be leveled at the Sportage is that it looks boring.
The more aggressive look certainly sets it apart from the conservatively styled Hyundai Tucson with which it shares a chassis, and that’s even more evident on the inside where there’s a sportier asymmetrical dash with a raised centre-console and slick, three-spoke steering wheel.
While everything is ergonomic in here – with an added bonus of dials and shortcut buttons for the climate controls - the screen-in-dash look is getting a bit dated. The same could be said for the interior plastics, which are finished largely in the same drab grey colour, no matter which grade you pick. The design of them is nice, but anything under the soft dash-topper is hard to the touch.
Thankfully, everything is superbly put together with not a squeak or rattle to be heard on any of the test cars I sampled, and the pared-back application of silver highlights in the dash is tasteful. The quad-dial instrument cluster is a classic layout. There’s no option for a digital dash in the Sportage range.
The two-tone alloys look great, no matter which grade you pick, and aside from the flared bits and LED light fittings on the GT-Line, it’s genuinely hard to tell the grades apart from each other, which is good for low-spec buyers.
Overall, the Sportage presents a design which has aged well, thanks to a more risqué approach being taken when this generation first launched in 2016.
My first experience with the new Forester actually came the week before the launch, when I overtook one of the launch cars being run-in in country NSW.
It wasn't until I was within two car-lengths that I realised it was the new model, and this was approaching it from its most distinguished angle. The tail-lights are the biggest giveaway, with the slash of body colour eating into each light - as inspired by Subaru's recent Viziv concepts.
Many will probably need to see them parked side by side to pick the exterior from the old one, but the fundamental newness starts with its adoption of the latest Subaru Global Platform, as already seen with the Impreza and XV.
The body is now 53 per cent high-tensile steel, which makes for a stronger chassis that's lighter than it would be otherwise. Despite its growth and expanded list of features, the new Forester is just 26kg heavier as the base 2.5i, and 15kg as the top spec 2.5i-S.
In terms of size and dimensions, the key growth area has been an extra 30mm of wheelbase, which accounts for the lion's share of the extra 33mm between the front and rear seats that represents the biggest gain for interior dimensions.
As you'll see in the video and interior images, the inside is an evolution of the design used in the Impreza and the XV. The dashboard actually appears to be a direct lift from these, and is therefore dominated by vertical vents either side of the multimedia (6.5 inch on the lower two trim levels, 8.0 inch on the upper two) screen. There's a 6.3-inch multifunction display (MFD) atop the dash for monitoring vehicle functions, which is joined by a third screen in the instrument binnacle.
In the upper 2.5i-Premium and 2.5i-S variants (the ones we drove on test, at least), this means a good variety of materials and textures, although the soft golf ball-like surface on the centre console is hard on the door trims. It's also surprising to see leather trim limited to the top 2.5i-S.
Regardless, it all feels like a typical Subaru; good, resilient quality.
Like most Korean SUVs, the Sportage has the idea of practicality cooked-in throughout its cabin. It starts in the front row, where the driver and passenger have access to some large cupholders in the doors and centre console (suitable for 500ml containers), a decently sized top-box and glovebox, as well as a very large trench in front of the shift-lever, which also hosts the USB and aux inputs, as well as dual 12V power outlets.
In the back seat, there are plenty of amenities, with decently sized cupholders in each door, pockets on the back of the seats, air-conditioning vents on the back of the console as well as dual power outlets. Another neat trick is that the Sportage has reclining rear seats, allowing extra comfort for rear-seat passengers, or extra boot space where required.
To its credit, the boot space is easy to use and comes with an adjustable rolling cover. Part of the reduction in sheer capacity is due to a full-size alloy spare living under the boot floor – a big bonus for regional buyers, who may need one as a matter of safety.
Leg and headroom are simply great, no matter which seat you’re sitting in, and the big rear doors on the Sportage open nice and wide – good for low-mobility passengers or those needing to fit a child-seat.
Real-world practicality has always been a Forester hallmark, and the new model pushes the envelope even further.
Starting up the front, driver visibility has been improved by increasing the gap between the A-pillar and the rear-view mirrors, meaning you can see more through the quarter windows when turning corners or when judging parking situations.
As you'd expect, there are a couple of cup holders in the centre console, plus a 12V charge point in the lidded bin, and another in the centre stack, while the lower two trim levels get one USB port, and the upper two get two. All trim levels get a sunglass holder in the overhead console.
The backseat scores the aforementioned extra 33mm between the front and rear seats, which extrapolates to an extra 65mm of net rear legroom. Shoulder room is up by 20mm and hip room by 15mm, which is well in excess of what's needed for my 172cm frame.
The flat beltline allows big windows to maximise child visibility. All versions get a backseat armrest with two cupholders and two ISOFIX points. Without a sliding rear seat, though, it'll be worth trial-fitting a rear-facing child seat, if that's part of your life, to ensure there's enough room left for front-seat occupants.
The back of the centre console now comes with directional air vents, which sit above two quick-charge USB points.
There are bottle holders in each door, and as a nod to the many Foresters you see wearing roof racks, the rear door sill has been broadened and grip has been added to improve its function as a step ladder when loading something onto the roof.
The upper two trim levels come with a power tailgate that now operates nearly twice as quickly as before (hallelujah!) and locks the rest of the car automatically once it's closed.
The rear opening is nicely squared off and measures 1300mm across, or sufficient dimensions to load a set of golf clubs, width-wise. The boot size is 76 litres bigger with the seats up, now measuring 498 litres, which expands to a luggage capacity or maximum storage space of 1481 litres with the 60/40 rear seatback folded. The top two variants also now score a one-touch electric folding function for the rear seat.
Unless you've suffered the inconvenience of a flat tyre with just a space saver or inflation kit as backup, you won't fully appreciate the fact that the new Forester still packs a full size spare wheel across the line-up. Most of its rivals do not.
The boot area is also adorned with tie-down points, cargo hooks and a third 12V charge point.
If you're looking to tow, all four versions of the new Forester carry a maximum braked towing capacity of 1500kg, with a maximum towball weight of 150kg - which is about average for its class. We're aiming to bring one to a towing review in the near future.
Price and features
You did read that right, the Sportage range – despite looking exactly the same as last year’s iteration – has received a mild nip and tuck, which includes new variants and pricing. As before, the Sportage range is offered with a choice of three engines, two petrols and a diesel, with either front- or all-wheel drive across four trim levels. All prices on the Sportage range are drive-away.
Kicking off the range is the S, which is available as a 2.0-litre petrol front-wheel drive in either a re-introduced six-speed manual ($28,990), six-speed auto ($29,990) or as an eight-speed auto diesel AWD ($36,990).
Standard spec, even on the entry-level car, is impressive. Included are 17-inch alloy wheels (no steelies here), LED DRLs (but halogen headlights), leather-trimmed wheel and shift-lever, hard-wearing cloth seat trim, a 3.5-inch dot-matrix info screen in the dash, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android auto support, dual-zone climate control, as well as rear parking sensors and camera. Another nice touch is that the base S model also scores auto rain-sensing wipers as standard.
Considering the standard active-safety suite explored in the safety section of this review, the S could easily be the pick of the range of any other SUV lineup, but our pick is still the mid-grade SX (previously known as the Si).
Available in the same three drivetrain choices at a $2500 premium, the SX adds larger 18-inch alloy wheels, front-facing parking sensors, a more impressive-looking 8.0-inch touchscreen with DAB+ digital radio and built-in sat-nav, backed by an eight-speaker JBL audio system. We’d say the extra spice is well worth it, making the SX our pick.
Jumping up to the SX Plus (previously the SLi) adds leather seat trim (which is hard-wearing, but isn’t the most luxurious-feeling fake leather on the market), an upgrade to the visual treatment with chrome and gloss black highlights, a larger colour TFT screen embedded in the dash, and, for the first time in a mid-grade Sportage, a powered tailgate. The SX Plus is well equipped, but if you can do without leather seat trim, it's not really worth the $7000 like-for-like switch up from the SX…
Available as an all-wheel-drive only, the penultimate Sportage is the GT-Line. Finally gaining a full suite of LED front lights and, frustratingly, the only way to specify a Sportage with blind-spot monitoring, active cruise control and rear cross traffic alert, the GT-Line is relatively expensive, even for the segment, at $46,490 for the 2.4-litre six-speed auto petrol or $49,490 for the eight-speed auto turbo diesel.
Other fruit for the extra money includes a sports bodykit, aggressive 19-inch alloy wheels, a panoramic sunroof, flat-bottomed sports steering wheel, a wireless phone-charging bay, and an automatic-parking suite.
If you're stretching the budget to reach for a Forester, you'll be disappointed to read that the cost of entry has risen by $3250 to $33,490 (MSRP) for the new entry-level 2.5i variant. This is because the previous price-leading 2.0-litre petrol engine has been dropped, in addition to the 2.0-litre turbodiesel and 2.0-litre turbo petrol performance option in favour of an all 2.5-litre petrol line-up.
The absence of the two turbo engines also means the Forester range now tops out $6,250 earlier (for now), and consolidates your options down to just four trim levels. The price list moves from the 2.5i up to the $35,490 2.5i-L, then the $38,490 2.5i-Premium, before the $41,490 2.5i-S at the top of the range.
All told, the range represents pretty stunning value with no shortage of gadgets, and as of this week you'll be able to buy a Forester directly from Subaru online at a drive-away price.
All versions are now equipped with AEB via the EyeSight system, but more on that under Safety.
Apple CarPlay (for iPhone users), Android Auto (for pretty much everyone else), and digital radio (DAB) are also available, and fitted standard across the range for the first time, and if you're not the smartphone-mirroring type, the built-in satellite navigation (GPS) fitted to the top two models is a new TomTom system.
The top three models also come with the new Driver Focus driver-monitoring system which detects drowsiness, but can also recognise the driver's face and adjusts to your preferences when you sit in the driver's seat. Each Forester so equipped enables more preferences to be remembered depending on how much you spend, but the system will remember up to five drivers. In practice, it's pretty amazing technology; the moment you sit down and look forward it gets to work and your settings are restored before you can think about it.
Key standard features for the base 2.5i include a 6.5-inch multimedia touch screen, Harman Kardon sound system with six speakers, dual-zone climate-control air conditioning, leather steering wheel and gearknob, active cruise control, tinted windows at the rear, rain sensing wipers, automatic active LED headlights, daytime running lights and LED tail-lights, front and rear foglights, heated folding door mirrors, keyless entry with push button start, hill start assist, the basic version of the off-road focused X-Mode drive mode, hill descent control, Bluetooth and 17-inch alloys.
The 2.5i-L brings Driver Focus in its most basic form, which includes distraction and drowsiness warnings and will remember your previous climate control settings, along with how you left the dash top and driver instrument screens.
The second-tier model also adds a third camera beyond the EyeSight system, mounted in the grille, which enables the Vision Assist suite of safety features. This is comprised of Front View Monitor (FVM) and Side View Monitor (SVM) collision warnings, Adaptive Driving Beam (ADB) auto high beams. More sensors in the back of the car enables Reverse Automatic Braking (RAB).
The 2.5i-Premium brings dashes of extra chrome to the outside, upgraded cloth seats and dash and door trim, alloy pedals, 8.0-inch multimedia screen with built-in navigation system, eight-way power front seats with memory settings, auto folding door mirrors with dipping passenger mirror, power folding rear seats, power tailgate, and 18-inch rims.
The Driver Focus system also adds driver's seat and door mirror setting recollection.
The top-spec 2.5i-S brings even more exterior and interior garnishes, including leather seats, a panoramic sunroof, eight-speaker Harman Kardon audio plus a subwoofer, and the X-Mode off-road drive program scores two modes to choose from, tailored for either snow/dirt or deep snow/mud.
Engine & trans
The Sportage is offered with a choice of three engines, all of which are unremarkable.
These engines are also starting to show their age, but the fact that you can choose either petrol or diesel across the range will be a win for some consumers.
The 2.0-litre petrol offered as the front-wheel drive option on the S, SX, and SX Plus grades produces 114kW/192Nm and can be chosen with either a six-speed auto, or a six-speed manual on the bottom two grades.
The 2.0-litre turbo diesel engine offered across the range with only an eight-speed automatic in all-wheel drive produces a better-sounding 136kW/400Nm (hence the price hike).
The GT-Line is the only grade that can be had as a petrol in all-wheel drive, it benefits from a larger 2.4-litre petrol engine with outputs set at 135kW/237Nm, paired only to a six-speed automatic.
It would be nice to see higher tech turbocharged petrol engines make it to the Sportage range for the sake of both power and fuel efficiency, but these kinds of dated petrol powertrains are par-for-the course in the Australian mid-size SUV landscape.
A benefit to many drivers will be the torque-converter automatic transmissions, rather than their lacklustre CVT counterparts, which appear in most of this car’s Japanese rivals.
Rather than the four engine choices and manual transmission option of the Forester it replaces, the new model is available with just one of each. That means no turbo diesel and no turbocharged petrol. The 2.5-litre auto was by far the most popular option before, so it's not all fire and brimstone.
This is the first application of the 2.5 motor with direct injection, which is 90 per cent new according to Subaru. The most measurable specifications gain is an extra 10kW and 4Nm, which now totals a decent 136kW/239Nm for this engine size without a turbo.
Max horsepower is developed at the same 5800rpm as before, while max torque now arrives 300rpm later at 4400rpm. Impressively, these numbers are still possible with Regular 91 RON unleaded.
Unlike the Subarus of old, the 2.5 uses a timing chain instead of a timing belt, which is designed to last the life of the engine. The CVT automatic transmission has also been revised, now with a greater spread of ratios, and the manual mode now has seven stages.
Like all Subarus aside from the BRZ, the new Forester drives all four wheels (front wheel drive is not an option) through the tried and tested Symmetrical all-wheel drive system. Therefore, it's the only mainstream mid-size SUV without price-leading front-wheel-drive variants.
A downside to old engines with rigid transmission ratios pulling heavy SUV bodies is a notable cost in the fuel-consumption department.
The 2.0-litre front-drive variants carry claimed combined fuel-consumption figures of 7.9L/100km, but the figure most people will experience is in the rather more honest official “urban” figure of 10.9L/100km.
In my back-to-back tests of the 2.0-litre petrol versions of the SX and SX Plus I produced figures on either side of that number, scoring 10.5L/100km and 11L/100km in the real world, over about 350km of testing respectively.
Not great, then, and those figures are easily bested by CVT rivals – even the 2.5-litre all-wheel-drive Forester – according to real-world figures put on the board in recent CarsGuide reviews.
Mercifully, the Sportage is capable of drinking base-grade 91RON petrol to fill its 62-litre tank.
With one engine and transmission across the board, there's just one fuel economy figure to note. The new Forester's official combined petrol consumption figure of 7.4L/100km is 0.7 better than the previous 2.5 auto, and is line-ball with the CX-5 2.5's mileage. It's also within cooee of the diesel fuel consumption figure of 6.4 in the outgoing model.
As mentioned above, it is worth noting that the Forester manages this on Regular 91 RON unleaded fuel, where a lot of its rivals demand more expensive Premium 95 RON to generate decent figures.
The fuel tank size is a generous 63 litres, which suggests a theoretical range of 851km is possible between fills.
The Sportage’s engine choices don’t offer the most modern drive experience on the mid-size SUV market, but its locally tuned suspension really makes it stand apart from the pack. This means it’s at its best in most driving scenarios you’ll experience in Australia. I’ve driven Sportage variants on long-distance freeway drives, across the worst, most potholed streets Sydney’s CBD has to offer, as well as rutted gravel tracks on the other side of NSW’s Blue Mountains, and all of them behaved admirably, everywhere.
On the axis of sport-to-comfort I’d say the Sportage’s ride sits slightly to the sportier end of the equation. It’s a stiffer ride than the Honda CR-V, Nissan X-Trail, or the new Toyota RAV4, for example. Yet it seems to strike a more comfortable balance than the sporty CX-5.
The handling is really nice for an SUV this size, as I’ve said in previous reviews – it’s nimble and feels almost like you’re piloting a giant hatchback. For reasons I can’t seem to pin down, I vastly prefer the Sportage’s ride and handling to that of the Tucson. It just feels more balanced all round than its Hyundai cousin.
The engines are a bit of a letdown, however. While all are adequate for city-commuting duty, on the open road and up hills the petrol drivetrains get thrashy and noisy quickly – and at higher revs the limitations of these engines' outputs become apparent.
That having been said, both automatic transmissions are slick and predictable. When power is needed they also lock into gear nicely, unlike their CVT competition. We are yet to sample the re-introduced manual variants.
Matt's number-one question mark over the new Forester from its international launch was how it would handle rough Australian roads, given he only drove it on a billiard table-smooth, road-cycling track in Japan. Matt's concern is underpinned by the fact that the Liberty and Outback's latest suspension revisions lack the poise of the versions they replaced.
Thankfully, there was no shortage of dirt roads for the Australian launch, which was held around the Grampian Mountains in Victoria. I can report that the new Forester is still a dirt-road expert, its off road capability helped by decent suspension travel, body control and the same ground clearance mm (220mm) as before, along with unpainted plastic around its perimeter to mitigate stone damage.
The stability control is well calibrated for dirt, too, although its intervention is rarely required given the all-wheel-drive system's ability to maintain composure and put power to the ground via the front and rear. We didn't get the chance to test its off-road capability properly on launch, but keep an eye out for our Adventure review in the near future.
It offers similar performance on the road, still feeling compact and nimble (10.8m turning circle) for its class, despite the new model's growth, and the steering feel is good for a car of its type.
The 2.5-litre engine will indeed suit most buyers, but it doesn't have the easy low-rev urge or outright refinement of a smaller turbo unit used by the likes of the CR-V, Tiguan or Escape. The Mazda CX-5 is about the same as the Forester in these areas, which doesn't appear to hurt its popularity.
The previous model's automatic transmission was already one of, if not the best, CVT in the business, and it continues to work well, with the characteristic drone only overcoming road noise in the cabin under sustained full-throttle acceleration. Speaking of which, the new model carries a decent 9.5 second 0-100 acceleration claim.
So all told, the new Forester continues its tradition as a nice all-round drive.
Even just last year, the Sportage’s standard active-safety equipment would have been considered pretty good, even a whole point better than what I’ve given it here. The thing is, though, thanks largely to ANCAP and EuroNCAP’s far more stringent analysis of active technology in the last year, the game has been raised by many of the Sportage’s competitors.
It would be nice, for example, to see active cruise control and blind-spot monitoring available on the SX Plus grade, or, better still, available as an option pack across the range, a-la-Hyundai’s approach.
And now, with the introduction of high-tier active-safety suites on low-spec variants of the Toyota RAV4, Mazda CX-5 and Subaru Forester, it’s hard to give the Sportage flying colours in this department.
Still, the fact that auto emergency braking (AEB), lane-keep assist (LKAS) and driver-attention alert (DAA) ship on the base-model S is reasonably impressive.
Outside of that, all Sportage grades get six airbags, the expected stability and brake controls, as well as three top-tether and two ISOFIX child-seat mounting points.
The Sportage carries a maximum five-star ANCAP safety rating as of this-generation’s launch in 2016.
Subaru is known to be one of the leaders when it comes to safety, and the new Forester's credentials don't disappoint.
The standard fitment of EyeSight across the range is a key step, as it brings AEB that will automatically detect potential collisions and bring the car to a full emergency stop at speeds up to 40km/h. The system continues to apply lesser drgrees of braking intervention right up to 145km/h.
EyeSight also brings rear cross-traffic alerts, blind spot monitor, lane departure warning and lane change assist across the board, but the active safety list continues on the 2.5i-L with the Vision Assist system.
Using a third camera mounted in the grille, Vision Assist brings a Front View Monitor (FVM) and Side View Monitor (SVM) collision warnings, Adaptive Driving Beam (ADB) auto high beams. Clever parking sensors in the rear bring Reverse Automatic Braking (RAB), which we'd describe as rear AEB.
These active safety features are backed up by dual front and side airbags, curtain airbags covering the front and rear, a driver's knee bag, and stability control (or ESP).
Another noteworthy new feature is the washer that sprays the reverse camera whenever the rear windscreen wiper is activated.
As mentioned above, the rear seat is equipped with ISOFIX child seat anchor points in the outboard positions, while the centre position makes do with just a top tether baby car seat mount.
The new Forester is expected to match the existing model's maximum five-star ANCAP safety rating - and based on more stringent 2018 standards - but this result is yet to be confirmed. Our safety score is based on the assumption it will score five stars, so please double check.
Kia continues to lead the pack with a seven-year, unlimited-kilometre warranty, which is two years more than the acceptable segment standard. That’s also backed by eight years of roadside assist if you service at an authorised dealer.
There’s also a comprehensive capped-price-servicing program for the life of the warranty, averaging out to a not-particularly-cheap $391.71 per year for the 2.0L petrol, $408.14 for the 2.4L petrol, or $511.43 for the diesel.
The Sportage will have a battle on its hands in the coming years, with fellow Korean competitor, Ssangyong, looking to launch its new-generation Korando with a highly competitive seven-year ownership program.
The Forester is covered by Subaru's regular three-year, unlimited-kilometre warranty, which now lags behind the five-year terms offered by most mainstream brands. Subaru has occasionally offered a five-year extended warranty as a limited offer, but is investigating a permanent extension. Watch this space.
The Forester's service intervals have now been brought into line with the Impreza and XV, doubling the scheduled time between services to 12 months, but retaining the same 12,500km distance.
Capped-price servicing is available for the first three intervals, which amount to $346,39, $584.45 and $346.39 respectively, resulting in a total service cost of $1,277.23 over the first three years. Several other brands offer capped pricing beyond the warranty period, and Subaru's scheme is still on the pricey side, but the doubling of the time interval has resulted in a net maintenance cost value improvement over the previous model.
Being an all-new model, the new Forester starts with a clean reliability slate, but any common problems, durability or reliability issues, complaints, faults will likely be revealed in time on our Subaru Forester problems page.