Subaru Reviews

Twenty years from now, the carscape will be vastly different. Electric cars will be commonplace, hybrids will be universal and the Aussie V8 muscle car will be a page in history.But a handful of 2013 cars will have survived the turmoil to attain classic status just as the Ford Falcon GTHO from the 1960s is considered even more desirable today than it was when it first hit the road. Classic cars are not necessarily about horsepower or price.We know a collector who loves the humble, bumbling Morris 1100 in his multi-car garage. The first Toyota Prius is a car to keep because of its place in history. The original Mazda MX-5 from 1989 is just as “classic'' as certain Porsche 911s. The key to classic status is simple: Emotion.A car does a job in the same way as a fridge but it's much more than a machine, from the shape of its bodywork to the touch-and-feel pieces in the cabin and the way it makes you feel when you're driving. The attachment could take the form of the love you feel for a first car, even a humble '50s Beetle, or the satisfaction of finally parking a dream machine -- even a Leyland P76 -- in the garage.Classic cars don't have to be affordable on day one, because depreciation hits everything. Not enough, perhaps, to make the LaFerrari more than a dream but it could help with a Porsche 911 or an Audi R8 that's definitely desirable despite the showroom sticker.Which current cars will achieve classic status? If we really knew, the Carsguide crew would be putting them up on blocks today as investments for the future. But here are some likely suspects:Abarth 695 TributoPrice: from $69,990Engine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed sequential auto, FWDThirst: 6.5L/100Km, CO2 151g/kmThe Italian baby is outrageously expensive but this humble Fiat 500 has been touched with the Ferrari wand, which makes it special. It looks wicked and is a hoot to drive. Just plain fun.Holden Commodore SS-VPrice: about $50,000Engine: 6.0-litre 8-cylinder, 270kW/ 530NmTransmission: 6-speed manual or auto, RWDThirst: 12.2L/100Km, CO2 288g/kmThe last in the long line of truly home grown Holdens will soon be one to enjoy, thanks to improved efficiency and an Audi-style luxury cabin. The SS-V and HSV's coming F Series cars will be historic and performance icons.Range Rover EvoquePrice: from $51,495Engine: 2.2-litre 4-cylinder, 110kW/380NmTransmission: 6-speed manual or auto, FWD or 4WDThirst: 4.9L/100Km, CO2 129g/kmThis one is a fashion item, not an SUV. The Evoque is all about the looks, a lot like a Mini, but it is also a great drive and we know the all-paw drive examples will go almost anywhere.Nissan GT-RPrice: from $172,000Engine: 3.8-litre 6-cylinder, 404kW/628NmTransmission: 6-speed auto, 4WDThirst: 11.7L/100Km, CO2 278g/kmGodzilla is already a collector's car, thanks to earlier models tied to the GT-R that won the Bathurst 1000. The new model is a better car, and still great value, but collectors will need to find one that hasn't been battered and abused.Volkswagen Golf GTIPrice: from $40,490Engine: 2.0-litre 4-cylinder, 155kW/280NmTransmission: 6-speed manual or auto, FWDThirst: 7.7L/100Km, CO2 180g/kmThe German pocket rocket is a top drive and the coming model, using the Golf Mk7 body, promises to be even better. The GTI has been a cult car since the '70s and truly great since the 2005 Mark 5.Subaru BRZ/Toyota 86Price: from $37,150/$29,990Engine: 2.0-litre 4-cylinder, 147kW/205NmTransmission: 6-speed manual or auto, RWDThirst: 7.8L/100Km, CO2 181g/kmPeople who love cars have fallen for the Twins, the sports cars that won Carsguide's 2012 Car of the Year. There is a waiting list for both and the keen are paying more than the showroom sticker, because they deliver exactly what they promise at a great price. Pushed, we'd go for the BRZ in Subaru's signature blue.

The Forester has always been a capable vehicle with well thought-out design and excellent build quality. The XT badge also tells you that it has performance. This Subaru AWD felt at home, chewing through kilometre after kilometre and providing passenger comfort on long-haul trips equal to or better than many luxury cars.Indeed, the Subaru Forester XT exhibits many traits of the highly renowned European marques: small engine with big performance, excellent handling and a solid feel. This is a vehicle that has been engineered for the driver and is extremely well suited to Australian conditions.VALUEThe Forester XT 2.0-litre is generously equipped with reverse camera, one touch folding rear seats, premium audio, full connectivity, dual zone climate control, roof rails, xenon headlights and more.The base model XT starts at $43,990 for the manualor automatic, while the XT Premium automatic variant rises to $50,490.TECHNOLOGYWe initially had doubts about Subaru's decision to make CVT the standard transmission (there's no manual shifter) in the high-performance XT Forester. Our opinions changed at the launch of the vehicle in northern Victoria in January.Those who want a sporty drive can use the paddle shifters on the steering wheel to access the eight ‘steps’ in the transmission. We found the CVT seamless in auto and exhilarating using the paddles.The CVT is linked to a new 2.0-litre Boxer engine that has Direct Injection Turbo-charging technology that Subaru claim significantly improves acceleration, fuel and environmental efficiency. The engine belts out 177 kW of power, with 350 Nm of torque between 2400 and 3600 rpm.DESIGNThe Forester XT is nothing really special to look at. It's what you can't see that makes a difference from the previous XT. The aerodynamics have improved by 11 per cent thanks to, among other things, a turbo guard under the engine bay and a rear spoiler. The lower body is also flared and the bonnet is now aluminium. The rear bumper corners have been designed with aerodynamics in mind.Subaru has not tried to re-invent the new Forester, but has made subtle changes throughout the vehicle to improve every aspect of the car. The cab is wider and has slightly more passenger space, the A-pillar has been moved forward by 200 mm which opens out the cab to feel more spacious and improve visibility.The front seats are all new and give more support, something which we found to our advantage on our long-haul trips around the WA wheat belt country. The interior is practical more than princely, but with the use of quality materials is has an all-class feel. Sound intrusion into the cabin is minimal and virtually none of it is engine/transmission generated.What we do like is the overall comfort level that meets the needs of passengers. For instance the doors have water bottle holders that mean even the driver can find the bottle and then replace is easily without taking their eyes off the road. The steering wheel controls are particularly easy to use including the cruise control, a handy feature for long distance travel.The cargo area has four metal tie-down points as well as grocery bag hooks on either side, stopping the dreaded spill of bottles and cans. Auxiliary and USB port and power sockets are all conveniently located. We also like the sun visor extensions – a small but important feature for early morning or afternoon driving in the bush. We used them often during this road test.This is really an SUV with dual personalities. By deleting the bonnet scoop that formerly adorned Forester XT models Subaru has located the new XT in the mainstream.SAFETYAll Subarus imported to Australia have a 5-star ANCAP safety rating.DRIVINGIn two weeks we have just racked up almost 2000 km in a new Subaru Forester XT in Western Australia. On long, straight outback roads with a sprinkling of city driving, gravel roads and a few windy bits thrown in this was our big test in the west. Our conclusion: the new Forester XT sets new standards for the medium SUV segment in performance, comfort and handling.The XT’s 2.0-litre is a terrific engine that is at its best when it is needed most: accelerating for high speed overtaking, particularly the B-doubles on WA's Great Eastern Highway. At times we were surprised at just how fast we were going when passing slower vehicles and the stability of the vehicle when making the manoeuvre.VERDICTWhen you combine Forester XTs long-leg performance with superb handling, along with the practical benefits of being a nicely proportioned wagon and AWD for safety and reasonable off-road ability, the Forester XT has just about created it's own niche. At 110 km/h Forester XT's engine is idling over at just 2000 rpm. We like it, a lot.MODEL RANGEForester 2.0i: $30,990 (manual)Forester 2.5i: $32,990 (automatic)Forester 2.0i-L: $33,490 (manual), $35,990 (automatic)Forester 2.5i-S: $43,990 (automatic)Forester 2.0D: $35,490 (manual)Forester 2.0D-L: $37,490 (manual)Forester 2.0D-S: $43,990 (manual)Forester 2.0XT: $43,490 (automatic)Forester 2.0XT Premium $50,490 (automatic)Subaru XT 2.0Price: from $43,490Engine: 2.0-litre 4-cyl, 177kW/350NmTransmission: CVT, AWDThirst: 8.1L/100km, 187g/km CO2Crash rating: 5-star ANCAPDimensions: 4595mm (L), 1795mm (W), 1735mm (H)Warranty: Three years/unlimited km

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

We now have to reassess our opinion of CVT autos because the new Subaru Forester XT is so good.Past experience with CVTs hasn't been good - sloppy `gear' changes, slurring engine revs - really disconcerting - but the Forester XT isn't like that at all.VALUEThe XT is the lower spec' model with a Premium variant above. Both are generously equipped with reverse camera, one touch folding rear seats, premium audio, full connectivity, dual zone climate control, roof rails, xenon headlights and more.The Premium adds leather, electric sunroof, auto wipers and lights, Eyesight crash avoidance system, button start and a Harman Kardon audio among its inventory. Pricing is $43,490 for the XT, seven more for the Premium.It places the XT base model a grand over the new Outback diesel auto creating something of a conundrum for potential buyers. But the Forester XT is a - much sportier customer compared with the pedestrian diesel Outback even though the former no longer has a bonnet scoop.TECHNOLOGYIt has an impressive eight step transmission that can be used in manual mode via the paddle shift or left in D where it seems to be connected directly to the engine - like direct drive.Added to this is Subaru's clever SI-drive system that offers Sport-sharp mode, Sport for normal driving and Intelligent for cruising and optimum fuel economy - All bases covered. There's also X-mode for off road work - selectable by dash dial.The 2.0-litre engine is new too, still a boxer four banger but this time with direct fuel injection along with variable valve control on inlet and exhaust sides and a twin scroll turbo.Truth be known, the engine is probably why the transmission works so well because it delivers a big hog of torque from a low 2400rpm (350Nm) and then backs it up higher in the range with a handy 177kW of power.The entire drive train has been friction optimised to aid economy and cut emissions and this engine passes Euro 5 regs. The drive system features an active torque split function that adapts to available traction.Aiding the impressive drivetrain is the sporty suspension calibration that allows drivers to fully engage with the car pretty well no matter what prevailing conditions are. It's a good thing on gravel, sand, snow, ice and on winding backroads and freeways. All bases covered again.DESIGNIn styling terms, we are not fans but that's subjective and some people like the current Subaru ugly stick. Reverse psychology or something.DRIVINGWe gave the Forester XT a good old punt over five days, ran a couple of tanks of fuel through it and really enjoyed the experience. It's an excellent car to drive, safe (five stars), powerful, well controlled, well specified and comfortable. It's also the right size making carpark manoeuvres easier coupled with a relatively high seating position for better visibility.VERDICTForester is a mainstay of the Subaru lineup and this car will take that to another level. It's practical, relatively economical, has impressive performance and handling at a tempting price.Subaru Forester XTPrice: from $43,490Engine: 2.0-litre 4-cyl, 177kW/350NmTransmission: CVT, AWDThirst: 8.1L/100km, 187g/lm CO2Crash rating: 5-star ANCAPDimensions: 4595mm (L), 1795mm (W), 1735mm (H)Warranty: Three years/unlimited km

It took too long but finally Subaru has a powertrain to almost match it with other players in the large SUV segment - a diesel auto which is far and away the most popular set-up with buyers.TECHNOLOGYStill, Subaru seems to be holding something in reserve because their diesel auto is a 2.0-litre with a Constantly Variable Transmission (CVT), a one-speed auto for want of a better description. Many competitors have larger capacity diesels with more power and torque and mostly conventional six-speed automatics. Not to worry, the Sooby set-up is fine though it could do with more kilowatts for top end acceleration and the torque peak dropped to around 1200rpm instead of 1800rpm and widened to about 3000rpm so it will get going harder, earlier and longer.As it stands, the horizontally opposed four pot diesel is good for 110kW at 3600rpm and 350Nm from 1800-2400rpm. Both engine and transmission are unique in the segment with the former being around for a few years in other Soobies and the transmission also in other models, albeit extensively reinforced for the diesel Outback.It's called a ‘Lineartronic’ CVT with seven steps (quasi gears) and paddle shift and in this case with altered internal ratios, a larger torque converter and lock up clutch, reduced noise, a short pitch chain, larger all wheel drive clutch capacity, an oil cooler, special CVT oil and other tweaks.They have equipped it with five mode adaptive control for more efficient uphill and downhill driving as well as cornering and braking control. Some local calibration was used for the steering, suspension and body reinforcements as well as more sound deadening materials such as “thinsulate” in behind the dash and roof liner.RANGE AND PRICETwo variants are available, the Outback 2.0d at $42,490 and the Premium model at $45,490. Both are value priced compared with similarly specced competitor vehicles. Both are identical under the skin and boast a five star crash rating. Fuel economy is a claimed 6.5-litres/100km.FEATURESThe desirable "Eyesight" safety system on other Soobies that helps avoid frontal impacts and lane drifting isn't available on the Outback. Auto stop/start is also missing. Safety kit includes a reverse camera, brake assist, and seven airbags but driver assist features are thin on the ground.Hopefully, Subaru and other Japanese manufacturers will catch up with the Europeans in this area soon.Features on both models include Bluetooth phone and audio, dual zone climate control, electric parking brake, satnav with voice control, multi-media connectivity, leather wheel with multiple control buttons, multi-function trip computer, rear seat auto fold function, alloy wheels, a full size spare and self levelling rear suspension.DRIVINGThe drive feel is good. We chalked up a few hundred kays in both variants on sealed and gravel roads as well as some freeway driving. The Outback diesel auto strikes us as the ideal car for Aussie conditions.It's a wagon, five seats, large load space and there's plenty of ground clearance (around 215mm). The ride is supple and comfortable. They've even been able to give the Outback diesel auto a sporty edge with nearly no body roll through corners and responsive steering.It can fall into a power/torque hole though, quickly redeemable by the excellent paddle shift system on the wheel. We like the interior, like the size of it, don't like the exterior styling.VERDICTIs it really a large SUV? Don't think so, medium more like. The Outback diesel has impressive fuel economy, decent performance, excellent ride/handling and is affordable with plenty of kit. And it's a Subaru which means reliable and strong resale.

Subaru has spiced up its Outback range – and increased the number of potential buyers – by linking a sporty new CVT transmission to its AWD turbo-charged diesel models.The addition comes as part of an Outback facelift with external changes kept to a minimum, but a raft of mechanical improvements to enable the CVT-diesel link. This is the first time a Subaru CVT transmission has been hooked up to a high-torque boxer turbo-diesel.The long-overdue diesel/auto combination could not come at a better time for the Japanese maker. Last year SUVs accounted for 27 percent of all vehicle sales in Australia and this year that figure is running at 30.4 percent meaning that almost one in every three vehicles sold in Australia is SUV, a significant change in Australian buying patterns.The lack of a diesel boxer engine until 2012 held back Subaru Outback sales and then the lack of a diesel/auto combination meant it was not competing against rivals that had the sought-after pairing. Almost 95 percent of all SUV sales have auto transmissions.VALUEThe new Subaru Outback 2.0D CVT comes in two equipment grades, with the upper grade being called the Premium. The base model is $42,490, $2500 more than the manual 2.0D and the Premium $45,490. Premium gets an electric sunroof, leather trim, eight-way power driver's seat with memory function and electroluminescent gauges with colour information display.Both Outback 2.0D CVT models include satellite navigation, reversing camera, dual zone air conditioning and steering wheel mounted gear change paddles.TECHNOLOGYTransmission improvements include a larger torque converter with twin dampers, increased case thickness, changed primary reduction rate of 4.111 in the final gear and an added control plate to reduce noise from the oil pump. The 2.0D boxer engine has been upgraded from the 2012 model with no less than nine improvements to suit the CVT. These changes include elimination of piston spring bushes, changed valve springs, changed oil seals, changed sound proofing on the engine collector cover, changed starter motor and alternator, changed engine control unit to suit the CVT, addition of an air-cooled air cooler and turbo cover.The 1998 cc engine produces a modest 110 kW of power at 3600 rpm, but where it counts it has 350 Nm of torque between 1800 and 2400 rpm. DESIGNChanges to Outback styling include a revised grille, front bumper, foglight surrounds and wheel patterns.DRIVINGThe launch was really all about the transmission. It is no ordinary CVT (continuously variable transmission). Kick the right pedal hard and it jumps out of auto mode into one of the seven ‘steps’ that are the equivalent of gears in a traditional gearbox. In auto mode the CVT is seamlessly smooth even under hard acceleration to highway speeds. In manual mode, using the steering wheel paddles the steps have gear-like rapid changes, faster according to Subaru than conventional gearboxes. Not including we presume DSG transmissions.The real bonus in this new CVT is the lack of engine or transmission noise into the cabin. If you have a driven a CVT before and did not like the noise or sensation of a slipping clutch and/or over-revving engine you were not alone. Subaru engineers have overcome this type of issue with their CVT, a larger version of that used in the Forester XT. No doubt extra sound deadening and continual development of the transmission itself added to the improvement.Driven at normal speeds the Outback 2.0D CVT is possibly the smoothest and quietest car on the market under $50,000. Even driven hard noise intrusion into the cabin is minimal, even at high speeds on quiet country roads. The CVT has been designed to compensate for the narrow usable band of torque associated with diesel engines.Subaru Outback Diesel CVTPrice: from $42,490Warranty: 3 years/unlimited kmSafety: 7 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.0-litre 4-cyl turbo-diesel, 110kW/350NmTransmission: CVT auto; constant 4WDThirst: 6.5L/100km; 172g/km CO2Dimensions: 4.8m (L), 1.8m (W), 1.6m (H)Weight: 1606-1628kgSpare: Full-size

The choices available to car buyers today can be bewildering. Where once you chose between a sedan and a wagon todays car buyers have a vast range of models to choose from, models that are specifically targeted at particular parts of the market. Families can now choose from sedans, wagons, SUVs and peoplemovers,

In Subaru’s own admission, this is the most important and significant car of its past decade. This, the diesel automatic version of its large-SUV category player, the Outback, is the first time the company has had a gun big and suitable enough to fight on equal terms with some powerful rivals.“It’s the missing piece in the engine-transmission puzzle that we have longed to bring to the market," says Subaru Australia’s managing director Nick Senior. He says the biggest SUV sector is the "large" class, comprising players such as the Hyundai Santa Fe, Ford Territory, Holden Captiva, Toyota Prado and Volkswagen Alltrack.The petrol-diesel split is 45/55 and of the diesel models, a whopping 94 per cent sold have automatic gearboxes. Subaru’s Outback diesel has only a manual gearbox. Until this week. “It’s held us back," says Senior as an understatement. “But we predict the diesel auto model will lift monthly sales from 220 to 350." So though outwardly a variation of the existing Outback, this is a model carrying big expectations.VALUEKeenly priced and with strong 55 per cent resale value, the Outback is almost always on the shopping list for five-seater SUV wagons. This new automatic model improves the odds. It costs $42,490 as the 2.0D version - with standard 17-inch alloys, paddle shift auto, sat-nav and cruise control - with the second model Premium adding leather, a sunroof, electric driver’s seat and larger colour monitor for $45,490. The CVT adds $2500 to the price of the manual.The Premium is the best value here. Metallic paint is a no-cost option.  Subaru has no capped-service program but Senior hints it may soon bow to the program that is now used by the majority of its rivals.DESIGNThe US-origins of the styling don’t go unnoticed. The Outback is functional and bold but not particularly pretty. But that doesn’t matter to the pragmatist that buys a Subaru.The cabin room is vast, functional with the flat folding rear seats, impressive in its quality of trim joints and subtle textures and fabrics, while neatly combining the presumption of durability with the sense of comfort. The bonnet scoop is the best giveaway to the diesel.Space for five adults with excellent head and legroom in the rear and deep windows for great visibility. The tailgate lifts up high and the cargo bed is low and wide, helped by its flat floorwhen the rear seats are dropped. Rear vents help airflow while extra sound proofing diminishes any diesel noise.Leather is standard on the Premium and though the cloth is more durable, the value in the Premium may be too great to ignore. Lots of personal storage zones - helped by the electric park brake button - make it an easy car to fit the family’s needs.TECHNOLOGYThe continuously-variable transmission (CVT) is a stronger version of that fitted to the petrol-fuelled Forester (which doesn’t get a diesel-auto combo until late 2014). This auto has been heavily modified and enhanced (including an oil cooler) so it offers a seven-speed stepped mode (like a conventional auto) with functions that assist downhill and engine braking.The 110kW/350Nm 2-litre turbo-diesel - similar to the one fitted to the manual-transmission Outback and Forester - and claims an impressive 6.5 litres/100km. It can tow up to 1700kg. The extra weight of the diesel mill means the Aussie-tuned suspension and steering have been beefed up.SAFETYSubaru is consistently setting the standard in affordable car safety. It features a five-star crash rating, seven airbags, reverse camera, DataDot security, four-wheel ventilated disc brakes, electronic stability and traction control, constant all-wheel drive and a full-size spare. The brilliant EyeSight forward camera monitoring and autonomous braking system is not yet available on this car, though will come some time later.DRIVINGNo hiding that diesel clatter at idle, though it softens once underway and becomes almost inaudible while cruising. The Outback is a relative lightweight at 1606kg dry but the engine feels wanting insome conditions, particularly off-the-mark acceleration. But the CVT is quick to maximise the power flow. It’s also pretty good at masking any slippery or vague manners.Press the pedal more than 65 per cent and the CVT box sets up stepped gears, just like a normal automatic. Here it will run to 4000rpm in each gear before changing up. The best of both worlds. Handling and steering rate well, especially against some larger SUVs, while offroad users will appreciate the exceptional 213mm ground clearance. Fuel use on test was 7.2 L/100km.VERDICTTypical Subaru quality and driving feel. Love more power - but 2-litres is capped by European tax laws - yet few owners will complain. Shop against the Santa Fe and Kia Sorento while VW’sAlltrack should also be considered. 

Subaru's Forester is the marque's biggest seller and the latest is best. Sales are already up with a healthy 27.4 per cent rise last month and 41 per cent for the year.The third generation is third on the sales charts behind the Nissan X-Trail and the Mazda CX-5 and offers a mix of petrol and turbo petrol and diesel powerplants.There are six levels of trim. Prices start at $34,700 drive away for the 2.0i manual entry model and rise to a hefty $54,800 for the turbocharged 2.0-litre petrol XT Premium range-topper. Of course, it is all-wheel drive like all Subarus, except the rear drive BRZ sports car.DETAILINGIt's packed full of gear with a Harman Kardon entertainment system and eight speakers, a cargo security blind, remote controlled central locking and keyless entry, cruise control, dual zone climate-control airconditioning, height and reach adjustable steering column, height adjustable driver's seat, an engine immobiliser, power steering, mirrors and windows.There's also 18-inch alloy wheels, a full size spare, DataDot security technology, automatic and powered rear door, automatic headlights and wipers, satellite-navigation, radar cruise control (EyeSight), front wipers with de-icers, heated door mirrors and front seats, push-button start, eight-way adjustable power front seats, leather trim and a sun roof.On the safety front there are ABS anti-lock brakes with four-wheel discs, Electronic Brakeforce Distribution (EBD) and Brake Assist, three child seat anchor points, seven airbags, a reversing camera, stability and traction controls.The XT is more mature, grown up, and less of a hoon. It's more refined and subdued with chunky looks. All models come with an "Si drive" mode enabling the driver to switch between "eco", "normal" or "sport" settings.The first slows throttle response for wet off roading, the second acts normally for the daily drive and the third reacts sharply and unlocks a manual gear selection mode for a bit of mischievous fun, unleashing all available power with a dab of the right foot.For the adventurous type a crawl function called "X-mode'' helps negotiate steep climbs or descents off-road below 20km/h. The top-line XT model as driven comes with a second pair of eyes, tiny cameras either side of the rear view mirror to detect cars, pedestrians and cyclists. If it thinks you're about to hit someone or something, it will hit the sticks.Radar cruise control is standard too. It has three pre-determined distance settings from the car in front which can be disabled if the gaps are too big. The automatic tailgate can be programmed to open to a certain height so it doesn't bang on the garage roof.The Forester XT has grown up and out. It has a bigger boot than the last one with 405 litres for the Premium (with the auto rear door), expanding to 1457 with seats down. There is plenty of room for heads, shoulders, knees and feet. The quality of interior materials has stepped up a notch, although the dash is softer than the elbow pad area on the doors.DRIVINGI love the throbby note of the boxer flat four engine which seems to be enhanced in the Forester turbo. It also has the best Continuously Variable Transmission (CVT) I have driven and marries well to the engine.I'm not a fan of CVTs, mainly because of that awful drony constant revvy sound when you floor the accelerator. The system is better now but the turbo flat four is ideally suited to this gearbox. There's a smoothness and an eagerness to the combination and it doesn't get sewing machine-like as the revs rise.Subaru appears to have addressed most concerns with the previous model. The new Forester XT is quieter, more refined, better balanced and smoother to drive. Performance is about the same even though the car has put on 104kg. It now weighs up to 1647kg.The old model with manual transmission reached 100km/h in 7.1 seconds, or 7.9 with the archaic four-speed auto. With its new eight-speed CVT, the XT splits the difference with a claimed 7.5 seconds. It still feels brisk enough and the small levers behind the steering wheel add to the fun.The XT was sure-footed up and down the twisting Kuranda and Rex range roads north west of Cairns but pushed hard it will run wide at the front or understeer. On a slippery roundabout it did slide a fair bit at the front end in the wet.The gravel, slippery and hilly Black Mountain Rd run between Kuranda and Julatten on the Atherton Tableland was a piece of cake. It took about an hour but despite a couple of steepish climbs and some badly jagged sections the XT was far from wanting.The Si Drive, which adjusts throttle sensitivity, may seem a bit gimmicky, but served its purpose, especially in overtaking. The radar cruise control was too sensitive, applying the brakes too severely.DECIDINGI really liked the new Forester XT. My only beef is the price, which is too high, and the cruise control, which is too sensitive and finicky to operate. The airconditioning also cut in and out a lot, presumably as it tries to save fuel.There was an annoying rattle in the rear which I could not isolate. I achieved 10.4L/100km over the weekend mix of suburban running, highway cruising and mountain climbs on and off the bitumen. Subaru's official figure is 8.5.Unless you must have the latest gadgets I'd forget about the Premium and opt for the standard XT to save $7000. If you don't need a turbo then the 2.5 is cheaper again and there's a smaller 2.0 too. The diesel is only a manual at this stage.Subaru Forester XT PremiumBody: Five-door wagonPrice: $54,800 drive awayEngine: 2.0-litre turbocharged boxer fourPower: 177kW at 5600 rpmTorque: 350Nm at 2400-3600 rpmTransmission: Eight-speed CVT automatic, all-wheel driveFuel consumption: 8.5L/100km, (10.4L on test) premium unleaded, 60 litresCO2 emissions: 197g/kmDimensions: Length 4595mm, width 1795mm, height 1735mm, wheelbase 2640mm, tracks 1545/1550mm front/rear, weight 1647kgWarranty: Three years/100,000 km

NEW - There has never been any doubt about the performance of the WRX, it's always been brutally fast, but there have been times when it's been felt that its looks fell short of the mark.Any complaints about its looks were answered in 2010 with the release of a mean looking new model that should have silenced the critics. One look at the bulging front and rear guards filled with big alloy wheels was enough to tell you the WRX was back in form after the rather soft-looking previous model.There was also a sedan version of the STi and it featured a large rear wing that added to its menacing image. The standard WRX packed a pretty mean punch with 195 kW and 343 Nm thundering from its 2.5-litre turbocharged flat-four engine.If that wasn't enough there was the even hotter STi, which delivered 221 kW and a massive 407 Nm. Among the differences that boosted the output of the STi was variable valve timing on both the inlet and exhaust cams, whereas the base WRX only had variable timing on the inlet cam.If you ticked the regular WRX box you got a five-speed manual gearbox, but had you have checked the STi box you had the choice of 6-speed manual or 5-speed sport-shifting auto. The catch was that if you went the auto route you got an engine with 57 Nm less torque.All WRXs had all-wheel drive. All but the auto had an electronically controlled centre diff, the auto was mechanical, and all had a front limited-slip diff. Along with the pumped-up guards the wheels were moved out to give the WRX a larger footprint, which aided its and handling.In STi guise the suspension was lower and boasted different spring and shocks rates, a heavier roll bar along with bigger brakes that all add up to more fun at the wheel. It also got lighter alloy 18-inch wheels compared to the 17-inch wheels on the standard car.Safety was covered by six airbags and electronic stability control; enough to have it rated five stars by ANCAP.NOWBuying a used WRX demands caution, not because it's plagued with problems, but simply that it's a high performance car and usually bought by people who like to drive it hard and fast.Look for signs, not of use as such, but of abuse. Brakes, clutches, suspensions, wheels and tyres can all take a hammering when driven by an uncaring owner.Certainly look closely for modifications that might have been made to mount roll cages etc., also look for modifications to engines in search of even more performance.If you find any, and they appear dodgy, walk away and keep shopping. Only consider a modified car if you can verify the bona fides of the person who did the work.It's also critical that a high performance car like the WRX is fastidiously maintained, so thoroughly check the service history of any car under consideration.Given a mechanically sympathetic owner and regular servicing the WRX is pretty much bulletproof was the overall report we got from the trade.SMITHY SAYSEven more bang for your buck, the WRX is back in town.Subaru WRX 2010-2011Price new: $39,990 to $59,990Engine: 2.5-litre 4-cylinder turbo, 195 kW/343 kW; 2.5-litre 4-cylinder turbo, 221 kW/407 Nm (STi)Transmission: 5-speed manual, 6-speed manual (STi), 5-speed auto (STi), AWDEconomy: 10.4 L/100 km (WRX), 10.6 L/100 km (STi)Body: 4-door sedan, 5-door hatchVariants: WRX, STiSafety: 5-star ANCAPExpect to pay: $30,500 to $32,000 for the WRX and $46,000 to $48,000 for the WRX STi