Subaru Reviews

Sales of little soft-roaders have grown faster than any new vehicle segment in our overcrowded new-car market.Last year there were just over 60,000 small SUVs sold, up 53 per cent on 2011. The category parameters have changed and now some models previously considered compact are classified as medium. But sales of the smallest SUVs have increased for the past three consecutive years.The appeal lies in several attributes, not the least of which is in looking more adventurous than domesticated. There's the draw of fuel economy, though the reality is that certain of these models do not perform much better than the big cars they've supplanted.Then there is the versatility of the interior, the elevated driving position and the visibility it affords, and the perception of being unassailable by other road users.The three brands on this page argue about who started the soft-roader craze. Each has a worthy case.Toyota is synonymous with off-road passenger machinery that has a reputation for reliability and capability. The RAV4 introduced a suburban level of versatility to the Japanese brand when it lobbed here in 1996 (there was the Tercel and AWD Tarago before it, but let's not go there).The RAV had the look and lineage to carry off the compact SUV concept. With a new model not far from the showrooms there are bargains to be had in the outgoing vintage.Subaru's all-terrain wagon heritage harks back to the 1970s, when 1600cc (and, later, 1800cc) wagons with transfer cases and raised bellies showed you didn't need a big burly 4WD to get seriously off the beaten track. The Forester might not have retained the forebears' dual-range lever within the transmission console but the spirit remains.Another company with four decades of history in the realm of small, lightweight off-roaders is Suzuki. The original Jimny and Sierra lightweight 4WD wagons were tiny, nimble and bulletproof machines and the modern descendant the Grand Vitara has retained much of the off-road ability without succumbing to the soft-roader sookery.(Search for hundreds more choices) 2011 Toyota RAV4Engine: 2.4-litre 4-cyl petrolTransmission: 4-speed automaticThirst: 9.6L/100 CARSGUIDE SAYSThe dependable Toyota reputation offsets any styling shortfall. While not a rock-hopper like its LandCruiser big brother, it doesn't mind getting its wheels dirty. Dual airbags, descent and stability control, Bluetooth and USB connection are among the features.2009 Subaru Forester XS PremiumEngine: 2.5-litre 4-cyl boxer petrolTransmission: 4-speed automaticThirst: 9.6L/100km CARSGUIDE SAYSThe Forester has been a segment leader on sales volume and is one of the more versatile of the all-terrain brigade -- some models still have low range. The XS Premium has leather trim, sunroof, stability control, climate control, six airbags and rally-bred heritage.2009 Suzuki Grand Vitara WagonEngine: 2.4-litre 4-cyl petrolTransmission: 5-speed manualThirst: 8.9L/100km  CARSGUIDE SAYSThe brand builds bikes as well as being responsible for the original small off-roader. The Suzuki Grand Vitara has old-school 4WD and genuine off-road ability. Anything but a soft-roader, it's light and nimble off the beaten track and useful around town too.

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.

Sports cars should only come with manual gearboxes. Or should they? After driving Subaru's BRZ two-door coupe last weekend with a six-speed automatic transmission I believe there is a place for an auto that also can be shifted manually.You can still have fun changing up and down using the paddle levers behind the steering wheel or the gear stick while also having the added advantage of full automation when stuck in the grind of commuting.Purists won't have a bar of autos, particularly in performance cars, but even Ferrari and Porsche are heading towards autos only. Soon the manual gearbox will be a thing of the past. Many modern autos change a lot faster than the driver can manually shift. Some autos are quicker than the manual and more economical too. It makes the manual seem redundant.I loved the Toyota 86 GTS manual and now I love its twin, the BRZ auto. Sales are hampered by supply. Last month Subaru shifted 105, against the 86's 608 units, the class leader Hyundai Veloster on 302 (4107 last year) and Mercedes Benz's C-Class Coupe of 176 (2336 in 2012). Last year just 200 BRZs found homes versus the 86's 2047.So the BRZ is more exclusive and more elusive but the company has managed to secure another 140 models for delivery this and next month.VALUEThe review car was $39,730 drive away with leather and heated seats.All BRZs get cruise control, Bluetooth connectivity, USB input, seven airbags (dual front, dual side, side curtain and a driver's knee airbag) and stability control, LED daytime running lights, aluminium pedals, keyless entry with push button start, dual-zone airconditioning, 17-inch alloy wheels with Michelin tyres and DataDots, which identify components and make them less attractive to thieves.DESIGNInside the BRZ is disappointing. There's too much plastic. The silver strip across the dash was cheap and nasty, like someone had been at work with a spray can. But the red stitching is classy while Subaru's coloured badge in the steering wheel livens the look. The orange illumination lifts the mood but the green-lit radio clashes badly.The digital speedo is great because the speedo markings are too small. Head room is OK and the driving position is low so you get the sports car feeling. Storage is light but there's a handy slot for smartphones in the centre console, something other makers should take note of. Usually I have to leave my phone in a drink holder. The boot is shallow, only useful for soft weekend-away bags. Rear vision is hampered by the slender windows.TECHNOLOGYThe engine is more Subaru than Toyota, yet both companies had an input. Subaru provided the basic 2.0-litre four-cylinder Boxer horizontally opposed layout (essentially a 180-degree V) while Toyota added direct injection for better efficiency and more power.The result is 147kW. While there are many more powerful family sedans, few weigh as little as 1.2 tonnes. That's where it delights. At times it feels like more power would be welcome, but the engine revs cleanly and builds steadily into a frenzied crescendo as it approaches the 7500rpm cutout.Peak torque is a modest 205Nm and produced very high at 6600rpm, so its best work is about 5000-6000rpm. But even at 2000 or 3000rpm it'll pull relatively well, which makes for relaxed motoring around town. Fuel economy isn't great. I managed 10.5L/100km, nowhere near the claimed 7.1L/100km for the auto. Also bear in mind that the BRZ requires costlier 98-octane premium unleaded fuel.SAFETYThere are five stability control settings that allow the traction control (to stop wheelspin) and stability control (to stop skids and slides) to be turned off and to different levels independently.DRIVINGInitially it feels lethargic until the revs spool and it takes off, whipping around to the red line. It's at higher speeds or on the open road where the performance feels more modest but if you're prepared to rev it harder, it's feisty. I love the way the six-speed auto exaggerates downshifts when calling on all kilowatts.The BRZ is a lot of fun. It's light and nimble and points accurately at a corner with the sort of steering precision and feedback that's at the top of the sports car game. It has high grip levels and it hangs on tenaciously through the twisty stuff. With 53 per cent of the weight over its nose and the remaining 47 per cent over the rear the BRZ feels beautifully balanced through corners.Go into fast and the front wheels will scrub wide, while if you're too aggressive on the throttle in a slow corner the stability control will kick in to settle things down. It can easily oversteer and drift, but not viciously. In the right environment the BRZ will reward when driven surprisingly hard, hunkering down through corners and allowing the driver to have some fun with its balance.Push hard or on a low-grip surface and the tail will let loose in a relatively controlled way, allowing a slide for those who feel confident. It was a marvel up the Gillies Range where I was able to string together many corners smoothly and confidently without being hampered by slower drivers.It was a similar story over the road between Walkamin and Oaky Creek Farms, just a lack of power dampening quick times. A trade-off is the firm ride, more noticeable at lower speeds where it can be testing on poor surfaces, but it's relatively compliant and controlled given the excellent dynamics. Tyre noise is rowdy.Late in the weekend I discovered the sport button, which allows the engine to rev fully to the red line, after my drive to the Tableland and back so I had another blat to revel in its sportiness again.DECIDINGThe BRZ is engaging and agile with great steering and generally good brakes, although they were fading after a couple of hard runs. The ride is firm as expected, there's heaps of grip and good performance. Boy racers will want more but I feel it will upset the almost perfect balance of the car.The auto is a good combination for lazy drivers around town and for a whole lot of fun on winding and twisty roads. The interior is a mix of good and bad with some interior parts looking cheap, especially that awful silver strip across the dash.The Subaru two door is thirsty for its size and requires expensive 98-octane premium unleaded. There's a sporty note piped into the cabin. I quite like it, others don't. There's no rear windscreen wiper which will be a bummer in our wet.VERDICTThe BRZ is a car which puts a huge smile on the dial without breaking the bank account. Just having to wait for one may sour the experience.Subaru BRZBody: Two-door sports carPrice: $39,730 drive awayEngine: 2.0-litre boxer fourPower: 147kW @ 7000rpmTorque: 205Nm @ 6400-6600rpmTransmission: Six-speed automatic, rear-wheel drivePerformance: 0-100km/h in 8.2s, top speed 210km/h (limited)Fuel consumption: 7.1L/100km, (10.5L on test) premium unleaded,50 litresCO2 emissions: 164g/kmDimensions: Length 4240mm, width 1775mm, height 1285mm, wheelbase 2570mm, tracks 1520/1540mm front/rearWarranty: Three years/unlimited km

Subaru has launched its high-performance XT variant of the Forester SUV and hopes, with a new 2.0-litre turbocharged direct injection boxer engine, new transmission and overall refinement it will do for Forester what WRX did for Impreza in the 1990s.As a performance model of the family AWD wagon the XT currently claims around seven per cent of all Forester sales. Subaru hopes to lift this as high as 15 to 20 per cent. It believes by toning down the styling the XT will appeal to more buyers not wanting overt performance styling.As a result the bonnet scoop has been eliminated from the new model. It's a case of more is less for wider buyer appeal. Subaru launched the garden-variety Forester models in December and the XT turbo variants launched this week differ in external appearance by the subtle use of a mesh grille.At the business end of the XT are steering wheel paddle shifters linked to the CVT automatic transmission. For the driver this is where the fun starts although the Forester XT covers the 0-100 km/h sprint in 7.5 seconds, quite a bit slower than WRX.This is the fourth generation Forester since the original model was released back in 1997. It consistently sells more than 10,000 units a year here and is Subaru Australia's top selling model in one of the most competitive segments in the Australian new vehicle market, that of medium SUVs.VALUEThe standard XT includes X-Mode for off-road work, reversing camera, electric sunroof, dual zone air conditioning, multi function display, SI-Drive, 18-inch alloy wheels and silver roof rails. It is priced from $43,490.The XT Premium gets more fruit with Eyesight driver assistance including lane warning departure and active cruise control, eight-speaker Harman-Kardon entertainment system, push button ignition start, rain sensing wipers, leather trim, auto boot door and dusk-sensing headlights. This will set you back $50,490 before on roads.TECHNOLOGYThe new 2.0-litre direct injection DOHC turbo boxer engine replaces the 2.5-litre from the previous model and takes on board the latest direct injection technology as well as twin scrolled turbo. It's an impressive engine that develops 177 kW (the previous 2.5-litre peaked at 169 kW) and 350 Nm of torque (from 320 Nm).The all-new Forester XT has significant gains over the previous model. Fuel consumption is down by 19 per cent on combined cycle, although probably not if you drive enthusiastically in Sport Sharp mode. Combined fuel consumption is 8.5 litres per 100 km compared to 10.5 L/100 km from the 2.5-litre.Maximum torque is up by 9.4 per cent and power by 4.7 per cent. In an era when the majority of manufacturers are stripping SUVs to have a 2WD entry-level ‘cheap’ model to attract greater sales, Subaru is sticking to AWD in the Forester range.No doubt there will be some sort of outcry from die-hard Subaru buffs about the XT only having CVT transmission. Where is the six-speed manual they will ask? Right now there isn't one.But the CVT has clever technology including SI-Drive where those wanting a sporty fix can select Sport Sharp on the steering wheel which allows manual paddle shifting through eight steps that act like gears. Other selections are ‘I’ for Intelligent and ‘S’ for Sport. We found the Sport Sharp the pick of the options and the one most likely to win over enthusiastic drivers.DESIGNAlthough this is an all-new model the exterior looks more like a facelift. It is 35 mm longer overall with a 25 mm longer wheelbase while the A-pillar has been moved slightly forward to increase the sleek appearance of the car.At the rear end the roofline has been lowered for improved aerodynamics. The interior is wider giving occupants more space with new design seats that are 60mm higher and also, in our view, among the most comfortable in the SUV segment.DRIVINGThe new Forester is more refined than the third-generation vehicle in all respects. The cabin is quieter, the new engine smoother and quieter, and handling - which was already a strength for Forester - has been improved even further with suspension development.There is slight but predictable oversteer into sharp corners at high speed but the overall feeling is of a car that is well-engineered to meet the requirements of enthusiastic drivers. The lack of a manual shifter may put some buyers off, but for them we’d recommend a test drive of the Forester XT and ensure that they switch on the Sport Sharp button.It makes a world of difference to the car's performance and takes the fun-factor from zero to hero. In particular we like how it can drop several steps at a time when the driver asks the performance question on interesting roads.VERDICTClearly the Forester XT is no WRX dressed up as an SUV, it is however a highly refined performance SUV in the medium size segment with no real competitors in its price range.MODEL RANGEForester 2.0XT 2.0-litre turbo-petrol five-door wagon: $43,490 (CVT)Forester 2.0XT 2.0-litre turbo-petrol five-door wagon: $50,490 (CVT)Subaru Forester XTPrice: from $43,490Engine: 2.0-litre turbocharged boxer 4-cylinder petrol, 177kW/350NmTransmission: 8-speed CVT auto, AWDThirst: 8.5L/100km

At what point do you abandon a cherished belief and change your mind? It's a question that haunts a few independent carmakers which have grown successful by sticking to certain core values.Japanese maker Subaru faces this dilemma. One of its defining values has been all-wheel drive -- if you buy a Subaru, that's what you get. “Confidence in motion'' has been its mission.In Australia, where Subaru sold a record 40,000 last year and finished between Volkswagen and Honda in the top 10, it's easy to forget that it's punching above its weight. With a global total of just 706,000 sales last year.All-wheel drive has been crucial for its success both in Australia, its fourth-largest market, and the US, which buys almost half Subaru's total output. But it's not inviolable. Its joint sportscar project with Toyota, the BR-Z, is rear-wheel drive. Many of its small home market runabouts are front-wheel drive.Subaru has shown it can live comfortably with those exceptions but a larger problem looms: lots of today's SUVs are two-wheel drive only. They're cheaper to buy and to run. In Australia four years ago, most mid-size SUVs came with 4WD. Now, one-third of buyers opt for 2WD. In a boom segment, 2WD softroaders have gone supersonic.That means Subaru's commitment to 4WD is under assault. Every time it launches a new SUV, it will have to ask itself whether it can afford to deviate from the approved text.At the launch of the fourth-generation Forester last week, it had not budged. Marketing chief Andrew Caie admitted Subaru was now the only major player not offering a 2WD mid-size SUV.“Do we try to match the 2WD burgeoning volume with a 2WD product?'' he asked. “The answer is a resounding no.'' Its cherished unique selling point would not be sacrificed on the altar of sales and Forester could turn that to its advantage. Buyers looking for substance would find it: “Subaru's strengths are its differences.''VALUEThe top-spec Forester XT Premium includes a power tailgate, Harmon Kardon stereo, satnav, leather trim and the brand's Eyesight safety system, which uses cameras to monitor the road and brakes automatically if necessary.These are features unimaginable in a Subaru only a few years ago and on price, the $50,490 XT Premium begins to overlap more prestigious rivals such as Land Rover's Freelander and Evoque.While top-level prices have risen, an entry-level Forester 2.0i manual starts as before at $30,990 and a 2.5-litre petrol is still available for another $5000. Diesels begin $1000 lower than before at $35,490, although only with manual transmission.DESIGNCabin and cargo space improve, with all Foresters longer and taller. It adopts the angular exterior styling of the smaller XV, ditching the boy-racer bonnet scoop of previous XTs. The driving position is good, offering excellent visibility, although the seats have the short squabs typical of Subarus and most variants use cheap racket-style adjusters.Ambience lifts with a new steering wheel and soft-top dash, although the hard plastics that have blighted Subaru cabins have not been banished entirely and XT Premium could do with a bit more garnish. Control screens remain a riot of information and display styles. However, cabin refinement levels have risen and the engine stays remarkably quiet even under load.TECHNOLOGYThe new turbocharged XT’s 2.0-litre engine has been downsized from 2.5 in the previous model but develops 8kW more power and 30Nm more torque (at lower revs). With a direct injection system and continuously variable transmission -- both developed in-house -- it's quicker to 100km/h by 0.6 seconds.However, better aerodynamics, electric power steering and other efficiency measures such as idle-stop mean fuel use drops 19 per cent, to 8.5 litres per 100km. Subaru managing director Nick Senior said the XT was expected to double its share of Forester buyers with up to one in five picking it.“The XT can do for the Forester what the WRX originally did for the Impreza and that is to create an iconic performance car that will become the halo variant in the range,'' Senior said. “It's the most complete vehicle we've ever launched. More interior room, vastly improved fuel economy, better transmissions, a significantly improved driver and passenger environment.''DRIVINGYou cannot remain unaware of its height but it stays fairly flat. Ground clearance has actually dropped slightly in this XT, to 220mm, although that's still serious offroad territory. For this and its other bush credentials, Subaru claims the Forester can challenge the offroad benchmarks.The new steering was most difficult to like, with a lack of immediacy around the straight-ahead position, while the tendency for all-wheel drives to run wide in corners remains. Another negative in this upgrade is increased weight, with XTs gaining around 100kg.VERDICTTurbocharged Foresters will retain their reputation for being among the best to drive in this segment with a nicely nuanced chassis.“The Australian love affair with SUVs is great news for Subaru,'' Nick Senior said, and if it continues to grow at last year's rate, Australians will buy another 20,000 mid-sizers this year alone. Subaru's target is 12,000 Foresters in 2013 and although its main rivals -- the Toyota RAV4, Honda CR-V and Mitsubishi Outlander, among others -- are all being renewed at the same time, demand is so strong it's possible they'll all do well.Subaru Forester XTPrice: from $43,490Engine: 2.0-litre turbocharged boxer 4-cylinder petrol, 177kW/350NmTransmission: 8-speed CVT auto, AWDThirst: 8.5L/100km 

The hooligan of the SUV class has gone to finishing school. The turbocharged version of the fourth generation Subaru Forester has grown a little older, a little wiser and a lot more refined.It’s still an athlete at heart but it’s not wearing a tracksuit and runners anymore. It’s gone smart casual. The gawdy styling and big bonnet scoop have been replaced by a more subdued appearance, one that you could take home to meet the parents.For every customer that doesn’t like the new model because it’s too understated, Subaru reckons there will be several more who prefer it. The new Forester XT released this week has more power and performance than before, despite putting on 104kg in its middle-aged spread.Subaru has gone to great lengths to hide the air-cooled plumbing that helps give the car its huff and puff. (For the technically-minded, the cooling tract to the intercooler, still on top of the engine, is ducted out of view behind the grille). The only downside to the bigger, better, faster Forester is that the price has risen by about 10 per cent on both models. Ouch.VALUEThe previous Subaru Forester XT could be had for less than $40,000 but the starting price of the new model is $43,490 plus on-road costs. The price hike is due in part to the lack of a manual transmission this time around.The Forester XT is only available with an eight-speed CVT auto (replacing the old five-speed manual and four-speed auto). The starting price buys a sunroof, cruise control, remote entry, a rear view camera, Bluetooth phone control and audio streaming, dual-zone air-conditioning, privacy glass, roof rails and 18-inch alloy wheels.The top-line XT model trips over the $50,000 mark at $50,490 plus on-road costs (up $5000 from $45,490). The extra dough buys a remote-opening tail-gate, navigation, Subaru’s “eye-sight” crash avoidance system, leather trim (with electric adjustment for the driver) and an eight-speaker Harman Kardon sound system.There is no question Subaru has added a lot more equipment and technology to the new Forester XT but on first impressions the prices seem a little steep. With such fierce competition in the SUV market I wonder how long Subaru will hold these RRPs.At least Subaru doesn’t gouge, sorry charge, for metallic paint like most other manufacturers do (Mazda is another notable exception).TECHNOLOGYAll models come with an “Si drive” mode that enables the driver to switch between “eco”, “normal” or “sport” settings. The first slows throttle response (for snow), the second acts normally (for the daily grind) and the third reacts sharply and unlocks a manual gear selection mode (for those with a plane to catch), unleashing all available power with a dab of your right foot.For the adventurous types, a crawl function called “X-mode” will help negotiate steep climbs or descents off-road below 20km/h. The top-line XT model comes with a second pair of eyes – tiny cameras either side of the rear view mirror detect cars, pedestrians and cyclists. If it thinks you’re about to hit someone or something it will slam on the brakes in the nick of time.Radar cruise control is standard on the top-whack model, too. It has three pre-determined distance settings between you and the car in front, which thankfully can be disabled for those who find it leaves gaps for others to drive into.Another cool trick: the automatic tail-gate can be programmed to open to a certain height, so it doesn’t bang on the garage roof or bump the kayak.ACCOMODATIONThe new Forester XT has grown up and out, just like the regular models on which it is based. But here’s a boring fact you might like to know (but may never admit to knowing): the cargo area of the top-line model with the automatic tail-gate has 17 litres less cargo space than the standard model, because the electronic gizzards take up room behind the panels.But (drum-roll please) it still has a bigger boot than the last one: XT 422 litres, XT Premium (with auto lift gate) 405 litres, and 1457 with the seats down. . With five seats (with five adjustable head rests) there is plenty of room for heads, shoulders, knees and toes.Other good news: the quality of interior materials has stepped up a notch, although the dash (which you hardly ever touch) is softer than the elbow pad area on the doors. It would be better the other way around.The only serious blots on an otherwise impressive report card: the front and back seats are too flat and unsupportive, the steering wheel is a bit Plain Jane for a car with sporting intent, and there is no digital speed display to help keep your licence intact.Oh, and despite seeing itself as a rival to German car-maker Volkswagen, it doesn’t have auto-up power windows on all four doors, only the driver gets this luxury in the Subaru. Picky, I know, but people comment on this stuff!SAFETYSeven airbags (including one for the driver’s knee) give the Forester XT a five-star safety rating from independent auditors ANCAP. A rear camera is standard across the range, too, although the lines that guide you into a parking space don’t turn with the steering wheel, as some of the fancier ones do.I’m also going to include Subaru’s commendable decision to include a full-size spare tyre (in an era of space-savers) as a safety plus. Do you really want to be driving home precariously with one skinny wheel after a long weekend away? Didn’t think so.DRIVINGSubaru 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, which is almost as heavy as a Holden Commodore.The 0 to 100km/h times tell the story. The old model with manual transmission did the dash in 7.1 seconds, or in 7.9 with the archaic four-speed auto. The new Forester XT with its eight-speed CVT splits the difference, with a claimed time of 7.5 seconds.It still feels brisk enough, and the CVT (with small levers behind the steering wheel) is one of the better installations we’ve sampled. The Si Drive (which adjusts throttle sensitivity) may seem a bit gimmicky, but it has a purpose from time to time.I really like the new Forester XT; my only beef is the price, which is too high, and the cruise control, which is counter-intuitive until you’re tutored on how to use it. If you tap up or down, it adjusts speed in 5km/h increments (not 1 or 2km/h as in other cars). To creep up 1km/h at a time you need to hold the button. It’s easier just to tap the brakes and reset it.The air-conditioning also cuts in and out quite a lot, presumably as it flickers between trying to save energy and keeping you cool. Not the most controlled climate conditions.VERDICTOverall, though, the new Forester XT is a welcome change for the SUV class ruffian. But before you sign on the dotted line it is worth knowing that, contrary to what Subaru says, there are a number of compact SUVs that offer similar performance for the same or less money.Subaru Forester XTPrice: from $43,490 plus on-road costsSafety rating: Five starsWarranty: Three years/unlimited kmBody: Five-seat wagonDimensions (L/WB/W/H): 4595/2640/1795/1735Weight: 1629 to 1647kgEngine: 2.0-litre direct-injection horizontally-opposed four-cylinder petrol: 177kW/350NmTransmission: Eight-speed CVT automaticPerformance (0 to 100km/h): 7.5 secondsConsumption: 8.5L/100km

The company that pioneered the softroader concept has reinvented the formula with a high-riding, go-anywhere hatchback. VALUE The Subaru XV is, in essence, an Impreza hatch in hiking boots. The range starts at $28,490 plus on-road costs and stretches to $36,990 for the leather-bound version. We're testing the

Subaru has been in the ‘compact SUV’ market since before that term even existed. The engineering-oriented Japanese marque pioneered all-wheel-drive passenger cars and station wagons over 40 years ago and remains a major player today.This early work by Subaru is paying big dividends today, because compact SUVs compete in one of the fastest growing of all market segments. Interestingly, this doesn’t just apply to Australia; buyers in many other countries are discovering how much sense it makes to own affordable, driver friendly compact SUVs.Which brings us to Subaru’s Forester, the midsize model in the extensive Subaru all-wheel-drive wagon range. So important is the Forester that Subaru Australia imported several pre-production generation-four Foresters to Australia to permit a select group of journalists to drive them on- and off-road this week. The new model won’t reach us downunder till February 2013.In an interesting move, all models in the Subaru Forester range have satellite navigation as standard. However, it’s a rather basic system with maps that look more like kid’s drawings than the real thing.New Forester can be specified with a 2.0 or 2.5-litre flat-four petrol engine, and a 2.0-litre turbo-diesel. However, only the 2.5 petrol can be specified with an automatic transmission, the others have a six-speed manual gearbox. The automatic is a CVT unit and Subaru’s engineers have done an excellent job of minimising the sometimes irritating ‘slipping-clutch’ sound and feel. Once that transmission is designed to sit behind all engines in the Forester range we are sure it will be a big winner.The fourth-generation Subaru Forester is marginally smaller on the outside but clever design means the interior is slightly larger in most dimensions. Rear seat passengers are the biggest beneficiaries and I found my six-foot frame could sit easily behind itself, if you know what I mean.As is the way with most latest generation cars the Subaru Forester is quieter and smoother than ever before, with cabin noise levels diminished to the sort of levels that used to require an expensive sedan to achieve. Luggage space is lost due to the installation of a full-size spare wheel in an area obviously designed for a space-saver. But given the number of Australian drivers who may take their Forester off road this is probably an acceptable sacrifice.We road tested the EyeSight system fitted to the topline Forester. Unlike other crash avoidance and mitigation systems, Subaru's uses cameras, rather than radar, in its operation. Anything that can be seen by the human eye will create an image behind the cameras’ lenses, whereas radar only works when its beams are reflected back from metallic or similar surfaces, so may not ‘see’ pedestrians, cyclists or animals.Though we never needed Eyesight for crash prevention we did witness the warnings it gave when we deliberately let our Forester wander out of its traffic lane. It was even able to see very vague lines at the edge of country roads, lines that had been all but worn away by age, harsh sunshine and vehicle tyres. Impressive, and a potential life saver in situations that may result in crashes typically classified as ‘unexplained single vehicle accidents’.We did some reasonably serious driving in hills near Canberra as part of the press launch of the Forester. Its ground clearance of 220 mm is greater than that of all its competitors, even of some dedicated 4WDs. So deep ruts and large rocks will seldom cause hassles. The electronic traction controls, tagged X-Mode by Subaru, are arguably the best we have yet experienced; sophisticated, non-intrusive and simple to use. However, X-Mode is only fitted to Foresters with automatic transmission, not on manuals.Downhill and uphill assist are controlled by the throttle and brake pedals, making them significantly more intuitive than the hand controls generally fitted. Even first time off-road users of a gen-four Forester will feel they are experts in the way the wagon responds. Having said that, it may be best that these people have some professional instruction before they become too brave and get themselves stuck.On sealed roads, the added ground clearance of the Forester isn’t a problem unless pushed far harder than is ever likely to be attempted by the typical owner. Even then the electronics will do their best to keep you safe.To say we are impressed by the latest Forester is an understatement. While competing vehicles in this class are becoming softer by the day, Subaru has stuck to its guns and produced a genuine off-road wagon. Even better, Forester’s on-road behaviour has been further refined despite the upgrading of its allroad abilities.Though the new gen-four Forester won’t reach us downunder till February 2013 it may be an idea to contact your Subaru dealer well before then as there is likely to be an initial rush by existing owners wishing to update. However, they won’t have prices at this time.

The Liberty has always stood tall in the Subaru family and now the popular sedan stands even taller – 50 mm to be precise. That’s the extra ground clearance given to the Model Year 2013 Liberty 2.5X and 3.6X.So what does the extra 50 mm do besides easing ‘driveway anxiety’ in the suburbs or giving ‘country comfort’ on bad road surfaces in the bush? It gives the Liberty X a stately bearing – a ‘chest out, shoulders back, head held high’ sort of stance.VALUEComfort extends to the interior with electrically adjustable and heated front seats – the driver’s seat with memory – McIntosh audio system, one-touch lane change indicator, electroluminescent gauges with full-colour multi-function display, auto lights and wipers, Bluetooth and USB connection.Subaru’s innovative EyeSight driver assist system puts the pair up against vehicles deep in luxury car territory far beyond the $44,490 price tag of the Liberty 2.5X, or $55,990 sticker for the Liberty 3.6X.TECHNOLOGYThe 2.5-litre engine with 123 kW on tap at 5600 rpm, connected to the continuously variable transmission, relished an easy going driving style but ran out of steam when pushed hard.DESIGNDespite the added millimeters in height, getting in and out of the Liberty 2.5X test vehicle is surprisingly easy. In fact it’s probably easier to get into the X than a standard height car if your knees are getting old and stiff.Together with a new design radiator grille and front bumper, plus sporty sills with chrome-style highlights, the Liberty X pair make a handsome statement.The 18-inch alloy wheels – silver with 2.5X, gunmetal on 3.6X – also do their bit to giving the vehicles an elevated position – 200 mm ground clearance. The resultant command driving position gives it outstanding all-round visibility.Cabin décor is up there with the latest looks from the designer’s pen with leather trim and brushed gun-metal grey featured on the centre panel, centre console and steering wheel panel.However, it was the new Liberty’s exterior lines that elicited a surprising amount of positive comment from people who came in contact with the test car. Even the most cynical found little to criticise about the looks.SAFETYSubaru’s five-star crash rating, put both Xs on a pedestal for safety.EyeSight, as the name suggests, keeps an eye out for drivers, warning of potential danger ahead and helping avoid trouble with a series of passive and active safety systems plumbed into the car.Ding! ‘Vehicle ahead has moved’. Drivers are entitled to scoff at this, arguing the ‘Blind Freddy’ point, but there are those who ‘take their eye off the ball’ when their vehicle is stationary in a line of traffic to the annoyance of others behind.Other EyeSight features include adaptive cruise control, lane departure and lane sway warning, pre-collision braking and brake assist, plus pre-collision throttle management, and electronic throttle control.A reversing camera adds a further dimension to the driver’s ability to keep out of trouble with other road users, while satellite navigation provides a measure of certainty when travelling in unknown territory.DRIVINGWith an acceleration time of 10.1 seconds to 100 kilometres per hour from rest the four-cylinder is firmly rooted in the middle ground of its segment.The 3.6X six-cylinder, at 7.3 seconds to the 100 km/h, exhibits more sporting appeal but is it worth the $11,000 premium? It’s likely that fascinating EyeSight system no doubt accounts for a big slice of that extra money for the 3.6X.Positives were the characteristic deep ‘boxer note’ coming from under the bonnet and handling stability, thanks to all-wheel drive, on urban road surfaces that left a lot to be desired.VERDICTUpright citizen; with extra ground clearance, the Liberty 2.5X stands tall in the mid-size sedan segment.

The original SUV polishes its credentials in the face of mounting opposition. Cheaper running costs and a superior automatic open the door to Subaru's fightback in Australia's toughest new-vehicle segment.Prices are kept low - thanks to a new entry-level model with a smaller engine - while the feature list expands. Even Subaru's safety-sharp and affordable EyeSight driver assistance package is standard on the top model. But Subaru is aware that rivals have been busy. Honda punched out a new CR-V last month, Toyota will show its new RAV4 in February, there's a new Mitsubishi Outlander and a bigger-engine for Mazda's CX-5.But Subaru has an ace up its sleeve. Subaru Australia boss Nick Senior says it’s no pretender and is "the perfect city car for dirty weekends." While rivals trend away from getting dirty, Subaru ups the Forester's off-road ability.True, it has dropped the low-range feature from the manual gearbox models but there's a new electronic program - called X-Mode - that prepares the wagon for more adventurous dirt duty.VALUE Forester hits showrooms in February starting at about $31,000 - around the same as the outgoing model. But the spec is different. The new base model has the two-litre petrol engine from the smaller XV (and Impreza) models and comes only as a six-speed manual. Subaru Australia boss Nick Senior says a 2-litre CVT auto is on the cards, just not yet.The 2.5-litre version will come in at about $35,000 (prices aren’t known until January) and that’s the same engine as the current car. But though there’s been a bit of a price rise, the feature list is far bigger and the wagon is a much better ride.DESIGNThe platform is basically the same as the outgoing wagon, crimped here and there to flatten the central tunnel bump and stretched to add 25mm to the wheelbase and 35mm to the length. It's also 35mm higher, sits on a track that's up to 20mm wider and while body width remains the same, the doors are less bowed and the door trim is less obtrusive.Add in the windscreen pillars that are punched 200mm forward - the "cab forward'' design sprouted in the 1990s - and Subaru claims a much bigger, more airy interior and more room for rear seat passengers. The cabin gets soft-touch plastics and improved material quality and the look of the interior is now much more upmarket and better reflects the Subaru quality standard. There is an electric tail gate option on some models.TECHNOLOGYTwo problems, one solution. Forester previously has a reputation for a high fuel thirst without delivering much in the way of performance. The old four-speed auto is now out and replaced with the continuously-variable transmission used also on the Impreza sedan on which the Forester is based. Fuel savings are quite dramatic.The 2.5-litre manual version has a 8.1 L/100km thirst, a big improvement on the current wagon's 9.3 L/100km average. There's no power change to the 126kW/235Nm 2.5-litre four-cylinder petrol engine or 108kW/350Nm two-litre turbo-diesel, but there is a new entry-level two-litre petrol four - borrowed from the XV and Impreza - promising 110kW/198Nm.But, like the turbo-diesel model, it comes only with a manual gearbox. At least, for now. The X-Mode is an off-road package available on the CVT models. It cleverly juggles power individually to any of the four wheels with traction, incorporates downhill assist and adjusts ESC and traction control. Stop-start is standard on all petrol Foresters and is one of the reasons for the improved fuel economy.SAFETYSubaru is trumpeting a five-star rating and brings in the big gun with its brilliant EyeSight camera-based forward vision aid. First seen last year on upmarket Liberty models and similar to the Volvo City Safety, the Subaru program is standard on the ultimate Forester 2.5i-S model and optional on the penultimate 2.5i-L.It uses stereo cameras with 3D imaging to scan, identify and communicate with the vehicle's brake system to avoid frontal collisions, lane drifting and low-speed crashes. Used with the adaptive cruise control, it will lock onto the vehicle ahead and autonomously slow, stop and accelerate to maintain a safe distance.It also incorporates pre-collision braking, brake assist (enhances brake pressure), throttle management (stops accidental acceleration when an obstacle is ahead), lane departure warning, fatigue warning and start alert (warns when the car ahead has moved away). All new Foresters get seven airbags, more high-tensile steel in the passenger cell construction, aluminium bonnet, paddle shifters for the automatic versions and six-speaker audio with iPod/USB connectivity and Bluetooth.DRIVINGFirst up, the diesel. Train spotters will note that when it comes to the 2013 engine line-up, not much has changed. So the diesel remains punchy - but only in a relatively narrow opening between 2000rpm and 4000rpm. It can stumble below 2000rpm and is weak under 1500rpm.That brings to the surface the second problem - there’s still only a manual gearbox. Senior says a CVT auto diesel “is coming" but there’s no arrival date. The diesel is also still noisy, but mainly for people on the outside of the car. Inside it’s audible at idle but diminishes to silence at cruising. Compared to the outgoing model, the gearbox feels crisper. Compared with others in its class, it needs an auto but still drives with commendable ride comfort and on-road surety.The 2.5-litre petrol has been tweaked but only slightly. It’s the best choice. Previously, it was a thirsty beast that - in  automatic - was also a tired drive. Now it’s perky thanks to the smooth CVT box. It’s also quietened down the ride and brought it well within parameters set by decent mid-size passenger cars - an admirable boost to ride appeal and one that will further swing sedan buyers into the SUV sector.The 2.5 isn’t particularly revvy but has linear acceleration. It cruises particularly well and is quite adept at dismissing the effects of rough bitumen roads. On the gravel it is even more surprising, with excellent stability that defies the wagon’s height.VERDICTVery smooth and very surefooted manners mean this SUV is now almost in the upper-market mid-size sedan bracket for ride and handling.Subaru Forester Price: from about $31,000Onsale: February 2013Warranty: 3 years/unlimited kmResale: 58%Service interval: 6 months/10,000kmSafety: 7 airbags, ABS, EBD, EBA, TCCrash rating: 5-starEngines: 2.0-litre 4-cyl petrol, 110kW/198Nm, 2.5-litre 4-cyl petrol, 126kW/235Nm, 2.0-litre 4-cyl turbo-diesel, 108kW/350NmTransmission: 6-speed manual or CVT auto; AWDThirst: 7.2L/100km; 168g/km CO2 (2.0 petrol); 8.1L/100km; 187g/km CO2 (2.5); 5.9L/100km; 156g/km CO2 (diesel)Dimensions: 4.6m (L), 1.8m (W), 1.7m (H)Weight: 1498-1600kgSpare: Full size