Subaru Reviews

Is a crossover too big a compromise? I was a bit perplexed by the Subaru Outback 3.6R Premium – was it a station wagon, an SUV, a performance car, family oriented or adventure oriented?  Does the crossover try to offer something across all aspects -- and fail to excel in any one of them? It takes a few days to find out. DESIGN Face facts: this is not an attractive vehicle. The styling is subtle but grey – our test car was charcoal, but it was also grey in every other sense of the word. It could easily be lost in a supermarket car park, forever. I found myself hoping the looks would grow on me, but they didn’t. The interior is like a small lounge with big leather furniture.  The seats are flat, wide and hard – and won’t serve well for long trips where you need a hugging contour and medium firmness for support.  I was already in need of a good stretch and massage after a short one hour commute. The highlight is the stitched leather, which looks classy and tough. Perfect for letting kids or a  slobbering dog loose without having to worry about damaging the upholstery.  Opinion was divided on the plastic brushed aluminium look dashboard and surrounds.  I thought they looked and felt cheap, my wife thought they looked classy.  But otherwise, the dashboard is very clear, well laid out and a pleasure to use at night. Visibility all round is great -- with a relatively high position, and no major blind spots, even for a wagon – and the large mirrors meant all but the smallest of cars or motorbikes were in your peripheral vision.  EQUIPMENT As usual with Subaru, everything you expect is on hand: full climate control and electric everything.  Initially, the media-navigation system was a little painful to operate, but does have touchscreen which is a small bonus.  Although the head unit does have Bluetooth connectivity, this is acceptable for telephone conversations (and worked really well) but the quality is not high enough for music. It would be better to see an iPad/iOS type head unit installed in a car of this type – which is likely to be doing some long recreational trips.  The only other real omissions at this level are heated seats – which risks leaving wives very unimpressed (trust me on this) – and tyre pressure sensors, which are not expensive and should be considered a must have safety feature. SAFETY The Outback meets the ANCAP five-star rating, with an arsenal of airbags, anti-lock brakes and all the expected safety kit. But it also has a special system called EyeSight -- in short, an extra pair of eyes permanently glued to the road in front of you, alerting and taking appropriate action probably before you even think of it. This is a level of technology that comes not just with an instruction manual but a DVD to guide you through the introduction. At first, I was dismissive, believing in better driver education and not building a reliance – let alone dependence  -- on technology.  But after two days of using it, I was impressed with a couple of key features.  The adaptive cruise control allowed me to set the cruise at 60km/h in morning traffic, and -- unless I stopped completely -- Eyesight kept me a safe distance from the vehicle in front, adjusting my speed up or down, even automatically braking to a halt if required.  It was surprisingly smooth and accurate.  It does get a little confused if another car enters the lane and into it’s field of view, and takes more abrupt action, but it works amazingly well. The feature I wanted to kill was the lane sensor alert.  Initially, I couldn’t help myself, playing with the system on the way home. Other drivers must have thought I was drunk or had lost my marbles.  In clear space, I drifted side to side across lanes, not once or twice, but at least 8 to 10 times, testing when and how EyeSight would alert me.  I’m surprised nobody called the police, but then again if they had, in the Outback I’d have just blended into the traffic and they’d never spot me.  But in daily driving, after a while the lane sensor is annoying, beeping every few minutes, general moving in and out of traffic, entering and exiting freeways, and normal city driving.  I can imagine on a lengthy motorway cruise, it would be a useful safety feature, but in everyday traffic it drove me to the point of distraction and annoyance. Although it took a while to get used to getting the best out of EyeSight, after a couple of days, I’d built a beautiful symbiotic relationship, driver and technology in perfect harmony.  I’m a passionate believer in full driver training and education -- and driver control -- however (and I can’t believe I’m writing this) I now think  the adaptive cruise and pre-collision braking should be mandatory on all new vehicles.  It would prevent 90 per cent of those pointless rear-enders, and force drivers to leave the appropriate space between vehicles. Interestingly, EyeSight had a maximum setting of 2 seconds gap, and I would rather have had this as the minimum, with the ability for the driver to increase the gap if it was still a little too close to the car in front.  Imagine the reduction in insurance premiums and time saved in morning traffic without those dumb accidents. DRIVING AND PERFORMANCE The first drive in the Outback was particularly eventless -- even boring.  I left the CBD office in peak hour traffic and arrived home 45 minutes later.  Interestingly, I did notice I had arrived stress–free – which probably says something. The engine and gearbox were quiet and smooth, the ride was firm and understated, quietly satisfying. But after driving the Outback for a couple of days, I was wondering if this “premium” version actually had any guts and was generally feeling quite let down.  I read the specifications again, 3.6 Litres, 191kW, 1600kg. Where? Was I missing something?  Where was all this performance hiding? I dedicated some quality experimental time to locate that all important “GO” button. Found it. Right there on the centre console dial.  Switch over to mode and leave it there. Wow, what a massive difference.  I pulled out into some fast moving traffic and let it rip.  Everything stiffened up, and with an elegant poise and quiet, rapid acceleration, I was well over the speed limit before I had realised. Again… wow. To put it into numbers, this car actually has more horsepower per tonne than a Mini Cooper S (146hp/t vs 159hp/t), which translates into considerable performance for what does not appear to be a quick car.  The Outback 3.6R Premium is a classic case of a “wolf in sheep’s clothing”. In terms of economy, even though on paper it says it’s quite economical at 14.7L/100km for the urban cycle, a sixth gear wouldn’t go amiss.  I was struggling to get the computer to show less than 16L/100km -- even before I discovered the Outback’s inner wolf. VERDICT So back to the original question, who would buy the Outback? During the test drive, I have switched my image of the target buyer from WRX upgraders, to older retiring country gentlefolk, and back to mid-40s family man, looking for a quiet life, but with a growler under the bonnet when he wants it.  Then I thought of the adventurer who wants to carry an ocean kayak and/or hang glider on the roof, and still use it to commute. I even thought it would be the perfect getaway car for bank robbers: rapid, plenty of room to carry four henchmen and all your loot --  and it’s cloak of blandness means it would simply disappear in the traffic. Finally, I settled almost back where I started: the  Subaru Outback 3.6R Premium is ideal for the grown up ex-WRX owner who now wants practicality and comfort, hidden performance and some extra safety measures built in.  It is perfect for taking the whole family, mum, dad, two leggy teenagers and a couple of dogs to the country camping for the weekend. At more than $63,000 on the road, this is not a cheap prospect. However, considering the number of categories it covers very well, it does present solid value for money. The Subaru Outback 3.6R Premium is a car that can fulfil many roles at a reasonable price. Subaru Outback 3.6R Premium Price: From $57,490 Engine: 3.6 Litre, 6 Cylinder Outputs: 191kW/350Nm Transmission: Five-speed Sports automatic. Economy: 10.3/100km combined. CO2 Emissions: 242g/km Crash rating: 5 stars ANCAP  

Picking the eyes out of the car market has become an art form. Subaru is aiming to carve a niche in the cluttered compact SUV market with its latest XV. Value Priced from $28,490, it is a little bigger than a $4500 cheaper Impreza but shorter, wider, lower and $2500 cheaper than a Forester The engine is a new lighter-weight and longer-stroke version of Subaru's proven 2.0-litre flat four. There are three models: 2.0 manual at $28,490 (CVT $30,990); 2.0i-L at $31,990 (CVT $34,990); and 2.0i-S at $34,490 (CVT $36,990). Standard equipment includes seven airbags, a reversing camera, stability control, all-wheel drive, five-star crash rating, automatic airconditioning, cruise control, 17-inch alloy wheels with a temporary spare, engine stop/start on idle, a multi-function display, tilt and telescopic steering wheel, six-speaker single CD audio with Bluetooth, iPod and USB connection, fog lights and roof rails. The 2.0i-L adds dual-zone climate control, voice-activated satellite navigation, a sunroof, privacy glass and a sliding centre console. The 2.0i-S adds leather trim, power driver's seat, heated front seats, high-intensity headlights, alloy pedals and indicators in the mirrors. Technology Outputs are unchanged at 110kW and 196Nm, but the peak power comes in at 6200rpm (200rpm lower) and peak torque at 4200rpm (1000rpm higher). Despite this higher torque peak, Subaru says the new engine has more pull in the low and middle-engine speed ranges. The XV retains Subaru's signature permanent all-wheel drive system, unlike rivals that are either part-time four-wheel drive or front-wheel drive. Suspension tuning is as good as it gets in this class with agile and confident handling and a smooth, compliant ride over all surfaces. Driving It doesn't feel all that punchy on the road, especially in the manual. In the shortish lower gears, the engine sounds strained and needs at least 2500rpm on board to respond mid-range. However, it does cruise at a relaxed 2400rpm at 100km/h in sixth gear. Not helping the driving experience is the notchy, long-throw gear shift. The test car also had a noticeable gear whine at 100km/h, not evident in the automatic. The CVT is $2500 more than the manual, but is nicer to drive and well worth the extra outlay. And the characteristic slurring of the transmission is well disguised in normal use, flaring mostly under hard acceleration or in steep terrain. With a short wheelbase, high clearance and small overhangs front and rear, the XV will go places its rivals would shy from. It is exceptionally competent off-road, if the tracks are dry and not steep enough to warrant low range. Thirst With the help of engine stop/start on idle, fuel use is a combined 7.3L/100km with the six-speed manual and 7.0L/100km in the constantly variable transmission. On test, it averaged 7.4L/100km in the manual and 7.2L/100km in the CVT. Other efficiency tricks include variable timing on all valves and electric power steering in addition to the revised transmissions. An information display monitors driving style and fuel use and compares it with previous results. It even shows the amount of fuel saved while stationary in engine stop mode. However, those who prefer tranquil motoring will find the engine's harsh cranking intrusive enough to disengage the stop/start function when idling, especially in the manual. Design Far from getting lost in the crowd, the XV stands out like a beacon. The XV slots in between the Impreza, on which it is based, and the larger Forester. With big bumpers, bulging wheel arches, black alloy wheels, hawk-eye headlights and lairy colours, this pumped-up five-door hatch looks and feels almost armour-plated. Inside, the trim colour is sombre, but all the main controls are clear and easy to use and storage space is generous. The front seats are supportive and spacious, forward vision is good, and seats are set high for easy entry and exit. Load space is tight and not helped by the high boot floor covering an inflated space-saver spare tyre.

There anyone left in Australia who is not in love with some sort of SUV? Macho looking wagons are the family cars of the 21st century and nothing proves it more than the continuing boom in compact SUV sales.  Every month the numbers go up, not just deliveries from dealerships but also the selection of showroom starters. When we decided to rate the runners, as we did last month with small cars, there were far more hopefuls than heroes. The Hyundai ix35 is under-done on styling and suspension, the Mitsubishi ASX is too much like a truck, the Suzuki Grand Vitara is best for the bush, and theToyota RAV4 is flat-out too old. They might be nice, but nice is not enough. So we came down to a four finalists as usual and they tick all the boxes. The Mazda CX-5 and Subaru XV are new and funky, the Kia Sportage still rules for value and local tweaking, and the Volkswagen Tiguan has the right badge for brand snobs. I have driven them all before so the comparison run is more like revision than starting from scratch, although there are still some surprises and lots to consider before final judgement. VALUE This time we left the final four to you. We want to consider what customers are choosing,, not a set of dream machines, even if that means a disparate group that is something of a mis-match on price and equipment. Surprisingly, the Mazda is the cheapest in our field at $33,540 for the front-drive Maxx Sport, then comes the Subaru at $34,490 for the  2.0i-L, followed by the Tiguan 132 TSI Pacific at $35,990 and then Sportage Titanium at $39,720. But it's not just about price, as the Kia ticks all the equipment boxes and also gets a diesel engine, while the Volkswagen runs up short on some stuff - including a rear-view camera - that should be standard in 2012. As always - at least until the BRZ sports car - the Subaru only comes with all-wheel drive and the CX-5 choices reflect its place as Mazda's new SUV hero and the replacement for the larger CX-7. To put things into sharper focus, the CX-5 range runs from $27,800 right up to $48,190, you can buy an XV priced from $28,490 to $34,490, Tiguan stickers span from $24,490 to $42,990 and the cheapest Sportage is the front-drive petrol car at $26,730. Of course, the Kia scores with its five-year warranty , but running costs also favour the CX-5 with Skyactiv technology that gives it fuel economy of 6.4 litres/100km. TECHNOLOGY The latest Sportage Platinum finally picks up the satnav promised from day one in Australia, complete with traffic warnings. But there are now two clocks and no temperature display, while the Bluetooth audio streaming as not as good as it was. Hmmm. It's diesel engine means top torque, but surprisingly - perhaps it's down to size and weight - it trails the leaders on fuel efficiency. Dig deeper than the trinkets and it's all about the Skyactiv stuff in the CX-5, which brings a very efficient 2-litre petrol engine and six-speed auto complete with stop-start. That's good because the Mazda is a little drab compared with the Hyundai, and some of the costlier cars in the range. The Subaru looks newest and is well equipped, but its engine - despite stop-start - is lacklustre. It is missing any real verve and the manual gearbox can be a little difficult. It's a good thing it has cushy, lovely suspension. The Volkswagen has a great reputation but there is no reversing camera and no satnav, not even a big display screen in the dash. People who expect to be impressed when they first slide into a Tiguan will be disappointed. They will also be disappointed by the worst economy in the group, although this is partly offset by maximum power. DESIGN The Tiguan looks old and boxy. There is not getting away from it. And, inside, it's black and drab and proof that the substance-over-style approach of the original Beetle still lurks in Germany. The Volkswagen might do the job, and the boot is easy to load, but efficiency comes well ahead of kerb appeal.  The CX-5 is a modern update of the Tiguan look, still built around a basic box but with some nice tweaking and trimming. It's the car the women in the Carsguide crew rated tops, although they could have been influenced by the badge and a classy cabin that is nicely styled and well finished. The Kia has a different shape and that's both good and bad. It steps it away from its Hyundai clone and helps it make an impact in traffic. The cabin reflects some smart thinking but the finishing is not as good as the Mazda, despite all the nice bells and baubles. Which brings us to the Subaru. It's a genuinely youthful shape, looks great in the XV's Subaru orange, and turns more heads than the other three combines. But the XV is a bit plain inside and the design work leaves it short of back-seat room and luggage space, especially compared with the Kia and Mazda. The boot is more like a Mini and nowhere good enough for pram people. SAFETY Five-star safety is what you expect and what you get here. Ok, we're still waiting for the official ANCAP rating on the CX-5 but the Mazda has been chosen as a top safety pick by the Insurance Institute for Highway Safety in the USA. There are three child seat anchors in all four, they each have ABS brakes and stability control, with six airbags on three and the Subaru going to seven with knee protection in the XV. Mazda adds a tyre-pressure warning for the CX-5, and has lane departure warning available on some models, while Kia shows an off-road bias with downhill brake control in addition to hill-start assist. The VW has a rollover protection system but the lack of a rear camera is a glaring shortcoming in this field. The Subaru and Kia also score with full-sized spares, not space savers, although this decision really hurts boot space in the XV. DRIVING It's hard to make direct comparisons, but here I go. The Kia has the biggest cabin and the most equipment, which makes driving nice. It also rides well, is relatively quiet, and has a really punchy engine. The Volkswagen is nothing special, and that's a surprise with some many impressive models in the family. It just feels old, from the drab cabin to the response from the DSG gearbox, although it does everything I ask without complaining. The Subaru wins me with its looks and supportive seats, but the cabin is too small against these rivals and the engine and gearbox are less than impressive. Fair but not good. Then again, I love the suspension, with the plush ride and quietness it brings. The Mazda? Very nice, but. It gets along pretty well, the driving position is good, and I just know that it's making the most of every litre in the tank. But I remember the arrival of the CX-7, and how it felt as more like a sports car than an SUV. And this time the CX-5 has not moved forward enough when everything new is expected to bounce out ahead of the pack. When we head out for some gravel road and dirt-track kilometres, just to check if the SUVs will survive out of the city, we quickly discover a lack of front-end clearance in the Mazda. The torque of the Sportage is great for hills and the Subaru has wonderful suspension that reflects quality engineering. But then we get to loading, and the boot is the XV is a fail. The Tiguan is good, the Mazda is really good, and the Sportage does all we ask despite a full-sized spare beneath the floor. When it comes to parking, the Tiguan suffers without a camera and the rear corners of the Sportage create nasty blind spots. The Mazda is noisier than I expect on coarse bitumen roads, I worry about the economy in the Kia, and the Volkswagen leaves me cold. But driving is not everything, and I also have to consider the badge appeal of the Tiguan, the rock-solid quality and dealer support of the CX-5, the all-wheel drive security and long-term Subaru reputation of the XV, and the equipment and warranty of the Sportage. VERDICT The winner? It has to be the Kia. The Sportage is still as impressive as when it finished runner-up in our 2010 Car of the Year contest and comes fully loaded, just the way Aussies like it. It has a huge cabin, drives nicely, gets lots of kilometres between stops with that diesel engine, and has that five-year warranty to provide security for shoppers. The cabin quality trails the newer Japanese SUVs, and the steering still feels a bit wonky for the first 10 minutes, but it is truly the one you would be happiest driving home to the family. The CX-5 is a very close second and would probably have been first with more equipment and an engine swap. I drove an all-wheel drive CX-5 diesel auto straight after the comparison closed and it got me thinking. But you cannot judge what you do not have and, just as a CX-5 with the lot would have been punchier and more appealing, the Sportage would still finish on top if we slapped the badge on a Porsche Cayenne for the same money. I like the quietness and comfort of the CX-5, as well as the cabin quality, but it's not the great leap forward I expected from Mazda. It's doing a lot with Skyactiv but, just like BMW with its overdone emphasis on EfficientDynamics, the mechanical stuff only counts at the pumps and for dinner party bragging. The XV is a coulda, woulda, shoulda sort of car. And third. It's more youthful and has a lovely ride, but it falls short on space and performance. Some people also find the cabin is too drab and underdone, particularly compared with the Sportage. And the Tiguan? I expected more, but wasn't really surprised. Fourth place is a reflection of its ageing design, and the focus on SUVs that has made Japanese and Korean cars so popular, and on reflection perhaps we would have done better with a RAV4 in the field. But you cannot judge what you don't have. So the Sportage gets across the line by a short-half-head in what is really only a three-SUV contest, proving that the Korean carmaker is more than just a dollar dealer in 2012.

The Impreza range has been a success story for Subaru over its 19-year life. But while the hot WRX and STI variants won plenty of young fans, that crowd has never really warmed to the more suburban end of the range. Those mainstream models have now been separated from the performance strand, given some updated restyling and a new focus on performance and fuel economy. The automatic sedan tested here is still on the conservative side of design, but has enough street appeal to give it a better chance among the hard-fought field of close to 20 rivals in the small car showroom. VALUE The Subaru Impreza 2.0i is $23,990 with the six-speed manual and $26,490 as tested here with the Lineartronic CVT. At this entry spec level you still get six speaker iPod/USB audio, Bluetooth, cruise, climate-control airconditiong, and a 4.3-in multifunction display trip computer. That's a good equipment list, but the steel wheels with covers still say 'base model'. But still, the Impreza stacks up well against a lot of the competition. The Mazda3 -- Australia's 2011 best-selling car -- in Neo spec at $22,330 is the main rival, although you would have to go to the new Skyactiv drivetrains to match the Impreza's fuel economy. The class leader -- and 2010 Carsguide Car of the Year -- is the Volkswagen Polo, and for $21,490 you can get a 77TSI five-door hatch in Comfortline spec with a 1.2-litre turbo engine and seven-speed dual clutch transmission. Toyota's enduring Corolla Ascent at $22,990 also matches close on equipment but with a weaker engine, an aged four-speed auto and style so sleep-inducing it's a danger to surrounding traffic. Mitsubishi's Lancer is a dependable alternative, at $24,190 for Activ spec. But it's getting on a bit and desperately in need of a makeover. The Holden Cruze CD will set you back $25,040 with similar spec, and with a smaller but slightly more powerful turbo engine and six-speed sports automatic, but with a dreary interior. DESIGN After a few years in the doldrums, the Impreza has finally returned to some individuality. Nothing extreme to startle the horses, mind you, and more of an evolution than a revolution. It borrows a lot from the Subaru Liberty around the nose -- but that's not a bad thing. And together with pronounced character creases along the sides and over the wheel arches, and a fresh take on light clusters and accents, the Impreza looks notably more interesting than the previous model. The sedan gets a big 460-litre boot, and the only disappointment in that area is the space-saver spare in a space that could easily take a full-size one. That decision's been made on cost and fuel economy weight-trimming, but there'll be few Aussie drivers who wouldn't prefer a proper spare if asked. TECHNOLOGY The Impreza sedan tested gets a new 2.0 litre four-cylinder flat -- or 'boxer' -- engine, developing 110kW at 6200rpm and 196Nm of torque at 4200rpm, with a little more low-speed torque on tap than in the previous model. The four-speed auto has been binned, and the engine outputs now get to all four wheels via a continuously-variable transmission (CVT) -- basically a box without gears, relying on bands to change through a continuous range of gear ratios. You can force changes with the manual mode, flicking the paddle-shifters on the steering wheel. The CVT and the addition of stop-start technology are behind the official fuel consumption of 6.8L/100km, which Subaru says is an improvement of 22 per cent. SAFETY The Impreza gets a five-star crash rating, with a safety list that includes seven airbags, stability and traction controls and anti-lock brakes with helpers for panic stops and to distribute varying force to each wheel to counter uneven loads. DRIVING Ride quality is excllent and the sedan cabin is roomy and comfortable, with more space particularly for rear passenger legs. Moving the A-pillar forward and adding a quarter panel to the door improves visibility -- although we couldn't help wishing this base model also had the next level's reversing camera. You can feel a tad of the extra low-rev torque on take-off, but it's not huge and this is not set up to be a performance leader. The drivetrain is angled more at laid-back than laying rubber, and the aim is to keep the fuel figure low. Impatience with the CVT undermines that if you fall into the habit of using the paddles for changes -- which had us finish a mixed run at 8.9L/100km, destroying Subaru's hard work on improving economy. The CVT can be hesitant, but otherwise is much more refined than you'd expect -- and its low drone not as noticeable as in rivals. But coupled with the larger body, it doesn't really wring any sparkle out of the engine. The steering wheel sends accurate instructions and returns decent feedback, and the Impreza gets through corners happily with little body roll until it's pushed beyond normal behaviour. And with Subaru's signature all-wheel drive system taking care of business, the Impreza never feels anything but confidently stable on the road. VERDICT It looks better, feels solid and gives the impression of good quality -- a bit more than a base model would suggest. A comfortable and calm little sedan that won't wreck your wallet at the checkout or the servo.

Separating the Impreza from the WRX might turn out to be the smartest move yet by Subaru. Rather than being a stripper version of the high-performance WRX, the Impreza deserves to stand on its own merits. In its fourth incarnation, the Impreza finally has the style, refinement and value to attract the middle ground away from the Mazda3 and Toyota Corolla. VALUE We tested the new Impreza 2.0iL hatch with CVT ($29,490) which sits toward the upper end of the Impreza model range. The outgoing Impreza range was priced from $21,490 to $28,490, while the new range goes from $23,990 to $31,490 with a new drivetrain, improved features and better fuel economy to justify the price rise. Standard features in this model include 16-inch steel wheels, dual-zone climate control aircon, Bluetooth phone and audio link to the USB-compatible six-speaker sound system, trip computer, front fog lights, leather trim steering wheel and gear knob, and rearview camera.  You can add a satnav and sunroof in a pack for $3000, which seems a bit excessive. But Subaru gets ticks for value by not charging for pearl or metallic paint and for its good resale. TECHNOLOGY A new 2.0-litre version of Subaru's trademark boxer engine, new transmissions, improved aerodynamics and electric power steering drop fuel economy to below 7.0L/100km, a claimed 20 per cent improvement. The engine has the same power and torque as before but now has a longer stroke for more torque at lower revs, which translates to better acceleration. All Imprezas now get stop-start fuel-saving system, which the company claims will reduce fuel consumption by up to 5 per cent. Most of the savings are in stop-start city traffic where this car can expect to do most of its driving, anyway. The improved CVT also increases economy by 22 per cent over the outdated four-speed auto. The cabin seems to exude technology with a screen in the centre of the instruments, one in the centre stack and a third on the dashboard. The larger multi-function display has up to eight displays, which can be personalised to show a range of useful information and even send you a happy birthday message. The upgraded audio also has USB, MP3 and iPhone connectivity while the optional satnav system has voice control and predictive text when entering an address. It will even offer you a more economical route to save on fuel and CO2 emissions. All-wheel-drive is, of course, standard. DESIGN The designers have listened to the critics and smartened up the styling both inside and out and used better quality plastics in the cabin for an overall smarter look. Outside, the windscreen is steeper, the bodywork more sculpted, the headlights sharper and more defined and the hatch just looks spunkier than before. Inside, legroom has increased with higher front seats that have scalloped-out seat backs. Access to the rear is also improved by wider-opening doors with more foot room. Storage bins abound with door pockets that fit a water bottle and an A4 folder or laptop. The centre console has a handy clip-holder for a notebook and a pen.The cargo areas is flat with a low-loading lip and flat-folding rear seats. SAFETY All Subarus get five stars for safety with seven airbags, stability control and ABS and this model adds a rearview camera which overcomes the compromising rear hatch visibility problem. Visibility up front is good with thinner front pillars, higher front seats and door mirrors that are 20 per cent bigger. DRIVING It looks solid and feels solid when you open and shut the doors, but it drives like a much lighter car. That's probably because the body and chassis are 20kg lighter. It also has to do with the typically light steering feel, snappy throttle response, a 10 per cent stiffer chassis and its low centre of gravity, which is 504mm from the ground, comparing favourably with the Porsche Cayman S at 485mm.  Around town it flicks neatly through corners, parks without fuss and sprints smartly off the line in the traffic light derby. Out on the open road, we appreciate its stability and its quiet cabin which is approaching Camry levels of hush, although those bigger door mirrors do add some wind noise.  The soft interior plastic surfaces and firmer controls, such as the new door handles, give the hatch a feeling of quality. This is one of the best CVTs around, being smooth, responsive and seamless. VERDICT The Impreza is a step forward in quality, economy and safety that will appeal to a wider market than just Subaru loyalists.

Subaru’s fourth generation Impreza, in sedan or hatchback form, presents well. The front, with its hexagonal grille and hawk-eye headlights, sets the tone for a modern sporty small sedan/hatch, The flanks of the car are more functional than fashionable, but the styling is rescued at the rear, especially in the hatch, with a neat looking array of lights and neat spoiler. DESIGN Subaru’s designers have managed to come up with an aerodynamic shape, with a 0.31 (sedan), 0.33 (hatch) co-efficient of drag. Helping this slippery shape are foglights that aid air flow along the car’s flanks, a large aero enhancing undertray and mudguards and flaps that trim the air ahead of the rear wheels. Cabin soft furnishings are upmarket, including soft-touch dashboard surrounds and seat covers. Homely, yet with the formality of a maiden aunt’s sitting room. Comfy seating for five is achieved by there being more shoulder width and rear seat leg room than in the previous model. As is the case with almost all cars it’s better if three of the five are of the child variety, but there good space for a pair of adults back there. Storage areas include a glovebox that can take the equivalent of 16 compact discs and a centre tray big enough for nine CDs, while the sliding console box between the front seats in the 2.0i-L and 2.0i-S has capacity for 13 CDs, USB and AUX terminals, and 12-volt power. The golfer is under no handicap with the Impreza’s 340-litre hatch cargo area capable of carrying three golf bags, while the sedan’s 460-litre boot can fit four. The hatch security blind can be stored neatly out of the way under the cargo area floor. In front of the console is a dual drink holder, while the front door pockets also have space for a bottle. In the back, the centre armrest has dual drink holders. TECHNOLOGY A new generation four-cylinder boxer engine weighs in with its own fuel efficiencies. Putting out 110 kW of power at 6200 rpm and 196 Nm of torque at 4200 rpm, the long-stroke design delivers a 10 per cent improvement in grunt. The new Dual Active Valve Control System boosts performance and efficiency. Euro 5 compliance makes this the cleanest petrol engine in the Subaru stable. The result is fuel consumption claims of 7.1 litres per hundred kilometres (manual) and 6.8 litres (CVT) on the combined urban / highway cycle. We used 7.4 litres per hundred kilometres on mixed town and motorway driving in the CVT hatch. So the claims are pretty close to reality, which isn’t always the case. A multi-function display in the Impreza 2.0i includes a fuel efficiency indicator that includes current and average efficiency and distance travelled. Linked to Auto Start-Stop, it shows length of time the engine is stopped and cumulative time stopped. If the driver prefers, he or she can blank it out. The premium MFD in Impreza 2.0i-L and 2.0i-S is straight off the computer game shelf, displaying screens to monitor the fuel efficiency of the driver’s style. At journey’s end, there’s an on-screen evaluation of their day’s driving, comparing it with a previous drive. The MFD is linked to Auto Start-Stop to show engine stop time and the amount of fuel conserved while stopped. Of course, the less fuel is used the fewer emissions are emitted by the Subaru.The premium MFD also shows reverse camera images. It is inevitable that somebody has to pay the piper for these lessons in responsible ‘drinking’ and that is the driver who likes responsive power delivery in a car. The Impreza manual can be coaxed to do better, the CVT gives the driver good control over by way of preset ratios. Our choice would be the manual, then again we do fall into the keen-driver category. DRIVING A major contributor to the new Subaru Impreza’s frugality is an Auto Start-Stop system that stops the engine when the vehicle is stationary, such as at traffic lights. In CVT vehicles the engine stops 0.5 seconds after the car halts. When the brake is released, the engine starts after 0.35 seconds. In the six-speed manual Imprecate restarts after the clutch pedal is pressed. Studies have shown that cars may be stopped up to 30 per cent of travel time, particularly in rush hour, so savings can be considerable. It takes a while to get used to the fact that the engine has appeared to have stalled, but drivers who stick with the system rather than switching if off, report they do get used to the feeling. VERDICT Subaru has long prided itself on occupant safety so it comes as no surprise that the latest generation has won a five-star rating from the Australasian New Car Assessment Program (ANCAP). It has an Acceptable rating for pedestrian safety from the same organisation. Every Impreza model has seven airbags, including a driver’s knee airbag, while Impreza 2.0i-L and 2.0i-S run to a reversing camera.

Skoda Yeti 112TSI and Subaru XV go head-to-head in this comparative review.

Subaru has really kicked a goal with its new Impreza-based XV soft roader with sales going through the roof. It's like Outback/Liberty  a wagon (hatch) on stilts with semi off road add-ons and buyers are loving it. That could be as much to do with value pricing as much as with the car itself though it looks tough out in the street and is certainly the best looking model in Sooby's current line-up. You wouldn't know it but there was an XV in the previous model but nothing like this one. ENGINE The new car ushers in a new generation 2.0-litre, naturally aspirated petrol boxer engine code named FB20. It is designed primarily for low emissions and fuel economy and passes the stringent Euro5 regulations. It's good for 110kW/196Nm output and a claimed 7.3-litres/100km on regular unleaded. Adding to fuel efficiency is model-wide adoption of auto stop/start for gains in the city. VALUE We got hold of the base model XV2.0i manual and were impressed by the standard kit that includes a premium audio system, Bluetooth phone and audio streaming, auto aircon', cruise, a multi-function display, those funky black 17-inch alloys, rear view camera and hill start assist to name a few goodies. The XV rides higher than Impreza hatch on which it's based and has a more purposeful look around the edges and inside. INSIDE Like the exterior, the interior is new and is a quantum leap forward for Subaru which favoured cheap, hard, plastic interiors until this car arrived. It looks almost European, is highly functional and practical as well as providing a higher level of comfort with plenty of soft contact points and storage compartments. SAFETY Safety is well addressed with the XV scoring a strong five star ANCAP rating that looks after pedestrians as well as occupants. THE DRIVE It's quiet on the road due to extra sound deadening and better design in key areas and the suspension is compliant but controlled just what you want for a knock about, semi-off roader in this demanding environment. But the engine is so overgeared in the top three cogs it can be an embarrassment. It falls into a dead-duck torque hole that sees the 1390kg XV drop right off the pace often at precisely the wrong moment. You'll push the accelerator and sometimes not a lot happens. Flick back a gear same, flick back another gear and it's a little better but still not great. In its quest to optimise fuel economy, Subaru has over-geared the XV manual and pitched the torque peak too high at 4200rpm. Where XV manual drives you nuts the CVT "auto" is the opposite good. VERDICT We want to like this car, no, we do like it but only the CVT model. Drive both, especially on the highway, and see for yourself.

The tale of Subaru Impreza is like ugly duckling meets groundhog day. Repeatedly, it's styling has swung from pretty to pretty awful, drop dead gorgeous to drop kick. Honestly, Subaru has got it right this time - really right - and now I'm scared that the next model is going to look like a chewed suitcase. So a message to Subaru - just don't play with it. The sedan is now a balanced car in terms of style, has a neat nose and an interior - and particularly the dash - that is almost perfect, has soft-feel materials, is streets ahead of most rivals and belies the car's sub-$24,000 entry price. Even the engine is better, performance is good and fuel economy is back among the pack after previously having a reputation of being something of a lush. VALUE Really good. It's only when you stack the Impreza 2.0i up against similarly-priced rivals - Mazda3, Holden Cruze and Toyota Corolla - that you see it equals them on most things, wins on some but gives very little ground away.  The fact it's all-wheel drive, now has a spacious interior and boot, has loads of features - Bluetooth, six speaker iPod/USB audio, cruise and a trip computer - for the price makes it close to a bargain. Not much point in up-speccing here because the lower priced Impreza models have it all. DESIGN After two - and more - years, finally a shape that looks good in your driveway. Impreza takes the good bits of big-sister Liberty but discards the slab-side look in favour of deep side glass, crease lines through the doors and eyebrows raised over the wheelarches. As mentioned, the soft-feel dash is light-years away from the previous Impreza's hard-plastic, satin-black finish that, at best, cheapened the car. The boot is big - again - and though there's a space-saver wheel, there's room for a real one. So why isn't there a real one there? TECHNOLOGY The 2-litre engine appears to be the same but is a long-stroke version as Subaru aims to lift low-speed torque and reduce fuel consumption - both long-standing sticking points with its flat-four mill. With a modest 110kW/196Nm it works and is now on par with rivals. Fuel consumption is a claimed 6.8 L/100km which thrashes most rivals (see comparison box). The four-speed auto has gone in favour of a CVT auto - effectively a gearbox without gears so it's smooth and fuel efficient - which is great but needs a tweak, while the all-wheel drive remains the Impreza's core advantage. SAFETY No surprises that this is a five-star car when crashed. It gets seven airbags. all the electronic brake aids, has all-wheel drive for extra safety but that space-saver spare shouldn't be there. DRIVING A manual gearbox would show up the difference more but there's definitely more grunt of the mark than before. That makes driving the new Impreza a lot easier. The CVT auto has a great improvement on the previous wide-spaced four-cog auto. But it can sometimes ``hunt'' while cruising and show some initial hesitation when accelerating. It needs a bit of tweaking but in the overall scheme, still works well. One major change is the stance of the Impreza. It feels far more confident on the road, corners with more accuracy than before and the ride comfort - thanks in part to very comfortable seats - is excellent. It drives like a more expensive car and the engine - while a few more kiloWatts wouldn't hurt - is more than adequate for its target market. VERDICT It's now amongst a (very small) handful of base model, small sedan cars that I'd consider buying. I actually disliked returning it to Subaru.

Be it an homage to Roman numerals, or an acronym from the adult film industry, the smallest of Subaru's new SUVs is leading the brand's showroom charge for 2012.  Team with a new Impreza sibling, the XV (once a variant within the Impreza range but now a model in its own right) has been pumped up with ground clearance and a sterner look.  We've spent time in the L six-speed manual middle child, followed by a week in the base-model, albeit fitted with the CVT with a six-step manual-change mode.  VALUE This is one of the XV's selling points, although it doesn't fight the pricepoint war with a 2WD model - it starts and finishes with all-wheel drive priced from $28,490, with the CVT adding $2500 to the ask.  Standard fare includes the striking 17in alloy wheels, roof rails, fog lights, wheelarch flares and roof rails to differentiate it from the Impreza hatch.  Inside, the cabin materials feel a little more upmarket, as does the features list - a super-informative trip computer, steering wheel (audio, cruise, phone and trip computer) controls, climate control, USB and Bluetooth (phone as well) connection for the decent six-speaker sound system, a reversing camera (displayed in the dash for the base model or on the satnav screen in the L), cruise control, power windows and mirrors.  The CVT also gets paddles for the six-step manual change within the CVT - which actually holds in a "gear" as well, unlike some alleged manual shift options. The $31,990 L adds a leather-wrapped steering wheel and gearshift, dual-zone climate control, satellite navigation (with Handsfree SMS read functionality), a sunroof,  sliding centre console (which is largely useless) and rear "privacy" tinted windows for shy back-seat passengers.  TECHNOLOGY While the outputs and capacity are unchanged at 110kW, 196Nm and two litres, the engine is third-generation flat-four boxer engine with variable valve system, lighter-weight engine components and a longer stroke to improve fuel economy. The outputs aren't going to set segment benchmarks but the emphasis is more towards fuel economy. The aims for better fuel economy are also assisted by the addition of Stop-Start - which Subaru says on its own is worth about five per cent in the chase for better fuel economy. The trip computer showed 8.6 litres per 100km after our stint in the manual; the number on the trip computer at the end of our week in the CVT was 9.2. +For boffins looking for information overload, the trip computer information display gives all manner of other data - some of it even useful - including how much fuel has not been wasted idling at the traffic lights. Our fortnight's tally was 986mL, all without making much of an effort, but the system also shows what's going on with the drivetrain - if you need that as the driver then perhaps you need to pay more attention to what you are doing, but it might keep passengers amused, or concerned. DESIGN The new-look Subaru small car's are dominated by a new snout and "hawkeye" headlights, as Subaru calls them, but it's got a more muscular look to it. The cabin is surprisingly roomy and comfortable for leg and head room front and rear, with a better feel to the cabin materials and no shortage of features.  The quality feel of the cabin is only marred by a lightweight feeling to the doors, which don't close with the same sort of thud that some previous Subarus have managed.  SAFETY Subaru has - until the new test regime possibly alters this - a range-wide five-star ANCAP safety rating and the XV has seven airbags (including a driver's knee bag), front seatbelt pretensioners and load-limiters and a reversing camera. It also has what Subaru calls the Vehicle Dynamics Control system - encompassing stability and traction control, anti-lock brakes with electronic brakeforce distribution, hill start assist (in the manual) and a brake-assist traction control system that works like a limited slip diff. DRIVING There's no turbos here and that's a shame for anyone looking to play rally driver in the back paddock, but the XV is more, it seems, about getting dirty in a more sedate fashion. First and foremost, the two litre engine is not going to bother the traction control much away from standstill, thanks to the all-wheel drive system and the sedate flat-four.  Keep it in the top half of the tacho and a brisk pace can be maintained, but don't expect bucketloads of torque down low. The six-speed manual can be a bit vague and it's not hard to miss a gate or get the wrong gear - it becomes less of an issue with familiarity but the action could be cleaner. The CVT is better than some other transmissions of that type previously sampled - it takes more throttle and steeper inclines to make the engine revs "flare" and it has a more direct feel (for a CVT) as well. The ride quality decent and the handling is composed, on sealed or unsealed surfaces - with 220mm of ground clearance it's also able to clamber over a bit more stuff than your average soft-roader, although there's no low-range transfer case. The manual model uses the old-school mechanical centre diff  with a viscous limited slip set-up that has a 50/50 torque split, while the CVT has an active torque split system that is constantly variable - having owned several Subaru all-wheel drive vehicles I have a personal preference for the mechanical system that doesn't have to react, but the active torque split systems are getting better. Bootspace is listed as 310 litres, rising to 741 if the back seats are folded - it's not the biggest boot in the class and the boot floor set-up covering the (sadly) temporary spare is a little cumbersome and intrudes on useful space. The stop-start fuel saver system is largely unobtrusive, working well enough with both the manual or automatic - it's subtle enough to work with differing brake pedal pressure (not just having the foot on or off the pedal).  In the manual it needs the foot off the clutch pedal and in neutral, which doesn't always amount to a quick getaway from the lights if you're daydreaming. In the CVT model it's quicker but not as smooth - when releasing brake pedal pressure, there's some inching forward as pedal pressure is reduced, but on the whole it's a useful system. VERDICT The old Impreza range had been left behind in terms of transmissions a little, but the new models have caught up and time will tell if the CVT route is the best course. It's a sharper-looking and value-for-money package that won't pin your ears back but will impress for economy, space and features and breadth of ability.