Subaru Vortex Reviews

There wasn’t much hoopla surrounding the launch of the second generation Subaru Liberty in 1994. The previous model was safe and solid without being particularly exciting, and there was no reason to believe the new one would be anything but a competent follow-up with the same attributes. It was all of that, but it was also much better, and cheaper to boot. By the time the year ended the Liberty was widely regarded as the best new car of the year.By the mid-1990s Subaru was facing extinction. Its cars were sound, but it was a minnow in the car making world and really didn’t have the wherewithal to survive in a highly competitive industry that thrived on volume.A switch to all-wheel drive exclusively across all models in the mid-1990s, the runaway popularity of the hot rally-bred WRX, and an alliance with General Motors which will see an evolution of the Subaru all-wheel drive system under the Commodore later this year, kept the bankers at bay and the company thriving.MODEL WATCHThe second generation (2GEN) Liberty was new from the floorpan up. The chassis and floorpan were refined and improved, but essentially they were carried over from the previous model. The major changes to the underpinnings came from the increased wheelbase, which was 50 mm longer than the first generation model.While the LIberty was attractive it wasn’t leading edge in styling terms, but that was what helped make it appealing to so many. It was inoffensive to everyone, while at the same time it looked sturdy and reliable.The front-wheel drive LX opened the eight-model range which was topped by the all-wheel drive Heritage 4WD. Available body styles were a sedan and wagon.The added 50 mm of wheelbase was put to good use with all of the stretch going to increase the rear seat room, which was generous to say the least. There was also a benefit for front seat occupants as Subaru fitted longer front seat runners that allowed the driver and front seat passenger to slide the front seats back further. That way it was possible for taller occupants to find a comfortable seating position.Loads of space in the rear of the wagon, and a large boot in the sedan added to the Liberty’s attraction as a family car.The stiffer body contributed to the Liberty’s praised ride and handling, which was enhanced by a package of well tuned springs and shocks for improved wheel control. Along with well weighted, precise power steering, the chassis package had road testers putting the Liberty near the top of its class.An unusual exhaust note signalled that the Liberty had something different under the bonnet. On inspection you found it was a flat-four mounted at the front.With a capacity of 2.2 litres the ‘boxer’ four produced 94 kW at 5200 revs and 190 Nm at 4400 revs, giving it quite reasonable performance. Performance was improved in 1996 when a larger 2.5-litre version of the flat-four became available.Liberty buyers could choose between a five-speed manual gearbox and a four-speed auto, both of which were highly rated, and there was the choice of all-wheel drive.The LX was equipped with standard air-conditioning, body coloured bumpers, power door mirrors, power steering and radio/cassette sound. Airbags and ABS were optional. The mid-range GX also had alloy wheels, central locking, cruise control, power antenna and power windows. The range-topping Heritage was only available with the auto trans, but also had standard ABS, dual airbags, CD player, remote central/keyless locking, leather trim and woodgrain. The sporty Rallye came with a body kit and fog lamps.IN THE SHOPSubaru build quality is rated highly, with tight body construction and even body gaps, so they develop few squeaks and rattles in service.Owners and mechanics alike report few problems with Subarus in general, and the Liberty in particular, with most visits to the workshops being for regular scheduled service.Tyre life is generally good, with owners reporting up to 75,000 km before tyres need to be replaced. Likewise brake life is reported as good.Engines, transmissions and drive lines are all regarded as robust and reliable with few problems reported from the trade.While the 4WD system is highly respected for its safe handling it should be understood that it is an added complication that can lead to greater repair costs if something does go wrong. Before rushing in and buying a 4WD think about your reasons for buying it.A 4WD system will be a safer proposition in everyday driving, giving better grip and handling on slippery surfaces, it may well get you out of a dangerous system that a normal two-wheel drive system won’t. But don’t buy it expecting to be able to go off road, because that’s not what the Liberty is all about. Use the 4WD system for added on-road security, but don’t be tempted to go bouncing down rough bush tracks.OWNERS SAYPete Minahan has done 60,000 km in the ’96 Liberty Wagon he bought in 2001, bringing it to 150,000 km in total, and he’s very happy with it. He praises its road manners, ride, and handling, and likes the all-wheel drive, but criticises its road noise and inadequate adjustment of the driver’s seat. He’s had to do nothing except the scheduled servicing.Mitch Miller bought a manual Liberty GX in 1998 and says he hasn’t looked back. He reports that he regularly gets 8.1 L/100 km/h on country trips, with a low of 7.7 when using PULP.Graham Stewart has had his 1995 Liberty one year and he’s very pleased with it. Now with got 270,000 km on the clock he says it’s quiet and smooth with plenty of pickup when needed.Ron Co has owned a ’96 Liberty GX auto wagon since new. It’s only done 75,000 km, and apart from regular servicing there has only been a couple of minor problems with the windscreen washers and the air-conditioning. He praises its AWD and says he experienced its value when he was forced off the road while overtaking a truck. “All four wheels were off the road, but we drove through it and back on to the road without a drama. It really hit me just how lucky we were to have been in the AWD Sub and not a 2WD of any sort.”Merve McKnight’s ’98 LIberty RX came after a series of Nissan Patrols. He says he grins every time he drives it, and has travelled far and wide in the 114,000 km he’s done in it. He runs mostly on regular ULP because it’s cheaper, but says it’s more responsive on PULP. Merve describes his Liberty as an orgasm on wheels.LOOK FOR• safe handling from all-wheel drive models• solid body construction stands up well in service• good build quality• ‘flat’ exhaust note from flat four• roomy interior

When Subaru launched the Brumby ute it was just another Japanese carmaker trying to build a following in Australia. With a range of small, mostly front-wheel drive cars, there was little to attract buyers away from more established brands like Nissan, Toyota and Mazda so Subaru struggled to survive. Until it made the bold decision to build all-wheel drive vehicles only.Since making the decision to pump its drive through all four wheels Subaru has gone from strength to strength, with the Liberty, Impreza, Outback and Forester all doing great business.While everyone knows about Subaru now there were some who were firmly of the belief that Subarus were something special long before they became trendy. That was particularly so of the all-wheel drive models the company spun off its bread-and-butter front-wheel drive cars.The Brumby was just such a car, a small ute based on the sedan platform, with a remarkable ability to traverse rough terrain with its competent all-wheel drive system. Owners simply fell in love with them and many refused to part with them.MODEL WATCHThe Brumby arrived in Australia in 1978 and quickly established itself as a durable light workhorse, particularly in rural areas where farmers found its 400 kg payload useable, its car-like comfort welcome, and its ability to get over rough and slippery ground unbeatable.Over time the diminutive ute proved itself to be virtually unbreakable. Many were driven and driven, and driven on even further as they refused to buckle under the pressure of a rough life on the land. Even when they’d become too rough for the road, some farmers simply deregistered them and kept driving them around the farm. They were about as reliable as a true-blue cattle dog.Power was from a flat-four cylinder overhead valve engine of 1.8 litres capacity and fed by a single carburettor. Nothing fancy, but neither was its modest 61 kW of peak power, which was delivered at 5200 rpm.Under normal highway use the Brumby’s power was delivered to the front wheels via a four-speed manual gearbox.At 1620 kg it was a relative lightweight, which meant its performance was reasonable, although some owners who spent their time on the black top say they would have liked a little more torque than the 132 Nm it boasted.But the Brumby wasn’t about performance; its appeal was its go-anywhere ability that rivalled that of many heavy duty dedicated four-wheel drives.That ability came through its combination of light weight, increased ground clearance and on-demand four-wheel drive that could be engaged on the run by a lever on the transmission tunnel. Drive would then be sent to the rear wheels.While its ability to get over rough ground was impressive, it was also what brought about the downfall of many Brumbys as drivers pushed them beyond their limits, believing them to be indestructible.The thing that brought them to a halt was their relatively limited ground clearance. By normal standards they had generous ground clearance which allowed them to get over some pretty rough terrain, but overconfident owners who believed they could go anywhere a serious four-wheel drive could go did them some serious underbody damage when they pushed too far and got them hooked up on rocks and other immovable bits of landscape.There was an update in 1984, which can be identified by a honeycomb grille and square headlamps.A Sports model was released in 1986, and that came with twin halo moon roofs, square halogen headlamps, and park lamps in the bumper bar.The Special followed in 1988 with a bull bar, radio cassette, tonneau cover and tow bar.A limited edition Summer model came in 1993, and featured a bull bar, tow bar and radio cassette sound.Today a Brumby makes a great, cheap car for a young driver, or someone with a bush block. It will carry a decent amount of sports or camping gear, or the odd bale of hay, and will get to those remote fishing or surfing spots, or the bottom paddock.IN THE SHOPWith the last Brumby sold in 1994 even the newest will have some pretty serious miles under its belt by now, so any car you might consider buying needs checking thoroughly.As cars get on in age so their owners tend to neglect them. Try to establish a service record to assure yourself the seller has attempted to look after the car.Properly serviced and driven within reasonable limits the Brumby is pretty much bulletproof; it’s when they’re neglected or beaten up that they develop problems.Check the engine oil to make sure it’s been changed regularly. If it’s black and thick it hasn’t been changed in a while, so be suspicious. Listen for rattly engines, and have someone watch for smoke as you drive down the road.It’s also worth checking the gearbox oil and diff oil, if you can, and look for water contamination through worn or damaged seals.The Brumby’s perceived ability to do anything a big four-wheel drive can do led to many owners trying to make it do things that were beyond even its remarkable ability to beat around the bush. Check underneath for damage from rocks and stumps. Check also for damage to drive shaft boots and seals that might have been torn on rocks or downed trees an over-confident owner might have attempted to drive over.Damaged drive shaft boots will most probably mean damaged UV joints through dirt of water entry.Body rust is a problem, particularly if the Brumby has been left out in the weather and neglected. Any vehicle from coastal areas should be checked thoroughly for rust.The bottom line if you want a Brumby is to take your time and look for that pristine car that hasn’t been beaten up. Do that and you’ll have a car that will be reliable for many years to come.LOOK FOR• rusty beaten up bodywork from years of hard work• damaged underbody from beating around the bush• split and damaged drive shafts boots• smokey, rattley engines• modest on-road performance• great for carrying sports gear or small workloads• reasonable comfort in small cab• amazing ability to go bush

Two-time winner John Bowe leads the pilgrimmage - heading a group that includes Glenn Seton and Jason Bargwanna and Brad Jones and Neil Crompton - for a unique tilt at the Mountain.They are all chasing victory in the 12-hour Bathurst Showroom Enduro with cars which are much closer to stock than anything in The Great Race in October.The entry for the half-day grind is dominated by turbocharged Mitsubishi Lancers and Subaru Imprezas, with a sprinkling of fast Fords and Commodores and BMWs, and Bowe will be trading his traditional blue-oval cap for Subaru overalls.Bowe has never raced an all-wheel drive car before, but a shakedown at Eastern Creek in Sydney last week has him pumped for another run at Bathurst."I did 23 Bathurst 1000s so any opportunity to drive on that track is special. It's always good. It makes the rest of our Australian tracks look pretty second-rate," Bowe says."I'm not sure what to expect in the Subaru, but it looks like it will be a bit of fun. We still have a bit of work to do on our car but I can understand why people are drawn to this sort of car - you just put your foot down and it drags you around the corner."Bowe has battled since retiring from V8 Supercars at the end of 2007, but the 50-something racer re-invented himself last year as the one to beat in historic racing with a thundering V8 Camaro."I really like that series and the car I'm driving. It reminds people that you are still around," Bowe says.He was quickest qualifier in every race he contested with the Camaro, although his target is more modest at Bathurst."The aim is always to finish in the top 10. But with a 12-hour race you never really know," Bowe says."I'm with a good team run by Jim Hunter, and he and Gavin Bullas can both drive, but the first thing in a long-distance race is to have a reliable car. Subaru builds a pretty solid car so I'm hopeful."The Bathurst 12-hour runs from February 20-22 and is the start of a mixed year for Bowe."I'm doing the Biante series again in the Camaro, I have plenty of corporate work with Dunlop and Rare Spares and Wilson Parking, and driver training. I'd also like to do the odd drive in an historic open- wheeler or sports car."So I'm retired, but not retired, if you know what I mean. I still love racing and I want to keep buys. That's what Bathurst is all about, with the chance of a bit of a good result if we're lucky." 

News cruisers are parked-up and beaming pictures before 6am as the temperature hovers around minus 10 and snow flurries drift through the pre-dawn blackness.By 9am there are union workers carrying placards in support of the Big Three outside Cobo Hall in downtown motown, as the great and the good from the world's motor industry arrive for the first major event of 2009.The buzz is down from recent years, with less security and fewer journalists jetting in for the action, but still there are major unveilings, technology, important speeches and so much more over the first two days.The North American International Motor Show is more than just glitz and glamour for General Motors, Ford and Chrysler in 2009 - this is the day when they have to deliver for the first time on the promises in Washington which have earned a government-backed rescue package.That means GM opens the action with a rolling cavalcade of 17 models which promise exactly what the government wants - hybrids, electric cars and regular production models which do better than 10 litres/100km in fuel economy.The headliner once again is the Chevrolet Volt, except this time it is wrapped in Cadillac bodywork and called the Converj - with the added bonus of a plug-in connection to its onboard battery system.Lexus is next and does its number around the brand's first dedicated hybrid, the HS250h, which was originally only planned for America but will now go to more than 80 countries.Then Ford becomes the second of the Big Three to present its position for 2010 and beyond, with an all-new Taurus family car - perhaps a pointer to something on the Falcon front - and the promise of an all-new electric car with a 160-kilometre range by 2011.Company chairman Bill Ford takes the stand to deliver on the company's promises to Washington, even though it was the only local not to take a multi-billion dollar loan."Ford is heading in the direction America and our customers want us to go, which is a green, high-tech and global future. I think that is where society would like to see the entire industry go, and Ford is going to lead that charge," Ford says.Then Chrysler, which many American analysts believe cannot survive the global economic meltdown, gets its turn and does a top job with the great looking new 200C family car and a range of electrics which shows it has not given up hope.It's best looker is the Dodge Circuit, which is most like a battery-powered Lotus sports car."The Dodge Circuit EV offers an extremely fun-to-drive, expressive sports car without fuel consumption and with virtually no impact on the environment,” says the vice-president of design at Dodge, Ralph Gilles.By now, after just two hours of the first press preview day, the pattern for Detroit '09 is set.The home team is going big on the cars it needs to make - even if Americans are still buying BIG with the drop in pump petrol prices - but there is more sizzle than steak because they have started way behind the Japanese and Europeans.And Cobo Hall looks sparse. There are fewer brands, fewer cars and none of the bold-and-brassy unveilings - Chrysler has always led the world in motor show stunts - which have been a signature of the Detroit show.“All I know is we took about 50 per cent out of the cost of our stand,” says the car boss at General Motors, Bob Lutz.“We took away a lot of the structures, such as salad bowl-shaped Saturn stands, and towers with holographic displays.”But he still applies some positive spin as everyone talks up the chances for the Big Three, even in the face of a selloff of the Hummer and Saab divisions at GM.“The fact that we don’t have any of that stuff gives our stand a much more businesslike and cleaner appearance. I think they cluttered up the stand. I imagine it’s going to be much the same around the show," Lutz says.As usual, the 80-plus former fighter pilot is right.BMW joins the hybrid rush at Detroit with news of its petrol-electric X6, thankfully with the all-new Z4 sportster to provide some glamour, as Volkswagen provides the best looking car of the show with its Concept BlueSport.The gorgeous VW is most like a Mazda MX-5, but promises Prius-buster fuel economy in the 4.3 litres/100km range and, without any promise of production, it clearly could have a future.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability," says Volkswagen.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability.”The next big mover in Cobo Hall is Kia, which shows a funky pick-up built on its baby Soul. The Soul'ster is never going to be an Aussie workhorse but will hit the Gen-Y button for America, and California in particular.As the first day in Detroit winds into darkness and more frigid weather, Subaru kicks the action with a preview of its new Liberty - called the Legacy in the USA - Jaguar runs out its high-performance R version of the landmark XF and Volvo shows the most adventurous concept car in its history, pointing to the next S60."The sporty design gives visual promise of an enthusiastic drive and I can assure you here and now that the all-new S60 will live up to that promise," says Volvo boss, Stephen Odell.Ford goes again to start day two at Cobo, with its Lincoln-Mercury models, then its back to Maserati and then GM pushes the home game hard with an announcement that the batteries for its Volt will be built in the USA. It's a boost for local jobs, more hard news on the Volt, and just what Washington will want before the Big Three report back on their survival plans at the end of March.And then there is a shock - at least for the Americans - as Chinese cars make the mainstream in Detroit for the first time and little-known BYD confirms it will be selling the world's first production plug-in electric car by 2010.The last big event of Detroit '09 is the one everyone already knows about - the new Toyota Prius.The list of 'firsts' is impressive as the car is unveiled, from its drag co-efficient to more luxury and a more-efficient battery system. But Honda has already undercut the third-generation Prius on price with its Insight, which is headlining for the brand in Detroit, and there is no sign of a cutting-edge lithium-ion battery pack.But the Prius has solar-powered air-conditioning to cool the car when it is parked, is bigger and quieter inside, and is certain to become the world's best selling hybrid. The car comes with more than 1000 new patents on technology and a claim of 3.9 litres/100km economy."Prius is more than a hybrid, it’s a solution. No longer is it a second car or a passing fad. In many households, it has become the primary family car," says Bob Carter of Toyota USA.There is other stuff to see in Detroit, and some things are obviously missing _ the Mercedes E-Class was an invitation-only event and Rolls-Royce is holding its all-new RR4 for the Geneva Motor Show in March - but the overall verdict on 2009 is surprisingly positive.Cars are still big news, look good and make promises of a better and more enjoyable life on the road.But the big question remains. Did the Big Three do enough, and show enough in Detroit, to convince the American government that they deserve the support it will take to get them through the biggest crisis in the history of the automobile? 

It was only shown as a concept car, and will get some major taming before it reaches showrooms, but is a clear move on from today's car.

We dare you to say that to its face… this is still a tough little warriorDrivetrainsThe six speed manual, all wheel drive STi is powered by a 2.5 litre, four cylinder, DOHC, turbocharged boxer engine that puts out 221kW at 6000 rpm and 407Nm at 4000 revs. This is a 7.3% increase of power and 3.8% increase in torque from the outgoing model.The engine is mated to a fully synchronised, close-ratio six-speed manual transmission, and SI-DRIVE (Subaru Intelligent Drive) enables the driver to choose three different engine settings on the move. Intelligent mode provides a smooth, economical drive. Sport firms up the suspension for all round performance and Sport Sharp mode squeezes out every inch of anger from the engine for an even more dynamic experience.Subaru’s multi-mode control centre differential allows you to play around with the limited slip differential strength for additional traction and handling response.On its way to a top speed of 250km/h, it will scream to 100km/h in a rapid 5.2 seconds. A combined 10.3 litres of fuel will be sucked from its 60 litre tank every 100km.ExteriorMaintaining a permanent and rippled flex, the STi is like an Impreza on the juice. A big bonnet scoop, hulking wheel arches, flared guards, and a rear roof spoiler make it quite a different looking car — and one you wouldn’t want to upset at the pub.Subaru’s performance powerhouse is shorter and wider too, complemented by 18 inch alloys and quad exhausts that yield a stance brimming with purpose and aggression.Interestingly, the only things shared by both the STi and the popular WRX are the bonnet, the front doors and the roof.InteriorSubaru have kept the interior simple in the STi. The Impreza swooping line design and three large air con dials are the only noticeable elements on an otherwise featureless dash.A large LCD screen displays the trip details and outside temperature plus the air conditioning and six stacker, MP3 compatible audio system.Power steering and windows are standard, as are aluminium pad sport pedals, leather Recaro race bucket seats and a leather multi-function steering wheel and gear knob.There is plenty of storage space throughout the cabin in the form of cupholders, door pockets, a centre console box, and six cargo hooks. The rear seats are foldable, split 60/40 to allow for more room in the boot.SafetyThe Subaru WRX STi has achieved the maximum five star ANCAP crashworthiness rating thanks to a feature-packed safety list. You get a comprehensive airbag package plus anti-skid brakes with brake assist and force distribution, vehicle dynamics control and traction control.PricingThe Subaru WRX STi starts at $59,990.DrivingWhen Subaru ripped the covers off the latest Impreza hatch, it felt a little bit like that forgettable Christmas when dad proudly watched you tear the wrapping off a brand new water pistol, blissfully ignorant that every other kid had a super-soaker.No matter how many times we tell ourselves that it’s a mature and ballsy new direction for Subaru, and no matter how many angles from which we look at it, the new shape is just plain…boring.But somehow the STi version, with its chunky squat stance and big alloys gives it a toughness that helps you get past all that and tempts you nearer for a better look.Squeezing into the low, leather Recaro buckets, strapping yourself in and looking out over the big bonnet scoop is a physical suggestion of this car’s potential. From the steering wheel to the gear shifter and the noticeable lack of visible distractions, the STi is set up for a quick, firm ride – and your full attention.The short trip from the middle of the city to its outskirts was bearable at best even in Intelligent mode as the STi managed to find every hole and rut, banging and knocking in disapproval.We got to our destination – kilometres of long, windy tar – and let the beast off the leash. The difference between Intelligent and Sport mode was a nice kick of adrenalin when the turbo rolled in and pushed us firm into our seats. Sport Sharp was another cog up in performance. After a tiny lag, the high pitched turbo whine began and like a punch in the guts we were shot hard down the road, joined by the familiar boxer engine note.With Sport Sharp in place and the differential control in auto, the Macpherson strut front and double wishbone rear suspension stuck us to the bitumen and we never feared the car would stray from the direction we pointed it. Diving both in and out of corners produced the same silly grin and the lack of body roll and strength in the big Brembo anchors was impressive.Having a car with this much speed on tap is unsettling, given the constant dangers we face on our crowded roads every day. It’s also frustrating not being able to use it when we know how much fun it is on full squirt. What to do, what to do…Verdict: 8/10

But it won't be back in Australia.Chris Atkinson is fighting to rebuild his shattered career after Subaru's shock withdrawal from the World Rally Championship.Atkinson has just completed his best season — finishing fifth in the championship with a string of second places and beating Subaru team leader Petter Solberg — but now finds himself without a car.“At the moment I still have a contract with Subaru for 2009. But obviously if they are not competing then neither am I,” Atkinson said yesterday from his base in Monaco.“That's about as much as I know at the moment. I've been loyal to Subaru and that's the disappointing thing.“There are only five or six drivers in the world at our level so hopefully I will be wanted somewhere.”The Queenslander has battled to establish himself among the world's motorsport elite, winning a multi-million-dollar salary with his speed and commitment to the British-based team.But Subaru company president Ikuo Mori said in Tokyo the withdrawal was forced by the global economic crisis.“While this decision is sudden it was necessary,” Mori said as he battled tears.Subaru's move follows Honda closing its Formula One team and a similar WRC withdrawal by Suzuki.Atkinson admitted he was shocked when told of Subaru's decision by Prodrive, which runs the factory's Impreza rally squad.“I'm a little bit surprised. I definitely didn't expect it, especially with everyone having contracts for next year,” Atkinson said. “Maybe at the end of next year . . .”Atkinson and his management team are looking for another team but, despite his world ranking, there are only two remaining WRC manufacturer teams — Ford and Citroen — and both are full.“Obviously I still want to race and compete, but with the championship at the moment it looks difficult to get a drive,” Atkinson said.“You've always got to keep your eye out for what's available, but there is not too much to chase in the WRC.”Prodrive plans to continue with privately-funded Subarus in the WRC next year, and Ford and Citroen also field second-tier teams, but Atkinson will not pay to drive.“I think of the options that are available they require sponsorship to be brought,” he said. “It wouldn't be ideal. That's not what I want to do.”But he plans to keep rallying at the highest level possible.“I have to drive something. You can't just stop,” he said.That could mean a move to the International Rally Series, which fields S2000 cars similar to the Toyota Corolla which Neal Bates took to this year's Australian Rally Championship, or stepping back into a production class Subaru Impreza in the Group N category of the world championship.“There are a lot of good things about that championship (the IRC) and we need manufacturers in there, so that's an interesting situation,” Atkinson said.“I don't know if Subaru is planning anything on that front, or the Super 2000 category, but they will still be involved in Group N.“I'll be happy if the phone rings, but we have to see what happens.“I don't want to be too confident. I haven't looked at too many options. We only found out on Monday.”But Atkinson has no intention of retreating to Australia, even if he could pick up a drive in the national championship.“I've got no plans to come back at the moment,” he said. 

Fuji Heavy Industries has released a teaser shot of the Legacy concept car - Liberty in Australia - destined for next month's Detroit Motor Show. The good news comes as Subaru announced this week it's withdrawal from the World Rally Championship. The Japanese firm moved quickly to off-set the disappointing announcement by pointing out that it has ambitious plans for the new Liberty and Outback. Subaru expects to launch the new Liberty late next year. Both the Liberty and Outback will grown in size, particularly rear legroom. Like the Impreza and Forester, the Outback will be further distanced from its Liberty sibling. Detailed specifications are expected to be revealed at Detroit but the Liberty is tipped to get an upgraded chassis and a further development of its trademark symmetrical all-wheel drive system. Subaru is also believed to have upgraded its six-cylinder boxer engine, now 3.6-litres, and it is tipped to come with a new tiptronic six speed gearbox. Both 2.5-litre four cylinder and 3.0-litre six cylinder boxer engines are expected to carry over and diesel buyers will be pleased with the arrival of Subaru's first 2.0-litre turbo-diesel. The diesel engine has already gone on sale in the current model Outback in Europe with six-speed manual gearbox. It develops 108kW at 3600 revs and 350Nm from 1800 revs. Fuel economy is sub-7.0 litres/100km. The Liberty concept will debut almost 20 years to the day of the launch of the original Liberty.  

STEVE Owen became the newest development series winner in the V8 Supercar world at Oran Park on Sunday afternoon. He claimed the Fujitsu Championship crown, despite young Jack Perkins taking top points for the weekend, after a season-long battle with another 'main game' refugee, Dean Canto.HONDA is not the only company winding back its motorsport involvement because of the global economic decline, even if the Japanese maker is the first to desert Formula One. Audi is slashing its sports car racing schedule for 2009, withdrawing entirely from the American Le Mans series, although it has built is new R15 turbodiesel racer to try and continue its string of Le Mans 24-hour victories in France.DRIVERS have begun their team switches for the 2009 V8 Supercar season, with James Courtney moving to Dick Johnson and Jim Beam, Todd and Rick Kelly setting up a new Melbourne workshop for Kelly Racing, Will Davison moving into the Holden Racing Team, and Alex Davison doing ride days as he gets ready for Stone Brothers Racing. Among the potential changes for next season are David Reynolds in a fourth car with Walkinshaw Racing, although no-one knows yet who will take the plum place at the Toll-HSV Dealer Team which has been vacated by Rick Kelly.COST cutting in motorsport has even hit the well-funded Nascar series in the USA. All off-season testing has been banned in the stock car series, although the decision only applies to tracks where the three championship series teams actually compete.CHRIS Atkinson had a miserable end to a miserable season when he crashed out of Rally GB on the second day in his Subaru Impreza. The young Australian was in the leading group when he slid into the trees on an icy corner in Wales with a heavy impact that meant a precautionary trip to hospital, although he was not injured.PHILLIP Island will host the long-distance lead-up to Bathurst for at least the next decade under a new deal agreed with V8 Supercars Australia. The two-driver, 500-kilometre enduro moved to its new home this year from Sandown Park and has now been confirmed until 2018 in a deal negotiated by Phillip Island's Andrew Fox.DAVID Murcott continued his strong recent run with sprintcar victory at Avalon Raceway in the fourth round of the SRA series, a win made easier when Luch Monte blew his right-rear tyre with just seven laps to go in the feature. The win made Murcott a three-straight winner of the Fireball Derby as he beat out series leader Matthew Reed and South Australian Steven Lines.ADELAIDE motorcycle racer Brendan Roberts will hit the big time next year when he competes in the World Superbike Championship. He is joining the Guandalini Racing team in Italy and, not surprisingly, will be racing a Ducati.A GOOD samaritan act in the Classic Adelaide rally has finally been rewarded, with Kevin Weeks and Bec Crunkhorn being named as winners after eventually losing top spot with a time penalty after stopping for a crashed car. Bill Pye and Grant Geelan were originally named as winners in their Porsche 911, but Weeks appealed and was given back enough of his lost time to regain the lead he held throughout the event and another victory in his Porsche.LAMBORGHINI racer Mark Eddy is Australia's new GT Champion. He claimed the title with his Gallardo at Sandown Park in Melbourne, as Richard Kimber took the GT Challenge crown with his Porsche and Tim Poulton used a Lotus Exige to become GT Production champion.RICK Kelly is really shaking his racing world. He has already confirmed he is leaving the Toll-HSV Dealer team to drive for Kelly Racing in 2009 and has also set up his own website, rickkelly.com.au 

The build quality and ever-improving safety technology is first class. The sedan version they have produced is no exception.DrivetrainsThe RS is powered by a two-litre, four-cylinder, horizontally-opposed (boxer) engine that produces 110kW at 6400rpm and 196Nm of torque at 3200rpm.A choice of five-speed manual or four-speed Sportshift automatic transfers power to the wheels. The manual uses 8.9 litres of fuel per 100kms and the automatic point one less at 8.8 litres.Across the range, bar the WRX, the manual produces 210gms/100kms of CO2 and the auto expels 208gms.ExteriorAs the second to top in the Impreza range, the RS receives exactly the same exterior treatment as the WRX except for the bonnet scoop.The sports body kit is standard, as are 17 inch alloys, a rear spoiler and an exterior model badge. Plus you get privacy glass in the rear door, rear quarter and rear windscreen.Then there are the standard features across the range like body coloured mirrors and door handles, twin tail pipes and roof rails.InteriorInterior features have not changed from the hatch version of the RS to the sedan. The existing swirl pattern across the dash has been transferred across, same for the leather wrapped steering wheel and gear knob.The RS and WRX are the only cars in the line-up with sports bucket seats but most other interior features are shared among the four variants including a multi-function steering wheel, cruise control, power mirrors and windows, and a six stacker sound system (not in the R model). There is an option to install a sat nav and DVD but only in the RS and WRX models.The rear seats are 60/40 split fold and there is plenty of storage space throughout the cabin with luggage hooks, cup holders, a centre console box, door pockets and a front centre tray.SafetyOn top of the comprehensive air bag package and the much publicised five-star ANCAP occupant safety rating, the AWD Subaru RS sedan safety feature list comprises electronic stability control, anti-skid brakes with brakeforce distribution, electronic throttle control and hill-start assist.PricingSubaru’s RS Impreza sedan starts at $28,490 which includes a 3 year unlimited kilometre warranty.DrivingPincott says…The RS has traditionally held the middle ground for Imprezas – not as punchy as the Rex but with more bite and better trim than the entry level variant. But the latest version has softened more, in both appearance and performance.While it’s fine under most circumstances, the 2-litre boxer engine feels like it needs either more capacity or output when you tackle challenging hills or stretch an overtaking run on the highway. And despite having all-wheel drive, the RS lacked absolute certainty when my co-driver chucked it through some hard corners, showing more tendency to body roll than we would have seen in the predecessor.Part of this was probably due to the much more compliant suspension, which makes for a softer ride overall, but undermines the handling through the bendy bits. The payoff for this was that over a section of rougher dirt and gravel, the car was very well composed, smoothing out most of the jagged sections of road and even soaking up a few bad potholes.While it doesn’t feel as sporty as the previous model, it still seems supremely confident in normal driving, and the AWD system would be an advantage in the wet.It’s also very well packaged with good quality finishes – although some of the design features are entirely a matter of personal taste – and an extremely comfortable vehicle. It’s surprising how much room is available both front and rear for what is essentially a fairly compact size.Wigley says…No, it hasn’t set the world alight – in fact it’s probably drowned the world in thick, foamy fire-retardant – but Subaru has certainly played a ballsy card with the new Impreza design, fixing the crosshairs on Gen-Yers and middle-aged women.The crew here at Carsguide remain staunch supporters of the ‘original’ shape of a decade ago, but are equally rigorous in their support of Subarus in general as a make that prides itself on quality workmanship, safety and affordability.So, aside from the look of thing which is a matter for personal opinion and isn’t going to save your life in a crash, we think the RS sedan is a very good car.The aforementioned dash swirl isn’t pretty but the rest of the cabin is put together well – it’s spacious, comfortable and generally a nice place to be. The bucket seats seem a little firm at first – particularly if you’ve driven the R or the RX – but they soon give and mould to your curves.Buttons on the steering wheel reduce the clutter on the dash and you’re essentially left with three large air con dials and a couple of stereo knobs.Two large males will fit in the back without trouble, but you may have to ask a third to collapse his hip and remove his legs below the knee.On our trip from inner Sydney to the Central Coast, the RS performed dutifully. We were concerned the stiffer suspension would be too harsh getting out of the city but it wasn’t a problem. Pot holes and bumps were accommodated for too thanks in large part to the comfy buckets.On the freeway the cabin was quiet but for a small amount of wind rush around the side mirrors and the noise from the road up through the floor was negligible.The RS held its line without feeling the need to follow gouges or ruts and the wheel provided good feedback as well as being direct and true.Merging and overtaking was easy given the excellent acceleration right across the rev range, and thanks to the sedans good visibility all round.Knowing the effort Subaru put into making their cars safe is a real comfort and becomes yet another ticked box for this already impressive, capable car.