Subaru Vortex Reviews

Styled by Toyota, powered by Subaru, the rear-wheel-drive, boxer-engined compact sports car will be developed as a joint venture, with an expected on-sale date of late 2010.Each company will come away from the deal with its own badge-specific model but it's expected there will be precious little difference in the pigeon pair. However, for both companies the development will require some serious rethinking on their core philosophies.It will be the first time Toyota has used the boxer engine technology, while Subaru has invested a fortune in convincing consumers of the safety benefits of its all-wheel-drive platforms.Both Subaru and Toyota are taking a “softly, softly” approach to the news of the pending joint venture, denying there have been local marketing discussions but certainly not ruling them out.“We have a very long-term commitment to four-wheel-drive with boxer engines and that will continue for the foreseeable future, but having said that, we used to have frontwheel-drive-cars and we would always consider other combinations down the track,” says Subaru's Dave Rowley.Toyota takes a similar view, with spokesman Mike Breen saying there is a lot of water to pass under the bridge before a decision is made.“We don't really have any news from TMC on how it affects us or whether we'll be taking the car or not,” Breen says.“All I can say is there's no plan at this stage to bring the car in, but that doesn't mean there won't be in the future.”News of the sports car co-operation came in an announcement from Toyota Motor Corp that it will spend $333million to raise its stake in Fuji Heavy Industries — which makes Subaru cars — to 16.5per cent. Toyota will handle the basic design, while Fuji will develop the engine.Fuji already makes the popular Toyota Camry at its US plant in Indiana.Various sketches and impressions have already appeared on the internet.The design could draw on the style of recent concept cars, including the Toyota FT-HS and the Subaru B11S. Toyota president Katsuaki Watanabe says the success so far of the partnership with Fuji has been a driving factor.The companies' engineers work well together, according to Watanabe, and this “naturally” led to the decision to raise Toyota's stake in Fuji in an effort to solidify the tie-up.“The alliance with Fuji Heavy is a win-win situation,” he says.”We can count on Fuji's superb engineering.” 

The debate about whether performance cars should be allowed on our roads has been keenly argued for years. Those who consider excessively powerful muscle cars a danger to many, are quickly educated by performance enthusiasts who retort that those same cars are completely safe unless placed in the wrong hands.There is no doubt that the third generation Subaru WRX STi slots into the performance car category easily, but does it stand up to the rigours of every day driving? And is it safe enough for the every day driver with all that added grunt? Let’s have a closer look and find out.ExteriorThe STi has slipped into the new Impreza shell beautifully - and then flexed. The result is an aggressive, bulging ball of muscle with flared guards and wheel arches, but with underlying style and elegance. Apparently, the only bits kept from the Impreza are the bonnet, the front doors and the roof. Add to those, big 18 inch alloy wheels, a rear roof spoiler, quad exhausts and a big bonnet scoop, and you have a hot looking brawny monster, ready for action.InteriorSubaru have kept it pretty simple on the inside, but they’ve retained the new Impreza’s swirly sweeping lines across the dash, which is unfortunate because it really didn't look good in the first place. Three big dials are the only real features apart from the big-screen interface above them. The screen displays the GPS and allows you to peruse various performance statistics and radio stations. It is a little fiddly and forces you to take your eyes off the road for too long - a bit dangerous in a car like this.Compared with the entry level Impreza, the finish in the STi is of higher quality and seems less plastic. The Recaro seats on this spec R model are extremely comfortable and supportive. They sit low and give you that proper race feel.SafetySafety as always is top priority for Subaru and once again with the WRX STi they have snagged the top five star ANCAP crashworthiness rating and the equally impressive four star pedestrian safety rating.Engine and TransmissionPower and torque are up by 7.3 percent and 3.8 percent respectively, compared with the last STi. The 2.5 litre, four cylinder turbo engine gives you 221 kW at 6000 rpm and 407 Nm at 4000 revs.With a top speed of 250 km and a mind blowing 5.2 seconds for the hundred, it really does push you back in the seat and doesn’t feel like it’s going to pull up….ever. The six speed manual transmission has been refined and feels tighter, allowing for smoother changes. At high revs, the turbo sound like a jet plane firing off an aircraft carrier.On the roadThe STi mark III introduces Subaru Intelligent Drive (SI-Drive) which lets you choose between three settings depending on the performance you are looking for.‘Intelligent’ provides a comfortable smooth ride, with slow power output.‘Sport’ is the default mode and optimises performance according to your driving conditions.You get a firm ride regardless of which of the above two modes you choose but you get used to it quickly, and it certainly won’t dislodge your fillings. The improved wishbone rear suspension lends weight to that statement.Handling is superb given the shorter, wider stance. True, responsive steering and the new multi-mode Vehicle Dynamics Control with three automatic Limited Slip Differential (LSD) settings make driving the STi a very enjoyable and comfortable experience.But it’s the ‘Sport #’ mode, the third of SI-Drive settings, that sets this car apart from the rest of the Impreza range. The press kit claims that it “boosts engine revolutions for sharp, sporty driving. Provides dynamic performance for true driving enthusiasts through highly responsive engine and throttle control”. A rather polite way of saying that it totally kicks a**e. ‘Sport #’ truly is an incredible hike in performance that quite literally rams your insides up into your throat and flashes everything outside - and your life – before your eyes.And it’s this last piece of information that makes me uneasy about this car as an every day drive. I like Subarus. I like the engine, I like the reliability and generally I like the look of their cars. And I do like this new STi – a lot. But I don’t like that in the wrong hands, it is potentially a very dangerous bit of kit on our roads.All in all though, an impressive benchmark has been set. Let’s see how the Mitsubishi Evo X measures up when it’s released in May.Prices for the Subaru Impreza WRX STi start at $59,990.

1233 Foresters, Imprezas, WRX, WRX STi, Liberty GT sedans and wagons locally are potentially affected, Subaru Australia spokesman David Rowley says.The cars were manufactured between January 8 and April 5.Rowley says there have been no reported incidents with the turbo engines in Australia. However, Fuji Heavy Industries, the manufacturer of Subaru vehicles, has temporarily suspended the production and sale of all 2.5-litre four-cylinder turbocharged engines built between the notified dates.Cars affected are the Forester XT, chassis number 002070 onwards; Impreza WRX and WRX STI, chassis number 015006 onwards; Liberty GT sedan, chassis number 038385 onwards; and Liberty GT wagon, chassis number 068148 onwards. Cars fitted with any other engines are not affected.Concerned customers can contact Subaru customer relations immediately on 1800226643. 

The impeccable safety record, the reliable boxer engine and the constant improvements to ride, all contribute to my fondness and expectations. So it’s slightly disappointing to reveal that the latest Forester doesn’t do much for me at all*. And it’s not because it doesn’t deliver in the aforementioned areas – it does. It just looks so damn drab. But that’s no surprise; the Forester has always struggled aesthetically. It’s a real wonder, given our growing demand for style and looks that it has been such a successful car. I suppose ‘successful’ is an understatement; this car has bobbled around in the top three in its class for over a decade. It’s the most popular car Subaru sell. So what’s going on here? How is this happening? Is it because it has such a good reputation? I don’t think these heady days for the Forester can last without dramatic improvements to styling, inside and out. First it was the boxy, two tone brick; now it’s bigger but still boring. The base model interior is plasticky and unimaginative. Like I said, I’m being harsh because I like Subarus. Great engine and safety, and it’s a comfy drive. I just think they can do a lot better in the looks department. Do you agree, people? Am I going crazy and simply missing something obvious? Why are they so popular? Help? *The XT turbo does look a bit better with its big bonnet scoop, buldging guards and wheel arches and other muscular features, but I am talking about the XS, the base model that most of us will be buying.

The only difference to the model voted by Carsguide experts as the best of the best in 2007 is that this is the just-released automatic.The little 1.6-litre diesel engine puts out a very nippy 85kW of power and 255Nm of torque to create a well-balanced and surprisingly spritely about-town car. However, the real quality of the car showed out on a day trip to the South Coast recently when the fully-laden car handled with aplomb on the open road.Its road handling and zippy acceleration found plenty of praise at the highway speed limit.We look forward to enjoying its economic six litres per 100km diesel fuel economy, which should keep service station visits to a minimum.The auto costs $23,490 — $2000 more than the manual. Sitting beside the Hyundai is the rather more exclusive Lexus LS460. There has been plenty written about 'soulless' Lexus models and while the LS460 may not light the fires of passion, it most certainly pushes the “I'm feelin' special” buttons.There are some technological advances that bewilder more than bedazzle — the eight-gear automatic is one — and there are others that have simple charm, like the superb Mark Levinson sound system.Rear-view camera, supportive and comfortable leather seats with a huge range of adjustments, ample room and a very acceptable V8 engine all add to the attraction.One of the stranger impressions of the LS460, however, is that it is dissociative — only because the level of cabin refinement and noise, vibration and harshness levels are so good that you really do keep checking the tacho to reassure yourself the car is turned on.At a price of $184,874 plus delivery and on-road costs, the LS460 has plenty to live up to.So far, it is doing a sterling job.A rather more modest but none-the-less interesting member of the garage is the Subaru Tribeca. This vehicle is the 'giant' of the Subaru range.It has seven seats, command-drive position and 3.6-litre boxer engine.But its road manners are more akin to a much smaller car.There is much to like about the Tribeca, including its new inoffensive front-end, but there a few issues have come to notice with regular use.To make the third row of seats usable, even for the little tikes, it is mandatory to slide the second row of seats forward. Now, it's good that those seats can be moved but the end result is that both second- and third-row passengers feel the squeeze.The lack of reach-adjustment on the steering wheel has been a notable problem, but certainly not as much as the radio adjustment buttons that sit proud on the steering-wheel spokes and are prone to channel shifting when the wheel travels to full lock.On that subject, at 11.4m, Tribeca has one of the best turning circles of any car its size on the market. 

Atkinson, driving a Subaru Impreza WRX STi, has second and third places from the three rallies so far in the 2008 world championship.Yet he is not expecting a podium this time.“Argentina is probably one of the most difficult rallies for me,” Atkinson said yesterday.“It's a rally I've still to come to grips with speed wise.”He claimed that much more experience than his three events in Argentina was needed to do well there.Day one will be on very fast roads, said to be similar to those in Mexico where Atkinson finished second four weeks ago. Day two is run on a hard base of sand. Day three climbs the twisty mountain roads.So a new set up is needed for the car each day, according to Atkinson's engineers at the Subaru World Rally Team.Atkinson sits fourth on points in the championship with his 14.Leader is Ford's Mikko Hirvonen who again will be first car away and so act as “road sweeper” for following cars, which cost him heaps of time in Mexico. 

 It has a Subaru engine, but could pass for one of the three genuine versions made in 1967.The bright red copy of the one that took the chequered flag at Daytona more than 40 years ago is not a replica, but a bid to fool a buyer that it is the real thing. It was shown at the Fakes Cost More anti-counterfeit summit in Belgium this week to show just how extensive the rip-offs have become.Yasmin Le Bon, the wife of British pop star Simon, was at the summit to launch a global campaign to combat the rising tide of counterfeiting and piracy of well-known, top-brand goods. And she issued the warning that counterfeiting is a really serious problem.“We are no longer talking about just fake watches, but the counterfeiting of car parts, aircraft parts and even complete cars, such as this Ferrari, which could have very serious consequences — not just in terms of fraud but in terms of people's safety,” she says.About 10 per cent of all car spares in the European Union could be counterfeit, statistics show.The theme was that fakes cost more than the real thing — whether they are brake pads for cars fabricated using sand, medicines with unauthorised ingredients, or toys with dangerous parts. 

If looks could kill then some recent models in the Subaru range would be dead - but the Japanese car maker has created a new look and dragged itself back from the cliff edge.A new design direction seems to have found more favour recently - first versus second-generation Tribeca being a prime example - but the company's Impreza range was an area where the company could ill-afford a sales drop.But I'm not driving the Impreza volume seller, I'm in a WRX and not even the normal STI version.The STI I've been given the keys to is the Spec.R model, which gets lightweight alloy wheels and grippy Recaro racing bucket seats.The standard WRX STI is priced from $59,990. Stepping up to the spec.R sheds 15kg, adds Recaro buckets and BBS alloy wheels and $5000 to the bottom line.Lacquered in the same blue that adorns the company's World Rally Championship cars, the STI has an abundance of menace.Scoops, vents, bulges, bumps and flares turn the Impreza hatchback into something that looks purposeful and says take me on at your peril.Power from the 2.5-litre turbo flat-four is up from 206kW to 221kW and torque has been upped to 407Nm from 392Nm, shoving an extra 10kg over the old model - 1505kg or 1520kg for the standard STI. The state limit is obliterated in a rapid 5.2 seconds and a top speed of 250km/h is claimed, as is a combined-cycle thirst of 10.3 litres/100km, although my stint returned 13.2 litres/100km.Slipping into the Recaro buckets, the bolsters hold occupants firmly in place and give a hint of what's to come. Thankfully, the personal number start process has been abandoned and getting under way only requires a key turn.With electronic trickery in all three diffs of the drivetrain, it's easy to leave it in Auto mode, followed by a flick of the Subaru Intelligent Drive to S# for the sharpest throttle response. With 18in wheels wrapped with sticky Dunlop SP600 semi-slick tyres, tricky diffs and all that urge, the STI was always going to be exhilarating.The six-speed manual gearchange is a good shift but requires some guidance - it's no brainless quick-flick shift - but once accustomed to the drivetrain the STI covers ground in an unfussed and rapid manner.There is a little more body roll, relative to its forebears, and while there's a bit of crunch on some bumps, the ride comfort is more liveable - mind you, earlier STI models couldn't even find the phrase in an automotive dictionary, let alone provide it.Only the hatch has a shallow load space but the five-door set-up does have a level of versatility not often seen with this level of performance.The sudden planned or unplanned halt is also considered, with big, effective Brembo brakes, with dual front, side and curtain airbags on the safety features list.As expected, there are the staple anti-lock brakes and stability control, although breaching its adhesion would suggest track-only speeds.There's no question the STI is no longer hard-edged, raw and uncompromising, but it's still quick and capable, with exceptional ability on sealed or unsealed surfaces and more able to deal with day-to-day activities as well.  Class competitionAudi S3, $65,500.VW Golf R32, $56,490.HSV VXR, $42,990.Mazda3 MPS, $39,990. 

It’s a lucrative market, and Subaru wants a bigger slice of it for their Forester – the vehicle that pioneered the segment as a crossover 10 years ago. Forester has sold 105,000 here in that time, but apart from a stint as leader in 2006 has mostly been the bridesmaid while competitors like RAV4 take the sales trophy. But now Subaru is making a stated bid to reclaim the crown with a larger, fresher and cheaper third generation line-up. Exchange rates, platform sharing with Impreza and volume — with Australia until recently being the second largest market for Forester behind the US, before being overtaken by Japan with the newcomer — mean that various spec levels will arrive between $1000-$2500 cheaper than the outgoing models. Pricing The base model Forester X has shed $1500, priced now at $30,490 for the five-speed manual (four-speed autos are $2000 more across the range). The XS is $1000 lower at $33,990, as is the XS Premium at $37,490. The manual XT drops $2000 at $38,990, while the auto is $2500 less than the predecessor at $40,990. The top-level XT Premium has trimmed $2400 to hit the market in manual version at $44,990 while the auto is down $2990 at $46,990. Packaging With a more pronounced grille and strongly styled fascia, the new arrival leans more towards SUV cues than the previous wagon-like Foresters. And the strengthened body has also answered the customers’ call for more space. It’s 110mm taller, 60mm wider and 75mm longer on a 90mm larger wheelbase – most of which as been given to the rear passenger and cargo area, while larger openings make for easier access. Overhangs have been shortened slightly for better manoeuvrability and ground clearance has been raised by 20mm to take the X and XS to 220mm and the XT to 225mm, which gives a smidge more leeway but still keeps the Forester in the light offroading category. Drivetrains The 2.5-litre boxer four in the X and XS models brings a 4.1 per cent power boost with 126kW at 6000rpm and a slight rise in torque with 229Nm at 4400rpm. Outputs for the WRX-sourced 2.5-litre DOHC turbocharged four in the XT models – which Subaru is positioning as a `stealth Rex for lad dads’ — remain unchanged with169kW at 5200rpm, but the 320Nm of torque kicks in 800 revs earlier at 2800rpm. There’s no sign of a diesel in the new generation, and while one will arrive in the new Outback next year there are no plans for it to move across to the Australian Forester line-up. It’s a Suby, so drive goes to all four corners and is infinitely variable: changing from 95-front/5-rear bias to 50/50 depending on throttle, load and speed inputs. Transmission choices are a four-speed sequential auto or a five-speed manual with a low range option. A five-speed auto is not available here yet – and there’s no firm word on its future – but Subaru says the four-speed is “significantly different, with improved shift response and timing”. Equipment The base model gets four-speaker audio with controls on the steering wheel, 16” steel wheels with full-size spare and the usual electric bits. Standard safety equipment includes Vehicle Dynamics Control, anti-skid brakes with assistive systems for extreme braking, hill start assist, and front, side and curtain airbags – which inflate even in an offset collision to protect your noggin from rebound off the side windows. So while the bar for crash test stars is rising, the Forester still scores five for occupant safety and three for pedestrian. On the creature comfort lists, XS adds front foggies, 16” alloy wheels, automatic airconditioning, stacker and two more speakers with the MP3 audio system and a retractable rear tray with cupholders. The XT gets bonnet scoop, integrated rear spoiler, 17” alloys and auto-levelling xenon headlights with pop-up washers. Premium packs on XS adds leather upholstery with eight-way power on the driver’s seat and sunroof while on the XT you also get touchscreen nav system with DVD/CD player and Bluetooth compatability. Workload The weight penalty is 80kg more on the X and XS models, while the XT has gained between 30-35kg depending on fit-out. This has probably undermined fuel economy improvements, but the manual turbo still manages a significant 7.8 per cent benefit (and the auto 5.4 per cent) at 10.5L/100km each while the base engine with manual trims 3.1 per cent at 9.3L and the auto comes down 1 per cent at 9.6L. Towing capacity remains at 1400kg, which is still useful for a lot of boaties and horse people. And the larger cargo ability could be attractive for the active family vote that Subaru is bidding for. The Forester’s best month ever was 1688 in June 2005 – around the time a deal was done with Europcar — but it generally averages about 1000 per month, which they’d like to see lift to 1100 with the new model. On the road The interior is noticeable larger, with the cargo bay and rear seat leg squeeze that plagued previous models having been pretty well solved, and back passengers are treated even more with reclining seats. The swooping dash lines that are spreading across the Subaru range smarten up the cabin, but while the gunmetal version of the alloy-look plastics looks okay – as long as it wears well – the paler one a poor imitation, and the mock woodgrain/taupe leather combination is well outside the stated `young families’ target market. They’re more likely to appreciate the cobalt and purple graphics on the instruments, especially under the vodka bar blue ambient lighting. There’s good visibility, particularly to the rear – a rarity with most vehicles in the SUV category – and its now much easier to find a comfortable driving position with reach joining the tilt adjustment on the steering column. The versatile centre console in the auto versions can be switched around for a range of storage needs, and can happily take large drink bottles – although normal sized ones tended to rattle around in the caddy. While the turbo (as expected) spat out plenty of energy for the job with a flat torque delivery across the range, the natural breather was no slouch either when hitched to the five-speed manual. Smaller wing mirrors mean less wind rush, although one of the test cars developed an irritating whistle in the passenger side mirror. There’s also less wind noise from the redesigned roof rails and around the A-pillars, making for a quieter cabin overall. Despite being larger and heavier, the dynamics are still there. It doesn’t behave exactly like a sedan, but the slug-like personality of the true SUV never appears. Lower-mounted engines and transmissions give a better centre of gravity and what you get is signature Subaru grip and balance. The ESP appeared a lot earlier in the auto XT model — stepping in every few minutes over a gravel road, while the manual XS over the same stretch only coaxed it out twice — which Subaru says is down to differences in suspension bushing and tyres. We didn’t encounter any terrain that begged for the low range offered with manual transmission, but the previous model was always capable on a beach fishing track and the like. And the compact SUV is these days more of an urban dweller anyway. Inside View Subaru Forester Price: from $30, 490 Engines: 2.5-litre horizontally opposed boxer four-cylinder (126kW@6000rpm, 229Nm@4400rpm) 2.5 litre DOHC turbocharged four-cylinder (169kW@5200rpm, 320Nm@2800)  Transmissions: five-speed manual with low range, four-speed sequential automatic Drive: constant all-wheel-drive, input-variable from 95-front/5-rear to 50/50      

The wagon was deemed a touch odd in its styling and a touch underpowered. Despite Subaru's well-credentialled history in this business of SUVs — think Forester and Liberty — the big Tribeca was up against some considered competition in this larger, more premium corner of the market.The first Tribeca arrived here in late 2006 and, as elsewhere, was a slow seller.The second version arrived about 12 months later. Most agree it is better.Some of that may well be subjective, for Tribeca No.1, which did have a strange nose, inspired by parent company Fuji Industries' aeroplane heritage. The wagon's grille was loud, much unloved and perhaps turned away a customer or three.That point of contention disappeared in version two. Now the Tribeca has a face more Forester-style with grille slats plus new bonnet and headlights, it will not scare the kiddies or the Yanks.The all-wheel-drive wagon's rear was also reworked with wider tail-lights, bigger rear windows, new tailgate and bumper.So the Tribeca looks tidier, more conventional in today's bold style of a lump-sized piece of SUV.And the engine capacity was lifted from 3 litres to 3.6 litres, taking power up 10kW to 190kW. Torque is up 17.8 per cent from 297Nm to 350Nm. The five-speed auto transmission was also revised for smarter shifts.The result is a very handy handsome family wagon with five or seven seats.It is packed with safety and convenience although the sweep-around, fighter-pilot styled front cabin may be a little overdone with the bewildering array of switches and dials over the centre console, and in some contrast to the now-restrained exterior style.Little of this matters for the Subaru Tribeca handles the cut and thrust of city traffic well. Visibility is good and despite the bulk it parks with few dramas — helped here by a rear vision camera — and keeps pace with city motoring.Motor and transmission are smooth and competent.On the open road the Tribeca is quiet and comfortable over all surfaces.The big Subaru is not to be thrown around like a WRX but it has good road manners and good grip. It feels safe and sure, and that primary safety is backed by a five-star NCAP crash rating plus front, side and curtain airbags.Occupants sit high and with the five-seater test vehicle there's good cargo room when that third row is not in use.This is a solid and capable soft-roader, quite versatile and comfortable.Rivals here include the Ford Territory, Toyota Kluger and now Mazda's CX-9, and the Subaru Tribeca is not left behind.The Mazda CX-9 is the most likely rival; each has its own character and virtues — the Mazda's lower pricing structure is a plus yet the Tribeca's more restrained nature may better suit some.