Subaru Vortex Reviews

The new 2006 model Forester has received tweaks here and there which has improved its performance and handling.Cosmetic changes are minimal but enough to distinguish the new from the old with a new five-bar horizontal grille, slightly different bumpers, front guards, tailgate and circular lights on the rear.The mid-range XS auto ($36,990) and the range-topping XT manual ($40,990) spent time in the garage. An increase of 9kW and 3Nm for the 2.5-litre XS may seem hardly of note but the flatter torque curve gives the Forester a more sprightly feel and improved throttle response. The extra 14kW of power and no increase in torque for the turbocharged XT may seem, well, a little ordinary, but throttle response is meatier and more prompt and turbo lag is less pronounced than in the previous model. The turbo model sprints to 100km/h in six seconds and gear changes are made quick and easy thanks to the short throw five-speed gearbox.The clutch is lighter than the previous model and quite sensitive but the standard hillholder — the anti-rollback mechanism — is a dream and begs the question: why don't more manufacturers use this handy device?The Forester range retains a four-speed auto. Changes are smooth and quick but on occasions the four-speed box is left hunting.The active torque split system on the automatic is now an electronic lock-up controlled through the CPU. Torque split on the manual remains a mechanical arrangement through a viscous coupling. Ground clearance has also been improved on all models.Suspension is considerably firmer than the previous model for better handling, although ride comfort has suffered a fraction.The brake package has also been given a bit of a tweak resulting in firmer pedal feel and better feedback. Road noise is a little intrusive on gravel or wet roads. Rear-seat leg room is still at a premium when the front seats are only halfway back but the 50mm extra thigh support for back seat passengers is a lot more comfortable.The higher driving position combined with the large windscreen and pillarless doors makes for great vision front and rear.The interior of the Forester is simple, but functional and attractive, and now comes with a choice of either a beige or black trim (water resistant for even better versatility).Standard features are high in both models with a six CD in-dash stereo, climate control airconditioning, cruise control, height adjustable driver's seat, outside temperature display, power windows and mirrors, fog lights and two sunglass holders.The new Forester has seven cup-holders and a nifty centre console that folds to the rear with a sliding mini-tray for rear passengers. The Forester is one of the least rollover-prone SUVs around. Its low centre of gravity and the horizontal positioning of the engine give the Forester a weight distribution of 55 degrees to the front and 45 to the rear.The Forester's handling is still top-notch for an SUV although on the test cars it felt unsettled into a corner. Strangely, it was more noticeable in the manual version. While it is a little off-putting, it did not seem to affect the handling of the car, which maintains its line, only suffering understeer when pushed hard.The XT now gains 17-inch wheels and high intensity headlights for a better light spread. All models rate five stars for crash safety with dual front airbags and dual front side airbags.

It is a car that attracts more and more buyers with each passing year, with sales already on their way to another record this year.Subaru says the compact, five-seat all-wheel drive wagon has more diverse appeal than any other model in its lineup.Forester has as just been upgraded for the third time, with the release of the MY06 model that sees both cosmetic and mechanical changes across the range.The new model misses out, however, on the new look previewed with the larger, seven seat Tribeca that has just gone on sale in the States.The new three-piece Alfaesque front grille is also a hallmark of the new, soon to be released Impreza.But not, we can report, in the new Forester – and some would say that's a good thing.On the other hand, the MY06 model's styling is, if anything, more conservative, with less dramatic headlights and a squarer, straighter radiator grille.Clear look tail lights have replaced the old ones, in keeping with the current trend.Turn indicators have also been added to exterior mirrors.Four airbags – front and side – are now standard across the range, giving Forester a maximum five-star safety rating.In a power play for market leadership, power output is up across the range.The 2.5-litre engine that powers the X and XS models (same engine that powers new Liberty), rises from 115kW to 121kW – an increase of eight per cent.That makes it the most powerful car in its class, Subaru is keen to point out.The fire-breathing 2.5-litre turbocharged power plant in the XT jumps from 155kW to 169kW – an increase of 9 per cent (one kilowatt more than WRX).Electronic throttle control is standard across the range, delivering a crisper, more responsive feel to the pedal.Suspension, meanwhile, has been upgraded across the range, with firmer damper and spring rates, producing less pitching and tighter, firmer cornering.Inside, you get a choice of light or dark trim no matter which model takes your fancy.There was nothing particularly wrong with the old Forester and the changes that have been made will only serve to build on this fine reputation.We were able to sample automatic versions of both the XS and turbocharged XT models this week in the chilly climes of southern Tasmania.The news is all good, except for the fact that the firmer ride, while it delivers better handling, might not be to everyone's taste.Older people in particular are attracted to Forester because it's easy to get in and out of, with no mountaineering necessary.The seats are at exactly the right height to pivot and stand up when exiting the vehicle.These people might not appreciate the firmer ride.More power means quicker acceleration times, particularly in the case of the XT which now sprints from 0 to 100km/h in a flat six seconds – down from 6.4 seconds.That's almost as fast as a WRX and should further the XT's sports appeal.Normally aspirated models, meanwhile, drop from 10.4 to 9.8 seconds for the dash.The turbocharged XT is also available for the first time with a Sportshift four-speed sequential auto that allows the driver to change gears manually.XT also gets high powered headlights and 17 inch alloy wheels.New Forester is priced from $31,990 which includes registration, green slip and stamp duty – but not dealer charges that vary from dealer to dealer.

Subaru's concept for the soft-roader was simple, brilliant even. Of the light-duty four-wheel-drives available, the Outback and Forester offer the best blend of city manners and bush brawn.Model watchThe Forester was launched here in 1997. It was based on the underpinnings of the Impreza passenger car, but didn't look much like its family-car cousin. Its four-door wagon body gave it a new look.The Forester was primarily powered by Subaru's familiar single overhead camshaft flat-four boxer engine, in this case a 2.0-litre unit developing 92kW and 184Nm.When pressed it would accelerate from rest to 100km/h in a little over 11 seconds and do a 400m dash in a respectable 17 seconds.For more zip Subaru released the GT in 1998 and that came with a turbocharged, double overhead camshaft four-cylinder engine, boasting 125kW and 240Nm.  Buyers could choose between a five-speed manual gearbox and a four-speed auto trans, both sending the drive to all four wheels.The Forester's system is a four-wheel-drive system, with drive going to all wheels, all the time, unlike other soft-roaders which have a part-time system, with drive primarily going through either the front or rear wheels.  And it works well on road or off.Subaru offered three main variants of the Forester — the GX Wagon, RX Limited Wagon, and GT Wagon.  The GX Wagon had steel wheels, colour-coded bumpers, roof rails, power steering, cruise, power windows, mirrors and central locking; the RX Limited Wagon had all of that plus dual front airbags, air-conditioning and self-levelling suspension.At the top of the Forester range sat the GT Wagon which had alloy wheels, velour trim, leather steering wheel and hand-brake knob, metallic paint, central locking, and, from 2000, a sunroof and heated front seats.In the shopThe Forester is not showing any serious weaknesses.  Generally, the Subaru mechanicals are solid and reliable and little goes wrong with them. The flat-four engine has stood the test of time and shows nothing that is likely to cause a headache later on.A word of caution on the GT with its turbo motor. While the Subaru turbo has few problems and survives some pretty tough punishment in the WRX, it's worth going to the trouble of having an independent check on the GT, just to be sure it hasn't been given a hard time by an enthusiastic driver.Check the engine oil and look inside the oil filler for sludge that might suggest a lack of servicing. Turbo engines, in particular, need more servicing, and more frequent oil changes than a normally aspirated engine.Although these cars tend to do little off-road work it's worth having a close look underneath for signs of bush-bashing. Look for damage to the underbody, brackets, exhaust, suspension and steering. Walk away if you suspect it has spent a lot of time off the black top.Crunch timeSubaru's all-wheel-drive system gives the Forester decent primary safety, allowing you greater ability to escape a potential crash situation so the Forester gets good marks for primary safety.  ABS wasn't available on the GX, but was standard on the RX and GT adding to their primary safety package.Likewise airbags were not available on the GX, but the RX and GT both had dual frontal airbags making them the preferred choice for secondary crash protection.Rating15/20 Good round-town manners with the ability to go places off-road make the Forester a sensible buy.Subaru Forester 97-02Look for Signs of damage from heavy off-road useGood resale valueCheck for evidence of regular servicingHandles dirt roads and bush tracks with easeReliable engine and transmission

There's nothing quite as frenetic as a Subaru WRX.WRXs always feel like they're trying to jump out of their own skin, an impression heightened by the explosive performance waiting beneath the bonnet.Those buyers who can master the WRX's 168kW of mumbo generally move up to the more potent 195kW of the STi version, but that comes at a $16,000 premium on the base model's excellent value of $39,990.So, as a wedge between affordability and outright performance, Subaru Australia crafted a limited edition of 200 mid-range models.The lumpy-named WRP10 — World Rally/Pirelli/10-year anniversary of the WRX — getsselected STi components, more power, a price that falls somewhere between the base model and the STi, and comes in one colour. Grey.Power goes from 168kW to 175kW thanks to a new engine management unit and an exhaust system modelled on the STi. Subaru says these goodies give the WRP10 more response and cleaner performance.There are some STi bits to keep the car flatter and return better steering feel, such as a carbon-fibre strut brace and a suspension-lowering kit. The stiffer springs reduce ride height by 15mm.The final touches are five-spoke, forged alloy RAYS wheels and Pirelli PZero Nero tyres.One lap of the AHG circuit shows the difference over the base WRX and the similarities to the STi.Strangely, the extra power doesn't appear to manifest itself in a faster car. The engine does, however, feel more lively and more willing to wring out at the top-end of the tacho.But the tangible result is the blending of the slightly firmer and more-controlled suspension movement, with that engine power delivery.Around the track the WRP10 is more driveable than the WRX and shows more precise steering input and less tendency to understeer. But it's not as good as the STi.The all-wheel-drive system is very forgiving and in the WRP10, will mop up your embarrassments.Away from the track, the constant 4WD system is a great saviour on winter roads by maximising braking effort, keeping the car on line through corners and reducing wheelspin on acceleration. There's not a big difference in ride comfort between the WRX and the WRP10.But the front seats are superbly contoured to fit most bodies.The car will seat up to five and the boot is a decent size.This is a well-executed exercise in boosting the performance of a standard model. It works primarily because it doesn't destroy the affordability and excellent performance of what is a great concept.

This year alone we have seen a new-look Impreza rocketship for the World Rally Championship (new body bits and extra go-fast gear) and a WRX STi Spec C (did you get all that?) used to qualify a fresh set of kit for Group N, including the Imprezas for the Australian Rally Championship.And Subaru Australia has done its own work on a limited-edition WRX, called the WRX WRP10.That's WR for the world rally championship, P for Pirelli tyres and 10 for the years the Impreza has been sold in Australia.The WRP10 was trumpeted as a major local project and a significant advance, but even before the final cars were sold – there are still a few of the limited-edition run of 200 cars out in dealerships – a car called the Impreza WRX ClubSpec Evo 8 had arrived from Japan.If you're finding this a little difficult to follow, you're probably not a WRX enthusiast.These people know every twist and turn in the tale, from the first WRX to the original limited-edition two-door STi to the various tickle-ups.This time we are taking a look at and driving the WRP10, and assessing the work that has gone into the super-duper Suby developed by Greg Foletta from his STi engineering base in Melbourne.Foletta was asked to put together a car using only Subaru STi performance parts from Japan in a limited-edition special suitable for local conditions.He was briefed to make the car quicker than a regular WRX but not as extreme as the WRX STi, and to fit between them on price.The result costs $48,490, up from the WRX at $39,990 and well below the STi at $56,630. Adding a twist to the WRX tale, the ClubSpec Evo 8 has just come in at $42,485."The cars are aimed at different audiences. The WRX is well established as the entry level to our performance stable and the STi is the ultimate Impreza, with direct links to the rally heritage," Subaru Australia spokesman David Rowley says."WRP10 offers a range of accessories and options people might not normally access directly. What we're giving is the security of factory backing, with enhancements that normally don't have that backing."We did lots of local testing and that means we can set the cars up ideally for Australia. I think this will be the first of a potential series over some time."The heart of the WRP10 upgrade is a tweak to the engine with an STi upgrade kit and exhaust change that takes power to 175kW and lifts torque to 302Nm.The suspension is lowered, there is a carbon fibre front-strut brace, and the wheels are swapped for 17-inch Rays alloys with 215x45 Pirelli P Zero Nero tyres.Special badges are fitted to the centre console, front doors and carpets, and all 200 cars have crystal grey metallic paint.ON THE ROADTo be honest, we didn't expect much from the WRP10. The power-up work adds only 7kW and a lousy 2Nm, the badges are sticky-backed plastic and the alloy wheels come from the STi catalogue.But then we drove. And drove. And enjoyed driving.We discovered the WRX WRP10 – a pity about the name and the stigma attached to a "limited edition" model – is actually a good thing.It's not a great thing, but the WRP10 has more meat than a regular WRX without the explosive nastiness of an STi.The WRP10 is also considerably more enjoyable to drive than an STi any time you're not flat out. And that's most of the time.It is also just a little sweeter, and more muscular, than the starter car. Not a huge amount, but enough for the price rise.The WRP10 doesn't have the explosive top-end power of the STi, but there is a slight extra hiss from the turbocharger and it feels a little stronger than a base WRX from about 3500 revs. Power tails off after 5000.We like the look of the car, including the larger charcoal alloys and the slightly lower stance. Yet we still wonder about the cheap, tacked-on style of the rear spoiler.It's nothing special inside, but the seats are still brilliant and the controls are good.Handling is nicely balanced, and the steering light. It is perfectly easy to place the car, even under full power, and that's not true of the WRX or the STi.The WRP10 feels much more like a nicely sorted rear-drive car than the STi.It stops well enough, the ride is smooth enough and the overall effect is neat and tidy.But why, oh why, didn't Foletta do something with the headlamps? We have criticised the lighting on Subarus for more than 10 years, because the lights don't match the cars' performance or overall engineering. Here he had the chance to do it right for a change. And didn't.The WRP10 doesn't get near the Lancer Evo as our feral fun favourite, but it sits nicely in the WRX range and we would happily recommend it.Actually, it's the car we'd pick for most of our driving, most of the time, if it was sitting between a WRX and an STi.

If anything, the WRP10 is the best mix of both the softer, friendlier WRX and the racy, harder-to-live-with STi.The WRP10 offers the comfort of the standard WRX combined with the sportiness of the STi, but without the compromise.The WRP10 adds a carbon fibre strut brace ($944), STi engine performance upgrade kit ($2507), individually numbered badging and external decals. It also features the Impreza WRX lowering upgrade kit ($505) and forged alloy wheels ($5568) with Pirelli P Zero Nero tyres. Subaru says the tyres add about $1400.The total value of the added bits tips the WRP10 to $49,424 without including rubber or the decals. But, cleverly Subaru has bought the car in at just $500 more than the halfway mark between the standard car and the STi at $48,490. The Impreza WRX lowering upgrade kit drops the car by 15cm and uses lowered coil springs that are both firmer and lower than the standard WRX.The lower height adds a more muscular stance to the WRP10 while the Red Rubine coloured springs (STi) are instantly recognisable. The stiffer suspension gives a sharper turn-in than the WRX but does not trade ride comfort. In fact, the ride comfort in the WRP10 is noticeably smooth. Only over harsh bumps did the suspension complain but with more of a thud than a scrub.The better ride and handling are also because of the carbon fibre strut brace.The WRP10 is powered by the WRX's standard 2.0-litre horizontally opposed turbo four-cylinder engine with the extra kWs and Nms, along with a slightly throatier exhaust note because of the engine upgrade.Power is up 7kW to 175kW at 4000rpm, and torque jumps 2Nm to 302Nm at 4000rpm (400rpm above the standard WRX.)The engine is noticeably smoother and gives a feeling of being more effortless. The upgrade adds a replacement ECU, upgraded exhaust components and a large single tip muffler. The upgrade also seems to limit the turbo lag of the STi. The five-speed box allows easier launching than the six-speed STi, however at high revs when the clutch is depressed it is an aggressive lurch.The WRP10 is 0.3 secs faster than a standard WRX in the 0 to 100km/h sprint and just 0.2 seconds slower than the STi.Inside, the WRP10 is the same as the standard WRX, although the smaller stereo makes the dash look unfinished.The wheels are the same size and the Pirelli rubber has noticeably more grip under load.The WR stands for the company's world rally heritage, the P is for Pirelli tyres and the 10 is to commemorate the WRX's 10-year anniversary in Australia. But, the company was a bit late as the WRP10 did not go on sale until the end of January this year, which is actually the model's 11th year in the country.Only 200 are to be built, all of which will be Crystal Grey and all with five-speed manuals.The WRX's standard four-wheel disc brakes with ABS remain untouched and still remain more than adequate anchors.With close to $10,000 extra fruit for $8590, improved handling and those little things (decals, badges and the 200 production limit) the WRP10 has a uniqueness over its brothers that appears to be worth every penny.

If that's not impressive enough, even the top of the range fire-breathing STi costs just $56,000 these days, which might explain why they have become a commonplace sight on the road.The Rex as the WRX is affectionately known still sets the benchmark by which most performance cars are measured, especially in the all important "bang for your buck" stakes.Put simply, nothing else comes near it for the price.The super quick, turbocharged Sooby has a growing list of competitors these days, but most continue to fall short in key areas such as cost or performance.However, in terms of price, there's a big gap between the standard model and high performance STi, one which Subaru has moved to fill at least temporarily with a limited edition model called the WRP10.The motoring fraternity loves acronyms and the WRP10 badge is sure to lend a little mystique to the car, just as the club spec models that have come before.Subaru explains the WR represents Impreza WRX's success in World Rally competition, P the enormous rallying contribution from Pirelli tyres and 10 the years since launch of the original Impreza WRX.Unlike the club spec series, however, the WRP10 is more powerful than your standard Rex and also gets a bag full of extra goodies.Only 200 of the limited edition cars have been put together and our test car was numbered 76.Available only in metallic grey and as a five-speed manual sedan, the WRP10 includes a STI engine performance upgrade kit that lifts power from the standard 168kW to 175kW at 6000rpm.The kit includes a replacement Electronic Control Unit, upgraded exhaust components and a large single tip muffler.A carbon fibre strut brace and WRX suspension lowering kit, with stiffer springs that drop the ride height by 15mm.The result is a more aggressive stance and a better handling car.WRP10 sits high performance, lightweight 17 inch five-spoke forged alloy RAYS wheels with 215/45 series Pirelli P Zero tyres.The car looks fabulous, particularly the dark alloys that highlight the bright red brake calipers.The ride is firmer and flatter than a standard Rex, but the the small increase in power is not evident.The Rex has a a reputation for being quick off the mark and the WRP10 is no exception.Power comes on hot and strong, with a surge as the turbo boost kicks in just before the tacho reaches 3000rpm.But the car can be lumpy and unresponsive down low, particularly if you are caught in the wrong gear without sufficient revs.Drivers familiar with the engine's characteristics learn to accommodate these shortcomings.Having said that, the limited edition model is sure to be a hit Rex enthusiasts.The Subaru Impreza WRP10 is priced form $48,490.

At times, especially on a stinking hot day when the fingertips were dripping with perspiration, I almost slipped and stabbed the wrong number. One mistake here and, like a bomb-disposal expert with the DTs, it all goes bang.Well, not quite, but the screech of the alarm was terrifying and quickly alerted my neighbour when I fudged it one afternoon.By comparison with getting the security code right, driving this car quickly is a doddle.Something pleasant has happened over the past two Subaru WRX STi models – the car is now easier and more forgiving to drive.The handling is streets ahead of its predecessors and matches its rival, Mitsubishi's Evo VIII.Comparison is natural. Conspiracy theorists smirk knowingly after taking one look at the specification sheets of both cars.Each has a two-litre engine producing 195kW. They weigh an identical 1470kg, use Brembo brakes, get about the same fuel consumption, come with the same gear including adjustable differentials, and so on.The Evo has more torque which makes it feel stronger low down in the rev range, though the STi feels livelier and smoother to drive at the top end.With its engine hanging out ahead of the front axles, the STi appears a prime candidate for understeer. In fact, it holds its nose on line very competently and gives little away to the Evo.Keeping it all clean is Subaru's DCCD (driver control centre differential), which lets the driver adjust the torque split between the front and rear axles.Keep the console-mounted switch on automatic and the system will apportion the power when and where it's needed.The system is similar to that used in the Evo VIII and, in auto mode at least, subtly sends the most efficient spread of power through the wheels to maximise traction.But get smart and you can do it yourself. The dial can send as much as 65 per cent of torque to the back wheels, immediately promoting oversteer – a lot of fun on a lonely test track, but a bit scary anywhere else.Personally, the auto mode maximises grip without over-stressing the driver. It also has a reaction you feel in your back, when the DCCD sends a tad extra power to the front to scramble out of a corner.I'd give the tyres some of the credit for the STi's limpet-like grip. The Bridgestone Potenza RE070s have an asymmetrical tread pattern that is deeply yet sparingly grooved. It also has a fat treadless section on the outer edge to maximise traction on smooth bitumen.The tyres aren't cheap and probably will be quickly chewed up in club competition, but they're a top selection if you want to win.The extra money it costs to get an STi version over the WRX model is seen, and felt, by the handling and power delivery.One look underneath the rear of the STi shows how much work has gone into getting the suspension right. Alloy lateral bars with adjustable fixings and rose-jointed roll bars are giveaways.The STi gets a six-speed gearbox with tight ratios to maximise the engine's strong 4000-plus rev band.This is important because the engine prefers to stay in the upper reaches of the tachometer and letting the power slip away reveals some turbo lag.The box wins for its ratios but the gearchange is notchy and, at times, feels a bit fragile.Once you know to change early to get in the right gear and keep the revs on the boil, the car is magic.In addition to the suspension work, Subaru has upgraded the steering. Some early editions had a vague steering feel but this latest machine returns a crisp action, especially when turning into a bend.The STi gets more power than the WRX through different engine internals and is more noticeable on the street, thanks to its big rear spoiler, giant bonnet-mounted intercooler scoop, and pink, yes, pink badging.Dealing with those with a criminal bent has meant some changes to the car, including the keypad security system I've already mentioned.Subaru was one of the first Australian distributors to use DataDot technology to record each component and minimise theft.The STi has all the niceties of other Subarus, including a three-year warranty and roadside assistance, airconditioning and electric windows, a CD player and a cruise control.It adds its own flavour with that humungous bonnet scoop and giant rear tail, drilled alloy pedals, a unique grille, STi badges and gold-painted 17-inch alloy wheels.Like the Evo VIII, it has a piddly space-saver tyre and a pretty ordinary finish in the boot.But that's probably not high on an STi buyer's list of necessities.

The 4WD wagons it makes are not noted for their ride height and chiselled dimensions.Subaru believes that a wagon can go off-road without having to look like a scaled-down truck.It believes that buyers don't want to look like truck drivers either – and it's a point of view that has carried the company since it started making all-wheel-drive wagons in 1975.Though that was 30 years ago, I have an inkling that the first 1.4-litre wagon was just as capable in the dirt as the latest three-litre version, now called the Outback.But in other areas, the Outback boasts European luxury-car quality, dynamic on-road performance, outstanding levels of comfort and features, and a pleasantly styled exterior.The wagon drives like a conventional wagon, with little hint that it has all-wheel drive, a raised ground clearance – though 200mm doesn't look like it's on stilts – and heavy-duty suspension.Subaru Australia's Derek Ashby said local cars received more suspension work than those destined for other parts of the world.We must be tough on cars.The bonus is that the Outback is quite a strong machine which has been given a boost in its towing rating to 1800kg.The six-cylinder version gets a meaty dose of power and torque, and drives all wheels through a slick five-speed automatic gearbox.On the road the acceleration is brisk but the engine's quietness and smoothness are more impressive.The engine has a good amount of the low-down torque necessary for some light off-road duties, though the fact that the engine has the ability to keep pouring out the power at higher revs really makes it a surprising vehicle to drive.Of course all this comes at a cost. The fuel economy is a reasonable 11-litres/100km if you keep the acceleration light, though the car will climb into the 14 litres/100km area if the driver gets overly physical with the accelerator pedal.Comfort levels rate higher than most traditional 4WDs, primarily because of more compliant suspension and the quiet cabin.The seats are impressively tailored in alcantara and leather, and are comfortable despite perhaps needing more support.Cabin room rates highly and, because the Outback is quite long, cargo-carrying ability is excellent. Roof rails add to its adaptability.The base-model Outback has a five-star safety rating despite not having side or curtain airbags. The Outback versions equipped with the extra bags rated slightly above the cheaper model.Goodies within the price include climatic airconditioning, electric windows and mirrors, CD player, cruise control and alloy wheels.But the best thing about the Outback is its flexibility – to carry cargo and people, to cruise the highway and reach the beach, to tow a small caravan and drive to work. It's a very nice, if not especially cheap, wagon.

This particularly blokey Subaru Liberty GT was such a car. The thrill of the traffic light take-off makes life worthwhile with Liberty's turbocharged, two-litre engine and silky gearshift.But the zero to 50km/h sprint takes less time than you can say "hmmm" and it's back to steady coherence of road rules.Just like one of my favourite U2 songs – Running to Stand Still.It makes me wonder why Subaru, which makes its sought-after peppy cousin WRX, bothers with making a more understated version for grown-ups.Subaru Australia general manager Nick Senior has called it "Subaru's interpretation of a European-style sports sedan".Surely this Japanese car maker does not have to kowtow to Euro-styling. It already has a loyal fan club of drivers who understand the delights of a boxer engine and its off-road capabilities.But I'm inclined to think the Liberty GT will be the choice for women, often decision-makers on the type of car a family drives, who must compromise with their men who want the go-fast WRX.Liberty falls somewhere between the sporting man's plaything and the safety-conscious buyer's choice.But while WRX owners hold a badge of honour with a car renowned among rally enthusiasts, Liberty GT owners lack the same grunty pedigree.In fact, its shape and performance seem to blur with other new four-cylinder sedans on the road. I guess that's the problem with compromise.It has all the things that make you go "VROOM" – engine hole thingy in the bonnet, high-performance tyres, fancy neon-like dash lights, black leather interior.Under the bonnet, Subaru says the turbocharged engine can take you from zero to 100km/h in 5.7 seconds. Impressive.Plenty of doof-doof too, with a sound system able to blast out from 13 speakers, squawkers, tweeters, woofers and a "super woofer" on the back shelf.But the "it" factor is elusive.Surely Liberty GT is a status symbol for the more family-oriented petrolhead – too young to drive a station wagon; too old not to be laughed at in the sporty WRX.Costing $52,990, it would perhaps make more sense to pay an extra $2000 for the Liberty GT wagon which has more off-road, camper-cred.A word of warning – an Australian summer and the skin-baking, sauna-like qualities of a black leather interior are a bad combination ... no matter how good the airconditioning is.