Subaru Vortex Reviews

We quite like the latest STi, but the car we love – at least for its feral, on-the-edge driving enjoyment – is the Mitsubishi Lancer Evolution VIII.It is the one to choose if you're shopping blue-against-red, Subaru against Mitsubishi, in the turbo-traction-action class.The latest STi is a very quick car and nicely built with good gear, which makes sensible shopping at $56,630.But sensible doesn't tick the box for people who are looking for the hottest, slickest drive in a class where the benchmark is performance from the Gran Tourismo style of videogame thrills.If this all sounds a bit juvenile and pointless, that's probably true.But car companies use their hero cars to bait the hook for sensible showroom stuff.Which is why Subaru Australia has just uncorked a freshened WRX STi – as well as 65 new STi sports parts which can be applied across the WRX lineup.The only really major change to the STi is a subtle one in the central console – a switch to vary the torque split in the car's all-wheel-drive system, to also vary the handling balance in corners.It doesn't sound much, but the Lancer Evo uses a clever computer balance control complete with a yaw sensor to detect cornering slip, and so the STi – flagship of the Impreza range and the final step up in the WRX line – had to have something with which to fight back.It's come in the 2005-model WRX STi, which also has aggressive new Bridgestone tyres, DataDot anti-theft protection, re-calibrated suspension, new-design 8-inch-wide alloy wheels and even improved fabric on the sides of the sports front buckets.Body-wise, the 2005 WRX STi has a cover for the floor to smooth airflow and rear flares and bumper that have been tweaked to cover the wider wheels.But the price – $56,630 – is the same, and that, crucially, brings it in significantly below the $61,990 of the Lancer Evo.It means it also undercuts the Mazda RX-8 and Nissan 350Z, which could also be competing for attention from the sort of people who would be considering the ultimate WRX.ON THE ROADWE'VE driven the sporty Subarus many times. They have been plenty of fun, but a little different each time.This time, the week-long run with the latest WRX STi came straight after testing the Lancer Evolution VIII. It quickly put things into perspective.Changes to the suspension make the STi ride and handle a little nicer, but it doesn't come out as fast as expected.On our favourite twisty corners, even well below 100km/h, the car was a bit more stable and a touch more responsive.The STi is a little noisier on the grippy, wider tyres, which come with a competition-style tread pattern. But the seats are great, the six-stacker CD system is pretty good, and we like everything from the feel of the steering wheel to the new alloys. And the cruise control is great for freeway work.Still, we have to compare the STi against the Evo. And that's when we realise the engine isn't as smooth or as responsive, and the car doesn't feel as quick.It still slingshots to 100km/h in 5.5 seconds, but you have to get the engine spinning past 4000revs before you get much response. By then, the Evo is already away.But the STi does have a much more substantial feel than the Evo, and the general quality and equipment is also better.It drinks premium unleaded at 13.6 litres/100km during our test, less when cruising, which reflects the work needed to keep it moving.The touted change to the centre differential? Subaru says the torque split can be adjusted from 50:50 to 35:65 biased to the front to make the car more enjoyable and responsive to drive.We really couldn't feel much, despite taking the car to the skid pan at Subaru Interactive @ Docklands, the company's flagship dealer in Melbourne.The STi is a great 21st-century performance car, but it's not as sharp as a Lancer Evo. We'd take the base WRX and spend some of the savings on STi sports parts.THE BOTTOM LINETHE WRX STi is an extreme machine that is great for a fun run, but will find it tough to top a Lancer Evo.

"Make it all the way into Palm Valley?" he asks.After years of pumping diesel into heavyweight Outback workhorses such as Toyota LandCruisers and Nissan Patrols, he doesn't want to believe the Subaru Outback has done the same job as the bush battlewagons in getting to Palm Valley in the Northern Territory.He's not convinced, even after we assure him we've made it right to the end of the rocky 21km track into the beautiful valley.Palm Valley is an oasis, the sort of attraction that lures tourists from all over the world. They come to marvel at the escarpments, the ghost gums that mark the dry riverbed, and the lushness of the palms themselves.It is also a destination for "grey nomads" – cashed-up baby boomers making a once-in-a-lifetime trip around Australia.It's estimated as many as 15,000 Australians are touring their wide brown land at any one time.These days, doing a lap of the country isn't a testing task if you stick to the bitumen. And there is a lot of bitumen in the Outback.But if you want to tow a caravan or camper trailer and explore the most beautiful sites, you need a vehicle capable of negotiating rough tracks.Buying a brawny 4WD such as a LandCruiser or Patrol is one option. The biggest are capable of hauling a caravan and getting to the most out-of-the-way destinations with minimal fuss and no fear of getting stranded.But they're not the most comfortable for highway cruising. They guzzle fuel – and that's painful at Outback prices – and when the trip is over, you're stuck with a leviathan unsuitable for city use.The alternative is one of the newer softroaders or crossovers such as the Subaru Outback 3.0R.We are in the tougher jacked-up version of the AWD Liberty wagon as we bounce along to Palm Valley.Subaru Australia has done a lot of work to boost the Outback's reputation in the bush, including lifting its towing capacity progressively from a miserable 1200kg to 1800kg.This was more involved than just bolting in a bigger motor, though going to the six-cylinder "boxer" engine and enlarging it to 3.0 litres were the final steps to 1800kg. It now has 16 per cent more power but, just as importantly, 297Nm of torque at 4200 revs.Subaru engineers have also improved the engine's cooling passages to increase coolant flow and upgraded the radiator and suspension. As well, they have developed a factory-approved towing pack.When you add the pack to the Outback you get a towbar developed by Hayman-Reese, a wiring loom to power the trailer's electrics and, on automatic versions, an oil cooler.The towing increase moves the Outback up the scale of contenders when it comes to choosing a 4WD for the big trip, but there's nothing like getting a feel for it first-hand.That's why we are leaving Alice Springs in a convoy of Outback 3.0R wagons hitched to various Jayco camper trailers.Jayco is Australia's top-selling brand when it comes to poptop caravans and camper trailers.They're simple to erect at the end of a day's driving, and with practice they can be set up in less than five minutes and taken down just as quickly.With Jayco's optional Outback pack, poptops such as the Flamingo can go with you when you leave the beaten track.Still, we drop the trailers at Hermannsburg before we leave for Palm Valley. The valley is 21km from Hermannsburg, an old Lutheran mission famous for once being home to artist Albert Namatjira.The bitumen ends soon after we leave Arapinta Drive, the main road from Alice Springs 133km away to the east, and it's replaced by the red dirt road so common in the Outback.A few kilometres later we drop down to the dry bed of the Finke River and continue along a rocky track. Negotiating a few deep, sandy stretches is no problem, and neither is the odd waterhole. Not until the last 6km is the Outback put to a more serious test over rocky ground with deep washaways and drop-offs. Its 200mm clearance, up 50mm from the Liberty wagon, allows it to get over every obstacle.With Subaru's AWD system, the Outback goes much farther than its urban looks suggest.But the news isn't as good on the camping front, and it's no surprise that towing in the Outback has a price.The Outback's fuel consumption, normally about 12 litres/100km, climbs to 16 when towing a 3m, 960kg Finch camper trailer.When it has to haul the larger Expanda poptop, which weighs about 1260kg, fuel consumption jumps to 20 litres/100 km.Our trek to Palm Valley proves the Outback can get to out-of-the-way destinations, but back on the highway it is as comfortable and as cultured as any in the latest Liberty lineup.

Latest into the fold is a brace of 3.0-litre, flat six cylinder Liberties complementing the 3.0-litre Outbacks.They are essentially the same vehicle except the Outback is on high heels and has some off road kit while the 3.0R is more of a low-slung sports touring wagon.Same mother, different sons.There are two models, the 3.0R and the R-B with enhanced Bilstein suspension and other tweaks.The 3.0R sells for $52,990 and leaves little to be desired on any score.The 180kW/297Nm flat six has superlative perform- ance and is capably harnessed by a silky five speed automatic transmission only. It doesn't even sound like a boxer engine any more, having more in keeping aurally with a sewing machine.Naturally, power transmission is constant 50/50 all wheel drive.I drove the new Liberty four in Japan last year and it was impressive but with a DOHC six under the bonnet, the car moves to a much higher plane.There was always going to be a six but Subaru Australa definitely has a problem fitting all 12 wagons under the umbrella.Realistically, why would you buy the turbo four cylinder GT wagon when you can buy the six for the same money. It's bigger than the previous Liberty and comfortably takes five inside with plenty of luggage space.Aluminium is selectively used in the chassis to save weight and it gives the car enhanced performance as well as impressive chassis strength.Ride and handling are excellent for such a vehicle thanks in part to the all wheel drive but also to the sporty suspension, low ride height and low profile 17in tyres.Pretty well nothing is left off the standard equipment list, nothing you need anyway. There's also an extensive array of options. Included in the package as standard equipment is climate control air, a premium McIntosh audio system, leather upholstery and power everything.The 3.0R is practical too with folding rear seats, numerous storage compartments, seat back storage nets, map lights and headlights auto off to name just a few handy items.But the car is angled towards an enthusiast type of driver who will revel in its performance and grip, to say nothing of its sexy styling.Take this car to a winding road and give it some stick and you will see what I mean. The auto's sequential shift mode is fun to use and it sits plumb under all cornering conditions. And it's pretty good on fuel.The steering is firm and direct and the brakes are powerful.On top of all this is a little sticker on the driver's window that says the Liberty wagon has been awarded a five star NCAP rating. What more do you need.

We of the 4WD fraternity thought the divorce papers might be a burned-out engine away, but on the hot tar and gravel of the Red Centre, we were to be proved wrong.The Outback 3.0R behaved with a faithful husband's controlled enthusiasm while hitched – but does the dirty with pleasure once the wedding band is off, and indulges in van-free, off-road fun.For three days, the Outbacks were pushed, ploughed and pummelled – with and without vans – in various conditions, by its unrelenting drivers.The red earth was slung sideways from six wheels as flies swapped shifts with mosquitoes and the temperature raged at 40 degrees. This car would be working hard to perform.It's no easy task for a sport-type vehicle to haul a 1600kg caravan loaded with a score of heavy swags and air-con blasting full bore.Climbing over the tarred switchbacks, the Outback's engine didn't complain. It carried the burden with unsettling ease.Unsettling, because there's no guttural diesel grumble nor any high-riding, ground-crawling 4WD weight (and matching high-riding fuel bill).For big trips, the big 4WDs still win. There's no room in the Outback for spare batteries or long-range fuel tanks, and a low-range crawling gear would be useful to curb the eager sports-shift automatic transmission.But the Outback proved a perfectly capable and versatile vehicle for shorter trips and a medium-sized van in harsh Australian conditions.The Outback 3.0R was designed for this purpose: to look good in the city, where most of its road use will be, but still housing the capabilities of a light, off-road bush-basher.Its three-litre, six-cylinder, horizontally opposed engine is shared with Subaru's popular Liberty.Even with a towing burden, the 180kW (accessed at a high 6600rpm) try their best to respond in sports-car fashion to a toe on the throttle.Over time, the Outback's towing capacity has increased from 1200kg in 1990 up to 1800kg in the current model.Self-levelling suspension adds stability. If it senses the ride is lower on therear wheels from the van, it automatically pumps oil from the suspension reservoir to the main chamber within a few kilometres of travel.The towing pack – a Hayman Reese heavy-duty towbar, a slightly clunky Tekonsha brake controller and the vital transmission cooler – is a $1034 factory-fitted extra.Clearance of 200mm is maintained because the towbar runs inside the chassis rails instead of being bolted to the undercarriage.On the first day, we clocked more than 200 klicks with the 1200kg Jayco Finch pop-top, averaging 17l/100km – about the same as a frugal 4WD in city traffic.Stepping up to the 1600kg Freedom model, the automatic box's gear of choice was third, lag was noticeable and the Outback drank 21.8l/100km.The 1500kg Flamingo, however, ran head-to-head with the 1200kg Finch. Over the 140km with this trailer, the gearing proved ideal, without bouncing back and forth between lower gears.Size still does matter. The Flamingo's longer wheelbase and its Outback Pack, with higher, off-road-rated suspension, nudged the Subaru's nose forward on heavy downhill slopes. Although it never felt out of control, the side-to-side bounce resulting from a too-sharp re-adjustment of direction was noticeable.Vehicle Dynamics Control, available in the Premium-Pack Outlander, is said to have been tested for Australian towing conditions to help curb impertinent nudges from behind.The 3.0R model has shed some pounds, weighing in at 1540kg. Although this is less weight to carry around in everyday driving, the vehicle feels light with a near-capacity weight on the towball.The track has been widened by 20mm at the front and 30mm at the rear, splaying the symmetrical AWD system in a more sturdy position, helped by 50/50 weight distribution hitches (about $600).Making use of the roof rails with a rooftop box to carry spare tyres and heavy, messy equipment may marginally add to stability and decrease any aerodynamic drag at speed. But the effect would probably be minimal and would decrease off-road ability – an area where the Outback is surprisingly capable.Tell-tale scrapes of metal on red rock on "4WD only" roads were only occasionally wince-worthy. Even with pumped-up tyres, the Outback slithered through deep tracks of slippery sand.With a full load of four passengers and luggage, it tackled the jutting rock formations with apparent ease.With 297Nm of torque at our disposal for the tricky situations, we returned to tar, boasting only a superficial scrape or two and having knocked the top cover off the trailer pin plug.Among the lifted 4WD rock-crawlers, the Subarus held up well, bouncing happily and drinking 22l/100km.Rocks should not be taken on with reckless abandon, as some major organs run unprotected under the vehicle.On the could-be-better list: the abrupt lock of the wheel in the turning circle is another reminder that this car is not solely built for hauling, and more feeling in the vague steering would be useful.On downhill gravel, the ABS kicks in with a sickening thump, but to its credit pulls the Outback up short.And though it's a useful city safety feature, the warning beeps when front-seat passengers are slow to buckle up are crying out for a pair of wire-cutters.A vacant space at the top of the console also begs for a GPS system, and Subaru will be testing several platforms over the next few weeks.It's also testing deeper towing waters for the next generation of Outbacks, attempting to overcome engine temperature issues so it can move further into the field of caravans, horse floats and trailers.We can expect to see a two-tonne tow rating with the release of the next Outback model late next year.So the Subaru-and-dirt-road relationship has been strengthened by yet another vehicle, with renewed vows less than a year away.Losing my silent bet that this Outback/caravan combination would fall in an unromantic heap has left me with no choice but to eat my Akubra.

Manuals and automatics always feel different, but with the Liberty it is surprising just how different these two cars are.They are both powered by a 3.0-litre six-cylinder boxer engine with 180kW of power at 6600rpm and 297Nm of torque at 4200rpm.The interior is the most obvious point of difference. The 3.0R is dressed in ivory leather and features a light-coloured woodgrain strip that defines the centre dash area to reflect its more luxurious feel. It also has woodgrain door highlights.The 3.0R-B has black leather interior and a chrome surround to define the centre dash and emphasise its sporting prowess.The 3.0R-B is the sportier of the two. The B stands for Bilstein, a performance suspension package that gives the 3.0R-B better body control, sharper cornering and overall stability. And, it can be felt.They feel totally different on the road despite both being all-wheel drive. The R-B is a stiffer ride and on the firm side but still compliant on the rougher roads.On the toughest of corners the R-B turns in predictably and has plenty of grip on hand.The R-B is equipped with a version of the WRX STi's six-speed manual gearbox which is blissfully smooth and responsive.The clutch is light and combined with the electronic throttle control with clutch actuation helps stop you stalling.The R-B allows the driver to revel in the throaty six-cylinder tones from the moment the right foot is applied, while the 3.0R is quieter and only hints at what is under the bonnet when the pedal is firmly applied.The 3.0R is noticeably tamer and gives a softer ride. It has a lighter steering and can float a bit when pushed. The five-speed Sportshift automatic is silky smooth.The 3.0R-B sits on 18-inch wheels while the 3.0R only gets 17-inch rims.The manual and automatic average fuel reading fluctuated between 12.4 and 12.6L/100km, on highway and city driving.The Libertys flash a distance-to-empty reminder when the fuel light comes on.Both have the brilliant 13-speaker MacIntosh sound system which gives great quality sound but the electronic readout disappears in certain angles of sunlight.Both boast a five-star ANCAP crash rating and are equipped with ABS brakes with electronic brakeforce distribution, full-length curtain airbags, dual front airbags, dual front side airbags, front seat belts with pre-tensioners and load limiters and a three-point rear centre seat belt.The 3.0R gains vehicle dynamics control (VDC) and a shift-lock mechanism which means the ignition must be on and the brake pedal depressed before the gear shifter can be moved from park.Inside, standard features include an adjustable steering column, climate control airconditioning, cruise control, eight-way adjustable power front seats and speed sensitive intermittent windscreen wipers.Also standard is a sunroof, leather gear shift, momo steering wheel, multi-function trip computer, power everything, DataDot security technology, electronic throttle control and full-size spare.The sedan and wagon share the same nose and while the sedan has a nicely shaped rear, the wagon is destined to be the star.The low-slung sweeping roofline that seamlessly tapers to the rear is accentuated by the rear spoiler, the whole shape giving the wagon an instant attraction.The sedan easily fits the weekly shopping in the rear with a 433-litre boot capacity but is 67 litres shy of the its rival, the Mazda6.The wagon's boot is expanded to 459 litres which grows to 1628 (with sunroof) with the rear seats folded flat. Overall, the wagon is 55mm longer and 45mm taller.Both benefit from Subaru's high build quality and clean but elegant finish.The 3.0R-B sedan is $51,990 and the 3.0R sedan is $50,990. The 3.0R wagon is $52,990 while the 3.0R-B wagon is $53,990.

But in soul the pair of all-wheel-drive Libertys could not be further apart.There is the 3-litre R and a 3-litre R-B.The B stands for Bilstein, giving it a performance edge in the suspension. These Bilstein uprights make all the difference by lavishing the B-spec variant with a harder edge for greater body control, hard-nosed cornerning and a push-me-to-the-edge of adhesion approach.About the only other way you can tell these two apart without actually getting behind the wheel and haring into a complex of flowing s-bends is by the black leather trim and the 18-inch seven-spoke wheels and Bridgestone Potenzas that are hooked up to either end of both axles in the B-spec.Both are powered by the silky 3-litre six-cylinder engine that produces an impressive 180kW of power.A figure that is not too shabby considering its relatively low capacity and reliance on natural atmospheric conditions rather than artificially rammed air.First-up the B-spec Liberty that uses a version of the WRX STi's 6-speed manual gearbox is blissfully sweet. There is a European feel to its performance with its sprinting capabilities at 80km/h or 100km/h in fourth gear giving it the power to overtake slower traffic without a whimper.Around tough off-camber corners, the B-spec turns another trick, offering balance, body control and stability from the stiffer Bilstein suspension. While the ride is flat and firm it remains compliant even over chopped-up bitumen of the kind that springs up on Queensland B-roads after heavy summer rains.The engine and suspension are highlights of a package that remains inherently Japanese in style and flavour but wants for nothing in substance.Up front the balance of the horizontally opposed boxer engine's low reciprocating mass and positioning well back from the front of the car gives it an almost four-cylinder feel in weight.But it's not until you press the right pedal with more authority and let all the horses gallop that you are reminded there are six cylinders firing on song.There are hardly any dull moments in the B-spec which is endowed with soft leather seats with perforated seat cushions, and as with the standard 3-litre and the 2-litre GT which have just joined the 2005 Liberty family, it is pumped with the dynamic 13-speaker McIntosh sound system.Stepping into the 3-litre R is a bit of a shock; a shock in that it is armed with a totally different persona from the B-spec jigger.It is powered by the same 180kW motor that extracts almost a neat 300Nm of torque but instead of the close-ratio 6-speed manual, it uses the responsive 5-speed automatic with the Sportshift sequential capability.While the auto is unsurprisingly a bit tamer than the manual, it is the undercarriage that first emerges as the major difference. It is way softer and the body floats around a bit more when stressed but this characteristic is sure to win its share of admirers.Away from the harder black interior the standard 3-litre R is dressed with ivory leather inside for a more luxurious feel. The tone of this car strikes a fine balance between luxury and performance whereas the B-spec is slanted toward the latter as its main trait.Inside there is a change to the trip meter which now displays fuel consumption in litres/100km instead of kilometres a litre.It's a change for the better although the electronic readouts are a tad hard to read in certain degrees of sunlight.

A decade ago you would have refuted any association between the Japanese carmaker and the driving habits of the rich and famous.But this week Subaru put its foot firmly on a higher rung in the ladder of motoring excellence with the launch of three $50,000-plus Liberty models.The Liberty – released in October in its newest guise – has had a whopping 58 per cent leap in sales for the six months to July this year, compared with the same period in 2003.Subaru Australia managing director Trevor Amery is delighted, though a bit surprised."Buyers are firmly favouring premium versions of Liberty," he said."We're selling 140 GT (turbocharged, $50,000-plus) models a month. That's beyond our wildest expectations. When we released the new Liberty range last year we forecast GT sales at 50 a month."Now, one in three Libertys we sell is more than $50,000."Two of the new Subarus released this week are six-cylinder models, with the 3-litre engine borrowed from the top-level Outback wagon.The third is a 2-litre 190kW turbocharged GT with a manual gearbox that will add another string to the higher-performance bow to sit alongside its automatic transmission version.There are two versions of the six-cylinder model – dubbed the 3.0R and 3.0R-B – which are available as a sedan or wagon. The Liberty GT comes only as a sedan and even then is by special order.Subaru plans to find 100 new buyers of the 3.0R and 3.0R-B each month, luring them with a vast array of features, the grip of all-wheel-drive and the silkiness of a brilliant 180kW flat-six engine.Prices start at $50,990 for the automatic-only 3.0R sedan and an extra $2000 for the wagon.The 3.0R-B – the B stands for the Bilstein suspension system – is manual transmission only with the sedan at $51,990 and the wagon at $53,990.The GT manual sedan will be $52,990 and another $2000 for the wagon.Standard fare is impressive, starting with full leather (black only in the 3.0R-B and ivory in the 3.0R); a 13-speaker McIntosh sound system; front, side and curtain airbags; electric sunroof; ABS; cruise control; electric adjust front seats; Momo steering wheel; 17-inch alloys (with a real spare tyre); and DataDot and immobiliser security.The 3.0R-B adds 18-inch alloys, Bilstein sports suspension, a six-speed manual gearbox and aluminium pedals.Mr Amery said the Libertys represented incredible value against competitors such as Audi, BMW and Volvo."If you put it against an Audi A4 automatic, the price is about the same, but the Audi misses out on all-wheel drive, leather, the curtain airbags, sound system, and is only 94kW – 84kW less than the Liberty."If you use an Audi quattro as the base and option it up with the same features as the Liberty 3.0R, the Audi would cost $91,700 – $40,000 more."The same exercise with a BMW will cost more than $90,000."Mr Amery said Australian car buyers were becoming increasingly aware of the high cost of buying a car purely because of its badge."But we now see evidence of people questioning badge prices, especially when the pricing is close," he said.On the road, it's the quietness of the engine that first grabs you, then the smoothness of the engine as the revs wind up – quickly – around the backlit tachometer dial.It'll start pumping gobs of torque from 3000rpm, then push easily to the 7000rpm redline.Just as impressive as the three-litre six is the five-speed automatic. With sequential change – plus a Sports mode that ensures up-changes are strung out to the maximum revs – the box's ratios suit the engine's revvy nature.Though you'd initially think them the same, the three versions displayed different personalities when driven along part of the Targa Tasmania course.The 3.0R-B sedan, with its STi-derived six-cog manual box, eats the road on its 18-inch wheels. The engine is willing, the first four ratios of the gearbox are close and the Bilstein shock absorbers give a firm, controlled ride.Subaru resisted fitting sports seats to the 3.0R-B and for good reason – the car remains easy to get in and out of, is comfortable and the subtleness of the seating suits its prospective market.Drivers note that the steering is light, perhaps a tad vague, and though the disc brakes are all big and ventilated, they feel a bit soft underfoot when braking hard.The handling is confident, with moments of a slight feel of understeer that's corrected by some passive rear-wheel steering. By comparison, the automatic version comes with VDC – Subaru's stability control – and lacks the firmness of the Bilsteins.Then the wagon version of the 3.0R automatic displays the middle ground. It feels surer than the sedan through the bends, taking handling cues from the 3.0R-B.Drivers should appreciate that these cars are strong performers with an excellence of build that's starting to fade in the Europeans.Above all, from commuting to country touring, the Liberty has a flexibility and forgiveness that'll make you feel like a million dollars – and all for just $50,000.The Sunday Times, The Daily Telegraph

At $42,940, The Rexie delivers a functional four door sedan capable of out accelerating most other cars on the road, capable of out handling most of them and still able to carry four adults in relative comfort.Oh, did I mention it has all wheel drive and a comprehensive safety package.If you want to get near the Rexie in performance and handling it will cost about 20 grand more.The new version sees a more appealing face and a sharper edge compared to its bug-eyed predecessor. It also handles and rides batter and offers more safety.Boxer engine is smooth and sounds great, drinks 98 premium fuel produces 168kW.Has strong acceleration basically from idle to redline and is superb in the mid range.Five speed manual is a bit clunky and some transmission noise penetrates the cabin.Dynamics are excellent with amazing grip in corners, powerful brakes and direct steering. It's a fun car to drive.Symmetrical all wheel drive has benefits in the wet and on slippery surfaces as well as for general handling prowess.Anti-theft code pad is pain but necessary to prevent crims for relieving you of your Rexie.Insurance is still a major concern if you own one of these cars, particularly if you are under about 50.Ride is surprisingly comfortable given car's intended purpose. Is easy to live with during the week and backs up as a "hack" pretty well.Interior is bland, looks like garden variety Impreza. A bit more flash would be welcome.Well equipped or the money – Momo wheel, sports seats, air, CD audio, power windows, doors and remote central locking. What more do you need?Has groovy alloy wheels, now 17in diameter with low profile rubber.Can ignore imposing bonnet scoop. Gets the kids talking. Signature of WRX.Not bad on fuel if you can resist the right pedal.

The number of ageing Subarus still going around – many two decades old – impressed GM. So did the evolution of Subaru's range from dinky little commercials and terminally boring cars and wagons in the 1980s to vehicles offering decent performance, character and, with STi and GT badging affixed, driving excitement as good as it gets.The rally-inspired WRX may have been the halo car for the brand once better known for Brumby utes and Sherpa vans.But it has been the sustained success of Forester, Outback, Liberty and Impreza that has cemented Subaru's presence and assured its future.The fourth-generation Liberty is typical of the manner in which Subaru has continually improved and refined its models.Once again, the Japanese car maker has come up with a fat portfolio of improvements – not merely a bit of fresh metal and new-design headlights.Less weight, more power, better economy with improved emissions, a larger body for increased cabin space, a more rigid monocoque to improve handling – not to mention better running, turning and stopping. All this, plus more and a 5 per cent fall in the price of the volume model, with the help of favourable dollar-yen forex rates. The new Liberty range consists of a 101kW two-litre manual sedan at $30,990, rising to the popular 121kW 2.5i from $34,990.The range-topping GT is powered by a single turbocharged two-litre motor – like all Subaru engines employing a horizontally opposed Boxer design. A wagon variant is available in every grade, including, for the first time in 10 years, a turbocharged wagon.The GT sedan and wagon – at $50,990 and $52,990 respectively – are aimed at buyers looking for a versatile performance vehicle, well equipped and sensibly priced. The 2004 Liberty is 60mm longer and 45mm wider than before, and comes dressed in aluminium bonnet, bumper beams and wagon tailgate to reduce the all-up weight.As has been the trend of late across its range, Subaru have developed body styling which is appealing from any angle, projecting a strong brand image.Both sedan and wagons in the Liberty line-up look more than capable of taking on similarly-priced European products.Liberty comes well equipped in all forms. New features for the 2004 model year include new steering suspension components and brakes, drive-by-wire throttle, new five-speed automatic on GT models with Tiptronic control, airbags in top-line models, turn indicators in the door mirrors and more.The entry level comes with anti-lock brakes, electronic brakeforce distribution, dual front airbags and front-seat-belt pretensioners and load limiters.Comfort and convenience kit includes adjustable steering column, airconditioning, six-speaker sound system, cargo area light, cruise control, height-adjustable driver's seat, immobiliser system, multi-function trip computer, power steering, mirrors and windows and sports seats.Both car and wagon rides on 16in alloy wheels. The 2.5i comes with the larger, naturally aspirated engine, climate-control airconditioning, 17in alloy wheels, dual exhaust and front fog lamps.The GT picks up two-litre turbocharged horizontally opposed engine with active valve control system, dual front side airbags, Momo steering wheel, six-stack CD player and, unusually, a cassette player.A GT with premium pack – which adds $5000 to the bottom line – comes with leather trim, sunroof, curtain airbags, 13-speaker sound system and eight-way adjustable power driver's seat.Bonnet scoops, 17in alloy wheels, colour-coded mirrors and door handles, dual exhaust. fog lamps, rear roof spoiler and rear wiper on the wagon identify the GT from other models in the range.The GT really is an excellent package in either sedan or wagon forms. They are smart-looking vehicles and well capable of competing on both dynamics and price with similarly priced Euro models.GT models run a new twin-scroll turbocharger with titanium turbine which is 30 per cent lighter than before. To overcome the inherent problem of turbo lag, the turbine diameter has been increased to reduce response time by 40 per cent. As as result, acceleration is fiery, with a zero-to-100km/h sprint in just 6.8 seconds – not quite as quick as a lighter-bodied WRX, which does its dash in about six seconds.The GT produces 180kW – 12kW more than the WRX – and churns out really good thrust in the mid ranges. Handling is remarkably good, and hard cornering highlights the exceptional chassis design – plus the value of all-wheel drive, the common feature of all Subaru's imported to Australia.At a glanceSubaru has not put a foot wrong in recent years.Year-to-date sales are up 15 per cent. And that is double that of the record-breaking market.Forester and Outback claim 25.5 per cent of the compact sports utility segment.The new Liberty line-up is playing a huge part in Subaru's growth with sales a massive 65 per cent up on last year.

Even better, annual leave had come around and the Subie was off on an open road trip – 1200 kilometres in three days. Subaru has spent many years perfecting its trademark rally car and it is a nice package, and from $42,490 an affordable one too.We battled the traffic out of town, a trip made easier knowing that in under an hour the Rex would be put through his paces up the often-treacherous Bells Line of Road.This stretch of road has been negotiated in many different cars but none as much fun as the WRX. The combination of the two-litre turbo and the symmetrical all-wheel-drive meant it would be hard to beat, and it was.Winding through the twisting roads of the mountains, the sweet whistle of the turbo was music to the ears while the precise steering made the tight corners feel like a slight bend in the road. The WRX's turbocharged four-cylinder engine produces 168Kw of power at 6000rpm and a massive 300Nm of torque at 3600rpm. The WRX is extremely sure-footed, helped by the 215/45 tyres and 17-inch rims, and despite its great handling, ride comfort is not too compromised.Yes, it is a rougher ride than some more expensive cars but it's certainly nowhere near as uncomfortable as several other sports cars of its calibre.The WRX is fitted (as standard) with a high-tech security keypad, an attempt by Subaru to stop the rising theft rate of the Rex. The company says it has resulted in a dramatic drop in the numbers stolen.The system involves putting a four-digit code into a keypad located in the centre console area that cuts the engine immobiliser and allows the driver to start the car. But as with all high-tech gadgets, there's a high-tech instruction booklet and this 25-plus page manual was too much bother, so trial and error was the key.The device has many different settings but the clever anti-hijack mode deserves a mention. When the car's in operation, the system senses that someone may have entered the car if the driver's door is opened – and so shuts it down. Pretty smart.On the open road, meanwhile, the Subie is comfortable and while noise interruption is noticeable it's not intrusive.On the rough highways the WRX felt like it was glued to the road. A particular example was following a standard Commodore along a bumpy section of road.The Commodore bounced all over the road while the Subie did not move off its line.And from the outside there is no mistaking the Subie's sporty looks.Alloys, spoiler kit, fog lamps and body-coloured bumpers, mirrors and handles are all standard, as is the large letterbox that protrudes from the bonnet. This theme is continued inside with sporty seats, Momo steering wheel, silver-rimmed gauges and drilled pedals.Checking the bonnet scoop for leaves soon became a habit – after all, the more air the better.At Dubbo Zoo a peacock was caught dining on the bugs in the grille, but unfortunately ran off before we could capture that Kodak moment. Travelling through the streets of Cowra, Parkes, Canowindra and Dubbo, the bright blue WRX certainly turned heads.Cruising at 100km/h was fine but at 110km/h the revs went up and the turbo came on, which meant the WRX liked a drink and slaking its thirst with premium is a costly exercise – its only downfall.