Every now and again, I end up in a vehicle that really doesn’t stand up and holler to me in any regard, and yet, the entire package turns out to be a genuinely nice vehicle that I’m actually sorry to have to return to the company. That turned out to be the case with the 2011 Subaru Forester.

2011 Subaru Forester 2.5X Touring

I’ve always been keen on this practical-sized SUV, and for 2011, Subaru has made a few important changes, including an all-new engine, gently-revised styling, and on my Touring trim line tester, new wheels and upgraded audio system. Pricing starts at $25,995 for the 2.5X with five-speed manual transmission, and tops out with the naturally-aspirated 2.5X Limited at $32,995, and a turbocharged 2.5XT Limited at $34,595. My tester, the 2.5X Touring with four-speed automatic transmission, was tagged at $29,795.

The new engine is the naturally-aspirated one, found in all but the turbocharged 2.5XT Limited trim line. The 2.5-litre horizontally-opposed four-cylinder has the same displacement as the powerplant used in the 2010 model, and Subaru says it’s the first complete engine redesign in 21 years, following the second-generation boxer engine introduced in the first Legacy models in 1989. It’s now a dual-overhead cam in place of the previous single overhead rod, and the piston stroke is longer. The horsepower remains unchanged at 170 ponies, although it now peaks at 5,800 rpm versus 6,000, while torque rises from the previous 170 lb.-ft. to 174, and peaking at 4,100 rpm instead of 4,400 rpm. Naturally, fuel consumption drops: formerly rated at 10.4 L/100 km (27 mpg Imp) in the city and 7.7 (37) on the highway, the 2.5-litre with automatic transmission now churns out published figures of 9.9 (29) on the highway and 7.5 (38) for the highway. In combined driving, with bitterly cold weather and including a couple of days stuck in city traffic, I averaged 11.4 (25).

The Forester remains one of the best-driving sport-utes on the market. It feels “right-sized,” the handling is crisp and confident, the seating position and visibility are good, and it seems stable and well-planted whether driving straight or taking a meandering motorway. Naturally, it uses Subaru’s trademark symmetrical all-wheel drive (the name refers not to the torque distribution, but to the fact that the components are arranged symmetrically on either side of the vehicle’s axis), running 60 per cent front and 40 per cent rear in normal driving, and transferring torque up to 50/50 when wheel slippage is detected.Other changes to the engine include lighter-weight components, a compact oil pump, improved intake port configuration and better cooling. Subaru says that the engine is specifically designed so that future upgrades can be easily and seamlessly made. As I’ve noticed with most of this automaker’s engines, the 2.5-litre isn’t entirely smooth at idle, making almost a buffeting sound when it’s sitting, especially when it’s cold. It smoothes out on acceleration, though, and other than that, I have absolutely no complaints. It’s a perky little engine that does a great job, whether when passing trucks on the highway or gently nudging around traffic on congested streets, and with nice throttle tip-in for smooth acceleration. The four-speed automatic still holds its own in a world of five- and six-speeds, with manual shift mode on the lever but no steering wheel-mounted paddles. Even so, that was no great loss; the engine and transmission are well-mated and I really didn’t feel much need to override the gearbox’s decisions.

The interior is handsome and put together very well, with a curvy “twin-cockpit” style dash, low-gloss metallic accents and lots of small-item storage. Most of the controls are very intuitive and simple to operate, save for a couple of head-scratchers. Alongside two easy-to-grasp dials for the temperature and climate mode, the fan speed is a small knob that slips between the fingers when you’re wearing gloves. The seat heaters are also tucked way back on the console, behind the parking brake lever, so I ended up reaching back and groping for them, rather than take too much time away from the road to look for them.

The base 2.5X model comes with 16-inch steel wheels, air conditioning, heated seats, auxiliary audio input and privacy glass; a Convenience Package can be optioned to add alloy wheels, the power driver’s seat and Bluetooth. My Touring tester further packed on 17-inch alloy rims, fog lights, wiper de-icer, a plastic tray for the cargo area, leather-wrapped steering wheel, iPod socket, Sirius satellite radio, auto up/down driver’s window, and an enormous sunroof that stretched almost to the seatbacks on the rear seats. The step up to the Limited then adds xenon headlamps, leather upholstery, automatic climate control and a premium Pioneer sound system.The seats, which give the driver ten-way power adjustment on the Touring trim level, could do with slightly longer cushions to give more support behind the knees. Passengers in behind get ample legroom, and those chairs fold flat, turning the cargo area length from 92 cm, to a full length of 170 cm when they’re down. Subaru is also one of the few automakers to offer pet barriers made specifically to fit the vehicle, making it one of the more pet-friendly models on the market, especially when combined with my tester’s specially-fitted cargo mat.

There’s also a PZEV model, available solely on the 2.5X with Convenience Package and with the four-speed automatic. Short for Partial Zero-Emissions Vehicle, it includes a special system of catalytic converters, engine software and a few other tricks to reduce tailpipe and evaporative emissions.

The Forester tackles an extremely crowded market segment, and one where a number of very good performers are vying for consumers. Subaru’s entry has the benefit of the company’s famous four-wheel system, and it’s a very good one, but that isn’t the primary reason that I like it. Rather, it’s simply a genuinely nice car to drive. I hate to utter the overused word “nimble” (and I’ve certainly uttered the word “nice” far more times than I think I’ve ever used), but that’s precisely what it is. The good balance, the light-but-not-overly-so steering and the tight turning radius made it pleasant to spin around in tight downtown traffic, and yet it’s still solid and secure on the highway. It’s right up there with my other sport-cute handling favourite, the Volkswagen Tiguan, a slightly more expensive model.

It isn’t flashy, it isn’t overly loaded with features, and the changes for 2011, at least to the naked eye, aren’t all that stop-the-presses different. Sometimes that isn’t necessary, and the driving experience is all that you really need. In Subaru’s case, here’s the nail, and the company has hit it squarely on the head. Once more, for good measure: it’s really nice.

Pricing: 2011 Subaru Forester 2.5X Touring

Base price: $29,795

Options: None

A/C tax: $100

Freight: $ 1,525

Price as tested: $31,420

Specifications

Buyer’s Guide: 2011 Subaru Forester

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

In the compact crossover set, the manual transmission plays hard to get. Many of the big names, like the CR-V, RAV4, Rogue and CX-7, come only with automatics. The ones that can be bought with a stick, such as the Tucson, Sportage and Ford Escape, force compromises on the buyers, such as limiting the availability of a manual transmission to models with front-wheel drive, in a class where many shoppers place a high priority on all-wheelers.

2011 Subaru Forester 2.5X Touring

This is where the Subaru Forester is a unique choice among its compact crossover competitors: it comes standard with all-wheel drive (naturally) and can be fitted with a manual gearbox: gearheads rejoice!

The Forester, of course, is also unique in its competitive set for Subaru’s dedication to horizontally-opposed (or boxer) engines, and for 2011, the Forester gets a new version of the company’s 2.5-litre four-cylinder. The changes aren’t revolutionary. The only mechanical update that might interest the casual consumer is a move to a chain-driven twin-cam valvetrain, in place of last year’s belt-driven single-cam set-up, a change that eliminates the need to replace a timing belt every 100,000 km or so. Fuel economy in manual transmission models improves to 9.9/7.4 L/100 km (city/highway), compared to the 2010′s 10.6/7.5 L/100 km ratings; economy in automatic models improves similarly.

The Forester’s base price is $25,995, which includes standard kit like a tilt-and-telescopic steering wheel with audio and cruise controls, powered and heated outside mirrors, stability/traction control and two-step heated front seats. My tester had the 2.5X Touring package, which adds 17-inch alloy wheels, power sunroof, reclining rear seats, leather-wrapped steering wheel and shift lever, 10-way power driver’s seat, an upgraded stereo with USB audio input, Bluetooth connectivity and an auto up/down function for the driver’s window.

The Touring group is the only option available to stickshift buyers, and it boosts the price to $28,695. A four-speed automatic transmission is the other gearbox choice, and comes standard in trims other than the base and Touring models.

The new motor makes the same 170 horsepower as the outgoing engine, but torque rises by four pound-feet to 174 at 4,100 rpm (compared with a 4,400 rpm peak in 2010). That means that if I hadn’t just told you about the new engine, you’d be none the wiser driving this 2011 model back to back with a 2010.

On dry roads, the Forester pulls smartly in the transmission’s lower gears, and the combination of all-wheel drive and standard stability control, plus the winter tires my tester wore, makes this car more or less unstoppable in wintry conditions. The engine’s power is less impressive at highway speeds, but a single downshift to fourth gear creates plenty of useful passing power in freeway driving.

Turn the stability control off, and the Forester will happily drift all four wheels through the slippery stuff. The boxer thrum is still evident with this new motor, something I suspect is a selling point for some Subaru drivers, and perhaps a turn-off for many shoppers who wind up buying elsewhere. The most pertinent point to be made on the topic of noise is that more mechanical clatter gets into the cabin of a stickshift Forester than in automatic-equipped cars.

All things are not equal in the Forester’s all-wheel drive hardware, either. With the manual, a locking centre differential splits power 50/50 between the front and rear axles at all times, while automatic cars get a more sophisticated system that runs 60/40 until a wheel slips, at which point it goes 50/50. Subaru says this set-up also helps keep handling more neutral by working to reduce understeer and oversteer.

That might tick off some gearheads, but this simpler all-wheel drive system is still preferable to the slip-and-grip systems found in many other crossovers, which only engage four-wheel power when the fronts (usually) lose grip.

The tall shift lever looks like it was pulled from a 1990s BMW, and it’s almost as nice to use. The throws are short, and the shifter moves easily between the gates without feeling loose or too rubbery. If I had a complaint, it’s that the shifter always feels like it wants to get hung up on the way into fifth gear. The clutch is likewise a nice tool to use, allowing easy modulation and smooth launches from a stop.

Despite the new engine’s promises of improved economy, my tester averaged no better than 9.0 L/100 km in highway driving, and 12.6 in the city. Those figures sound high, but compare them to the 13 L/100 a Tucson tester managed earlier this winter, 10 L/100 km in a Mazda5 that saw a fair amount of highway cruising, and a Nissan Juke that had a hard time breaking the 12 L/100 km mark around town, despite its small 1.6-litre turbocharged engine.

Beyond the new motor, changes are limited to feature packaging, a revised grille and new upholstery for the seats. That means the Forester carries on with an interior that’s put together pretty well, but made up of hard plastics that come off as low-rent. The Forester’s tall roof gives the impression of a larger vehicle, but remember that this car is based on the Impreza, which is a no-bones-about-it compact. So while headroom is grand, space in every other direction is limited compared to some of the bigger names in this class. The front seats are smaller, too; they feel narrow and the bottom cushions stop short under the thighs. Despite that, I was quite comfortable after spending the better part of five hours in the car driving from Ottawa to Toronto.

The Forester’s compact lineage pays off in its good manoeuvrability. It doesn’t have the tightest turning circle in the world, but visibility is so good that jockeying in or out of a tight parking spot is easy. The ride is soft and the steering light, so the way the Forester tackles corners might not light your heart on fire, but handling is nimble. The compliant suspension makes this a comfortable car to spend time in, no matter what kind of shape the asphalt is in; I can’t say the same for the RAV4, CR-V or Tucson.

Subaru’s basic stereos are far from the best sounding on the road, but the top-trim Limited model (available either with my tester’s engine or a more powerful, turbocharged motor) comes with a Pioneer stereo that would be a worthwhile upgrade – if only it could be added to lesser trims. For the record, Subie’s accessories list includes a subwoofer/amplifier combo and a tweeter kit that adds two more speakers to the standard four. If you’re picky about sound in your car, some sort of sound system upgrade would not go amiss.

In spite of all the work Subaru has been doing to move itself into the mainstream (to the chagrin of some long-time loyalists), the Forester still possesses a notable amount of the brand’s old quirk. I could easily see some buyers finding this car too small compared to some of the class leaders. Its biggest selling points, in my mind, are its great all-wheel drive system and the availability of a manual transmission in a model that’s not an absolute stripper. The Forester isn’t top of mind for a lot of crossover shoppers, and despite its downsides, those buyers don’t know what they’re missing.

Pricing: 2011 Subaru Forester 2.5X Touring

Base price: $28,695

Options: None

A/C tax: $100

Freight: $1,525

Price as tested: $30,320

Competitors

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Finding that one ‘do-it-all’ car is tough. Pick a fun car, and it’ll have a tiny back seat and no trunk, while a more practical choice may offer no driving satisfaction whatsoever.

2003 Subaru Forester

Introduced in 1998, the Subaru Forester was never particularly athletic, but its Impreza-based underpinnings made it at least competent. Subaru gave the Forester a facelift in 2003, but there would be nothing new under the hood until 2004. That’s when this Subie got a turbocharged version of the company’s 2.5-litre boxer four-cylinder motor in the XT model. Finally, here was a practical small ‘ute that was also a blast to drive.

The redesigned ‘03 Forester kept its tall roofline, but like earlier models, its relatively low ground clearance and seating position kept the centre of gravity low and handling responsive without too much body roll in corners.

Where the new-for-2004 turbocharged models really shone was in a straight line. With 210 horsepower, 0 to 100 km/h acceleration times were in the six second range – very impressive for this class of vehicle. A five-speed manual transmission was standard across the line, too, a rarity in small SUVs. For the XT, it all added up to a very swift vehicle that blended into the background: perfect for avoiding the watchful eye of law enforcement.

Find a used Subaru Forester on AutoTrader.ca

Things got even better in 2005, when horsepower for the turbocharged XT increased to 235 (it was rated at 230 in 2006 when new horsepower measurement standards took effect) and in 2006, the base Forester got a slight power bump to 173 from 165.

The new turbocharged engine was a little thirstier, however: Natural Resources Canada fuel consumption ratings ranged from 11.4 to 13 L/100 km in the city and 8.5 to 9.3 L/100 km on the highway for the XT, while ratings for non-turbo Foresters went from 10.4 to 11.3 L/100 km city and 8.3 to 9.3 L/100 km on the highway. Newer models use less fuel, according to NRCan, while transmission choice has less to do with the variances. Keep in mind that the XT’s turbocharged engine needs Premium fuel for peak performance, while non-turbo Foresters will happily drink Regular unleaded.

Like most Subarus, the Forester is generally solid reliability-wise. The one glaring problem has to do with the non-turbo engine’s head gaskets, which are a well-known failure point on the 2.5-litre flat four. This thread at SubaruForester.org includes polls and comments from Forester owners who have (or have not) had head gasket trouble in their cars. When the gaskets go, the first sign is an overheating engine; ignore this and the engine could be damaged and need to be replaced.

2003 Subaru Forester

When I wrote an earlier version of this review in 2007, I noted that the head gasket problem was non-existent in 2000-and-newer models, but three years on, and three more years worth of Foresters are having the same issues. Owners posting at SubaruForester.org seem to think that the issue has been corrected in 2004-and-newer models, but I’ve noted comments at NASIOC.com of Impreza owners (the Impreza uses the same engines as the Forester) who have had to replace head gaskets in cars as new as 2007.

Subaru’s turbocharged engines aren’t affected by the head gasket problem, but Consumer Reports notes that the turbos themselves are trouble-prone; read more here. One theory is that small screens used to filter the oil routed to the turbo to keep it lubricated are coming loose and damaging the turbo’s sensitive bearings. Read about that here and here (note that those threads deal with similar filters in the oil lines that provide hydraulic pressure to the variable valve timing system).

A hard-shifting automatic transmission is common in cold weather, before the car has warmed up.

Consumer Reports notes the exhaust system’s catalytic converter as a common trouble spot. The most obvious sign of trouble would be an illuminate check-engine light, and/or a failed emissions test (in jurisdictions that require regular testing).

The Forester tends to eat front CV joints (short for constant velocity; these are the joints that allow the front wheels to turn with the steering and articulate with the suspension). Foresters are also known for fairly frequent wheel bearing failures, something this model shares with the Impreza. The failures don’t tend to be catastrophic, but are characterized by an audible moaning/grinding/humming sound when the car is in motion.

Water leaks into the interior are common, causing soaked carpets. Depending on the case, the water either comes in around the windshield, or through unplugged holes in the floorboard.

Where the Forester might be most likely to impress is in the safety department. Both the Insurance Institute for Highway Safety (IIHS) and the National Highway Traffic Safety Administration (NHTSA) think highly of the Forester, which earned a “good” rating in the IIHS’ frontal offset and side impact crash tests and 2003 and newer models get five stars all around in the NHTSA’s frontal and side impact tests. This is significant in the sense that these two organizations’ individual crash testing standards often yield vastly different results for similar vehicles.

According to the Canadian Black Book, used values for the second-generation Forester range from $7,500 for a 2003 X model with manual transmission, to $21,225 for a 2008 turbocharged XT with and automatic. Typically, a used Forester should be less expensive than other small Japanese SUVs, but keep in mind that the Forester is smaller than a CR-V and the 2006-and-up RAV4. The second-generation RAV4 and the Ford Escape are two of the Forester’s closest competitors, size-wise; the RAV4 tends to be far pricier, while the Escape should come in at a similar value, or slightly more.

The turbocharged Forester XT is a compelling vehicle for enthusiasts looking for a quick SUV; a 2005 XT with manual transmission is worth $14,625. The Forester’s similarity to the Impreza/WRX/STi means that there are loads of aftermarket options available designed to boost the car’s performance.

Despite the Forester’s appeal and Subaru’s reputation for building durable cars, this one’s not without its trouble spots. Before you buy any Forester, ask for evidence that the car has been maintained according to Subaru’s guidelines (more frequent oil changes and cooling system flushes might help delay head gasket issues), and determine whether the head gaskets in a non-turbo version have been replaced recently. If you’re looking at an XT model, make sure the turbo is working well. As always, best to have a trusted mechanic look over the car for evidence of any of the common problems listed above.

Pricing

Black Book Pricing (avg. retail) July 2010:

Online resources

Subaru as an automaker has a strong following on the web, so there are a few different places to go for Forester information. SubaruForester.org is a terrific starting point, owing to its single-vehicle focus. For a site that covers the whole Subaru line, try the forums at NASIOC.com. This started out as an Impreza enthusiast site but has expanded to include the rest of the Subaru lineup, and there’s a section dedicated to the Forester too.

Recalls

Transport Canada Recall Number: 2002200; Units affected: 11,597

2002-2003: On certain vehicles equipped with automatic transmissions, the parking pawl actuating rod (”parking rod”) spring retainer may be defective. The parking pawl may not engage the parking gear fully and could cause the vehicle to move if the parking brake is not applied. Correction: Dealers will replace the automatic transmission parking rod assembly. Replacement parts will not be available until January 2003.

Transport Canada Recall Number: 2003054; Units affected: 44

2003: On certain vehicles, the seat belt tongue plate may become disengaged with the seat belt buckle latch with a force less than the value specified in CMVSS 209. This condition is caused by a slight lack of parallelism between the latch and the buckle body stamped section. Correction: Dealer will replace the front seat belt buckles.

Transport Canada Recall Number: 2005344; Units affected: 485

2006: On certain vehicles, a wire for the Immobilizer Control Module was pinched between the two halves of the ICM security cover. As a result, the engine may not start, or may stall while driving. Correction: Dealers will inspect and, if necessary, repair damaged wiring.

Transport Canada Recall Number: 2007033; Units affected: 1,279

2006: On certain vehicles, the wiring harness for the airbag occupant detection system in the front passenger seating position might have been pinched during vehicle assembly. Pinching of the wiring harness between the floor cross member and the seat mounting bracket could result in an electrical short which would blow the circuit fuse. If this happens, the passenger airbag would be unable to deploy during a crash, leaving the seat occupant susceptible to increased injuries. Correction: Dealers will inspect and, if required, repair wiring damage.

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.

For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.

For information on vehicle service bulletins issued by the manufacturer, visit www.nhtsa.dot.gov.

For information on consumer complaints about specific models, see www.lemonaidcars.com.

Chris Chase is an Ottawa-based automotive journalist. He is a member of the Automobile Journalists Association of Canada (AJAC).

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