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)

Subaru’s steady march away from quirks-ville and into the automotive mainstream takes a quantum leap with the all-new 2010 Legacy mid-sized sedan. The last vestiges of Subie weirdness are gone with this fifth-generation remake. No more frameless side windows. The styling is conservatively pleasant, in an inoffensive kind of way. Even the classic (and yes, odd) flat-four growl has been effectively tuned out of the exhaust note.

2010 Subaru Legacy PZEV

There were three issues keeping the previous Legacy out of mainstream contention – it was too small, too expensive, and with its trademark symmetrical all-wheel-drive, not as fuel efficient as the competition. With the 2010 model, all these peccadilloes have big check marks beside them.

The 2010 Legacy has stretched in all directions and now features a spacious cabin with lots of headroom. The most noticeable improvement is in the back where legroom goes from lousy to limo (up by 10 cm). The 416-litre trunk is one of the largest in the segment, and has a sizable pass-through.

The well-equipped base Legacy 2.5i with six-speed manual transmission has a starting price of $23,995. That’s a $3,000 drop from the 2009 model, putting it right in the mix with the usual suspects: Toyota Camry, Ford Fusion, Chevy Malibu, Honda Accord, Hyundai Sonata and Mazda6.

Equipped with the new-for-2010 $1,200 Lineartronic chain-drive CVT (continuously variable transmission), Subaru claims the Legacy 2.5i uses 9.2 L/100 km city (31 mpg) and 6.5 L/100 km highway (43 mpg) – numbers that better front-drivers like the Mazda6 and Honda Accord, but not the Toyota Camry manual (9.0 and 6.1).

I tested the Legacy PZEV (partial zero emissions vehicle) at $26,395. For this you get the base 170-hp SOHC 2.5-litre “boxer” four-cylinder mated to the CVT with paddle-shifted manual mode, 16-inch alloys (steel wheels with hubcaps are standard) and 10-way power driver’s chair.

All this is on top of the standard air conditioning, electronic stability/traction control, brake assist, tilt/telescoping steering wheel with cruise and audio controls, electronic parking brake with hill holder, auto headlights, heated front cushions, CD/MP3 stereo with auxiliary input jack, an information display and exterior temperature gauge. While Bluetooth was not fitted to this car, it will be standard issue with the 2011 Legacy PZEV which carries a list of $27,095. Indeed, Subaru is beating us over the head with the value stick here.

So what does PZEV mean to you? Internal engine tweaks and a special catalytic converter containing more precious metals eliminate evaporative losses from the fuel system and reduce emissions. Fuel economy is unchanged (as is CO2 output), but you’ll feel good knowing the exhaust is squeaky clean.

Initial impressions of the 2010 Legacy suggest this midsizer is tuned for comfort – there’s nary a hint of Euro-sportiness here. This is not a bad thing, but if driver involvement is high on your family sedan wish list, best to look at the Mazda6, Suzuki Kizashi Sport or VW Jetta.

With a new double-wishbone rear suspension and increased wheel travel all round, the Legacy glides over the road with North American-pleasing isolation. I found the steering a little numb for my tastes, but overall the sedan is a competent handler.

The AWD system uses an electronically-controlled multi-plate transfer clutch with a front to rear split of 40/60, shifting to 50/50 under acceleration and slippery conditions.

Subaru’s new trick CVT is tuned to avoid the disconcerting tendency for these things to send engine revs soaring and the car playing catch-up when calling for some giddy-up. There are also six “virtual” gears, quickly toggled through via steering wheel-mounted paddles, which add a modicum of control and fun to the proceedings.

Performance from the smooth 170-hp, 170 lb.-ft. 2.5-litre flat-four is adequate, comparable to other four cylinder sedans, and with the continuously variable transmission, revs are kept low on the highway.

While the exterior is reserved to the point of blandness, things on the inside are more interesting. The stylized centre console juts forward from of the dash, the gauges glow a cool blue, and overall, quality is up a notch from many competitors. The fabric seats with active head restraints find a nice balance of comfort and support.

The 2010 Legacy gets a five star crash test rating from the NHTSA.

I would suggest Subaru be a little more generous with the padding in the door armrest, however. There was a nasty ridge under there that consistently dug into my arm, marring what was otherwise a pleasant driving experience.

The 2010 Legacy PZEV is a competent, comfortable mid-sized sedan offering good value, some green cred and, as with all Subies, it has a big shiny ace up its sleeve – symmetrical all-wheel-drive. 2011 Legacys are basically the same with a few added trim items.

Frankly, shoppers would be nuts not to give this car a long, hard look. Yes, the conservative body panels mean you won’t stand out from the crowd, but when the snow flies, you’ll likely drive away from it.

Pricing: 2010 Subaru Legacy PZEV

Base price: $26,395

Options:Nonebr>

A/C tax: $100

Freight: $1,495

Price as tested: $27,990

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Talk about vindication.

2011 Subaru WRX Sedan

The last Subaru Impreza I drove left me totally underwhelmed. Plain-Jane looks and an uninspired driving experience had me muttering things like “Why couldn’t Subaru inject some WRX fun into their entry level models?” Was I being too harsh on the poor $20,995 Impreza?

Absolutely not.

I didn’t drive the new-for-2011 WRX sedan more than 100 metres through the gas station parking lot after picking it up before I felt totally vindicated for launching such criticisms against the base Impreza. You see, even at parking lot speeds, all it takes is one clutch engagement and one input to the steering wheel before realizing that the WRX is a completely different car from its humble stablemate.

“As it should be,” some might say. But my take on this is that a minimum amount of DNA should extend to all members of a model family, lest one be accused of being an imposter.

Not too long ago the ‘Rex seemed a bit lost in the shuffle, with hum-drum looks and a 227-hp turbocharged flat-four. 2009 saw the introduction of the WRX 265, a beefed-up version with – you guessed it – 265 horses thanks to a larger turbocharger and revised exhaust plumbing for a relatively modest bump in price. For 2010 that engine became standard-issue on the WRX; great news because Subaru kept the pricing of the less powerful model in the transition.

For 2011 the $32,495 WRX is being treated to the same aggressive flared bodywork that’s been an STi trademark since this generation was introduced back in 2008; I would think that STi owners will take exception to the fact that ‘lesser’ versions of the car now look like their more exclusive rides, but clearly Subaru needed to lump the WRX firmly at the performance end of the Impreza spectrum. All I can say is this: I like it.

The WRX is available in four-door sedan or hatchback bodies (as is the STi for 2011; previously it could only be ordered with the hatch), with the hatch commanding a $900 premium over the notchback.

Standard equipment includes the aforementioned 265-horse flat-four, 17-inch alloy wheels, Bluetooth connectivity, six-speaker audio with auxiliary input and satellite radio prep, dual-piston front brakes, automatic climate control, wheel-mounted cruise control, tilting and telescoping steering, traction and stability control, heated seats, split-folding rear bench seat, and a five-speed manual gearbox with hill-holder feature.

Our tester was the $35,495 WRX Limited, which adds fog lights, a power sunroof, and leather seats, as well as satellite radio with a three-month Sirius subscription. Not a bargain for those extra features, but overall a decent value nonetheless.

The high horse count is achieved courtesy of a turbocharged and intercooled 2.5-litre flat-four. Compared to a more conventional inline-four where all of the cylinders are oriented near vertically and arranged in a row, the flat, or horizontally-opposed, layout puts pairs of cylinders on their side facing each other with the pistons moving towards each other; hence the “boxer” moniker. The benefit of this layout is primarily related to packaging; the car’s centre of gravity is lower with a boxer engine under the hood. The 265 horses are generated at 6,000 rpm, while a heady 244 lb.-ft. of torque announces its presence at 4,000 revs.

Transferring power to Subaru’s “symmetrical” all-wheel drive system is a five-speed manual gearbox; a slushbox is not on the menu. Power is split 50:50 front-to-rear through a locking centre differential with a viscous coupling.

I’m a big fan of the newly adopted STi styling; the flared body panels are supermodel glam next to the blandness of the base Impreza.
There’s not much new inside, though: the plasticky dash from the base Impreza is still there, but we need to remember what we’re paying for here. There are cars in this price range that have nicer interiors (the VW GTI and MazdaSpeed 3 come to mind), but certainly nothing with 265 hp and all-wheel drive, so make your choice. And yes, there’s the WRX’s most direct competition in the form of the Mitsubishi Lancer Ralliart, but Subie has just upped the horsepower ante and the Mitsu’s interior furnishings are no better.

Despite the budget-oriented interior materials, controls are arranged in an ergonomically sound layout. Redundant audio controls are located on the left steering wheel spoke while buttons for the cruise control are on the right. Buttons for the hands-free phone are attached to the wheel hub and nestled in the eight o’clock position within easy reach.

Atop the centre stack sits a small display that includes trip computer readouts as well as clock and outside temperature displays. Just below is the head unit for the six-speaker audio system that includes Subaru’s MediaHub connectivity for USB and iPod interfacing. But sound quality from the system is one of the tinniest on the market and is begging for an upgrade; unfortunately only the STi is available with such an improvement from the factory.

From that promising first impression in the gas station parking lot, the WRX grew on me substantially throughout the week of my test drive. It’s eager, it’s slick, and it’s very, very quick; always a willing partner when driving fun is on the agenda.

Even though the shifter is sorely in need of a sixth cog, it’s quite a satisfying unit to put through its paces. Shifts are a little notchy, but that doesn’t get in the way of enabling quick gear transitions. Throttle response is excellent, and turbo lag isn’t an issue if you don’t let the revs get too low (here is where the six-speed would be appreciated most).

But the whole package is there when it comes to a satisfying driving experience: just try a heel-and-toe downshift into a corner and liberally squeeze the throttle on exit and you’ll know what I mean. Monster grip and neutral behaviour are built right in to the WRX’s handling repertoire.

All that fun with an observed 11.8 L/100 km in mostly city driving. For the record, the WRX is rated at 11.1 L/100 km in the city and 8.0 on the highway.

After the base Impreza left me underwhelmed, I was so relieved to be reminded of how much fun the WRX is. And with the new bodywork in place, the WRX’s bark now lives up to its bite.

Pricing: 2011 Subaru WRX Sedan

Base price: $32,495

Options: $3,000 (Limited package)

A/C tax: $100

Freight: $1,525

Price as tested: $37,120

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Haney Louka is a Professional Engineer, a member of the Automobile Journalists Association of Canada, and a long time automotive enthusiast.

Read more Test Drives on CanadianDriver.com

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).

Read more Used Car Reviews on CanadianDriver.com

Subaru’s entry-level model was redesigned for the 2008 model year and soldiers on essentially unchanged. Even so, I was looking forward to taking this one for a week-long spin. The reason for my enthusiasm was that Subaru bravely decided to send through a bare-bones four-door sedan with a manual transmission and exactly zero options. Sending us a base model helps us focus on a particular model’s intrinsic properties without being distracted by more powerful engines or fancy sound systems. And sadly, press cars with manual transmissions are becoming a rare sight in our nation’s press fleets.

2010 Subaru Impreza 2.5i sedan

So here it is, the $20,995 Subaru Impreza 2.5i. You could shell out another $1,100 for the four-speed slushbox, but that would be like placing a sushi order with only cooked ingredients: what’s the point?

The Impreza is one of those rare cars that has actually become less expensive over the years: going back into my road test archives, I found that the 2002 Impreza TS started at $21,995.

So even though the Impreza once commanded a hefty premium compared with its competitors, the current model is priced much more aggressively when measured against its peers. Chief among the features that make up the Impreza’s value proposition is the presence of standard all-wheel drive; a feature that can’t be had on its more mainstream competitors like the Mazda3 and Volkswagen Jetta. While there are several other cars in this highly competitive class, I name those two as prime competition because of the higher take rate of manual transmissions compared with others in this class.

The Japanese automaker makes much of the Impreza’s rally-bred all-wheel drive system, which splits power evenly between front and rear axles until decreased traction dictates otherwise, at which time the viscous limited-slip centre differential directs power to the wheels with more grip.

Other standard features on the Subie include four-wheel disc brakes, fully independent suspension, air conditioning, steering-wheel mounted cruise control, two power outlets, power windows with driver’s auto down, remote keyless entry, dual mufflers, a strut-supported hood, 16-inch steel wheels with plastic covers, a trip computer, side curtain airbags, and electronic stability control.

For 2011, the Impreza line gains larger rear-seat head restraints and new option packages that incorporate Bluetooth hands-free connectivity and higher-end sound systems.

As is expected from Subaru, under the Impreza’s hood is a horizontally-opposed four-cylinder “boxer” engine that displaces 2.5 litres. This flat configuration has long been one of Subaru’s trademarks (their six-cylinder models also share this horizontally-opposed piston arrangement) and continues to help define the character of the car. Subaru asserts that their boxer engine sits lower in the engine compartment, contributing to an overall lower centre of gravity for the car. For me, the primary benefits are its torquey nature and the unique growl of the flat-four under acceleration. Power output for the mill is rated at 170 hp and 170 lb-ft of torque: figures that are more in common with optional engines from the Impreza’s competitors.

Driving the Impreza has become a bit less exciting with this latest generation. In the quest to go more mainstream, the car has lost some of the sparkle of past models. In particular, the suspension tuning feels too soft for what used to be a sporty car and the resultant isolation from the road gives it a somewhat appliance-like demeanour. I also found the shifter to be more rubbery than I like, further detracting from the day-to-day driving joy that a well-sorted compact car can provide. There’s no question that this chassis can support (and Subaru’s engineers are capable of delivering) a significantly higher level of handling and driver involvement: one drive in a WRX makes that abundantly clear.

I still do find the boxer engine’s broad torque curve quite satisfying, and there’s a commendable level of feedback from the car’s steering that keeps the Impreza a step ahead of the true class appliance, the Toyota Corolla. But what disappoints me is that other manufacturers can infuse the fun of higher-powered cars into their base trim levels (as with the Jetta and Mazda3) and I was hoping that would be the case here.

As well, the Impreza is styled so as not to offend the masses, to the point of almost complete anonymity, with the words “generic Japanese sedan” being the most apt descriptors. Again, Subaru designers’ capabilities are reserved for more expensive versions of the car: the WRX has exterior upgrades that at once add a sporty and aggressive stance to the same basic car. A hood scoop, fog lights, fancy wheels, and a spoiler: I never thought I would fall for such gratuitous styling cues (okay, so the hood scoop is functional), but I must say they do make a difference here.

Thankfully, the view from the driver’s seat does possess the same sportiness as higher-performing members of the Impreza line-up. A three-spoke wheel (which tilts but doesn’t telescope) with buttons for the cruise control sits just in front of a straightforward instrument panel that has gauges for road speed, engine speed, and fuel level. The expected coolant temperature gauge has been replaced by blue and red lights for extremes. No light, no problem.

A display at the top of the centre stack shows current temperature, clock, and trip computer information and falls easily to view for a quick glance. The head unit for the four-speaker audio system sits just below, while less-frequently adjusted dash vents and HVAC controls occupy their rightful place further down toward the centre console.

The four-speaker stereo can play MP3 discs as well as audio from an auxiliary source via a centre console-mounted jack. Sound quality is strictly average for this class, with more powerful units available on higher trim levels.

Seat fabric is of the black velour variety that manages to hang on to lint and fluffs with tenacity, making it a bit of a challenge to keep looking clean. The seats are comfortable, however, and the rear bench splits 60/40 to add to the Impreza’s smallish 320-litre trunk (Jetta gets 487 litres while the Mazda has 335).

Subaru has managed to build an entry-level model that will appeal to a broad spectrum of buyers, particularly those who place all-wheel drive high on their wish lists. But its generic styling inside and out, combined with its laid-back attitude on the road, make it a less appealing entry if you’re looking for some excitement in your ride.

Pricing: 2010 Subaru Impreza 2.5i sedan

Base price: $20,995

Options: None

A/C tax: $100

Freight: $1,525

Price as tested: $22,620

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Haney Louka is a Professional Engineer, a member of the Automobile Journalists Association of Canada, and a long time automotive enthusiast.

Read more Test Drives on CanadianDriver.com

The G4e nameplate means ‘Green for the Earth’. Also, the ‘e’ in this Subaru concept’s name could be a code that it’s electric. It could also stand for electrifying styling, as the G4e four-door sedan certainly has a distinctive look. 

Most impressively, the compact features a newly developed lithium ion battery that will allow it to go up to 200 km on a charge. The Subaru-designed batteries use high-capacity vanadium technology that enables them to store two to three times more lithium ions than conventional models.

Photo: Isaac Adams-Hands

A full recharge takes eight hours from a home electric outlet, however — and this is most impressive and practical — a fast-charge to 80 per cent capacity can be done in about 15 minutes. The batteries are located under the passenger compartment, which has room for five passengers.

Rear-view cameras integrated into the A-pillars eliminate the need for side mirrors and help to improve the coefficient of drag (Cd) value to just 0.276. Will we see this concept in Subaru’s Canadian dealerships? We hope so, and soon, as this is one electric vehicle that makes sense.

Touring the Subaru Display at CIAS
By Michael Schlee

Subaru is going green. At least that is the idea they seem to be pushing at their CIAS display this year.

Photo: Michael Schlee

Front and center is the G4e concept car. It is a vehicle that is hard to miss because of its bright green paint job.

The other big green push includes Subaru’s line up of PZEV (Partial Zero Emission Vehicle) cars and SUVs. If green isn’t your thing, check out some of their other points of interest. This includes the WRX STi rally car and a complete cut-out vehicle that shows off all the mechanical and structural bits of their cars.

Going against the current at this year’s Detroit show, Subaru was riding the wave of an excellent year that saw a rise in sales as well as market share. Officials had stories of “honest long-term value, reliability and strong retained value” and of customers coming to the brand while moving from large SUVs to more efficient vehicles such as the Outback. But there was also mention that “people forget we have been making sedans.” The carmaker’s core model is indeed the Legacy sedan which is celebrating its 20^th anniversary in 2009.

Subaru Legacy Concept (Photo: Isaac Adams-Hands)

More than 3.6 million of these cars have been built in Subaru’s plants in Japan and Indiana since 1989. To underscore the importance of the Legacy sedan, Subaru unveiled the Legacy Concept, a virtual giveaway of an upcoming all-new Legacy.

Introduced as “a global mid-size sedan with interior space to fit four adults in comfort” this concept is built around versions of Subaru’s trademark boxer engine – in 3.6-litre form – and “symmetrical” all-wheel drive system. Painted in gleaming “Ultimate Silver”, the mid-size sedan has muscular flanks with strongly-accentuated wheel arches and front grille that looks disturbingly Chevrolet-like, in spite of Subaru’s claim that it conveys its new graphic signature. One has yet to detect a coherent design theme with the carmaker’s recent creations.

With its “striking four-seat layout” and the interior, as often in concepts, is pure design hyperbole not very likely to make it into the production model. The seats are draped in Pearl White leather “with a blue sheen” while the black metallic leather on the door trim creates contrast. The center console features a large touch-screen display that groups controls for the major systems. In all likelihood, the production version of the Legacy will be introduced at the New York auto show next spring.