Super Cool Auto Blog

Adequate dynamics, very capable, super handy. That about sums up the last ten years of the Subaru Forester. And yet – once the sportier turbocharged version put rally-bred heat under the skinny pedal, the Forester was no longer just the squishy, squeezy Official Car of Vermont. It was suddenly possible to haul the family Newfoundland to the groomer and scorch the doors off more prestigious iron by flattening that Birkenstock. Eat our dust, punctuated by a "Be Green" sticker. More luxurious appointments were also put on offer, there was once even a Nardi edition. For all that, the Foresters were still little funk machines. For 2009, Subaru's Forester retains and expands what has historically been great about this Fuji Heavy crossover, but the rough edges have been hammered flat. Click past the jump to see if that's impacted the Subie's appeal.


A crossover before the term existed, the Forester began life as Subaru's stab at the still-burgeoning SUV market of the late 1990s. Grabbing the handiest platform, the little truck wound up riding on Impreza hardware. Basing its compact SUV on a car continues to be one of the Forester's biggest assets. The personality stays driver-friendly, and the lower center of gravity and modest weight make the Forester responsive instead of lumbering.



Now noticeably larger, the Forester will still please Goldilocks with its just-right dimensions. A giant moonroof on our tester acted like a skylight, making the Forester's cabin feel airy and open, and light colors inside enhanced the cheerful feel at the helm. One common complaint about the Forester has been interior cheapness, and for 2009 materials are improved. Better, but still not Lexus grade, those that molest the dashboard's contours with finger prods and knuckle rapping may be disappointed.

The Tribeca's silvery swoop motif is echoed handsomely by the Forester, bringing a welcome dash of style to a cockpit that previously lacked design whimsy. Seat fabrics no longer look like leftover stock from the 1970s. Squishy padded and devoid of much bolstering, the seats will not be mistaken for anything sporty. Long trips might make some drivers fidgety, too, necessitating stops to walk around and uncramp lumbar regions.



The ergonomics inside are faultless. Rather than go silly with jog dials and digital control schemes, simplicity wins the day. Subaru's done such a good job inside that the Forester just works. No need to crack open the manual, nothing to gripe about, just easy, logical functionality. Temperature controls are a knob each for temperature, fan, and airflow – does it get more intuitive? At the top of the clean center stack is an eyebrow that houses an inconspicuous LCD showing time, trip computer data, and outside temperature. Directly below that little telltale, which manages to hide in plain sight, is the radio.

Packing a lot of functionality into a clean interface, the audio system follows the same easy-to-operate theme that runs through the entirety of the Forester. Satellite radio capable, with an auxiliary input, the ability to speak .mp3/.wma, and the expected radio bands augmented by RDS, there's not much to beg for in the head unit. It's not like you'd expect to find iDrive in a Forester, and Subaru itself offers audio upgrades, not to mention the vast array of aftermarket choices for dB drag racing.



The dashboard's top pad is rendered in a nicer material than past versions, and the silver metallic trim around the center console sets the interior off tastefully. The gray plastic that comprises the balance of surfaces in the Forester's cabin carries a slight sheen of cheapness, but that's not out of the ordinary among the Forester's competition, either. While not the best interior in its class, Subaru has expended noticeable effort improving the environment inside the Forester, making it a place that doesn't alarm with chintz. The silverized plastic does make us think twice about how long it's going to take to scuff and wear thin, however.

Thanks to its size increase, the back seats are now easier to take, too. The 2009 Forester's wheelbase has been treated to nearly four inches of stretch, leaving space in the second row for a megalomaniac and his ego. Normal invitees will find that entry to any seating position in the Forester is stoop-free and visibility out of the glassy cabin is as clear as anyone could wish for. The 2.5X Premium we tried had limo-tinted glass from the rear doors back to manage glare and heat buildup.



The cargo area, always a compelling aspect of the Forester, has a bigger gut now. Stuffing things down the gullet of the 2009 Forester will still surprise you. The big cargo/small footprint strength is further augmented by the three-inch taffy pull the Forester's overall length has undergone for 2009. Our tester also had a handy vertical cargo net to keep loads secured and a retractable cargo cover handily kept greedy eyes off our bric-a-brac.

You can dress it up in fancy new clothes, but there's no way to disguise the familiar boxer-engine powertrain once the key is twisted. Subaru touts the horizontally-opposed layout's inherent balance and low profile, but it still speaks with a gravel throat and jiggles slightly at idle. Growling out 170 horsepower in naturally aspirated form, the engine's forte is torque, also 170 ft-lbs. XT trim level Foresters spice it up with a more lively turbocharged engine good for 224 hp.



A four-speed automatic isn't unknown among the Forester's peers, but it still feels behind the curve when there are some boxes out there offering double that (admittedly not in this class). We didn't mind our 2.5X's auto, but the five-speed manual is the way we'd go. There's even a short-shift kit to tighten up the standard linkage, and the extra cog should serve to keep the engine boiling more gracefully than the bigger ratio gaps in the auto. Fuel economy of 20/26 isn't horrid for a vehicle spinning a transfer case and differentials at each axle, but we'd snap up Subaru's diesel version of this engine in an instant if we could for its torque and efficiency.

Dynamically, the Forester is more mature. The chassis is newly buttoned down and pleasantly well behaved. Torque feels strong off the line, though with only four ratios and a tuning eye turned away from high RPM screaming, the 2.5X runs out of lung capacity before anything satisfying happens. The turbocharger would do a lot to offset the syrup in the automatic, but saddling the blown powerplant with anything other than a manual would be a shame.



Surefootedness is the mainstay of the Forester, and that capability has been augmented by for 2009. Structural rigidity is up, allowing suspension engineers to dial in more discipline and make the Forester's responses less sloppy, though there's still a healthy amount of body roll telling you to cool it if you corner too hot. The soft seats don't help keep you in place, either, so the driver ends up gripping the wheel extra hard and bracing him or herself. Vehicle Dynamic Control is a welcome safety net, and airbags have proliferated to the front, side, and seat positions. Smooth, confident security in any weather is to be expected from Subaru's Symmetrical All Wheel Drive system, a big factor to the Forester's long popularity in regions that see winter. Brakes are four wheel discs, and feel strong and sure, unlike our experience with Foresters past, where using the binders was akin to stepping into a bucket of custard.

Starting at $20,295, the Forester 2.5X offers much of the goodness that made our one-step-up 2.5X Premium pleasing at around $26,000. Five star crash ratings and a passel of accolades make ownership a comforting proposition, especially with top resale values. The superlative loyalty of Forester owners means that lovers of this Labrador puppy of a car tend to hold on to them, and Subaru offers a healthy list of options and add-ons to build a near-custom Forester.



This latest iteration has been scrubbed behind the ears and emerges less esoteric than before. Styling that's clean might be uncharitably described as boring, but we'll go with classy. Too much frippery would only harm the design's timelessness, and the new Forester looks like it should cost more, a happy circumstance. The Forester puts up solid numbers and has got the goods where it counts. Legions of fans speak to the success of the recipe, and for 2009, there's new sweetening added with more size, better performance, and slicker looks.
source by autoblog

It says something when an automaker sees fit to give the tachometer a place of prominence in the gauge cluster. "We're serious," it implies. Unamused sports cars like the Porsche 911 assign the rev counter a level of gravity beyond being a glorified "engine is running" idiot light. Fortunately, the Paprika Red Subaru Impreza GT 5-door that recently arrived in the Autoblog Garage stated its intentions clearly by placing this most important gauge in its "proper" place. New to the Impreza range, the GT model is a chafing dish full of original WRX simmering through an automatic transmission. An autobox may seem anathema to the 224 horsepower turbo-fed boxer, but we were pleased to discover that all the fun is not sopped up by a spongy tranny.
While the WRX is now defined as a manual-only model packing 265 horsepower, there's nothing intrinsically wrong with the original spec car. Indeed, even with an automatic, there's a firm shove that starts just below 2,000 rpm and surges the sharply creased hatchback forward smartly. The autobox doesn't blunt the turbo powertrain's edge so much as bring some refinement and, dare we say it, maturity.





Everyone has calmed down about the Impreza's new clothes, and the Impreza GT is subtle, even when tinted a shocking persimmon like our test car. Telltale signs of the car's potential are the slightly aggressive front airdam with foglamps in the lower extremities, and a functional hoodscoop that funnels air across the intercooler. The bulge in the hood from its singular nostril creates hypnotic reflections at speed, and it's a bit of visual muscle to remind you that this ain't no Outback Sport. Even with the flared cyclops nostril in the hood, the 2.5 GT flies under the radar more easily than the bulged and bescooped WRX. Handsome 17-inch alloy wheels finish off the GT, and the more you look at it, the better it gets.


A phrase like "sport tuned suspension" might make your rear end run for the nearest pillow, but Subaru has gone far enough to satisfy stiction junkies with a tenacious chassis that doesn't bash occupants into renal failure. The ride has a level of firm control that we expect from a vehicle birthed in the Black Forest. Impacts are absorbed without a visit to bump-stopville, and higher frequency pavement irregularities are mostly filtered thanks in part to a new multilink rear suspension.

The Impreza GT keeps what was good about the last WRX; the punchy drivetrain and trusty handling are even improved this time around. The 2.5 liter force-fed boxer has been twiddled and tweaked to shift the torque peak down a few hundred RPM, and power delivery is satisfying right from idle. Swing the needle on that prominent tachometer past 4,000 RPM, and the engine's normal gravel throat takes on a steely edge as the engine room delivers "full ahead". 224 hp is plenty capable of yanking around the 3,200-lb Impreza 2.5 GT with authority. This car is fast and handles well with well-weighted steering that keeps you clued in on what the tires are up to and allows the driver to precisely dissect corner apexes. There is a reason why the boosted Impreza has been popular among enthusiasts, and it's because the modest car with the Pleiades badges can run rings around lots of iron. An exciting history of motorsports victories doesn't hurt, either.


Accelerate hard, and the 2.5 GT plants and goes. The AWD system's torque marshaling efforts are more noticeable when the go pedal has been flattened, but that was the only time we noticed it working. While the four-speed automatic transmission doesn't scream for extra ratios, they would be welcome. But the auto is tuned well in this application - staying out of the way and not enraging the driver. The Impreza's hardware just does its thing and the car obediently goes where you point it at as high a rate of speed as you'd like. The helmsman gets a chunky leather-wrapped steering wheel with which to do business that offers a pleasing tactile sensation. Tilt and telescope adjustments makes it easier to fit the driving environment to your physiology, too, and the rest of the ergonomics are satisfyingly simple. Simplicity doesn't mean basic; there's automatic climate control, a panoramic moonroof, power windows, a six-disc stereo with aux jack, heated seats and steering wheel controls.


While there's little to want for equipment-wise, the interior materials could be better. The dashboard has a delightful silver swoop reminiscent of the stylish Tribeca's interior, and the innards present well if you ignore the door panels. Scuff-prone and shiny, they feel cheap, which is unbecoming for a vehicle that's otherwise well turned out and comprehensively equipped. The seats, too, feel a bit low-rent on the keister. We'd have liked a few cents more padding and bolstering, especially since the starting price for the Impreza 2.5GT is just shy of $27,000. Other makes are capable of putting nicer interiors in cars costing less, but we can imagine that the Impreza's powertrain is more expensive, so a bargain must be struck.


Putting performance aside, underneath it all, it's still an Impreza. Our five-door tester proved eminently useful, with plenty of front seat space and superb hatchback functionality. Throw four snow tires on this puppy when the white stuff flies, and you've got a vehicular billy goat. It's quieter than we expected, and the power is "just right". The Impreza WRX has traded its bug-eyed visage and frenetic demeanor for lines that are more reminiscent of an Alfa Romeo and a manner that's calmer and more grown up. Subaru is wise to broaden the appeal of the turboed Impreza, and there's still the more hardcore WRX and STI for the young demographic that's been typically associated with these capable cut-rate M3s. It may seem anti-enthusiast to say that we could live every day with a version of a car that's deliberately down on power and carrying an automatic (a four-speed at that), but the 2.5GT packs more performance than you could ever fully exploit during a daily commute. That makes for a car that's civilized but never caught off guard on the street and can mix it up at weekend track events. Add in the practicality of the five-door, and we're happy to see Subaru usher the Impreza into young adulthood.

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.



However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.
In 3.6R Limited trim, the story starts with a great powertrain and gets better from there. Subaru's 3.6-liter boxer six-cylinder pumps out a worthy 256 horsepower and 247 pound-feet of torque. This admittedly doesn't sound all that spectacular when 269-hp Toyota RAV4s and 290-hp Buick Enclaves roam the landscape. But the boxer six feels beefier than the sum of its numbers primarily because power delivery is so fluid and consistent. The engine is mated to a five-speed automatic that plays well with its six-pot partner, and while Subaru provides paddle shifters to row your own gears, the smooth, well-timed cogswaps of the auto 'box negates the need.

Despite its upgraded proportions, Subaru engineers worked hard to keep weight down. Our loaded Outback 3.6R Limited tester weighed in at just over 3,600 pounds – some 400 pounds lighter than a comparably equipped Toyota Venza with all-wheel drive, one of the Outback's main competitors. Subaru was able to keep the pounds down through the use of high strength steel, making the structure both safer and lighter than a more rotund CUV. The Outback's relatively restrained tonnage helps the boxer six feel that much more potent when pushed, and the weight reduction pays dividends in the braking department, allowing the Outback to be halted with minimal fuss on wet or dry pavement.




But while the 3.6-liter boxer is good, it's the symmetrical all-wheel drive that wins the day. We put the Outback through its paces on dry pavement, through a torrential downpour and some muddy terrain and were always well within the limits of adhesion. In fact, the Outback's seemingly never-ending traction begged us to drive harder and faster as the week wore on. How hard? Over the course of the first two days, we averaged a relatively robust 23.8 mpg in mixed driving and by the end of the week our relentless flogging dropped that figure down to just over 20 mpg – still laudable considering we spent a lot of time with the long pedal pegged to the floor.

And thanks to the Outback's reasonable weight and excellent AWD, this Subaru feels closer to a sports sedan than a 63-inch tall wagon. Aggressive cornering is a snap, with minimal body roll and the aformentioned constant supply of traction. And the Outback doesn't just feel car-like in turns. It may have a best-in-class 8.7 inches of ground clearance and surprising off-road chops, but on the highway, this tall wagon transforms into a sophisticated cruiser. While the occasional bump found its way into the cabin, the intrusions were far from jarring and the firm steering provided ample feedback whether pointed straight or winding our way through the bends. But while it's hard to find significant fault with the Outback's power and handling, our red pen finally gets some use when discussing the Outback's interior.



Any family-friendly wagon needs a warm and inviting cabin that's configurable enough to meet the needs of large clans and empty-nesters alike. Subaru gets the job done, for the most part, with great leather-clad front seats with sufficient support and bolstering, back seats that fold flat in a cinch and an easily read instrument panel. And lucky for us, the best seat has been reserved or the driver. The steering wheel is meaty and pleasing to the touch and we had little trouble figuring out the navigation system or HVAC controls. However, we were disappointed that the only way to change radio stations was via the LCD screen or on the steering wheel. To make matters worse, you have to push the radio tuner knob to display the stations. Not particularly intuitive, and with no redundant control buttons on the center stack and a somewhat confusing array of buttons on the steering wheel, things aren't exactly WYSIWYG.




But as far as accommodations are concerned, rear seat passengers should be pleased with their surroundings, and the Subie easily swallowed a 46-inch LCD TV with the second row stowed. We were a little confused on how to operate the rear middle safety belt, but after a few minutes of searching, we found the belt tucked into the roof of the Outback's cargo area. The center passenger needs two latches as well; one secures the shoulder belt and the other secures the attached lap belt. This odd contraption is less than desirable because even a ten-year-old couldn't secure the belt without assistance – and the presence of two belt fasteners means rear seat occupants have to make due with a little less hip room. There has to be an easier way – and there is in nearly every other CUV on sale.

Although Subaru has picked up its game in many areas, the Japanese automaker still struggles with the quality of its interior materials, and the Outback is no different. While the seats are stitched up in a relatively high quality leather, dash materials are hard plastic and the center stack feels a bit bargain basement. We know that our tester was a nearly full-boat example, but when you pay $34,685 for a crossover, we expect somewhat nicer instrument panel materials than what the Outback offers.



Subaru makes some... interesting looking vehicles. Or homely, depending on your perspective. That said, we thought our Outback, while far from the beauty queen, looked good in blue, with its subdued 17-inch alloys providing just enough visual spark. Its up-sized proportions play out well in the sheetmetal and the more sophisticated front end shows that Subaru is learning from past mistakes (see: Impreza, Tribeca), though it still has a ways to go. Plastic cladding is still present all around, but for 2010 the look is far less agrarian and the two-tone theme is finally muted compared to its immediate predecessor.

Subaru has managed to combine a superb engine, capable AWD, impressive handling, capacious interior and improved looks into a functional, family-friendly package. What's more, it's created a psuedo-CUV that encourages you to enjoy the journey. There's something undeniably rewarding about a vehicle that pushes you to drive more, do more and have more fun. The Outback just has that kind of moxie. One minute, you're slogging along on the daily commute and the next, you're looking for a 50-acre sandbox to play with your pet boxer. That's an attribute few crossovers (big or small) can manage, and further proof that Subaru's recent good fortunes aren't likely to stop anytime soon.

Suzuki has chosen a rather dubious time to enter the pickup truck market with the 2009 Equator. As you are surely aware, trucks and SUV sales are way down from their apogee a few years back, and small cars like the ones that have historically filled Suzuki showrooms are all the rage. So, why would the Japanese automaker even bother with a mid-sized pickup truck based on the Nissan Frontier? That's a good question, and we aimed to find out when we grabbed the keys to Team Yellow's first-ever real pickup contender in the U.S. Read on to see what the Suzuki Equator has to offer.



So why did Suzuki decide to enter the truck market in the first place? As one of Japan's largest makers of powersports products, the company has a very large customer base that already owns its off-highway line of vehicles. Whether they be motorcycles, dirtbikes, ATVs or watercraft, Suzuki's own research indicates that owners of its others products are 50-percent more likely to own a truck than the average person, so brand-loyal riders will now have the ability to haul their toys with the same brand of truck. Suzuki doesn't appear to have the delusion that it's going to sell a boatload of Equators, but any truck sales it does get are sales it wouldn't have otherwise, so it could be a winning idea in the end despite the current market conditions.



Anyone familiar with the inside guts of the latest Nissan Frontier is likely to feel right at home inside the Suzuki Equator. An easy-to-read gauge cluster sits behind a familiar Nissan-spec steering wheel and switchgear. While we generally aren't in favor of this kind of product-sharing, at least the truck is based on a credible and successful model and it's not badge engineering within the same automaker. Suzuki makes no bones about the fact that the Equator is based on a competing model, and in fact claims to have hand-picked the Frontier specifically for its off-road worthiness and overall truck-ability. We put those supposed off-road credentials to the test and we'll tell you how it fared a bit later. In the meantime, let's take a look at the outer skin of the Equator and see how it compares with its kin and closest rivals.


On the outside, and especially in profile, it may be easy to mistake the Equator for the Frontier. Most of the work that went into differentiating the two models was done to the front end. In comparison to its platform-mate, we prefer the looks of the Suzuki, which definitely has that square-jawed truck look that seems to be popular these days. On the highway, that big opening didn't add any undue wind noise that we could detect. What we could detect loud and clear was the big V6 engine at the helm along with the four rather aggressively tread contact patches at each corner. In was livable, but you may find yourself turning up the stereo a few notches on the highway.


Under the hood of all our test trucks was Nissan's excellent 4.0-liter V6 engine making 261 horsepower and 281 lb-ft of torque, each mated to a five-speed automatic tranny. For those wishing to do a bit better than that combo's 15 city / 20 highway mileage, Suzuki also offers the 2.5-liter four-cylinder engine from the Frontier with 152 horses and 171 lb-ft. That engine is available with either a five-speed manual transmission (19/23 mpg) or five-speed auto (17/22 mpg). A part-time 4WD system is available, as are an electronic locking rear differential, limited-slip traction control, Vehicle Dynamic Control, Hill Descent Control and Hill Hold Control. We took the truck off-road and put all of these features to the test. They worked as advertised, though switching them off proved much more fun.


The Equator was quiet and stable on the road with driving dynamics that are quite good for a truck. Though nowhere near as car-like as some competitors, namely the Honda Ridgeline, that truckiness is exactly what Suzuki wanted and the fully boxed frame and rugged suspension deliver on that promise. Suzuki offers two cab sizes and two bed lengths, mirroring those available for the Frontier. Choose either an Extended Cab with rear-hinged portals aft the front doors or a Crew Cab with four real doors, which comes with the V6 engine only. Road-biased tires and suspension settings come standard on base models while higher-spec models are equipped for the more adventurous among us.


Those wishing to drive off the beaten path should consider the RMZ-4 package that includes all that electronic gadgetry mentioned earlier along with Bilstien shocks, skid plates, heavy-duty Dana 44 axles and meaty 265/75R16 tires. A special interior package also comes with the RMZ-4 model, which borrows its name from Suzuki's line of off-road bikes. Those wishing to tote a two-wheeler in the back may appreciate the optional utility bed package that comes with two rows of tie-downs mounted in sliding tracks. The system worked well when demonstrated for us, and maximum trailer towing capacity is 6,500 pounds for the V6 2WD model.


Overall, the Equator is a decent truck that offers a good option for fans of Suzuki cycles, ATVs and watercraft who want to keep all their modes of transportation in the same family. What about buyers who don't already have an attachment to Suzuki? Why would you choose the Equator over the Frontier? Suzuki points to its warranty as one reason, which at 7 years / 100,000 miles on the powertrain is superior to the Nissan's 5-year / 60,000-mile coverage. Of course, beauty is in the eye of the beholder, so you'll have to make a judgement call for yourself when it comes to the truck's styling as well as the all-important issue of name recognition. Regardless, the Equator is a well-rounded truck that will likely sell in relatively small numbers, and in many cases to buyers who wish to remain loyal to their favored yellow-hued brand. source by autoblog