Subaru Outback

SPECIFICATIONS

1. With AWD standard, two engine options are available, a 2.5-liter boxer 4-cylinder with 173 hp and a 3.6-liter six-cylinder with 256 hp. 2. Fuel economy for the 4-cylinder equipped with a CVT transmission now rises to 24/30 mpg (city/hwy) and 26 mpg combined. 3. New for 2013 is Subaru’s EyeSight driver assistance system with adaptive cruise control, lane departure warning and an auto-brake feature. 4. Starting at $23,495 for the base 2.5i, 3.6R models range from $28,295 to $32,095.

PREVIEW

Refreshed for 2013, the Subaru Outback remains an incredibly functional vehicle, though is moving back towards its car origins with softer edges, a slight up-tick in fuel economy and improved driving dynamics. Plus it gains some impressive new safety technology.

INTERIOR

With some subtle changes inside the cabin, the 2013 Outback continues to have all the familiarity of stepping into a classic cottage.

The Outback 2.5i model is set up with base, Premium and Limited grades. Standard features include steering wheel-mounted controls, Bluetooth, a 60/40 split fold-down rear seat (with a great recline feature) and a Hill Holder System, to name a few. The standard audio system in the 2.5i models has also been upgraded to include new tech like iPod control capability and a USB port.

The Premium grade sees added components such as a 10-way power driver’s seat and a leather-wrapped steering wheel and shifter. Also available to the Premium trim are three custom packages: All-Weather, Power Moonroof and an advanced tech package with a Harman/Kardon audio system. Separating the Outback 3.6R model from its 2.5i counterpart is that it is only available base or Limited trim.

On the next level, the Limited grade encompasses perforated leather, dual zone climate control with rear A/C outlets and a 3.5-inch display screen in the instrument cluster. The Limited grade also has exclusive additions like touchscreen/voice-activated navigation, backup camera display and satellite radio, among some of the solid features.

UNDER THE HOOD

Equipped with two Boxer engine options, the Outback offers convenient packaging and efficient power output. With a 2.5-liter 4-cylinder engine making 173 horsepower and 174 lb-ft of torque, the Outback 2.5i is a modest package with a mild bump in output, while those looking for more can opt for the Outback 3.6R. It’s engine rating remains the same, with the 3.6-liter six-cylinder continuing to make 256 horsepower and 247 lb-ft of torque.

Moving from the straight-forward engine options, the transmission and drivetrain become more confusion. Base 4-cylinders come with either a 6-speed manual or optional continuously variable transmission (CVT) automatic, while 3.6 models are available only with a 5-speed manual.

Known for equipping its models with all-wheel drive (AWD), the Outback gets a different grip system based on the transmission you choose. In the 2.5i models using a 6-speed manual, power is distributed 50/50 from front to rear, sending more power to the grip wheels when one set slips. Models mated with a CVT use what is called an Active Torque Split AWD where a clutch regulates power distribution based on driving conditions and wheel slip. And finally, 3.6R models gain a Variable Torque Distribution (VTD) AWD system that is rear biased (45:55) to deliver better handling.

Fuel economy for six-cylinder is a middling 18/25 mpg (city/highway), while manual transmission equipped 4-cylinder models climb to 21/28. The real fuel economy champ, however, is the CVT 4-cylinder, which gains a few extra miles per gallon for 2013, rising from 22/29 to 24 mpg city, 30 mpg highway and 26 mpg combined.

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2014 Subaru Forester

SPECIFICATIONS

1. The 2.5L 4-cylinder makes 170 hp and delivers 24/32 mpg (city/hwy) with a CVT automatic. 2. Turbocharged XT models get a smaller 2.0L 4-cylinder but make more power at 250 hp and 258 lb-ft of torque with a 6.2 second 0-60 time. 3. 2014 Forester models start at $22,995 with an automatic transmission, with turbocharged XT models from $27,995.

PREVIEW

The Subaru Forester has a great reputation as a capable all-weather machine that’ll rarely trip you up no matter the conditions. However, the price paid by customers in terms of fuel costs and a rapidly aging cabin was starting to wear thin. So the company quite literally went back to the drawing board and came up with an all-new model that shares very little with its ancestors.

Thoughts that Subaru just mailed in a small facelift with a couple minor updates are dashed when discovering that the A pillar – a major structural piece – was moved forward by over eight inches. Sightlines are greatly improved and the side mirrors are now door-mounted as a result.

INTERIOR

Spend time with the latest version and you'll appreciate Subaru's efforts to have its shape as instantly recognized as its Outback sibling. Although only marginally wider and longer than the popular third generation, along with a similar stretch in wheelbase, the interior is significantly airier. Most notable is the increase in hip and shoulder room thanks to some deft magic and smart engineering. The whole dashboard follows the same script, pushed away from the driver and mounted lower too, again to help improve the feeling of additional space. The rear passenger seats are now easier to access thanks to larger door openings and doors themselves that open wider. The rear seat floor is flatter too, so the middle rider isn't jealous.

Cargo space is also up about 10 percent and high-end models get Forester’s first powered tailgate that’s smartly integrated to not impinge on space. The 60/40-split seats are easy to fold flat, and expand the total area to 74.7 cubic feet from 34.4 when collapsed.

Functionally, the Forester’s cabin takes inspiration from the new Impreza and XV Crosstrek, meaning much higher overall quality materials, fewer gappy plastics and a more modern design. Sightlines and visibility are improved even though no one seemed to complain about it before.

The standard seats are decently adjustable and supportive, although during the two days of wheel-time weren’t quite as comfortable as we’d like.The leather-covered chairs in the top-end XT seemed less annoying. Every Forester comes with niceties like air conditioning, power windows, a four-speaker stereo and Bluetooth hands-free with voice activation.

UNDER THE HOOD

Motivation for most Forester models comes from the carryover 2.5-liter ‘boxer’ four-cylinder that debuted in 2010. It produces 170 horsepower and 174 lb-ft of torque, and is characterful enough when pushed. Transmissions? A new-for-2014 six-speed manual is standard replacing the old five-speed, while Subaru’s continually variable transmission (CVT) replaces the ancient optional four-speed automatic.

As we’ve seen in the Legacy and Impreza, the CVT is a double-edged sword: it makes the Forester not only faster (0-60 mph time is over a half-second quicker at 9.3 seconds) but more efficient too. The new one officially gets 24 in the city and 32 on the highway, significantly better than 21/27 from before. Even the six-speed manual with 22 city and 29 on the highway tromps the old five-speeder.

Obviously, every Subaru comes with its legendary ‘symmetrical’ all-wheel-drive system, which delivers more than enough traction when the conditions are lousy. The company’s latest trick, though, is called X-Mode, which essentially gives the Forester things like hill-descent control, a simulated low-range mode for hill-climbing and off-roading. You activate it using a switch near the gear-lever, and it disengages when you exceed 25 mph.

We had the chance to test it out during the launch event on Vancouver Island and it was more than fine crawling up, down and over some seriously scrabbly surfaces. The HDC works like most others, meaning it maintains the vehicle speed down some pretty extreme grades without the driver doing anything more than steering. Subaru claims it’s useful for more than just pounding trails, though, and figures it has some benefits on any slippery surfaces too.

On-road, the Forester has a decent feel, and is composed along even the twistiest blind crests and turns through the mountains between Nanaimo and Tofino. The brakes are easy to modulate and the CVT’s slight motorboating effect can be mostly cancelled out with the use of the steering-wheel-mounted paddle-shifters. Downshifts are especially crisp and came in handy on numerous occasions.

The six-speed manual was less certain, though. Shift-feel isn’t exactly crisp, not the satisfying action you’d enjoy with either the BRZ sports car or WRX STI rally special. The engine feels a little less lively too, although still reasonably happy to rev.

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2014 Subaru Forester XT

SPECIFICATIONS

1. A new turbocharged 2.0L boxer engine delivers 250 hp and 258 lb-ft of torque with a 0-60 mph time of 6.2 seconds. 2. A new CVT offers six simulated gears, or eight in Sport Sharp mode. 3. Fuel economy is 23 mpg city and 28 mpg highway. 4. Priced at $28,820 for the Premium, a top-level Touring starts at $33,820 (destination included)

PREVIEW

In the Subaru world, three letters are synonymous with fun: W, R and X. Prepare for a polarizing shift if you switch those with the pragmatic, family-first Forester. That is, unless the boxy bread wagon bears an XT badge on its caboose.

INTERIOR

Fuel consumption wasn’t the only place Subaru’s boxy ex-hotrod left more to be desired. At its least expensive, the “Premium” XT model still costs $28,820 including delivery. Optional equipment including a touch screen, leather seat upholstery and a suite of increasingly common safety features are all missing.

Leather and the touch screen are held exclusively in the top tier Touring trim, while blind spot monitoring, lane departure warning and lane keeping assist are part of the one available option package, which costs $2,400. It also isn’t available with the Premium trim.

Fully loaded, the car will set you back $36,220. It raises an important question: who is buying the XT model?

Still, there’s room for this powerful compact crossover in the market; from part-time hooligans, to those faithful buyers who picked up the last generation model, to disaffected RAV4 shoppers, now that Toyota dropped the potent V6 from its lineup.At that price level, it’s probably out of reach for the first generation’s crowd who might have been seen strapping STI parts on for extra power. Then again, performance nuts probably aren’t looking at Foresters any more. Most of them likely abandoned the car with last generation’s 4-speed auto.

       

UNDER THE HOOD

The Forester XT was born two generations ago with a turbocharged version of Subaru’s 2.5-liter four-cylinder engine. With an available manual transmission, aggressive styling and shocking torque, the car had street cred.

Jump to the 2014 model year and Subaru is offering an all-new Forester and the XT is faithfully in tow. Or is it?

Much has changed since the tuner’s friend graced North America in 2003 with its WRX-like hood scoop. The 2.5-liter turbo engine is gone and so, lamentably, is the stick shift (although that’s nothing new, as it wasn’t offered in the 2nd generation XT either).

In their places, Subie chose a continuously variable transmission and a 2.0-liter, turbocharged version of the Boxer four found in the new BRZ. At 250 hp and 258 lb-ft of torque, the smaller engine does have more pluck.

Not only that, but the squared-off styling leaves lots of room for carrying cargo. You’ll have 74.7 cubic feet with the seats collapsed or 34.4 with them raised.Aside from the added speed, Subaru made lengthy changes to the new Forester. The A-pillar is moved forward over eight inches to vastly improve sightlines. Blocked vision while rounding a corner isn’t an issue, and the car’s boxy proportions make it practically foolproof to park.

While some people might be turned off by how expensive the car is with leather seats, it probably indicates that Subaru buyers don’t care about smelling rich animal hide.

Instead they care about being able to take on a January blizzard like Tyson on Evander.  They care about value and capability. They care about their dog fitting in the back hanging his head over and drooling down collars. And it will do all of these things.

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2015 Subaru WRX

SPECIFICATIONS

1. A new, smaller, 2.0-liter turbocharged 4-cylinder engine makes 268 hp and 258 lb-ft of torque. 2. Subaru claims a 0-60 time of 5.4 seconds with the new 6-speed manual transmission. 3. Also offered with an automatic, Subaru has fitted the 2015 WRX with a CVT. 4. Fuel economy is 21/28 MPG (city/hwy) for the manual and 19/25 for the automatic.

PREVIEW

The WRX is the hot-rod version of Subaru's compact Impreza. Patterned after rally cars -- a form of racing that is wildly popular in Europe but widely unknown in the U.S. -- the WRX first came to the States in 2002. With its turbocharged engine and all-wheel-drive, it offered a unique driving experience somewhere between a hot hatchback and a full-on sports car.

The WRX has had its good years and its bad years, but it's always been fast, grippy and relatively inexpensive, traits that have earned it a large and loyal fan base.

We liked the previous-generation WRX, and we're smitten with the new one. Though Subaru has several significant changes, the basic character of the car remains intact: Armed with a broad, flat torque curve and a seemingly limitless supply of grip, the new WRX attacks curvy roads with the tenacity that only a turbocharged engine and four powered wheels can provide. The old WRX may have needed a little help from the aftermarket to bring out its true potential, but the new car feels complete, its surfaces smoothly sanded and its edges finely honed.

So what, exactly, has Subaru changed? Darn near everything. As with the old WRX, the new one is based on the Impreza, though most of the sheetmetal has been altered: Doors, fenders, hood, and front and rear fascias are unique to the WRX.

There's also one detail die-hard Subaru fans might not like: The new WRX is only offered as a sedan. Subaru says that by sticking to a single body style, they were able to spend more money on stiffening the structure. That's all well and good, but those who chose the WRX as a practical sportster will be left hanging, as the sedan's 12 cubic foot trunk is no match for the old hatchback's spacious cargo bay.Though the new car looks a bit tame compared to the old one, the big, functional hood scoop gives it the unmistakable look of a hot-rod Subaru. Unfortunately, the rear view is less captivating: The trunk spoiler has been downsized in the name of aerodynamics, and from the back the new WRX is as anonymous as an ordinary Impreza.

INTERIOR

Aside from the lack of cargo space, the new WRX's interior is greatly improved. Along with a bigger back seat, the WRX gets a much-needed materials upgrade: The cheap plastic trim bits that marred the old WRX are gone, and nearly everything in the new car's cabin has an upscale feel. The one notable exception is the headliner, which appears to be made of the same cardboard used to package eggs.

We liked the front seats, which are supportive, and heavily bolstered. Grippy cloth comes standard and leather is optional. Subaru has finally added a power driver's seat to the WRX's options list, along with another first, a high-end Harmon-Kardon stereo.

UNDER THE HOOD

Not that we ever turned the stereo on, because we were too busy listening to the WRX's soundtrack, an invigorating mix of gear whine, turbo whistle and exhaust blat. Though the 2015 WRX's 2.0-liter engine is 500 ccs smaller than the one in the old WRX, its output of 268 horsepower and 258 lb-ft of torque bests the outgoing motor by 3 hp and 14 lb-ft. Subaru claims a 0-60 time of 5.4 seconds with a manual transmission, fast enough to quicken the pulse but slow enough to leave room for the hotter STI version that will inevitably follow.

EPA fuel economy estimates are 21 MPG city and 28 MPG highway for the manual (which, finally, gains a sixth speed), and 19/25 for the automatic. Yep, you read that right: For the first time in several years, the WRX is being offered with an automatic transmission -- actually a CVT, or continuously variable transmission.

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