New-age Forester still quite simple
The latest New Zealand Car of the Year-winning Forester has upped the tech but kept Subaru’s core credibility, writes Richard Bosselman.
Picture the scenario: You’ve battled alone into a pristine wilderness, overcome everything Nature can chuck, set up base camp in a spectacular setting, slipped off to sleep. . . and woken to find your special place has been over-run by interlopers.
Feel for the Subaru Forester. A trail-blazer in a segment that accounted for 24,000 new registrations last year, it could now easily be lost in a crowd that simply didn’t exist when it first showed in 1997.
This new fight-back Forester will intrigue. Just the one drivetrain, no manual gearbox, no diesel, no turbo petrol. Delivering a mix of new-age tech to meet changing customer tastes yet sticking true to old-school rugged condition values that, Subaru believes, need consideration in New Zealand given one-third of our roads remain unsealed.
It’s certainly off to a good start: awarded New Zealand Car of the Year 2018 by the country’s Motoring Writers Guild just last month. It was also the Stuff Motoring Top Medium SUV for the year.
Close-set pricing means the flagship Premium on test costs just $8000 more than the entry Sport, with more luxuries and an impressive gambit of tech to show for it. So impressive.
Previously starved of some of the best stuff, it’s now almost full to bursting. The EyeSight dual camera active safety stuff delivering front and rear autonomous emergency braking finally transfers, lane-keep assist, adaptive cruise, blind-spot monitoring, drowsiness alert with facial recognition that clocks your dial and remembers individual driving positions, a sunroof, leather trim, climate control, powered tailgate, 360-degree cameras, LED headlights with auto high-beam, keyless entry and start.
Gee, I still remember the days when a Forester seemed special simply because it had an auto-hold for hillstarts. That’s gone now. As have the preceding edition’s heated seats.
One thing unchanged is that . . . well, it’s still a Forester. Practical, hard-wearing, honest, down-toearth, with a workmanlike look all of its own seemingly shaped by T-square. Just sensible, really.
Advancement comes from updating to a fresh platform; allowing for a larger body, it also brings more strength. They’ve had a 2.5-litre engine before, but this one has direct injection and mainly new parts. The transmission, suspension design, the X-Mode off-road aide (now offering a two-stage setup covering snow/dirt and deep snow/mud) represent finessing of the familiar.
Commitment to Lineartronic is now total. They’ve softened the blow by offering seven simulated shift points, depending on the driving mode. Those almost-natural shifts alone make it better than any other CVT I’ve tried and, yet, though I never came close to getting stuck, the idea of off-roading without gears leaves me edgy. Also, as with every CVT, booting it for brisk acceleration still sends the revs soaring every time, a trait exacerbated by this engine not being massively muscular down low. All in all, I could live with, but never fully love, this transmission.
This aside, the car’s character and characteristics are on message. A highish driving position reminds it will do city but prefers country; preparation for the rough also flavours the suspension tune, the brakes, steering feel and throttle response; there’s just that little bit less sharpness than you’ll get from, say, an Impreza. Hit rugged terrain and you’ll understand why it so tailors; it’s a comfort margin for when hands and feet are flying.
The compliant ride makes for a relaxed demeanour that suits its style, though don’t think laid-back comes at the expense of toughness. The more rutted, slippery and challenging the road, the better you appreciate its robustness and the benefits of the always-on four-wheel drive and the low(ish) centre of gravity that comes from the flatfour engine.
It’s the first Subaru with Driver Monitoring System. Using a camera and facial recognition to watch the driver and warn with a bleep if sensing distraction or showing signs of fatigue isn’t as Orwellian as it sounds. A potentially life-saving feature is quite sensibly calibrated – I found it would react without fail simply when I feigned falling asleep when I dropped my head, looking toward my lap – and not easily fooled. Pertinently, it doesn’t seem to matter if you’re wearing sunglasses.
The additional assist that pre-programmes your driving position isn’t quite so successful. The idea of having the face scan to acknowledge who you are and then automatically adjust the seat (mirrors and the air-conditioning) to suit sounds great, but they’ve seemed to have overlooked a fundamental: Differing driver size. I’m tall, my wife isn’t. The seat remains in the position favoured by the last driver occupying it. Fine for her, the chair simply $47,990. 2.0-litre turbopetrol four, 136kW/239Nm, 7-step constantly variable automatic, AWD, Combined economy 7.4 litres per 100km, 0-100kmh 9.5 seconds.
4610mm long,1735mm high, 2640mm wheelbase, luggage capacity 498/1768 litres, 18-inch alloy wheels.
Big step up in safety, spec and comfort; that it’s still a tough nut.
Inconsistent ergonomics; not having an orthodox transmission.
Price: Powertrain and performance:
Vital statistics:
We like:
We don’t like:
slides forward. For me? Maybe back to the drawing board on that one.
Transition to this level of assist is a bit halfhearted, too. The button count and their location frankly irks; there are so many and the location of some defies common sense. On-screen interfaces are messy, too.
It’s still a relatively compact car in exterior dimension, so won’t be hard to park, yet the additional 35mm in wheelbase frees up interior space, especially for leg and headroom, while the boot is big even before the 60:40 split-fold seats are lowered. The load floor seems to be higher – which might frustrate dog owners (whose loyalty is legend); they’ll surely be lifting in some pooches from now on. But at least it covers a full-sized spare, a rarity these days.
Provisioning higher-quality materials and plastics is a positive. It needed more plushness. Improving familial link with the XV and the Outback does no harm, either.
The CVT will challenge some and perhaps, in one or two ways, it has become a little bit too smart too soon. Yet, fundamentally, it stays true to core credos that have always seen Subaru right.