2009 Subaru Forester 2.5X Premium retains edge, adds smoothness

2009 Subaru Forester 2.5X Premium – Click above for high-res image gallery

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

2009 Subaru Forester 2.5X Premium retains edge, adds smoothness

2009 Subaru Forester 2.5X Premium – Click above for high-res image gallery

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

2009 Subaru Impreza 2.5 GT 5-Door

2009 Subaru Impreza 2.5GT – Click above for high-res image gallery

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.

2009 Subaru Impreza 2.5 GT 5-Door

2009 Subaru Impreza 2.5GT – Click above for high-res image gallery

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.