2007 Subaru Forester Expert Review:Autoblog
click above image for high-res gallery of the 2007 Subaru Forester Sports 2.5X
Subaru's Forester is well into its second generation, but the styling and driving experience isn't far removed from the unflappable friendly wagon that bowed in 1998. Why mess with a good thing?
The Forester Sports 2.5X is a handsome set of duds that sets you apart from the CUV crowd, even if you don't get the turbo motor. The black mesh grille and more monochromatic color scheme dresses up even the lightly optioned Forester we recently drove for a week. Lightly optioned doesn't mean stripped, there's plenty of equipment here and you'd only want for more if you wanted higher monthly payments. Even a basic Forester is comprehensively equipped. We're happy to report that while Subaru is all grown up from the days of the GL, the spirit of those funky rattlers remains infused in the Forester.
All photos ©2007 Dan Roth / Weblogs, Inc.
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The Forester Sports is equipped with Subaru's vaunted all-wheel-drive system, and it's more apt to consider it a small utility wagon than call it a CUV. It drives like a car, which is one of the plusses of car-based unibody vehicles, while the ground clearance allows you to shrug off unimproved thoroughfares. Being Impreza-based, the footprint is reasonable, and maneuverability is good. The two-box profile and squarish shape allows you to load a lot more into the Forester than you'd initially think. A first-generation Forester sees regular abuse at my day job; we load it to the gills with video production gear. You appreciate the functional two-box profile while marveling at the pile of C-stands, lighting gear, and production detritus you can cram into the Subie. Even without folding the seats, the cargo area is generous for a vehicle with a footprint the size of the Forester. When there's a need for more, dropping the seatbacks double the 30.7 cubic feet to 68.6. A handy load organizer occupied the floor of our tester's cargo area. It was rugged enough to have items loaded on top of it when folded, and it was a snap to open up. It kept the various small bits of things we normally travel with from smashing around the cargo area.
For $21K, you forego leather seats and an automatic, but you do get climate control, a multi-CD stereo, cruise control, and power windows. What more could you want, really? If you don't want to change your own gears, there's a 4-speed automatic available for $800. There's also a lot of accessories available so you could tailor your little Subie exactly to your liking, should you have the money. There are no individual accessories that cost more than $500, though those prices don't include installation, you could have a lot of fun carefully outfitting your vehicle for just a few dollars more.
Swing one of the frameless-window doors open and the interior materials don't scream luxury, nor do they advertise cost cutting. Other makes manage to put nicer materials in their interiors, but the Forester's fitment isn't the bottom of the class, and Subaru interiors usually wear well. Ergonomically, the Forester's relative simplicity makes it an easy car to operate. In a time where novel control schemes are hatched somewhere in the bowels of Hell, the simple 3-knob HVAC controls were refreshing. Silver trim on the center stack looks better than faux wood or ho-hum black trim, but may pick up scuffs and scratches more easily.
There's still a shallow compartment atop the dash, just like the original Forester, which is good for holding all manner of junk. The instruments are housed under a small half-moon hood and capped by a ring of brightwork. The classic white on black color palette of the gauges is eminently readable, and none are blocked by the tilt wheel. There are plenty of blank plates to remind you of options you could have gotten, too. Fabric covers the seats, and the restrained pattern looks like it will wear well. The seats themselves are manually adjusted, and offer the normal complement of tweaks, along with lumbar. Again, it's no luxury car, but the seats were comfortable, if not squishy. The cabin of the Forester is very livable. Visibility out is great, there's accommodating cupholders all over the place for your bladder-filling pleasure, and there's enough nooks, crannies, and nice touches to help the Forester live up to its reputation as a nice little utility wagon.
Twist the key - no frou frou pushbutton silliness here - and that familiar Subaru chirrchirr whirs the 2.5-liter flat-four to life. The engine is quiet at idle, and well isolated. The horizontally opposed layout quells second-order vibrations, which reduces some of the normal 4-cylinder roughness. While it's no speedster, there's enough power here for most driving tasks. Short onramps can be a little hairy in heavy traffic, and more kick from the powerplant is usually a good thing, but the naturally aspirated powerplant shares a symbiotic relationship with its host; the engine doesn't overwhelm the car, and vice versa. Clutch takeup was quick and vague, however, making us look like amateurs sometimes. An errant all-weather floormat was also interfering with the clutch pedal. With the friction point so low, and the grabby floormat edge, we had a strange first day. Culprit located and repositioned, we still found the clutch action too quick off the floor, but the drivetrain is forgiving of all but the most ham-fisted drivers, so we learned quickly how to achieve smooth results on takeoff.
Driving the manual transmission Forester is not one of those automotive joys for which we're always wistfully pining. The shift linkage is vague and rubbery, we landed in 3rd often while on a quest for 5th. The main problem, though, is the engine acting like it's got a 60-pound flywheel. Revs hang between shifts, and sometimes increase when you depress the clutch pedal, which makes it a challenge to get smooth results out of the Forester. Slow, languid shifts are rewarded. Treat it like a non-synchronized crash box and wait until the revs start to fall before engaging the next gear, and you'll go smoothly on your way without lurching.
Corners don't make the Forester turn tail and run, though there is a bunch of body roll. Chassis moves are predictable, and recovering either end is a trifle. The Forester is forgiving to the point where we wonder if our gripes come down to the wheel/tire combo and perhaps the anti-rollbar thickness that the 2.5X finds itself equipped with versus the higher-zoot 2.5XT. The XT might be the ideal Forester, still hitting all those high points at which that this model excels, while delivering more performance and sportier moves. The price jump isn't drastic, and that athletic bent suits us better, but that doesn't reduce the excellence of the Forester Sports in the least.
The overall driving experience is what we've come to expect from Foresters. It's not reluctant to rock back on its heels and go. It's also not reluctant to heel over on its beam and scare the bejeezus out of your passengers if you try taking corners at speed. A WRX it is not, at least in 2.5X guise. It's no speed demon, but there's oomph aplenty for most, and the enthusiastic demeanor gives the Forester the personality of a Black Lab - always ready to go frolic in the mud. Subaru's Symmetrical All Wheel Drive system lends a sure-footedness to the chassis, as well. You never really sense it working, but you also never really sense a lack of traction, so something must be going on down there. Pointing the Forester this way and that is overboosted steering that doesn't offer too many hints about what's going on down at road level. The uncommunicative wheel rim and extra ride sqeeziness make the Forester less relaxed on the highway than, say, the Jeep Patriot.
The price of entry is reasonable, starting at $21,695 for the ultra-utilitarian yet nicely dressed Forester Sports, and it's a pleasant environment to pass time, especially when the weather turns sloppy. The Sports trim spiffs up the Forester without breaking the bank, and while it's not loaded to the gills, there's not much that normal folk would want for. With the influx of smallish SUVs and CUVs, competition has increased around the Forester, but it's still a solid value.
All photos ©2007 Dan Roth / Weblogs, Inc.
New Car Test Drive
New Sports models.
Subaru Forester was one of the first crossover SUVs, a pioneer in this new territory where some of the most useful attributes of a sport-utility meet the ride and driving dynamics of a car. The landscape has gotten more crowded since Forester first appeared nearly a decade ago (in 1998), but recent revisions have kept it fully competitive.
The market research firm Polk has concluded that Forester inspires higher owner loyalty than just about any vehicle in production. That's easy to understand. Forester delivers the SUV features its buyers want, including a high seating position, good cargo space and a choice of superb all-wheel-drive systems. Yet Forester also offers fuel mileage and ride comfort that's more like a car, in a compact, maneuverable package. On the road it delivers good handling and braking performance. It's more practical than the typical SUV for prowling the urban jungle and better for handling treacherous weather on the highway. And the turbocharged 2.5 XT Limited is one of the more exhilarating vehicles of its type to drive.
For 2006, Forester benefited from a mid-cycle refresh, meaning extensive changes but short of a total redesign. New styling created a slightly more serious, less cutesy look. Inside, subtle changes added comfort and convenience, particularly in the back seat. The suspension was revised for both improved ride comfort and more ground clearance for off-road forays.
For 2007, Subaru has added the Forester Sports 2.5 XT, which delivers the same performance as the flagship 2.5 XT Limited at a lower price point. When ordered with automatic transmission, Sports 2.5 XT comes with Variable Torque Distribution, a new and more performance-oriented all-wheel-drive system with a slight rear-wheel-drive bias; plus Vehicle Dynamic Control and four-wheel traction control. Automatic climate control and unique trim inside and out are shared with the equally new but non-turbocharged Forester Sports 2.5 X.
There's more standard equipment in other models as well. Foresters now come standard with Electronic Brake-force Distribution (EBD). Tires and wheels on XT Limiteds grow from 16 to 17 inches. And all but the base model now come with MP3/WMA and Sirius Satellite Radio capability.
Additionally, all non-turbo Foresters sold in California, Massachusetts, Maine, New York, and Vermont are now Partial Zero Emission Vehicles (PZEV); yet they surrender no horsepower or torque to the 45-state version.
All-wheel drive is standard on all models, and Forester offers manual or automatic transmission. While no rock crawler, Forester is perfect for unpaved roads or logging trails, the conditions most encounter when venturing off the pavement. Forester is rated to tow up to 2400 pounds, enough for personal watercraft or a snowmobile but not enough for a car trailer or weightier boat.
Forester has earned a good record for reliability. It has performed well in laboratory crash tests. (Forester earned a 'good' rating, which is the highest the Insurance Institute for Highway Safety gives out, in both front-offset and side-impact crashes.) And it comes with a high level of standard safety equipment. In short, the Forester still offers a combination of SUV capability, fuel-efficiency, on-road performance and versatility that's tough to beat.
The 2007 Subaru Forester comprises six variations. All are powered by a 2.5-liter, four-cylinder, horizontally opposed engine. Models designated 2.5 X are rated 173 horsepower and 166 pound-feet of torque. The 2.5 XT models are turbocharged and produce 224 horsepower and 226 pound-feet of torque. Most Foresters come standard with a five-speed manual transmission; a four-speed automatic is optional. All four non-turbo models are sold as Partial Zero Emissions Vehicles (PZEV) in California, Massachusetts, Maine, New York, and Vermont. Power and torque ratings remain the same as for 45-state models ($200).
The 2.5 X ($21,195) comes with air conditioning with an air filtration system, 100-watt AM/FM/Weatherband stereo with single-CD player and four speakers, tilt steering, cruise control, fog lights, foldable power side-view mirrors, power windows, a rear window wiper/washer, power locks with remote keyless entry, digital outside temperature indicator, 60/40 split rear folding seatbacks with a center armrest, roof rack, security system, a cargo cover and various cargo-securing aids behind the rear seat. Wheels are 16-inch steel with 215/60R16 all-season radials.
The Sports 2.5 X ($21,695) upgrades to Anthracite Black cloth upholstery, automatic climate control, a 120-watt stereo with better speakers, in-dash six-disc changer plus MP3/WMA/CD-RW capability, Sirius Satellite Radio, and an auxiliary input jack for iPods and other MP3 players. A black mesh front grille and a special front bumper distinguishes Sports models; the roof rack crossbars are deleted, ostensibly for a sleeker look, but can be added back as an option.
The 2.5 X Premium ($23,695) adds four-wheel disc brakes, limited-slip rear differential, 16-inch aluminum-alloy wheels, an eight-way power driver's seat, heated front seats, upgraded interior trim, heated exterior mirrors with integrated turn signals, windshield wiper de-icer, leather-wrapped-steering wheel and shift knob, and a power moonroof.
The 2.5 X L.L. Bean Edition ($26,695) comes standard with a automatic transmission (so keep that in mind when comparing prices). Additional functional items, compared to the 2.5 X Premium, include an auto-dimming rearview mirror with built-in compass, a security system with shock sensor, and a self-leveling rear suspension. Unique colors with contrasting metallic lower-body cladding and special wheels distinguish the L.L. Bean Edition. Inside, it features beige seats trimmed with leather and Alcantara fabric; a Momo wood-and-leather steering wheel; hard, water-resistant material in the cargo hold; and stitched L.L Bean logos on the front seats and floor mats.
The Sports 2.5 XT ($25,995) shares the appearance package and standard equipment of the Sports 2.5 X, plus the 155-watt, seven-speaker stereo; unique instruments; 215/55R17 tires on 17-inch alloy wheels; four-wheel disc brakes; limited-slip rear differential; functional hood scoop; chrome-tipped exhaust; aluminum front door sills; engine immobilizer; and, when ordered with automatic transmission, electronic stability control, traction control, and a unique rear-biased all-wheel-drive system Subaru calls Variable Torque Distribution.
The 2.5 XT Limited ($27,895) combines much of the Sports 2.5 XT's performance equipment with all of the Premium's luxuries, plus Desert Beige or Anthracite Black leather upholstery and aluminum-finished roof rails.
Safety features include dual-stage front-impact airbags, front-passenger side-impact airbags and active front head restraints designed to minimize whiplash injuries, anti-lock brakes with electronic brake-force distribution, and all-wheel drive. Electronic stability control and traction control are available on higher-level models.
The Subaru Forester won't be confused with other cars. Restyled for 2006, its appearance is unchanged for most 2007 models. Forester isn't likely to turn a lot of heads, although its sculpted aluminum hood, and particularly the working air scoop on the 2.5 XT models, subtly cry for attention.
New for 2007, the Sports models feature sporty black mesh grilles and uniquely contoured front bumpers.
Compared to the typical mid-size SUV, Forester is a small vehicle, but it makes efficient use of interior space. It is, by intent, a fairly boxy machine, and its beauty lies more in its functional design. Despite its upright shape, the Forester is impressively aerodynamic, with a sedan-grade 0.36 coefficient of drag. Other things being equal, the more aerodynamic a vehicle is, the less wind noise inside and the better its fuel economy.
The Subaru Forester is not tall by SUV standards. Yet its seating position is relatively high, providing more of the commanding view that many buyers seek in an SUV. Forward visibility is less likely to be obstructed by other vehicles than it is in the typical sedan. Indeed, visibility is great in all directions. The driver peers through an expansive windshield and big side glass with thin A-pillars. A wide rearview mirror and big outside mirrors provide an excellent view rearward.
The driver's seat is simple to adjust, but it can be tailored for a wide variety of tastes and sizes, and it has good bolstering. The adjustable steering wheel has good range.
Rear-seat riders get good leg and head room, even with the optional moonroof. The rear seats were improved for 2006 with more thigh support. A fold-down armrest provides access to storage in the seatback.
New for 2007: Interior trim has been revised with new bottle holders added to the front doors. And the ashtray has been banished, replaced by storage bin on base models and an auxiliary audio input jack on all others.
Materials inside the Forester have been steadily upgraded over the years, to the point where all are decent quality. The instrument panel and controls are efficiently designed. Three big HVAC knobs make it easy to adjust temperature and airflow.
The upgrade stereo in our 2.5 XT Limited produced good quality sound. The gauge cluster is highly legible. We like the fluorescent-look backlighting on the turbo models best.
The optional leather interior looks and feels stylish. The L.L. Bean model features a Momo wood and leather-wrapped steering wheel and matching shifter handle. The water-resistant surface on its cargo floor and rear seatback extends up the cargo area sidewalls.
The Forester has great cargo capacity for its size. Lowering the 60/40 split rear seat increases that capacity from 31 cubic feet to 69 cubic feet. That's comparable to some compact SUVs (Ford Escape, for example, with 29 and 66 cubic feet, respectively, with and without the back seat in place); less than others (like the Honda CRV, with 36 and 73 cubic feet). Those who put a premium on cargo space should note that the lower headliner on Foresters equipped with the moonroof robs 2 to 4 cubic feet of cargo volume.
The standard retractable cargo cover sits high enough to accommodate taller objects, like a big cooler. Plenty of hooks and tie-downs add versatility. A side storage pocket contains a 12-volt power outlet, and there's another 12-volt outlet in the front center console.
Despite its compact dimensions, Forester accommodates the needs and physique of a wide range of people. It also protects them well in an accident. Passive safety features are among the best in small SUVs, and Forester has earned the highest possible ratings for crashworthiness in frontal-offset and side impact crash tests conducted by the Insurance Institute for Highway Safety (IIHS).
The Subaru Forester works superbly well on gravel, dirt and other types of unpaved roads, and performs swimmingly in rain, snow and icy conditions. The Forester is the perfect transport on logging trails in the Pacific Northwest, for example or for getting to a Michigan trout stream on a sandy two-track. Moreover, the Forester is excellent for inclement weather in just about any locale. Its variable all-wheel drive systems work better in driving snow on the Interstate than the typical dual-range four-wheel drive system in truck-based SUVs.
Consider this: Forester is much better than nearly any SUV that comes to mind for driving the way most people drive most of the time, that is, on paved roads, back and forth to work, to dinner and a movie, or collecting the kids at school. It rides better. It's more nimble and it gets better mileage. The Forester is also more pleasant, even more fun to drive, than just about any SUV. It will run circles around most of them. It handles more like a car and can be driven like a car. On an icy mountain road snaking along a bottomless precipice in a driving storm, we'd prefer to be in a Forester than in a truck-based SUV. The reason is that it stops and turns better.
The Forester 2.5 XT Limited we tested goes past fun and approaches exciting. The XT's turbocharged, intercooled 2.5-liter, dual-overhead cam, four-cylinder engine makes 226 pound-feet of torque, or about 36 percent more than the base Forester engine. Yet the XT engine isn't the least bit peaky or finicky. Thanks to Subaru's experience with turbocharged engines from years racing in the World Rally Championship, there are no turbo lags or bugs, period.
Variable valve timing (VVT) helps, by eliminating the inherent compromises of a fixed-timing engine and delivering an amazing balance of lower-rpm torque and free-breathing horsepower. Horsepower peaks low enough to be effective in most driving situations, while off-the-line torque comes on strong as low as 2500 rpm. Simply put, the Forester XT's are very fast, and the power is so steady and even that there's almost no clue that you're wrangling a turbocharged engine. It's so much fun that you'll want to floor the gas pedal at every opportunity, just to feel the exhilarating rush of acceleration.
There's a drawback, to be sure. The XT's require more expensive premium fuel for maximum performance. Other Foresters do not, nor do many SUVs. There's also a mileage penalty. Our XT automatic rates 21 mpg city, 26 highway, according to the EPA. That's less than normally aspirated Foresters (23/28 automatic, 22/29 manual), but still a lot more than most SUVs.
The standard Forester engine delivers decent acceleration, to be sure. It can't match the exhilaration underfoot with the turbo, but plenty for merging onto a crowded freeway. Subaru's horizontally opposed engines share their design concept with Porsche's highly regarded boxer engines. The advantage is good power in a compact package, and a low block height that helps lower the center of mass in the car. Subaru has perfected this design. Subaru's four-cylinder engine isn't as smooth as some, but company engineers have done a good job insulating the Forester's interior from the vibration.
The five-speed manual transmission works well. The gear ratios deliver a good mix of acceleration and quiet cruising, even if the throws between gears are long. The Forester's shifter will neither delight the senses nor irritate to the point that it overwhelms what's good in the car. Subaru's Hill Holder clutch is a useful feature, particularly in San Francisco, Seattle and other hilly towns. It prevents the car from rolling backwards as the clutch pedal is released on a hill.
The automatic transmission gets the same middling rating as the manual. It's not the quickest to downshift, and in some circumstances it seems to get confused as to wha.
Even as crossover SUVs proliferate, few can match the versatility built into the Subaru Forester. Forester brings it all, or almost all: great all-weather, all-road capability, solid dynamic performance on pavement, passenger/cargo flexibility, lots of useful features, fuel economy, lots of safety equipment and good crash-test scores at a reasonable price. It can even be fun to drive. And now, thanks to the new Sports 2.5 XT, you can have the visceral rush of the turbocharged Limited for almost $2,000 less.
J.P. Vettraino filed this report to NewCarTestDrive.com from Detroit.
Subaru Forester 2.5 X ($21,195); Sports 2.5 X ($21,695); 2.5 X Premium ($23,645); Sports 2.5 XT ($25,995): L.L. Bean Edition ($26,695); 2.5 XT Limited ($27,895).
Options As Tested
4-speed automatic transmission ($800) includes Active All-Wheel Drive; rear cargo tray ($70).
Subaru Forester 2.5 XT Limited ($27,895).
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