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Subaru

2012 Subaru Impreza 2.0i hatchback

Vehicle: 2012 Subaru Impreza 2.0i hatchback w/Sport Pkg
Price as tested: CDN$24795

Performance: Subaru has always been nicknamed as “Japanese Saab” mainly for its quirkness. Their transformation from a quirky into a mainstay manufacturer is about to complete with the introduction of the new Impreza. Can both mainstream and quirky be co-exist in one sentence? We will have the answer at the end of test drive.

Engine downsizing has becoming a welcoming trend with the raising gas prices. Instead of following its competition by giving a small displacement a forced induction boost, Subaru decided to drop the engine displacement on its unique flat-4. The engine displacement has been dropped from 2.5 liters to 2.0 liters, while the hp has been decreased by 22 and torque dipped 25 lb/ft. It makes this flat-4 provides 148 ponies and 145 lb/ft of torque, from this DOHC 16-valve unit with variable valve timing and electronic throttle advances. As expect from a Subaru flat-4, its distinctive boiling water exhaust note remains. Whether you like or not, it remains as the integral part of Subaru personality. Our Sport Package tester comes with the standard CVT. While there are many who lamented the lack of torque converter with CVT’s driving chacteristics, we are always liken for its seamless and efficiency. Based on the engine load, CVT usually revs up to the engine speed with ideal rpm before it hangs on there for maximum efficiency. In Impreaza’s case, it has matched with its flat-4 engine’s character relatively well. Given its pricepoint, this CVT doesn’t create the annoying raw engine sound which has made some found annoying. That’s mainly thanks to its manumatic mode, in which driver is able to control the desired rpm on which they like to. This paddle shifters, on the other hand, are able to kick-in at whenever modes. In fact, we have liked this application more than the one we tested in Outback and Legacy few years ago. In terms of refinement, smoothness and NHV; Impreza has rated up there with anything in its segment leaders. The throttle response is decently quick while provide more than willing performance at all rev ranges.

Handling: When you put the flat-4 engine in the centerline of the engine bay while adding the assymertrical AWD, which is a proactive system. This Subaru assymetrical AWD has always been considered as one of the world’s best AWD, mainly thanks to its proactivity while keeping the Impreza going even with one wheel has traction. It provides plenty of grips through Sport Package’s 17″ tires. Subaru has addressed the complaint on which many have found the previous Impreza a bit soggy when pushed through twisties. The new Impreza has returned with crisp turn-in, sharp reflexes and sporty feel which associate with this unique Japanese brand. The steering continues Subaru’s hallmark great feel and feedback. Its extremely precise without feeling twitchies, on the other hand, it tracks the road on the right path with top-notch on and off-center feedback. The suspension is comfortably compliant while absorbing all the roughness with ease. In fact, its ride quality will be one of the major selling points. The major reason is we found its ride quality is not only match but beaten many of the best riding competitions, namely Mazda3 and Ford Focus. When it comes to balancing handling and ride, Subaru has always done a marvelous job. Combining the forte of an excellent AWD and a state-of-the-art stability control really have this brand on the top of the chart.

Brakes: As with all Subaru, Impreza comes with 4-wheel discs, 4-channel and 4-sensor ABS standard. Subaru pedal feel used to be feel spongy to the travel. The new Impreza has provided sure-footness stoppability. It also comes with brake-force distribution and brake assist, which rounded up the active safety nicely. ABS has acted accordingly about wrap up the whole dynamic equation.

Interior: With a low liftover, narrow side sills and fold-down rear seats which completely go flat into the floor, Impreza’s luggage space is as versatile as anyone can imagine. Combined with a privacy cover and a nice storage space at the bottom of the trunk, no wonder Subaru consistently sold more hatchback than its equivalent sedan. What’s more impressive is the new Impreza adds 100 more liters of luggage space to the existing car, both sedan and hatchback.

If you are able to remember the Subaru of the early days, its interior layout and materials tend to be very quirky. The 80s XT and Loyale are prime examples. With the new Impreza, both have gone from being left field into right field. There are nice soft-touch materials on the dashboard, while everything else is nicely attired and very initutitve. The velour seats are very well-made and comfortable, while auto climate control has adjusted to temperature efficiently and effectively.

The flameless windows of Subaru of ole has created plenty of wind noises. With the flamed windows in the new Impreza, it makes for a much quieter ride.
There are more than enough head and legrooms for rear passengers while having three at a bit of a squeeze.

Conclusion: I love the way Subaru transforms a little quirky duckling into a caterpillar. :) Subaru should be considered as a classroom example of transforming a great brand from being quirky to mainstream. The new Impreza is a prime example. It has become mainstream without losing the perishable character of this unique brand. The infusion of the new flat-4 engine with superior fuel economy, safety and performance-enhanced AWD and looks which are more pleasing to the eyes. It really shown mainstream and quirky can be happily live together in a tidy package.

Competitions:
Hyundai Elantra Touring
Kia Forte5 hatchback
Mazda3 Sport
Toyota Matrix
VW Golf

OVERALL VERDICT FOR 2012 Subaru Impreza 2.0i hatchback
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 4.5/5

2011 Subaru Forester

Vehicle: 2011 Subaru Forester 2.5X Touring Package
Price as tested: CDN$28695

Performance: The biggest highlight to the revised Forester has to be its powertrain. In the past, one has to stick with the base 165hp 2.5 liter which is only adequate when it comes to performance. Or opt for the uplevel 2.5XT’s forced induction turbocharged motor for some real ponies. For 2011, Subaru has addressed Forester’s power issue with the DOHC 16-valve flat-4 which bumps out 170hp and 174 lb/ft of torque. While both the horsepower and torque’s ratings aren’t making a huge difference, the seat-of-the-pants feel has been much improved. Gone is the base Forester’s sluggish and remedies when pushed through mid and upper rev range, with much more responsive throttle-in right from the get going on the low rpm. That’s huge improvement when its time to merge onto freeway or just on a traffic light turning left. However, Forester still stick with the 4-speed automatic. It needs at least 2 more gears to give this engine more space to stir the pot on all the sweetspots. Its just 2 gears too short for this engine to work its way properly.

Handling: The Forester has always been judged as one of the most capable crossovers on the market. The latest revision hasn’t made any dent on this very reputation. While the suspension is comfortably compliant for both driver and passengers, while riding on all those rough pavements. Its firm enough to give any enthuisasts a bit of driving fun when its time to push the Forester through the corners. Mated with Subaru’s assymertical AWD which has to be considered as one of the better systems on the market. Its really hard to get Forester out of the picture except driver is going to do any nasty behaviour. The steering feels prompt and direct, with exceptional precision, which already has become a hallmark of Subaru’s dynamic equation. Combined with the Vehicle Dynamic Control which acts uninstrusively, while serving as a second defence to the AWD. The body rolls are well controlled while only some terminal understeer when pushed.

Brakes: With 4 wheel discs and standard ABS, the latest Forester continues to impress with its braking prowess. The stopping distance is short while pedal always feels solid and reassuring. Gone is the mushy brake pedal of Subaru in the past. In with the strong and fade-free brakes which is capable of handling couple of harsh stops without breaking a sweat.

Interior: At the back of the Forester, it all begins with a nice low lift floor with squared side sills. Then add Subaru’s standard plastic floor mat, fold down rear seats and minimal wheel instrusions. Forester has done exceptionally well when it comes to luggage space. If there is one drawback, however, its the rear glass should open independently. Sadly, it doesn’t.

The rest of the interior is very well layout. Anything from climate control to stereo are logically placed yet initutive. In the past, Subaru interiors used to have weird materials with quirky layout. New Forester is pretty much as mainstream as it does without going left field.

Conclusion: Subaru’s latest revision to the Forester will continue to keep it competitive alongside the new rivals. The improvement in base powertrain certainly makes out the most of the already excellent crossover, then add Subaru’s reputation on affordability and reliability. It is definitely a crossover that worth a note when its time for a car shopping.

Competitions:
BMW X1
Toyota RAV4
Honda CR-V
Kia Sportage
Hyundai Tucson
VW Tiguan

OVERALL VERDICT FOR 2011 Subaru Forester
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2011 Subaru Impreza WRX STi A-Line

Vehicle: 2011 Subaru Impreza WRX STi A-Line
Price as tested: CDN$44100 (Estimated)

So how does the optional 5-speed manumatic able to move the best bang for the buck performer? In fact, it moves it surprisingly well given its only the regular automatic transmission instead of the dual-clutch gearbox which has been ever so popular recently. In normal circumstances, those automatic gearbox usually make those turbocharged 4-cylinder engine produces annoying amount of turbo lag. In STi’s case, 305 ponies of forced induction spool up quickly and efficiently. The gear ratios are low enough for swift bottom-end acceleration while 5th gear is perfect for highway cruising. Mated with the paddle shifters that allow manual override, it gives driver far better way to control the engine’s sweetspots. The SI-Drive also has the ability to change the driving characteristics significantly. Put it into “Sport Sharp”, it makes the already sporty driving experience even sharper. The transmission changes gear at higher rpm while suspension tighten up.

The rest of the driving experience continues through STi’s dynamics. The recalibrated suspension matched with Si-Drive continue its hardcore dynamics for track driving, without losing any of the comfortably compliant for daily driving.

Along with its hatchback versatility and superb bucket seats, the rest of the interior is typical STi. That means its all about functionality.

Although we would prefer the real driving experience of a 6-speed manual, those who don’t want to have any left leg pain during traffic would definitely prefer this 5-speed manumatic. Its all about comfort and civility without losing STi’s legendary performance prowess.

Likes:
Overall execution
Performance-oriented 5-speed manumatic
Handling dynamics
Superb driving position

Dislikes:
Not a dual-clutch variety
Interior materials

Competitions:
Mitsubishi Lancer Evolution
VW Golf R

2011 Subaru WRX STi

Vehicle: 2011 Subaru WRX STi Sport Tech Package
Price as tested: CDN$41595

Performance: Don’t fix a mouse trap when the mouse trap isn’t broken. That’s exactly the dliemma Subaru had to face when its come to redesign their iconic WRX STi. Is the latest generation really the best WRX ever produced? We will have the answer after this review.

While the base WRX has 265 hp and 244 lb/ft of torque, which are more than capable to challenge many of those hot hatches in its price range. Its the STi’s uptuned DOHC 2.5 liter 16-valve flat-4, with 305 ponies and, more importantly, 290 lb/ft of torque, is the real deal. Both of these engines not only share the same distinctive engine note, which has been famous for Subaru’s flat-4 turbo powertrain. They are both lack of turbo lag when pushed. In the past, WRX with automatic has nasty turbo lag at around 3000rpm. On the STi, the turbo spools up quickly and efficiently without any hestiation. The “Sport Sharp” mode in Subaru’s SI-Drive has enhanced its throttle response dramatically. The “Sport” is more than enough for most daily driving. On the “Intelligent” mode, its best leave for enhancing the most fuel efficient driving manner during day-to-day traffic jam. On the other hand, the Active Valve Control enhances the middle and upper end performance. That makes the STi one seriously quick beast on all speeds, as long as you are willing to risk your driver’s licence. Mated with this world-class powertrain is the standard 6-speed manual gearbox. Not only does the clutch is progressive while offering good feedback. The gates are short and precise, while the gear ratios are perfectly match for STi’s performance character. On a side note, Subaru is developing a new series of flat-4 engines with direct injection technology. With STi’s engineering prowess put through anyone of those turbocharged flat-4, you can surely bet the next WRX STi will have even more serious fun than all those preceding it. That will be included the one we are testing here.

Handling: While the platform of the current STi remains the same one introduced back in 2008, the redesigned front strut front and rear double wishbone suspension have given the car an even more planted feel. Combined with the nifty DCCD, which is able to shift the power distribution of the center differential. Which has the ability to shift between 41/59 to 50/50. The best mode, however, is to leave it at “Auto”. Because its good enough even for aggressive track driving. The “manual” mode, however, is for those who is really hardcore on the racetrack. With the manual mode at the most aggressive setting, any enthuisast can have a beautiful rear-wheel drift when exiting a corner. The revised suspension combines sharp handling prowess with supple ride quality. The steering is sharp and precise, without all those twitches one expects from a performance car fo this caliber. While anyone would expect STi to ride like many of those rough riding sports cars. It does not. The suspension is comfortably compliant while absorbing those patholes and roughness of what we called Canadian roads. Its firm, European firm but its certainly far from being harsh. There are minimal body rolls, while understeer is well-tempted. Then add the uninstrusive electronic stability control, which is an added security shield on top of Subaru’s famed assymertrical AWD. Its really hard to get the STi out of control except for some reckless driving manners.

Brakes: With 4-wheel Brembo discs and standard ABS, the STi has to be considered as one of the best brakes I have ever tested. The stopping distance is short, while pedal feels firm and reassurring. Even after a couple of harsh stops, it remains fade-free. At this end of the price ladder, you can hardly find any brake pedal better than this combination.

Interior: WRX interior used to mean austere and basic. With the introduction of the STi Sport Technology Package, you can load it up like any luxury car does. With the airy sunroof and efficient auto climate control, its extremely well-equipped for such a performance car. What really impressed me are those superb bucket seats. They hug driver in all the right places without feeling confining. Same as the sports steering which provide excellent grip for driver’s hand. The leather-stitches on the steering are top-notch in its execution.

After a 3 year demise, the STi sedan is back! Even though customers are always right when they are wrong, Subaru has no choice but to bring back a “sedan with a trunk”. Hatchback is the most practical when you have the same dimensions. But unlike those in Europe, American (unlike Canadian) dictate sedan is a more “appropriate” choice in the mainstream.

While we already lamented the awkward proportion of the current Impreza sedan, adds STi’s typical “hanger” type rear spoiler, make the back looks even more terrible. While this large rear spoiler adds huge benefit to the downforce at high speed, its blocking half of the visibility from the rear-view mirror.

On top of that, the trunk is mostly well-layout with fold-down rear seats. That’s despite of the instrusive trunk hinges and narrow side sills.

Conclusion: On the top, I have asked the question on whether this is the best WRX ever produced. The answer is a definite yes. You won’t be able to find any car costing the same as STi, is able to provide the same bang-for-the-buck. In a nutshell, the WRX STi will continue to be on my “I have to own” list of favourite cars.

Competitions:
Mitsubishi Lancer Evolution
VW Golf R

OVERALL VERDICT FOR 2011 Subaru WRX STi
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Follow-up test: 2011 Subaru Impreza 2.5i Sport

Vehicle: 2011 Subaru Impreza 2.5i Sport 5-doors automatic
Price as tested: CDN$26695

When you asked anyone to name an affordable AWD with proven reliability, decent build quality and versatility to boot. Subaru would be the name to mention. Impreza is the car that should take the title. As you can get a base sedan over above 20 grand to a loaded hatchback with Limited Package for less than 30 grand.

Subaru decided to ditch its hallmark wagon in flavor of hatchback in the current iteration of Impreza. Although it might have lost some of Subaru’s quirky character during transformation, it haven’t lost anything in terms of overall execution.

Our tester comes with the optional sports package which consist of larger wheels, front foglights, bluetooth, moonroof and halogen headlights. This package is the most attractive of the Impreza range, as it slots above convenience package and below the leather-lined Limited.

Subaru’s proven 2.5 liter SOHC flat-4 with 170hp and 170 lb/ft of torque provide more than capable performance even with the additional weight of symmertrical AWD. However, it needs a gearbox with more gears. As 4-speed automatic has limited the wider use of gear ratios to better use of this powertrain. It would also make the engines less buzzy on the highway. With either a 5 or 6-speed automatic, better yet, with a paddle shifters. It would make Impreza a more attractive buy.

Handling wise, its competent and reassuring. Thanks to the platform with share with the rocket WRX and STi, its solid and rigid while providing a great foundation as a family car. As with Subaru, its confidence enough to provide driving pleasure through nicely weighted steering and well-calibrated suspension geometry.

Given the physical dimension, there are plenty of cargo space with or without the rear seats completely fold flat. The interior feels spacious and well layout.

The latest Impreza is the right step to bring Subaru into a more mainstream market. Its not as quirky as Subaru of the past without losing any of its unique character. The addition of an excellent AWD plus a well suited chassis should be it into anyone’s shopping list.

Likes:
World-class AWD
Handling and ride compromise
Overall chassis balance and composure

Dislikes:
Price on a loaded Limited
Subpar interior materials
Sedan’s generic looks

2010 Subaru Outback

Vehicle: 2010 Subaru Outback 2.5i Limited Package
Price as tested: CDN$35795

Performance: Starting on 4th generation of Legacy, the only wagon bodystyle available is the Outback. Regular Legacy wagon is no longer available as Subaru thinks it doesn’t have enough demand to justify its existence in the marketplace. The subject of our test drive is the new Subaru Outback.

The 3rd generation Subaru Outback is only powered by 2 engines. The base 2.5 liter SOHC flat-4 16-valve with both 170 hp and lb/ft of torque, or the uplevel 3.6 liter flat-6 with 256 hp and 247 lb/ft of torque. The base 2.5 is what most would choose given its price point and performance. This flat-4′s 170 lb/ft of torque might seem not much in its class, it certainly gives its job done relatively well. That’s especially true with its maximum torque arrives at 4000 rpm. The mid-range is surprisingly peppy while top range seems to fell a bit. But still, its able to move Outback Limited with authority. The throttle response is instant without being abrupt. That distinctive Subaru engine note remains intact. After years of refining the powertrain, this flat-4 is as refined and smooth as any in-line 4-cylinders anywhere in the world. The new Outback is standard with one of the world’s best CVT gearbox. To put this into perspective, we have always love Audi’s Multitronic and Nissan’s Xtronic. Both of these have always been considered as the world’s best CVTs. Subaru used to produce CVT before in the Justy era. The new Lineartronic is just that. It provides the best of both world when it comes to gearbox efficiency with much smoother gear changing sensation for ultra fuel efficiency. It also have paddle shifters for those who want to control the rpm on the steering. In short, a very delightful performance package indeed. If the only drawback to the CVT gearbox in the new Outback, is what mated with the base 167hp 2.5 liter engine, it tends to get rough and noisy when accelerating from 0 to 100 km/h

Handling: Given Outback’s higher ride height than standard Legacy, most would have thought its not a capable handler as its supposed to be. In Outback’s case, its a complete opposite. The Outback drives just like any sportswagon, just with slightly higher center of gravity. The Legacy platform provides exceptional chassis rigidty and stiffness, which means there are zero rattles and cracks when pushed through railroad tracks. The Outback rides surprisingly well, as it absorbs all the patholes and roughness, what we called poorly paved Canadian roads. Combined with Subaru’s assymertrical AWD, its really hard to nail the Outback to its ugly head. The most pitiful, however, its the Vehicle Dynamic Control, isn’t available with the 2.5i. One has to opt for the flagship 3.6 before getting this active safety feature standard. The steering, as expect, provides Subaru’s hallmark feel and feedback with wonderful precision. While there are quite amount of body rolls and understeer when pushed, its all but very well-tempted with a nice calibrated suspension.

Brakes: With 4-wheel discs and standard ABS, the new Outback provides excellent pedal feel. The pedal feel strong and solid, while the modulation is easy and have some lives to it. ABS only acts up at the right time is the added bonus.

Interior: Fold the 60/40 split fold down rear seats, you can put anything else into the back of the Outback. The biggest bouns is the cargo area is squared like a box. As the old saying goes, the boxier the design, the more practical the space is. The same goes for Outback’s cargo space. Subaru designers have put lots of cubbyholes plus a nice plastic cargo net, in order for any messy stuff one has to put at the back.

As with the new Legacy, Outback’s interior materials are all from the top shelf. This is definitely the best interior Subaru has ever come out with. There are plenty of soft-touch plastic on the dashboard and door panels. The leather seats are made from nice cow hides, which is both supple and comfortable.

Conclusion: Instead of calling it an Outback, Subaru should renamed it as the SUV. As the Outback offers the best of both “Sport” and “Utility” in an attractively attired package. It got plenty of power, handles exceptionally well and superb comfort. It is also more affordable than most SUV on the market.

OVERALL VERDICT FOR 2010 Subaru Outback
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2010 Subaru Legacy

Vehicle: 2010 Subaru Legacy 2.5GT
Price as tested: CDN$38395

Performance: Subaru’s latest offering in the mid-size sedan comes in 3 flavours. The base 2.5 liter flat-4 that comes with 170hp up to flagship flat-6 3.6 liter with 256hp. In between the 2, its the highlight of our test drive. The new Legacy with DOHC 2.5 liter flat-4 and a turbocharger. With the addition of a turbocharger and a double overhead instead of single overhead cam, this Legacy has 265 ponies and 247 lb/ft of torque, which is 9 more horses and 11 more lb/ft of torque than the equivalent 6. In the other trim level, Legacy is finally available with what Subaru called Lineartronic CVT gearbox. However, on our GT tester. It only comes standard with a 6-speed manual gearbox. What is really surprise us, is the latest Legacy’s manaul gearbox has surprisingly long throw compares to Subaru of the past. While the clutch is light and progressive, the manual gearbox doesn’t have the defined gates and smooth shift as we used to be. On the other hand, Subaru’s known horizontally opposed turbo 4-cylinder engine is a smooth operator. Its also completely lack of any turbo lag. The turbo starts to spools up whenever driver nails the throttle. It is also willing in the mid and upper range without feeling any breathless. Subaru flat-4′s distinctive engine note remains intact with the latest Legacy.

Handling: Its always hard to fault Subaru’s driving experience. As it all begins with a solid and stiff chassis, which is completely free of any cracks and rattles. The latest Legacy has taken this one step forward. New Legacy’s chassis rigidty is on par with anything from Germany. Add to Subaru’s famed assymertrical AWD system and a sports suspension in our latest GT, this Legacy is a very capable sports sedan. Not only does the AWD system works exceptionally well in all kinds of weather, its also a proactive system that is seamless in its operation. It also works with Subaru’s VDC as the 1st level of security. The vehicle dynamic control won’t step in unnecessarily until the AWD works its worth. That means the VDC will always remain uninstrusive and allow driver to have some oversteer before actually steps in. Add Subaru’s hallmark steering feel and feedback, which as always, provide excellent roadfeel and ultra precise. Along with acceptable amount of body rolls and understeer, you get a very satisfying dynamic package. Last but not least, Legacy turbo has a supple yet controlled ride which is both comfortable and offer excellent body motion control.

Brakes: With 4-wheel discs and standard ABS, the latest Legacy has stopped accordingly. The stopping distance is short while pedal feel sure-footness and confidence-inspiring. Unlike Subaru of the past, the latest Legacy’s pedal has some lives to it. The Brake Assist doesn’t grab driver’s right leg as much as many of its rival’s systems do. ABS, on the other hand, only steps in whenever its necessary.

Interior: Subaru interiors used to have some weird design with quirky materials. The latest Legacy has finished exceptionally well. Not only does everything else has placed ergonomically, they are user-friendly as well. The automatic climate control placed below the stereo for better access. All the controls are large enough to operate with glove hands in the winter. The instrumentation gauges are clear and analog. The leather seats are well-foamed, comfortable and made with high-quality leather hides. In terms of plastic materials, the latest Legacy uses all the top-notch materials. That means there are plenty of soft-touch plastic around the dashboard and door panels.

The rear seat is equally spacious, as there are plenty of space for 3 passengers aboard.

When it comes to trunk space, the new Legacy has scored well with uninstrusive trunk hinges. Unlike some old school poppy leaver hinges, this kind of hinges won’t crashed into the eggs and vegetables you put in the trunk. While the liftover is high, the side cut-off is pretty well. That’s despite the trunk opening is pretty narrow. With the 60/40 split fold-down rear seats, the latest Legacy is a very versatile sports sedan.

Conclusion: The new Legacy has signalled Subaru’s transformation from a quirky manufacturer to mainstream manufacturer is about to complete. As the Legacy has everything to complete with all the mainstreamers, along with the benefit of Subaru’s famed assymetrical AWD and great driving dynamics. But it doesn’t mean this transformation is all good. As the 4th generation Legacy doesn’t have any wagon offering on this side of the earth, since Subaru thinks those who purchase a Legacy wagon would opt for the Outback. Not a smart move given how loyal Legacy wagon owners tend to be.

OVERALL VERDICT FOR 2010 Subaru Legacy
=====================================
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4.5/5

Overall rating: 4.25/5

2009 Subaru R1

Vehicle: 2009 Subaru R1
Price as tested: HK$92130

Performance: Even though Subaru is a brand name associates with great performance and driving abilities, R1′s performance prowess is nothing more than any Japanese kei-cars which are more suitable for daily commute than any track event.

The subject of this test drive, R1, is powered by a minature 658cc DOHC in-line 4-cylinder 16-valve with adjustable valve timing. Because of R1′s tiny size, its not cost-effective to engineered Subaru’s legendary flat-4 into this mickey mouse engine bay. This 54hp mill has proper amount of acceleration for a K-car, even acceptable consider its Subaru roots. Throttle response is decent enough for quick acceleration, in relative to others of same level of engine displacement, for active safety. 64 lb/ft of torque’s plateau at 4000rpm seems more than reasonable. Once accelerate, you have to get used to all those rough engine noise that translate into the cabin noise. The best engineering aspect of this tiny powertrain is the use of CVT. With the use of CVT, it can deliver this little mill into a more efficient manner instead of filtering through the torque-slipping torque converter of those traditional automatic gearbox. That means it delivers power more effectively and efficiently than many of R1′s competitions.

Handling: R1′s platform also shares with its 4-door silibings, the R2. What it differs from R2 is R1 hosts a stiffer suspension and shocks for sportier handling and better driving experience. Platform wise, R1 has stiff enough platform for its basic suspension design to hang its heads. Given R1′s tall center of gravity on a short length with long, once again in relative to other K-cars. R1 handles more confidently than R2 when pushed because it tends to hang itself better before it settles after lots of body rolls and terminal understeer. R2, on the other hand, felt softer with more pronounced body rolls. Steering wise, it continues Subaru’s tradition of providing plenty of great feedback and precision. Its responsivness and lack of twitches have seperated both R1 and R2 from other K-cars I have ever driven. If I have to name one car company which consistently engineered great steering feel right from the bottom of the hierarchy to the top, Subaru definitely on the top of the list. The ride quality is surprisingly civilized, as in the beginning, R1 has fundmantal flaw when it comes to wheelbase and overall length. It absorbs bumps and roughness in decent manners.

Brakes: Given R1 has a curb weight of 810kg. Its front discs/rear drums have done a really good job. The stopping distance is short and modulation sharp. Even if it builds at the price point, it doesn’t have the usual brake numbness once assicates with this sort of basic transportation. If Subaru is able to afford ABS standard on both R1 and R2, as with the rest of the Subaru product portfolio, it could well become the best brakes in the entire K-car universe.

Interior: If you are looking for acceptable amount of cargo and rear seat space, R1 is not your type of car as both are at premium, even by K-car standard. R2 is more acceptable for rear passengers even though the access is better.

As for the rest of the interior, R1′s use of materials have to be considered as one of the best in this price range. Although there remains plenty of hard plastic materials, Subaru designers have dressed it up with nice moldings and color combination which make them look far classier and fancier. Our tester’s red velour seats with black dashboard remind me of some more expensive car. The rest of the layout is typical K-car simple. Simple dials for air conditioner and clear instrumentation. That’s despite I found the stereo buttons a tard too small.

Conclusion: At the time of our writing, Subaru has announced they will stop producing the R1 and R2. The next R1 and R2 will be produced by Daihatsu, which is another brand owns by automotive giant: Toyota. Given the execution of R1, its level of engineering and attention-to-details are something that are Subaru exclusive and will definitely benefit Daihatsu in the long run. Subaru’s engineering prowess will be better leave to making those great high-performance machines. :)

OVERALL VERDICT FOR 2009 Subaru R1
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 2.5/5

2009 Subaru Impreza WRX 265

Vehicle: 2009 Subaru Impreza WRX 265 5-doors
Price as tested: CDN$34895

Performance: When Subaru introduced the current WRX last year, who would have thought they will come out with a more powerful and tigther version of its very likeable performance car.

While all of them are all based on Subaru’s tried-and-true 2.5 liter flat-4 DOHC 16-valve turbocharged engine block, there are 3 different flavors between the base WRX to the flagship STi. While the base WRX has 224hp and STi scores 300hp, its the middle 265hp that is the subject to this review.

So how does the extra 41 horses and 18 lb/ft of torque measure up? It makes the already potent WRX a much more responsive and willing car from the same motor. The message on the powertrain through engine mapping and exhaust really have this matter. Even if Subaru has upped the turbo boost, it doesn’t have the annoying turbo lag one associates with small turbocharged motor especially those from Subaru. The result is the turbo spools up as soon as you step on the willing gas pedal. In terms of throttle response, let’s just say its as good as the engine. 5-speed manual gearbox is the only transmission on the 265 version. While the 224′s gearbox feels a bit notchy and rubbery, 265 has much better shifting feel. Clutch is light and progressive with a ideal bipping point. Even if both the shifting and clutch feel aren’t as engaging as the superb unit on STi, it really does improve a lot over the 224 version. However, we still wish for an additional gear on both 224 and 265 for a less buzzy highway ride.

Handling: Other than the extra ponies under the hood, 265′s biggest highlight has to be its Dunlop 225 series 17″ tires. It provides plenty of grip when pushing the 265 through corners. Subaru has managed to correct the much criticized body rolls on 224 with the 265. The 265 has much tighter body motions. That means there are fewer body rolls than those with the 224. As it enters a corner, the body is able to take a set quickly and efficiently with minimal body rolls. Both understeer and oversteer have been kept to a minimal when pushed. With stiffer springs and upper strut mounts taken out from STi, it doesn’t come as a surprise that 265 received as much attention as its more race-breed silibing. The steering is quick while providing all the right feedback and resposiveness we expect from a Subaru. On another note, combining Subaru’s famous assymetrical AWD and an electronic stability control, have added active safety to the already entertaining dynamic package. In short, a job well done.

Brakes: With large 4-wheel discs and standard ABS, 265 has as much braking prowess as one expects from a WRX. The stopping distance is short while pedal is easily modulated. ABS doesn’t step it unnecessarily is an added bonus.

Interior: Slip behind the wheel of 265, its typical WRX fanfare. The biggest highlights are the red stitching and WRX logos on the awesome sports seats. It remains a very functional interior with all the right instrumentation and switches placed at a perfect place. While it certainly lacks emotion in terms of interior design, its more than make up for its excellent ergonomics and superb driving position.

Conclusion: With the introduction of the 265, Subaru’s WRX family is about completed. The 265 worths every dough over the standard 224. It got a swifter engine, a much tighter handling package and even a more cheerful interior. If you find the 224 just a bit too blend and STi is out of your reach, 265 could well be the perfect compromise in the WRX family.

OVERALL VERDICT FOR 2009 Subaru Impreza WRX 265
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2009 Subaru Forester

Vehicle: 2009 Subaru Forester 2.5XT Limited
Price as tested: CDN$34895

Performance: As with its predecessor, the new Forester is powered by both a turbo and normally aspirated horizontally opposed 4-cylinder engines. Both engines feature DOHC, 16-valve. On the normally aspirated version, it features an intelligent active valvelift system while turbocharged version just use a standard type. While the base 170 ponies and 170 lb/ft of torque normally aspirated version is more than capable in moving this 1500 kg beast through the 4-speed automatic gearbox. Its the potent 224hp turbo version that gives Forester a serious punch. Consider this is the detuned version of the 2.5 liter turbo engine in the astounishing STi performance car, this is a willing powertrain that is able to give Forester a true sleeper status. With 226 lb/ft of torque arrives at 2800rpm, it has no shortage of low-end grunt. Its also surprisingly smooth off-the-line due to the lack of turbo lag. Just like the latest WRX and STi, Subaru has refined its personality with more refinement as a trade for the hardcore character. Despite that, Subaru flat 4′s distinctive engine note remains intact. On the other hand, its as willing to rev as any Subaru engines have gone before. Unforunately, there is one major flaw. While this 4-speed automatic with manual shift has been a proven technology for Subaru products, this Forester needs a 5 or 6-speed for better highway gearing. Both the turbo and normally aspirated flat-4 feel buzzy at high rpm despite of its rev happiness. Thankfully, the gear ratios for 1st and 2nd gears are low enough for quick acceleration and elimination of turbo lag. Both the 5 or 6-speed automatic would work much better with these powertrains. Consider Subaru is an engineering-driven company, it shouldn’t be hard for them to engineer a superb automatic for all of its products.

Handling: Subaru has always been known for its superb chassis dynamics, great suspension calibration and AWD system; the new Forester is no exception. This assymertical AWD really gives us lots of confidence when pushing it through corners, even if we tested it during the heavy rainfall in May. Its a fool-proof system that provides active safety for daily driver and wonderful driving dynamics for enthuisasts. The steering, as with all Subarus, provide excellent feedback and responsiveness. Its level of precision is the other side of a Porsche. Its really the best of what you expect from a crossover. While there are some body rolls and understeer, both have been very well-controlled despite of Forester’s high center of gravity. We have to give nod to Subaru engineers for designing a Vehicle Dynamic Control that remains uninstrusive even in a crossover. Its not stepping in until it rears its ugly head. This is both an enthuisast and consumer-driven system that please both buyers. Ride comfort is both firm and comfortable. It soaks up bumps and patholes with suppleness, while completely lack the softness we have experienced in some of its peers.

Brakes: Subaru’s 4-channel, 4-sensor ABS with 4-wheel discs have provided world-class braking performance in this Forester. The stopping distance is short, while pedal is firm and easy to modulate. Even under the heavy rain, the ABS won’t kicked in until absolutely necessary.

Interior: Subaru interiors have gone a long way in just a few short years. Their interiors used to have quirky but cheap materials. Forester is the best example of Subaru interior have gone rich and mainstream. The leather seats have nice grain with decent support. Layout has been similar to the Impreza, as Forester has shared platform with its smaller silibing. The instrumentation gauges are clear and analog. With stereo placed above auto climate control for excellent ergonomics. As with the Impreza, the driving position is driver-oriented thanks to the perfect positon of pedal, steering, shifter and seat.

There are enough rear headroom but the legroom remains fall short of its rivals.

The cargo layout is excellent. With a low liftover, a squared cut-off and plenty of storage spaces; you can basically haul anything in its 872 liters with the rear seats unfolded. With the rear seats completely fold-down, Forester is able to haul 1784 liters of cargos.

Conclusion: When Forester first incepted in 1998, it has quickly become the benchmark of its segment thanks to its smart packaging and swift driving dynamics. A decade and 2 generations latter, Subaru continues to make the best even better. The base version has enough grunt to move groceries for its target audience, its the full boost turbo version that is able to put smile on everyone’s face.

OVERALL VERDICT FOR 2009 Subaru Forester
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Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2008 Subaru Impreza WRX STi

Vehicle: 2008 WRX Subaru Impreza WRX STi
Price as tested: CDN$44995

Handling: Driving dynamics has always been STi’s trademark, the new one is no exception. With the advanced DCCD, or Driver Control Center Differential, set in “auto” mode. This STi is just about unbeatable in every curvers and corners, any enthuisastic driver can do a beautiful 4-wheel drift by just using this setting. Along with Subaru’s nifty SI-Drive. My personal preference is to set DCCD at “auto” and SI-Drive at “sport sharp”. Steering feel is sharp and precise, with the usual full of feedback both on and off-center as one expects from a Subaru. It got tons of grips when pushed through corners. As experienced on a tight track, this STi could well be one of the quickest cars I have ever driven through the autocross track. Only take a backhand to lighter handlers like MX-5 Miata and Elise. On the open road, its as capable without losing its daily drivability through the smart setting of its capable suspension. It doesn’t ride like its on an unladen full-size truck. In fact, it rides quite comfortably for a sports car as capable as this STi. The cornering is flat and confidence-inspiring. Best of all, its multi-mode VDC, or Vehicle Dynamic Control, really customizes to every driver’s needs and wants. Whenever you want to push this STi into the limit on a racetrack or just cruising on the highway, this system truly adapts to your needs. “Traction” mode would be my favourite through the track while “normal” mode best leave for daily driving. As one expected from STi, or WRX in general, there is a slight understeer when pushed into the envalope. When it reached the outer end of the limit, it begins to oversteer. However, all of these are done in a much more civilized manners than all the STi have gone before.

Performance: As with the previous STi, this latest iteration uses the 2.5 liter horizontally opposed 4-cylinder DOHC 16-valve turbo with strengthened components. It bumps out 305hp and 290 lb/ft of torque. Even though the numbers might seem lacking compares to many of those V8 supersedans, in real life experience, it doesn’t. The throttle response is brisk and response astonishing. With 0 to 100 km/h in 4.9 seconds, this little hatchback could eat many of those sports cars for lunch. The whole turbo delivery is so linear, it doesn’t have any turbo lag. The turbo always in the sweet spot whenever driver needs it. Equally impressive is its close ratio 6-speed manual gearbox. The throws are short and gates precise. Clutch is light and progressive.

Brakes: As with its dynamic abilities, STi’s braking performance is equally astonishing. The standard brake calipers are all wrapped up in Brembo, with large discs around and Super Sport ABS. It has one of the best braking performance I have ever experienced. The stopping distance is short and pedal feel is just about damn perfect. Firm, solid, reassuring are just about the descriptions for the whole braking system.

Interior: The biggest highlight of STi’s interior has to be its leather/Alcantara sports seats. It provides plenty of back and thigh supports whenever an enthuisastic driver pushed this puppy hard into every corners. The automatic climate control is effective enough to provide warmth in minus degrees weather. The rest of the instrumentation gauges, use of materials and ergonomics are typical WRX fare.

Conclusion: With the introduction of the new STi, Subaru is just about to make a great car even better. Its more civilized to drive for most ppl. More comfortable without losing its composure. More power without sacificing the fuel economy. And, best of all, its more practical thanks to its hatchback configuration.

OVERALL VERDICT FOR 2008 Subaru Impreza WRX STi
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2008 Subaru Impreza 2.5i/WRX

Vehicle(s): 2008 Subaru Impreza 2.5i Sport Package 5-door with automatic
2008 Subaru WRX 4-door sedan
Price as tested: CDN$25995 (2.5i) CDN$32995 (WRX)

Performance: Medium and spicy are best descriptions for Impreza’s engine choices. The entry-level 2.5L SOHC flat-4 16-valve best describes as medium, as it pumps out 170 horses and pounds feet of torque. Even if its maximum torque arrives at 4 grand, as well as matched with 4-speed manumatic, it still has plenty of go despite of AWD’s hefty weight penalty. As with all Subaru’s normally-aspirated 4-cylinder engines, this powerplant has that distinctive “boil water” engine note. Even at 300 meters away, one can still notice there is a Subaru flat-4 driven by. Its performance at high rpm is an equally delightful surprise, as it is willing to rev to 6000 rpm. What we are little disappointed is Subaru refused to put out 5 or 6-speed manumatic consider all of its rivals already got one. The 4-speed automatic has a tendency to hunt for gears despite the up/downshifts are smooth. Given Subaru is an engineering-driven company runs by driving enthuisats, they better give consumers 5-speed automatic sooner better than latter.

However, its the spicy 224 hp 2.5L DOHC turbo flat-4 which really makes a difference. With the torque of 226 pounds feet arrives at 2800rpm, power has never been an issue with WRX. While the outgoing WRX always seems to have some turbo lag, all the lag has gone for smooth turbo spools up. The rawness of turbo kicks in after lag has become one smooth transition in its latest iteration. Matched with this spicy engine is the 5-speed stick shift. The clutch is light and progressive, as well as having a very user-friendly grabbing point. This stick shifter has nicely defined gates if the throws are bit too long for my liking. However, WRX’s turbo-4 is crying out loud for a 6th gear even though its revving at 2400rpm @ 100 km/h. The extra gear would make it a more comfortable highway cruiser. It just doesn’t feel refined enough consider Subaru wants new WRX to be a refined highway cruiser as much as a capable handler as it used to be.

Handling: Subaru products have always been known for exceptional driving dynamics, the new Impreza is no exception.

Even with the standard suspension and 16″ wheels on the 2.5i, it remains as a capable handler. The steering has the Subaru hallmark feedback and precision, while the stability control remains as uninstrusive until it reaches the end of the envalope. Ride quality is comfortable yet absorbing all the roughness on the pavement. The biggest criticism, however, its the base 2.5i doesn’t even come with stability control as an option. One has to pay $2500 to upgrade to sport package to get stability control. Even though Subaru has an excellent symmertical AWD system, a stability control is a very important active safety feature these days.

To make things even better, WRX scores with an extremely capable sports suspension and 17″ wheels. As capable as standard car does, this one is just make a good car a great car. The cornering is flat and body rolls are minimal. Stability control is even less instrusive than in the 2.5i. Steering ratio is faster, which makes WRX’s steering sharper and more precise.

The outgoing WRX, especially STi, had been very easy to reach limits but equally easy to lost control for unskilled drivers above limits. The new version, however, is much more controllable at and beyond limitations. The contributing factor is Subaru engineers have dialed in more understeer before oversteer starts to occur. Some might called it too forgiving but others might said its better for insurance purpose.

Brakes: Before we start praising Impreza’s braking prowess, we should started questioning how Subaru Canada packages the safety feature. On the base 2.5i, you got front discs/rear drums with ABS. Only you have to upgrade to sport package in order to get 4-wheel discs with stability control. Yes, you got lots of extra features for that extra 2k. But can we just make all the necessary safety features as standard even on base car??

Packaging aside, both 2.5i and WRX have proven to be as capable on its braking performance as its dynamic abilities. The stopping distance is short while pedal feels firm and solid. 4-wheel discs with 4-channel really have a desired effect on this aspect.

Interior: The new Impreza’s interior is very well layout if a bit blend for my liking. All the Subaru’s quirkness has gone for mainstream. The use of materials and fit-and-finish have taken a huge step forward at the same time. Although its still not yet reached the best-in-class standard, its possibly the most delightful Impreza interior ever built.

The instrumentation gauges are clear and analog. When starting the ignition, the speedometer would give it a nice dance for a complete check-up of all the components. WRX’s tachometer remains on the center of the dashboard.

Both the manual and auto climate controls are very effective. The ergonomics on the center console has been very well done, with stereo placed on top of of climate control.

With the 40/60 split fold-down rear seats, Impreza’s cargo area is very versatile despite of the high liftover. We found sedan’s trunk a bit swallow but a surprise for hatchback.

Conclusion: Subaru has managed to make each succeeding Impreza a better car than its predecessor, the same goes for the new version. This has to be the best Impreza ever produced.

On the other hand, there have been lots of controversies when Subaru decided to ditch its proven sportswagon for the sake of hatchback. As well as tempting of WRX’s raw driving feel for the sake of a more refined driving experience. Will all of these changes a successful move for Subaru? Time will tell. But the debates will certainly going on for years to come!!

OVERALL VERDICT FOR 2008 SUBARU IMPREZA/WRX
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Performance: 4/5 (2.5i) 5/5 (WRX)
Handling and ride/fun-to-drive: 4.5/5 (2.5i) 5/5 (WRX)
Interior/ergonomics/user-friendliness: 4/5 (2.5i) 4/5 (WRX)
Fit-and-finish/build quality: 4/5 (2.5i) 4/5 (WRX)
Cargo/accessibility/layout: 4/5 (2.5i) 3/5 (WRX)
Value-for-money: 4/5 (2.5i) 5/5 (WRX)

Overall ratings: 4/5 (2.5i) 4.5 (WRX)

2008 Subaru Tribeca

Vehicle: 2008 Subaru Tribeca Premier Package
Price as tested: CDN$52495

Performance: The revised Tribeca finally got the power it needed. Gone is the sluggish 245hp 3.0L flat-6 and come with the new 256 hp 3.6L. Although 10 ponies don’t look much, it feels more powerful and responsive when the driver needs it. As for torque, it jumps from 247 to 215 lb/ft of torque. Once again, it isn’t a significant jump but works much better when both arrive at 4400 rpm. The extra horses and torque make for a much better use of Tribeca’s chassis. It also mates with a 5-speed Sportshift that matched with the engine well. Although we are disappointed its not the rumored 3.0L Biturbo, this 3.6 already got the job done relatively well. We just wish Subaru engineers are able to message 30 more horses to be competitive in this segment.

Handling: As one expects from a Subaru, Tribeca got a wonderfully stiff chassis and well-calibrated suspension. The assymetrical AWD works exceptionally well with its chassis. The result is the Tribeca feels more like a jacked-up sportswagon than an SUV. The steering is typical Subaru sharp and precise without being overly sensitive on the highway. Ride quality is comfort, the well-damped suspension absorbs every bumps and nuts.

Brakes: With Tribeca’s 4-wheel discs, 4-channel/4 sensor ABS, its braking performance is nothing less than impressive especially when you consider it weights close to 2 tons. The stopping distance is short while pedal feel is solid.

Interior: Tribeca has always been regarded as the best interior Subaru has ever made, its revised version is no exception. Better yet, Subaru has improved its use of materials even further. The wraparound dashboard with aluminum trim give it a very classy and elegant feel, which is something we never said regarding Subaru interiors.

Unfortunately, its 3rd row of seats remain cramped and uncovered by side airbags.

Conclusion: Although the revised Tribeca finally receives the engine and styling that it desperately needed in day 1, it still hasn’t reached the class leading status yet. We just hope the complete rehaul will give it a more a sensibly designed package, especially regarding its side airbag and 3rd row seats.

OVERALL VERDICT FOR 2008 SUBARU TRIBECA
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Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3.25/5

2007 Subaru Legacy 2.5GT Spec-B

Vehicle: 2007 Subaru Legacy 2.5GT Spec-B
Price as tested: CDN$44995

Performance: The biggest highlight to Spec-B, other than the Bilstein performance shocks, is the advance of Subaru’s SI-Drive. This SI-Drive has a desired effect when set it into “sport sharp” mode. This flat-4 turbocharged engine is more energetic at around 2500rpm when pushed, while the exhaust note has a solid rumble sound that is more in tuned with Spec-B’s sporty character. The “sport” mode is a more sporty mode than the economy-oriented “intelligent” mode which provides more gentle throttle response, as well as a nifty green light to give driver notice on upshifting. This design encouarges the driver to keep in the most economical rpm. Everything else this SI-Drive is connected to Legacy’s electronic throttle. By moving the I-Drive esque knob in the center console, driver can choose between “light”, “mild” and “spicy”. Back to the 243 hp flat-4 turbocharged 16-valver. This unit is as impressive as ever, as it doesn’t have any turbo lag with distinctive horizontally opposed engine note. The 6-speed unit, which is exclusive to Spec-B, has nicely set-up ratios and decent clutch.

Handling: The Spec-B stands for Bilstein performance shocks. The same set of shocks already gone into the impressive WRX STi rocketship. Given LGT’s already impressive ride and handling compromise, all these shocks have given it a flatter cornering ability. Along with Subaru’s well-renowed symmetrical AWD and low center of gravity, thanks to its flat engine configuration. Its handling dynamics can easily be mistaken as a sports car. Even if it does handle like a sports car, its ride quality is supple and firm without losing the comfort of a family car. On the other hand, Spec-B’s VDC is an uninstrusive type. It only kicks in to save during nasty situations.

Brakes: 4-wheel discs with standard ABS have provide excellent pedal feel. Spec-B has the best pedal feel in Subaru history, second only to the STi. The pedal is firm and linear, without all the mushiness typical of Subaru in the past.

Interior: The biggest difference between standard LGT and Spec-B is the use of “Alcantara” in the center portion of its leather sports seats. Its more supportive and grippy when flying through corners. Other than that, its the usual Legacy interior. Once again, Legacy’s interior has always been considered as Subaru’s best efforts.

Performance aside, the biggest improvement to Spec-B is the addition of 60/40 split fold-down rear seats. You finally can have both fun and practicality if one is looking to buy a performance Legacy sedan.

Conclusion: With the introduction of Spec-B, Subaru finally has a car that can run with any German top-tier sports sedans. It has a great engine, wonderful handling dynamics and, finally, practicality to boost the whole package. Those who are looking to buy an STi with less “boy racer” image can have something more understated to haul their whole family. If Subaru is going to make a Spec-B with wagon bodystyle, its going to be close to perfect. However, there is another issue that Spec-B is never going to be perfect. And that is price. Even if Spec-B has 243 horses and top-notch AWD to run with the best of European AWD sedans (A4 2.0T Quattro/328Xi particularly), Subaru just doesn’t have the cachet to charge such a premium. In short, its really a pity!

OVERALL VERDICT FOR 2007 SUBARU LEGACY SPEC-B
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 2/5

Overall rating: 4/5

2006 Subaru Impreza WRX

Vehicle: 2006 Subaru Impreza WRX
Price as tested: CDN$35495

Performance: The biggest change underneath the WRX has to be its engine. The new 2.5L flat 4 has replaced the outgoing model’s 2.0L engine as WRX’s sole engine, on the other hand, the awesome STI remains using the higher boost version of the 2.5L turbocharged flat-4 as in the more mainstream WRX. Thanks to the extra displacement, the annoying turbo lag at 3000rpm in outgoing WRX has become a thing of history. In with the more smooth delivery of 230 horses and 235 lb/ft of torque. The throttle response is just “right away” as you take it off-the-line. Due to the lack of turbo lag, the acceleration is much more linear and user-friendly. Its also offer much better control of the powerband through the rev range. There is no shortage of power at every rev range in this powerplant. With its well-matched gear ratios and decently feel clutch, the 5-speed stick shift works magically with this powerplant.

Handling: The outgoing WRX has always been a great driver’s car, this revised version is no exception. While it retains its handling sharpness and driver feel that have become a hallmarks of WRX, its rebound damping has made for a better ride quality than before. Pushed through the corners, WRX reacts like a sports car does. The aces on the cake has to be its wonderful symmetrical AWD. The symmetrical AWD combines with the lower center of gravity of horizontally opposed engine are just 2 of the reasons why WRX aces through the corners. The cornering is flat and predictable. Steering feel is excellent with lots of weight and feedback. Its overall crisp feel with plenty of grips really made WRX a lots of fun-to-drive.

Brakes: As expected, WRX’s 4-wheel discs with ABS and 4-channels/sensors system provide braking performance as its handling. The stops are short and straight, while the pedal feel solid.

Interior: Although WRX has gone through its 3rd revision in its life cycle, its interior ambience still lacking. While Subaru has put some better materials and features into its latest revised version, it still feels cheap. On the other hand, the driving position and controls are as easily find as before.

Conclusion: The more refined transformation of power from the new 2.5L really transformed WRX from a good car to a great car. All of this extra performance without losing its hard-edged character and affordable price tag will surely make it more appealing than ever.

OVERALL VERDICT FOR 2006 SUBARU IMPREZA WRX
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4/5

2006 Subaru B9 Tribeca Limited

Vehicle: 2006 Subaru B9 Tribeca 5-passenger Limited
Price as tested: CDN$45195

Performance: The Tribeca uses the same flat 6 poweplant as the Outback, which is a 3.0L DOHC 24-valver unit that bumps out 250 horses and 219 lb/ft of torque. The throttle response is plenty while nothing spectacular. Matched with this engine is a 5-speed Sportshift with manumatic variety. The shifts are seamless and crisp without Subaru’s usual gear hunting syndrome. This horizontally placed engine still has that distinctive engine note when pushed. Its also surprisingly refined and flexible after years of Subaru’s experience of tuning this engine. The level of NVH and refinement are probably the best Subaru to date. While its certainly not up to the quietness of a Lexus, it should be judged as the most refined and quietest Subaru ever.

Handling: Since Tribeca is based on a tried-and-true Ouback platform, its chassis stiffness and ridigty are undoubtable. Its solid and completely free of rattles. The road manners are still very much Subaru which means decent steering feedback and response, along with controllable body rolls and safe understeer when pushed. The assymetrical AWD also has a desired effect as its a proactive system. Whenever there is one wheel stuck, you can still keep going thanks to its smart power distribution. On the other hand, Tribeca has a ride quality that is on par with the class standard. It absorbs washboard pavement and expansion joints with ease. Its standard VSC is an effective system for keeping the vehicle on track despite it kicks in a bit too early.

Brakes: The 4-wheel discs with standard ABS provide better than average pedal feel. Unlike some of the previous Subarus I have driven, the pedal feel and modulation are easy to control. You also don’t need to nil the pedal til the last inch before the car comes to a complete stop.

Interior: The interior of the Tribeca is very well layout. Along with clear and analog instrumentation gauges, a logically layout automatic climate control and a stereo that placed high on the dashboard. The interior materials are probably the best from Subaru. Unfortunately, there are still some flimsy plastic pieces that won’t let you forget its a Subaru. Another pet peeve is the multi-function display that shows the temperature and radio informations tended to wash out during sunlight. However, the leather seats are comfortable with plenty of support, despite the leather feels more plastic than many leatherette seating surfaces available on the market.

On the back seat, there are plenty of head and legrooms. You also got a nice center storage slicing out from the armrest.

Subaru has done a very good job of laying out the cargo area. There are plenty of cubbyholes finished underneath the nicely carpeted hatch. You also get a nice 40/20/40 split fold down rear seats for maximum versatility. It really shows Subaru’s experience of building utilitarian wagon.

Conclusion: The Tribeca is indeed a very competent SUV considered its Subaru’s first effort. It got a competent powerplant, decent handling dynamics, comfortable and got one of the best AWD on the market. Here lies the rough. While you can get the same package in a similarly priced H6 Outback VDC, which is also a jacked-up wagon with “off road” image. Does it necessary to pay the same price for a 5-passenger Limited and over 50k for a 7-passenger version? Since H6 Outback’s sales volume already nothing to write home about, its even harder for market to swallow an over 50 grand Subaru.

OVERALL VERDICT FOR 2006 SUBARU B9 TRIBECA LIMITED
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Performance: 2/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 2/5

Overall rating: 3/5

2005 Subaru Legacy 2.5i

Subaru Legacy 2.5i short review
======================
Price as tested: CDN$28995

Just like its 2.5GT silibing, 2.5i has both sedan and wagon available. With 168hp and 166 lb/ft of torque, this engine is more than adequate for most daily driving. Its a surprisingly flexible and refine engine considered its nature, which is to serve as a safe daily driver for those who don’t need to extra performance of a GT. Dynamically, it handles as well as GT through corners.

Even though the 2.5i tester I drove is the base model, which means it doesn’t have leather seats and auto climate control. It still has the high-quality, tactical feel of all Legacies. Everything inside has a substantial feel that lacks in Subarus of the old days.

If you are looking for a family sedan that comes with sporty intentions and AWD without too much horsepower, 2.5i should be a worthy contender especially in base form. Its also a more competitive car in Legacy product range given its better pricing scheme over the high-performance model.

Overall rating: 4.5/5

2005 Subaru Legacy 2.5GT Limited sedan

Vehicle: 2005 Subaru Legacy 2.5GT Limited sedan with 5-speed Sportshift
Priced as tested: CDN$37495

Performance: The biggest highlight of new Legacy GT has to be its engine. The 2.5L horizontally opposed 4 cylinder DOHC 16-valver is basically a detuned version of STi’s awesome powerplant. With 250 horses and lb/ft, power has never been an issue. There are tons of low-end torque and its willing to rev through the rev range. It also doesn’t have obvious turbo lag for smoother power delivery. Throttle response is exceptional. Its surprisingly quiet and refined for a family sedan with sporty intentions, given this engine shares with a rocketship. On the other hand, the 5-speed Sportshift allows you to shift pass redline when driven enthuisastically. There is one drawback, however, is its relatively lazy to upshifts in auto mode. Other than that, its a very good system that is smooth and downright responsive when needed. All you need is to rev for upshifting if you are too lazy to use manumatic mode.

Handling: Legacy begins with a great chassis that is stiff and lack of flex, along with Subaru’s proven assymertrical AWD and you got an extremely balanced car in twisties. The steering has great feedback and responsiveness, its also surprisingly precise. There is a slight amount of understeer and body rolls when pushed through corners. As I have experienced in an autocross track, its a very agile and dynamic car that shines itself through the pylons. The suspension is firm for aggressive driving without sacificing the ride comfort. Thanks to the right amount of suspension stiffness and spring damping, Legacy probably has the best ride/handling balance in the Japanese mid-size family sedan segment. However, the tires are not as capable as chassis itself when pushed. If I happen to buy this car, the first thing to do is to ditch the tires.

Brakes: With 4-channel, 4-sensor ABS and all wheel discs. The pedal feel and moduation are excellent. It also got great pedal effort when needed. Upon trying a few hard stops from 80 km/h, its stops are short and straight without any serious fades.

Interior: Inside the Limited tester, it all comes in one way which is loaded. It got a nice sets of leather sports seats, clear analog instrumentation gauges and climate control/stereo knobs large enough for human beings. There are also plenty of head and legroom at the backseat. The use of materials and build quality are remarkable improvements over its predecessor. There are plenty of soft-touch plastic and textures that make it feels like an upscale car. However, there are 2 large drawbacks in this Legacy. Firstly, the leather seats feel slippery and texture feel more vinyl than a leather. Secondly, the lack of 40/60 split fold-down rear seats really kill the practicality equation although it got a ski pass through.

Conclusion: This generation has to be the most revolutionary of all the Legacies ever made. It finally got the performance and interior it deserves. With the turbo engine, you can view it as a toned-down, less boy-racer like and more gentle STi for the family. It also has better performance than most V6 family sedans and entry-level premium luxury sports sedans. On a contrary, here lies the problems. While many people who are looking for a family sedan is not looking for rocket-like performance, those who are shopping for a premium sports sedan think Subaru has charged its price tag too much due to the lack of cachet. The 38 grand Legacy GT could repeat the history of the underappreciated SVX sports coupe a decade ago if Subaru doesn’t price the GT right in between a loaded Altima/Camry/6/ Accord V6 and A4 Quattro 1.8T/C240 4Matic/325Xi. Or, better yet, offer H6 3.0 from the Outback wagon as an optional engine that could appeal more to the “appliance” public who are shopping at Accord and Camry.

OVERALL VERDICT FOR 2005 SUBARU LEGACY 2.5GT LIMITED SEDAN
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Performance: 5/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 4/5

2005 Subaru Outback 3.0R H6 VDC

Vehicle: 2005 Subaru Outback 3.0R H6 VDC
Price as tested: CDN$38995

Performance: The Outback’s flagship R model is powered by a horizontally opposed DOHC 24-valver 6 banger. This engine is good for 250hp and 219 lb/ft of torque. Unlike the H6 of the outgoing Outback, the current iteration never felt sluggish off the line. Its finally a powerplant that is responsive enough to compete in the field of V6 crossovers. Typical of horizontally opposed engine configuration, H6 continues to have the distinctive engine note that should sound familiar to current Subaru owners. Other than that, this engine has top-notch refinement and performance to satisfy most people’s needs. Although Subaru has finally addressed the lazy nature of its auto tranny in previous Outback, current car’s 5-speed Sportshift still has some laziness in auto mode while performs admirably in manumaitc mode. As with the powerplant, this tranny is extremely refined. The laziness means its unwilling to upshifts at the right rpm that driver’s right foot demands. You really have to hammer down in order to get it moving.

Handling: Outback has always been a capable crossover and its rightly so. It all begins with a rigid chassis, a solid symmertical AWD system and, with the tester, VDC. VDC stands for Vehicle Dynamic Control which is a system that braking the offending wheel when it detects a slip. It is a high threshold system that doesn’t intervene until absolutely necessary, it allows enough threshold for drivers to enjoy themselves with a slight amount of over and understeers. Although its higher than the sportier Legacy wagon, it still feels sporty among the field of crossovers like Highlander and Pilot. It got plenty of steering feel and great response, as well as controllable understeer when pushed. It is a crossover that can considered itself as a sportswagon when needed. The ride comfort is excellent which absorbs bumps, washboard pavements and expansion joints with ease.

Brakes: With 4-channel, 4-sensor ABS and 4-wheel discs. New Outback finally got the pedal feel that it should get in day 1. The previous spongy, numb brake pedal feel and poor modulation efforts of all previous Outback have gone for good. Its a change for good considered there is also a powerful turbo Outback available in the stable.

Interior: This has to be considered as one of the best interior efforts from Subaru. Unlike the previous car, this one got plenty of soft-touch plastic and classy velour that feel more like an upscale vehicle than a cheap econobox of old. Seats are comfortable with easily found driving position. Instrumentation gauges are clear and analog. It also features a nice dance back and forth as you start the car. They even think of clever touches like large knobs for stereo and auto climate control. There are plenty of head and legroom for back seat passengers.

In terms of cargo space, its wide and large with low liftover and tons of cubbyholes. It also features a neat bucket underneath the floor. That shows Subaru’s experience in producing wagons for years.

Conclusion: Outback was the savior to Subaru franchise in North America because it offers country ruggedness without sacificing city capabilies. Over the years, it has evolved into a more luxurious package. With the introduction of the newly refined H6, it finally a contender to take on premium crossovers like BMW’s X3 and Lexus’s RX330. It got the Bimmer beats for refinement, quality, value and performance and latter for handling dynamics. In short, a car you shouldn’t overlook when shopping for a crossover.

OVERALL VERDICT FOR 2005 SUBARU OUTBACK 3.0R H6 VDC
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Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.25/5
Fit-and-finish/build quality: 4.25/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4.5/5

2004 Subaru Impreza WRX STi

Vehicle: 2004 Subaru Impreza WRX STi
Price as tested: CDN$46995

Performance: STi uses different turbo engine than the “garden variety” WRX. It uses 2.5L horizontally opposed DOHC 4 cylinder turbo engine that bumps out a whopping 300 horsepower and 300 lb/ft of torque. The power delivery is nothing short of amazing as it screams through the 0 to 100 km/h in under 5 seconds, that is faster than both Audi S4 and BMW M3. Unlike the standard WRX, STi doesn’t have the obvious turbo lag that makes the car so dreadful to drive at somewhere below 3 grand rpm. The throttle response is superb as it provides breathtaking acceleration and responsivenss as every touch of the pedal. 6-speed stick shift is a joy to use. It has decent ratios through all gears. It also has nice and solid gates without any freeplay. As for the clutch, its progressive while providing the right weight.

Handling: Combine the stiff chassis, Subaru’s proven symmertical AWD and DCCD. The result is an astounsing dynamic package. DCCD is a system that allows the driver to control the AWD percentage distribution by the press of a button. However, this system is so good that you can basically put it in “auto” and let the computer does the rest. Steering has tons of steering feel and great response. There are almost no body rolls through corners as the DCCD provides plenty of grip with the use low-profile tires. However, STi’s capabilities are not without drawback. While its really fast to let the driver go into a cornering limit, its tricky to drive as you push it out of the limit. For an unskilled driver, the last 10% of cornering limit is extremely hard to detect because its too easy to oversteer. While the first 80-90% of going into oversteer is fun because it feels like drifting, last 10-15% can get you into a crash easily. My suggestion: learn to drive an STi safely through any driver control course before taking it to the last 10% of the cornering limit. Or, better yet, stay away from the last of the limit to have fun with its grip. There have been many WRX crashed thanks to its tricky cornering limitations, STi has taken this a step further.

Brakes: With 4 wheel Brembo brakes and ABS, STi’s pedal feel is simply great. It has wonderful braking distance, modulation and pressure point.

Interior: Inside the STi, its all about business. There are great sets of bucket seats and a thick-rimmed MOMO sports steering with a cool STi emblem. Just like the WRX, its easy to find a good driving position with all sorts of adjustments. The usual WRX goodies like easy to use climate control and stereo remain intact. On the other hand, STi’s use of materials still feel cheap thanks to its econocar Impreza origin. There are tons of cheap plastic abound the center console and dashboard.

Conclusion: WRX STi is simply one of the best sports cars I have ever driven on the other side of Ingolsdadt, Munich and Zufferhensen. It has exceptional grip, a great engine, strong chassis and an interior that truly means business. Before I go, I am still going to suggest to anyone who is going to buy an STi learn how to drive properly as you go into corners before its too late. If you know how to drive an STi well, its tons of fun. If you can’t handle an STi the right way, there is a disaster waiting to happen.

OVERALL VERDICT FOR 2004 SUBARU IMPREZA WRX STI
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5