1foresterRT

What a nice change. Subaru, a pioneer in crossover SUVs, has enlarged its small Forester SUV, given it
a better suspension, furnished even the base model with all you probably need and cut the starting price $1,200.

Think that has appeal? The 2009 Forester was launched April 1, and April sales were up a stunning 49% from
a year ago.

Comparing the new Forester with its main rivals, Honda CR-V and Toyota RAV4, is a "yes, but" exercise.

Yes, Forester has a bit less cargo space with the back seats folded. But you'd hardly describe its space as small.
And its rear opening is especially wide for big items.

Yes, Forester's optional turbocharged four-cylinder engine is a ball, but you can get more power from RAV4's V-6
on cheaper fuel than the premium that Forester's turbo favors. The V-6 RAV and turbo Forester are close on price.

Yes, with no but: Forester has a sophisticated all-wheel-drive (AWD) system standard, as on all Subarus.
Rivals offer less-sophisticated setups as options.

Most automakers favor AWD that is front-drive except when the rears are needed, supposedly avoiding a
fuel-economy penalty from driving all wheels all the time. Forester has true AWD — power always to all four wheels
— with no mileage penalty.

Fuel economy for the non-turbo Forester is the same as or better than CR-V or RAV4 with AWD. Forester's turbo
surrenders 2 miles per gallon to the V-6 RAV4 on the highway but otherwise matches it.

Salients from driving a high-end XT (turbo) with most options and a high-end X (non-turbo):

•Styling. A wonderful improvement. Crisp, clean, forthright. Even the grille, not always a Subie strong point, looks OK.

The hood scoop on the XT can be forgiven because it's functional, but the X silhouette is more graceful.
The scoop channels air to the intercooler, a radiator that helps the turbo pump cooler, denser air into the engine,
boosting performance.

•Interior. The rear seat's now adult-friendly for two. The middle spot is compromised by the high drive-shaft tunnel
and overhang of the front console.

Seats generally are comfy, and lumbar adjustment has enough range to eliminate a bump-in-the-back feel.
Rear-seat back angle adjusts for comfort.

Controls and gauges are simple at a time when car companies like to absurdly complicate them. Key stereo controls are
— ready for this? —on the stereo. Climate control's three big knobs take any mystery out of managing the temperature
and defroster.

•Integrity. Effort went into things that matter, even those not obvious or sexy.

Rear suspension is now double-wishbone instead of struts. That's a two-fer. That layout is flatter than upright struts,
allowing wider cargo space. It also handles bumps and corners with more aplomb than most struts for a smoother ride,
more precise steering and sportier driving feel. Driving time showed those are real, not theoretical, advantages.
Forester snaps around corners with agility remarkable not only for an SUV, but also for a small sedan. In fact, it's more
like a sedan than rivals, so it might be for you if your preferences skew more to car than truck.

Foam bins under the rear floor easily stow miscellany, including rear head restraints if need be.

Forester bumpers are built for a 5-mph jolt without damage. Many others' are built to a 2.5-mph standard.
The cost and weight saved makes them popular with everyone except you and your insurer.

The hood is held open with gas struts instead of a cheap, unwieldy rod that's often hot and dirty.

•Drivetrain. The turbocharged engine is a hoot, punchy and playful. Yet it delivers power smoothly from low engine
speeds, not explosively only after the engine revs up. Subie expects about 10% of buyers to go for the turbo.
What a kick the other 90% will miss.

The non-turbo engine, at 170 hp, is sufficient unless you always run loaded (the vehicle, not the driver) or tow
or live in the mountains.

The automatic transmission has just four speeds in a universe of fives. Saves money, Subaru says, helping keep
the base sticker less than US$20,000.

It shifted well on the turbo, but not on the non-turbo. Too much delay before downshifts under hard throttle.
And when passing or merging, you need those downshifts quicker in the non-turbo to leverage the lower available power.

Manual-shift mode was easy to use. Pull the lever toward you and snick forward to upshift, backward to downshift.
Why automakers use any other system is beyond my ken. A "sport" mode seemed to do little more than keep the
engine revved up, providing marginal performance enhancement while creating more commotion and using more fuel.

All-wheel-drive (AWD) on the test cars couldn't be bullied into misbehaving on wet streets, even with XT's turbocharged
thrust. Wide-open throttle from a dead stop while turning 90 degrees caused nothing worse than almost imperceptible
wheel spin and (in the turbo) lots of yank-'em, spank-'em acceleration. Turn off stability control, expecting more drama,
and, nope, only a nit more wheel spin.

In the end, you can make rational arguments for RAV4 and CR-V, but neither has the mix of appealing personality,
sophisticated AWD, straightforward presentation and carlike manners that give the new Forester exceptional allure.

What? Bigger, nicer overhaul of a pioneer in small crossover SUVs. Four-door, all-wheel drive.

Why? Newer-design rivals — Honda CR-V, Toyota RAV4, etc. — were eating its lunch.

How much? Base X model with manual transmission starts at US$20,660, including $665 shipping.
XT turbo model loaded, about US$31,000.

Who? Subaru expects buyers to have annual incomes of $75,000 to $100,000, frequently engineers or
medical professionals, 85% master' s or higher college degrees, 55% or more women.

How potent? X models have 2.5-liter, four-cylinder engine rated 170 horsepower at 6,000 rpm, 170 pounds-feet
of torque at 4,400 rpm. XT models have same basic engine modified with dual-overhead-camshafts,
more sophisticated valve-timing technology and, most important, turbocharging. Result: 224 hp at 5,200 rpm,
226 lbs.-ft. at 2,800 rpm.

How lavish? Sufficiently. Among standard features: All-wheel drive (as all Subarus); stability/traction control;
anti-lock brakes with force distribution and brake assist; side-impact air bags in front, head-curtain bags front and rear;
5 mph bumpers (instead of common 2.5 mph); AM/FM/CD stereo with input jack; air conditioning; cruise control;
trip computer; power steering, brakes, locks, windows, mirrors; tilt-adjustable steering column; remote-control locks;
rear-window defroster.

How big? Compact exterior, midsize interior (typical of this category). About 2 inches longer, narrower than Honda CR-V
(best-selling SUV of any kind in the USA) and about 100 pounds lighter. Is 179.5 inches long, 70.1 inches wide, 66.9 inches
tall (with roof rack) on a 103-inch wheelbase. Weight: 3,250 to 3,460 lbs.

Passenger space is listed as 107.6 cubic feet (102.1 cu. ft. with moonroof). Cargo space in cu. ft.: 33.5 behind second row,
68.3 with second row (30.8 and 63 with moonroof).

How thirsty? X (non-turbo) models rated 20 miles per US gallon in town, 26 mpg highway, 22 combined;
XT (turbo) 19/24/21.

Trip computer in XT test car showed 18.3 mpg in mixed suburban, freeway driving, 20.7 in X test car. Regular (87 octane)
gasoline specified for X, premium (91 octane) for XT. Subaru says lower octane is OK for XT for light duty, but use could
cause overheating in high-demand situations such as altitude, loads, frequent hard acceleration.