Although it shares its basic structure with the Subaru Impreza, the WRX STi is more than just a hot-rodded economy car.  This car takes Subaru’s rallying experience and applies it to a production car.  Nearly every mechanical part of the WRX STi is unique to the model.  For 2011, the WRX STi raises its performance ante with a new suspension and lightened equipment.

It’s clear from the first glance that the WRX STi is spoiling for a fight.  In rally-car style, the STi is available as a four-door sedan or five-door hatchback, just like the roadgoing version, but freakishly blistered fenders and a massive spoiler make it clear that there’s some serious driving business to be taken care of.  The deep chin spoiler has a low air intake, fog lights and brake cooling ducts at the outer edges, while the grille and headlamps are contained in an efficient, dark-trimmed slash.  A gaping hood vent feeds the engine and offers additional brake cooling.  The STi’s side aspect is dominated by the rear fender flares which give the car muscular, athletic haunches, like a sprinter ready to explode off of the blocks.  The front and rear spoilers aren’t just for show; they are a system designed to reduce lift at high speeds, and the eighteen-inch wheels are lightweight racing-style units.  Deep underneath all of that go-fast gear, the Impreza’s crisp character lines are just barely visible.

On the interior, the overwhelmingly black and silver STi features Alcantara seats that are bolstered for spirited driving and a unique dashboard and console.  All of the trim is done in shades of dark and light metal.  For 2010 Subaru offered an STi “Special Edition,” with some of the interior appointments that the sporty kids don’t need taken out and a few go-faster goodies added, and for 2011 the Special Edition tweaks are standard on all STi models.  The industrial-felt headliner, made of the material that lines the trunks of cheap economy cars, isn’t all that bad, really, and Subaru left the soft-touch surfaces and Alcantara steering wheel intact so it doesn’t feel like they’ve cheapened it at all.   Bluetooth, satellite radio and a navigation system are available.

Under the hood, a 2.5 liter turbocharged and intercooled “boxer” four-cylinder produces 305 horsepower and 290 pound-feet of torque.  Those numbers go a very long way, even in a 3400-pound car.  Subaru’s Dual Active Valve Control System (DAVCS) variable valve timing is used to boost response.  The electronic engine control can be tweaked while driving with Subaru’s unique SI-DRIVE system.  “SI” stands for “Subaru Intelligent;” with this system, a rotary knob on the console allows the driver to select between three levels of powertrain responsiveness:  Intelligent, Sport and Sport Sharp.  The STi does torque-y, point-and-squeeze joy very well, on account of its rally-car heritage, and the burble of the massively turbocharged flat-four is intoxicating.  All-wheel drive and limited-slip differentials front and rear are standard equipment, and a six-speed manual transmission is the only gearbox offered.  The STi features a multi-mode center differential that enables the selection of up to nine different levels of torque balance, so that the WRX STi driver can fine-tune the car’s handling to his or her preference.

A faster steering rack and new double-wishbone rear suspension set the WRX STi’s suspension apart from the Impreza.  Subaru has further improved handling for 2011 with a lower ride height and stiffer suspension bushings.  Stiff inverted struts and a double wishbone suspension are used in the front, and double wishbones at the rear.  The WRX STi features Brembo brakes and a race-bred Super Sport anti-lock brake system that is sensitive enough to control braking at each individual wheel.  This system reduces understeer in high-speed turns.  Vehicle Dynamic Control stability control is standard equipment, and on the STi the driver can select the level of intervention, or turn it off completely.

The WRX STi proves that a car doesn’t have to be the biggest vehicle in the showroom to be the most impressive.  High horsepower, light weight and tenacious handling make it one of the premier sports cars available today.  Getting the best of the best carries a price premium, of course.  WRX STi pricing starts at $34,720 for the four-door sedan and $36,720 for the five-door.  That represents a seven or eight-thousand dollar price walk over the WRX…and if you’re looking for performance, it’s worth it.

All specifications are for the 2011 Subaru WRX STi 5-door

Length:  173.8 in.
Width:  70.7 in.
Height:      57.9 in.
Wheelbase: 103.3 in.
Curb weight:   3373 lb.
Cargo space:  19.0 cu.ft. (seats up); 44.4 cu.ft. (seats folded)
Base price:  $36,720
Engine:   2.5 liter turbocharged horizontally-opposed four-cylinder
Drivetrain:  six-speed manual, all-wheel drive
Horsepower: 305 @ 6000
Torque:  290 @ 4000
Fuel capacity:  16.9 gal.
Est. mileage:   17/23

This car/truck’s existence shouldn’t come as a surprise, of course.  Subaru has been charting its own course through the automotive landscape since the first cars appeared on our shores thirty years ago.  After products like the 360 bubble car, BRAT car-pickup, Buck Rogers-styled XT and the Outback SUS “sport-utility sedan,” a four-wheel drive station wagon with roof-mounted lights and the cargo area chopped into a cargo bed doesn’t even push Subaru’s peculiarity boundary.  The Baja Turbo isn’t a car for everyone–but it’s probably the perfect car for just a few people.

The Baja is festooned with rails and flares, and it certainly looks the “do-all” part, with a function over form mien that’s instantly endearing, if you’re into such things.  It has the purposeful air of an adventure backpack a-dangle with carabiners and wilderness tools.  The squared-off hood and big fog lights are relics from the previous-generation Outback, with which the underpinnings are shared.  For 2005, the Baja is available without the gray plastic cladding that covers the fenders and bumpers, and it looks much better in monochrome.  New colors include Regal Blue Pearl, Garnet Red Pearl and Atlantic Blue Pearl.

The seats are comfy and supportive; we liked the cloth upholstery better than the leather.  The driver’s seat isn’t quite perfect; like many Japanese sedans, the cushion is too short and too close to the floor for long-legged drivers’ comfort.  The dash has been revised with more upscale materials and better construction.  There’s a six-disc in-dash changer, too.  The rear seat folds flat for cargo storage.  On the downside, rear-seat legroom can be a bit cramped, and if you want secure storage, the back seat is it unless you buy the factory accessory tonneau cover.

After complaints that the first-generation Bajas were slow, Subaru installed the Forester XT’s turbocharged 210-horsepower, DOHC 2.5 liter four-cylinder.  Problem solved!  The turbo offers plenty of power at lower speeds and comfortable freeway cruising as well.  The five speed’s the most fun.  The optional four-speed automatic transmission robs it of some of its punch, however; opt for the five-speed manual.  The Baja won’t win every drag race it gets into, but it feels like it could and sometimes that’s what really counts.  Full-time AWD means that the Baja laughs at snow; a 2400-pound towing capacity means it can act like a real truck if you want it to, just like its spiritual successor, the Brat pickup.

The “Switchback” extendable cargo area is a trick the Brat never had, though.  It’s a small pass-through, but handy for long cargo.  At the rear, the license plate folds open so you can drive with the tailgate down and still be legal.  The available bed extender flips out to allow 93″ objects to fit in the Baja with the Swtichback door open.

This is more car than truck, and behaves accordingly on the road.  The suspension is independent at all four corners, with MacPherson struts up front and a multi-link rear.  Like the Outback, it’s beefed up and raised for dirt duty; ground clearance is a generous 8.4 inches.  Suspension-wise, it’s tightened up just enough for confident back-road handling, while still retaining enough squashiness for good off-road articulation.  For hard-core fans of either off-roading or street racing, the Baja will be too much of a compromise.  If you want to do both on occasion, it’s just about perfect.

Best of all, it’s reasonably priced.  A five-speed Baja Turbo starts at $24,095.  Our test truck featured a host of handy accessories including cargo nets inside and out and the bed extender, and stickered for $24,189.  Top of the line is an automatic-equipped Baja Turbo with a leather interior with an MSRP of $26,995.

It’s unlikely that Subaru will keep the Baja around much longer; it’s based on the Outback platform from a generation back, and its slow-seller status makes it an unlikely candidate for resurrection.  Like its spiritual predecessor the Brat, the Baja is probably destined for cult car status; one of those vehicles that’s absolutely perfect for just a few people, and doesn’t make sense to anyone else.

Specifications:
All specs are for the 2005 Subaru Baja Turbo, which we tested.

Length:         193.3 in.
Width:            70.1 in.
Height:            62.1 in.
Wheelbase:        104.3 in.
Curb weight:        3610 lb.
Cargo space:        41.5 inch bed; extends to 93.5 in.
Towing capacity:    2400 lb.
Base price:        $24,095
Price as tested:        $24,189
Engine:         2.5 liter DOHC turbocharged horizontally opposed four-cylinder
Drivetrain:         five-speed manual, all-wheel drive
Horsepower:         210 @ 5600
Torque:         235 @ 3600
Fuel capacity:        16.9 gal.
Est. mileage:        19/25

Obviously this isn’t an off-roader; the Forester lacks a dual-range transmission and the suspension articulation required for serious dirt-bashing, but the 8.1 inches of ground clearance and sure-footed all-wheel drive enable it to go pretty much anywhere the average mortal is interested in going.

The jury is still out on the Forester’s new face, which has developed a hint of Subaru’s new family styling.  The horizontal-bar grille is a bit wider and resembles aftermarket grilles that have been available for a while.  The bulbous lower bumper looks strong from some angles and awkward from others, and the wider jeweled headlamps give the Forester a stronger glare.  Turn signal repeaters in the side mirrors offer an upscale touch  The taillights are clear-faced and also resemble aftermarket pieces.  The Forester’s boxy shape has been smoothed slightly, and character lines on the flanks denote fender flares and subtle speed lines, but this is still a square-rigged car.  The Forester 2.5 XT Limited gets a big honkin’ hood scoop, to feed the turbo, and an aluminum hood, to reduce weight.  There’s an L.L. Bean Forester, too, distinguished by two-tone paint.

Inside, ongoing tweaks to the Forester’s interior have improved things.  The seats are high off the floor, though lumbar support isn’t perfect.  The Forester offers comfortable seating for four, five adults can get in, but it’ll be a squeeze.  The tall roof ensures decent cargo room, with 32.0 cubic feet behind the rear seats and up to 57.7 with the rear seats folded.  The rubber mat protecting the carpet in the rear practically begs for muddy things to haul.  There’s a dash-top cubby for carrying small items, and the Forester 2.5 XT adds automatic climate control, a six-disc CD changer and improved speakers to the standard equipment list.

The handing has a bit more waddle than you’ll get in a car, thanks to the additional height, but the Forester is sure-footed and confident on all surfaces.  For 2006, the rear crossmember improves the rigidity of the unibody to help sharpen handling.  Changes to spring rates and shock valving have also tamed the Forester’s worst pavement habits.  Off-pavement, the Forester has enough suspension articulation and responsive enough steering for confident driving on rutted dirt roads.  Four wheel anti-lock brakes are standard.

The 2.5 liter boxer four cylinder engine’s gurgly engine note takes some getting used to, but it’s a torquey little powerplant that’s well suited to the Forester’s size.  The naturally-aspirated 2.5 makes 173 horsepower, an improvement over last year’s model.  The range-topping 2.5 XT that we drove is a few steps above that, at 230 horses.  Both engines are comparatively quiet, even at high revs.  Subaru uses electronic throttle control to improve throttle response and fuel economy, and active valve control broadens the torque curve.  Our tester was a five-speed manual, and it exhibited the typical Subaru second-gear recalcitrance but was otherwise a good gearbox.  Don’t assume the turbocharged powerplant means the Forester XT is a street racer; there’s a decent amount of urge when you get on the loud pedal, but we wouldn’t advise challenging any serious sports cars at the stoplights.  That said, the Forester XT will return grin-inducing launches under a heavy throttle foot.  A four-speed automatic with adaptive shift control is also available.  This “smart” automatic can adjust the shift points based on vehicle load and driving style.

All-wheel drive (AWD) is standard, as it has been in all Subarus since 1997.  There are two AWD systems, one for the automatic transmission and one for the manual.  Both the viscous coupling differential on the manual and the electronic unit in the automatic feel more or less the same on the road.  The Forester shifts power front to rear in slippery situations without complaint.  Thanks to the ground clearance and copious traction, the Forester is the fire-trail equal of just about any small SUV.

The Forester is a good successor to the Loyale, and buyers who liked and appreciated that car’s Spartan sensibility will be happy with a Forester, if a bit surprised by the level of equipment.  Standard equipment in the base Forester 2.5 X includes side airbags, sixteen-inch wheels and keyless entry, and for $21,795 that’s not a bad deal.  Our test car was a turbocharged Forester 2.5 XT, and went out the door for $27,985.

Specifications:

All specs are for the 2006 Subaru Forester 2.5 XT.
Length: 176.6 in.
Width:    68.1 in.
Height:     62.6 in.
Wheelbase:  99.4 in.
Towing capacity:  2400 lb.
Cargo space:  32.0 cu.ft. (seats up); 57.7 cu.ft. (seats folded)
Base price:  $21,795
Price as tested:     $27,985
Engine: 2.5 liter horizontally-opposed SOHC turbocharged four-cylinder
Drivetrain: five-speed manual transmission, all-wheel drive
Horsepower: 230 @
Torque: 235 @ 3600
Fuel capacity:    15.9 gal.
Est. mileage: 20/26

There’s been an influx of “crossover” vehicles, intended to combine the best qualities of sport-utes and station wagons.  The Outback was one of the first, taking the Subaru Legacy wagon’s all-wheel drive ability and adding a healthy dose of ground clearance.  For 2005, the all-new Outback builds on that theme, with new, smoother powerplants, improved luxury and vastly improved on- and off-road performance.  

At a glance, Subaru’s new breadwinner isn’t all that different from its predecessor.  The general styling themes are the same; a gracefully sloped hood (with a scoop on turbocharged models) and contrasting color on the fender flares.  What’s not immediately obvious is the two-inch length increase and higher stance, which make the Outback a more worthy competitor to crossovers like the Toyota Highlander and Nissan Murano.  More elegant styling improves the overall look, thanks to a stronger wedge profile and wraparound glass at the rear.  There’s even a bit of chrome decorating the grille.  The Outback still looks more like a car than a truck, and that’s a good thing.  A monochrome Outback is also available, if you don’t like the two-tone look.

The interior has seen some of the biggest improvements.  Subaru’s taken pains to improve the look and quality of the passenger cabin, and it shows.  The new dash is far more elegant than before, with wood and aluminum accents.  The revised center stack features better materials and a more logical layout than in past Outbacks.  The cool two-panel glass sunroof that was offered on past Outbacks is still available.  The larger body brings cargo space up to 66.2 cubic feet with the rear seats folded.  Our test car swallowed a pile of garage sale furniture without hesitation, and the standard roof rack meant we could have gotten more if we wanted to.  Dirty-work is facilitated by an available rubber cargo floor mat, and the Outback can tow up to 3000 pounds properly equipped.

Subaru has also done the seemingly impossible; they’ve raised the Outback’s ground clearance and ride height, and they’ve improved the handling at the same time.  The track has been widened for a surer footprint and the stiffer body structure improves responsiveness.  Ground clearance has been raised to over eight inches, improving approach and departure angles for off-road adventures.  Subaru has also mounted the engine lower in the chassis, however, and keeping the center of gravity low makes all the difference in the world.  The Outback handles so well that it’ll make you forget how high off the ground it is until you step out.  We know this for sure; it happened to us every time we got out.  Anti-lock brakes are standard on all Outbacks.

There’s a choice of three powerplants under the hood; a 168-horsepower 2.5 liter four-cylinder, a 250-horse turbocharged 2.5, and a 250-horse 3.0 liter six-cylinder.  Our test car featured the turbo four, and a five-speed manual transmissions.  It was a refreshing change; most crossovers and SUVs aren’t even available with sticks these days.  The 2.5′s 250 horses were sufficient to move the Outback with eagerness, but we found ourselves wishing that Subaru had a better manual available, however.  The clutch travel is long, and the shift action is notchy going into and coming out of second gear, a common Subaru tranny malady.  Fourth gear’s not so great, either.  A five-speed automatic is also available.  All-wheel drive is standard, of course, as it is on all Subarus.  Distributing power evenly from front to rear, the all-wheel drive worked serenely and seamlessly during the year’s first major snowfall, and the Outback was unstoppable.

It’s less expensive than some of the trucky crossovers, too.  Outback pricing starts at just under $24,000.  A full-zoot L.L. Bean Outback 3.0 will top $30,000.  The Outback remains one of the best “compromise” vehicles out there.

Specifications:
All specs are for the 2005 Subaru Outback, which we tested.
Length:         188.7 in.
Width:            69.7 in.
Height:            61.6 in.
Wheelbase:        105.1 in.
Curb weight:        3310 lb.
Cargo space:        33.5 cu.ft. (seats up); 66.2 cu.ft. (seats folded)
Base price:        $23,995
Price as tested:        $24,851
Engine:         2.5 liter horizontally opposed four-cylinder
Drivetrain:         five-speed manual transmission, all-wheel drive
Horsepower:         168 @ 5600
Torque:         166 @ 4000
Fuel capacity:        16.9 gal.
Est. mileage:        23/28

Everyone’s talking about crossover vehicles, those clever undefinables that combine SUV and car attributes into versatile and easy-to-drive packages.  Lately it seems like every other vehicle I drive is a crossover of one kind or another, in fact, from the Lincoln MKT to the Chevrolet Equinox.  Crossovers are clearly the Next Big Trend in automobiles.  That, and fender vents.

Subaru must be feeling pretty bemused about the whole trend, because its Outback has been here the whole time, and it’s the very epitome of what crossovers are trying to accomplish.  The Outback first appeared in 1995 to compete with the growing tide of truck-based SUVs.  Since it didn’t build trucks, Subaru simply applied its already-proven all-wheel drive expertise to a toughened-up version of its Legacy wagon, and the rest is history.  Now in its fourth generation, the Outback gets larger, bolder and tougher.  If anything the Outback’s more like an SUV than most crossovers are.

Compared to its taller, more trucklike competitors, the Outback looks sleeker than ever.  The silhouette is still that of a classic station wagon, with a long hood and a capacious 71.3 cubic-foot cargo area out back.  The wheelbase has been stretched by just under three inches, but overall length is about the same as before.  As a result, front and rear overhangs are reduced, which improves off-road maneuverability.  This car isn’t all business, though; the Outback’s new face aims for higher style as well.  “Hawk’s eye” headlamp forms give the Outback an adventure-ready squint, while the upright grille provides brand identification.  Waves and curves dominate the design, with subtle cues like functional protective side cladding to remind onlookers that the Outback is ready for just about any abuse one cares to throw at it.  The Outback seems to get taller with each redesign, but a big part of its charm is that it’s a high-riding car, but still clearly a car.

My complaints about Subaru’s interior treatments have been vociferous in the past, but Subaru has taken steps to put those disagreements behind us once and for all.  The Outback’s interior materials have finally caught up with its price tag, and luxurious surfaces (even wood trim) are now the order of the day.  Luxury-car touches like exterior approach lighting and ambient interior lighting.   Optional equipment includes a moonroof, Subaru’s familiar all-weather seat-heater package dual-zone climate control and a navigation system with a huge 8-inch full-color display.  The ample cargo space in the rear is welcome, and the longer wheelbase and other packaging improvements translate to an additional four inches of legroom for rear-seat passengers.  The rear seats also recline, for additional comfort.

There are more high-steppin’ cars with tall seating positions and high roofs these days, so the Outback doesn’t stand out like it used to.  This is one of the few that can really go just about anywhere, however.  The Outback is also one of the few crossovers that can live up to the promise of its rugged looks.

That racing experience is paying off as well; the Outback gets up and goes in a very satisfying manner.  It’s no sports car by any stretch, but stepping out ahead of traffic isn’t that difficult with the available torquey six-cylinder under the hood.  The Outback is available with a choice of 2.5 liter four-cylinder and 3.5 liter six-cylinder engines.  Both engines use Subaru’s trademark horizontally opposed layout.  The four-cylinder produces 170 horsepower and its Active Valve Lift system has been tweaked for improved fuel economy; the 256-horse 3.6 liter is the powerhouse of the family.  It replaces the smaller-displacement 3.0 liter six, and its relaxed freeway manners are coupled with the ability to run on regular gas.  The 3.6 liter six-cylinder also features variable valve timing and a broad torque curve that never leaves this Subaru feeling underpowered.  The Outback 2.5i can be had with a six-speed manual transmission or a continuously variable transmission (CVT).  The “Lineartronic” CVT isn’t Subaru’s first–the brand was one of the first companies to offer one in the U.S., way back in the early 1990s–and it’s well suited to the Outback, enabling the big wagon to reach 29 mpg on the freeway.  Six-cylinder Outbacks are less economy-oriented, and get a five-speed automatic gearbox.  All-wheel drive is standard across the board.

The Outback’s weight is evident in turns, and its handling seems more confident on dirt than on pavement.  MacPherson struts are used up front, and at the rear the multilink setup has been replaced with a more responsive double wishbone suspension.  Stability control is standard, so the Outback’s ultimately sure-footed, but there’s enough roll in the turns to remind you that you’re sitting up higher than you would in a regular car.  The 8.7 inches of ground clearance allow it to creep over parking blocks without damage–the two-track out to a remote cabin should be no trouble at all.  The Outback brakes confidently, even in hard stops.

The Outback remains one of the few vehicles that can realistically boast an ability to do anything.  It’s got road-trip comfort, camping-trip cargo and rough-road ability, fears no bad weather and it’s even moderately entertaining to drive on twisty roads.  Dial up the options list, and a well-equipped Outback is priced like a serious luxury car–the $23,690 starting price climbed to $35,630 for my 3.6R Limited tester with a navigation system and satellite radio–but in the end that still seems to be worth it.

Specifications:
All specs are for the 2010 Subaru Outback 3.6R Limited
Length:  188.2 in.
Width:  71.7 in.
Height:  63.9 in.
Wheelbase:  107.9 in.
Curb weight:  3658 lb.
Cargo space:   34.3 cu.ft. (seats up); 71.3 cu.ft. (seats folded)
Base price:  $30,995
Price as tested: $35,630
Engine:   3.6 liter horizontally-opposed six-cylinder
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 256 @ 6000
Torque:  247 @ 4400
Fuel capacity:  18.5 gal.
Est. mileage:   18/25

For 2003, the Outback receives a slight facial freshening, with revised headlamps that look more in tune with the rest of the Subaru family.  Subaru is also offering GM’s OnStar personal assistant and emergency calling system to Outback models.

The Outback’s look is substantial, with Subaru’s new trademark “droopy-eyed” headlamp units flanking a trapezoidal grille.  A slightly raised roof gives it more visual bulk, and dual moonroofs keep things airy inside.  The Outback features two-tone paint and cladding that help give it that “sport-utility” look.  Large round foglights in the air dam are there for the same reason.  The rear window mimics the shape of the grille, but the wide lower edge also helps to improve visibility.  An L.L Bean edition adds subtle badges on the front fenders and unique 16″ alloy wheels, but not much more.  The Outback looks equally at home in the middle of a muddy field, or out in front of a country club.

The Outback’s basic layout is straightforward and simple–our only complaint lies with the stereo, whose controls are too small.  Over the years, Subaru has improved its somewhat chintzy interior appointments, and the current incarnation of the Outback is actually a pleasant place to be.  The L.L. Bean edition adds to that with a wealth of luxurious appointments.  Automatic climate control, a wood/leather Momo steering wheel, a comfortable eight-way power driver’s seat, and air filtration system are all standard on the L.L. Bean Edition.  We’re not sure we’d want to get it dirty, in fact–which might negate the usefulness of Subaru’s all-wheel drive system.

On the road, the Outback acquits itself well; power from the H6-3.0 engine is decent.  The awkward name refers to the “H” style cylinder layout.  Subaru’s engines are “boxer” engines, with the cylinders arranged in two horizontally opposed banks, rather than a vee or in-line layout–thus the “H6″ designation.  The 3.0 liter engine puts out 212 horsepower with a trademark Subaru gurgle, and it’s incredibly smooth at idle.  Less expensive Outbacks have a horizontally opposed four-cylinder, whose better fuel economy justifies the slight drop in performance.  Full-time all wheel drive keeps things stable.  It’s an active system, which powers all four wheels at all times, but is able to transfer power to different wheels based on throttle and brake input, as well as actual slippage.  The Outback can also be equipped with a limited-slip rear differential.

Handling is head and shoulders above any possible competition from a sport-ute, and it’s not just because of the four-wheel independent suspension.  The H6 engine is mounted low in the chassis, contributing to a low center of gravity.  The suspension has a great deal of softness dialed in, but even with its raised ride height, the Outback is still a car, and it lacks the tippy feeling common to nearly all SUVs.  Freeway travel is equally drama-free, thanks in part to the Outback’s weight.  Although it’s not tippy, it is pushing two tons, a fact that occasionally makes itself known if the Outback is asked to change directions too quickly.

Safety equipment includes front and side airbags, and four wheel disc brakes.

If we have a complaint about the Outback, it’s purely personal;  all of the luxury items seem to have taken most of the basic quirky “Subaru-ness” out of the car.  The weird little four-wheel-drive wagons we used to know and love have gone and gotten respectable.  The ritzy L.L. Bean Edition Outback competes cheerfully with the Volvo V70 Cross Country and Audi allroad quattro.

That’s no reason not to consider it, of course–the only people likely to be bothered by the Outback’s personality are long-time Subaru owners, and they’re more likely to prefer the esoteric Forester anyway.  To make a big splash out at the hunting lodge, however, the Outback is the way to go.

2003 Outback pricing starts at $23,045, and fully loaded models go for almost $33,000.  For the record, even after buying a top of the line Outback, you’d have almost enough change left over from the cost of a comparable Audi or Volvo wagon to buy an Impreza.

Specifications:
All specs are for the 2003 Subaru Outback.
Length:     187.4 in.
Width:        68.7 in.
Height:        63.3 in.
Wheelbase:    104.3 in.
Curb weight:    3715 lb.
Cargo space:    68.6 cu.ft (seat folded)
Engine:     3.0 liter DOHC “boxer” 6 cylinder
Drivetrain:     four-speed automatic, all wheel drive
Horsepower:     212 @ 6000
Torque:     210 @ 4400
Fuel capacity:    16.9 gal.
Towing capacity:    2000 lb.
Est. mileage:    20/27

Base price:        $39,405
Price as tested:        $42,441
Engine:     4.7 liter DOHC 32-valve V8
Drivetrain:     four-speed automatic, rear-wheel drive
Horsepower:     240 @ 4800
Torque:     315 @ 3400
Fuel capacity:    26.4 gal.
Est. mileage:    14/18

If the all-wheel drive, 227-horsepower WRX was a replica of a rally car for the street, the STi is the real thing.  STi stands for “Subaru Tecnica International,” and it’s the high-performance and racing division of Fuji Heavy Industries, Subaru’s parent company.  That badge means that this is no toned-down replica.  This monster Impreza has a bigger engine, a six-speed manual transmission, and other rally-proven parts to make it the king of the road.  Or the dirt road.  Or the snowy road, or the rain-slick road…you get the point.

The STi features new front and tail styling common to the 2004 Impreza lineup, with redesigned headlamps and a more rounded front bumper.  The back of the car is more angular than before.  The familiar WRX fender blisters remain, and Subaru’s giant-killer is no less aggressive looking.  The WRX’ race-bred engineering means that the majority of the styling changes are also functional.  Air resistance, airflow and engine cooling have been improved as a result of the new face.  The Subaru faithful will know the bigger and badder STi by its larger hood scoop and taller spoiler.  The hood is aluminum, and the spoiler is a dual-plane unit that really does improve high-speed stability, unlike many of the cosmetic, stick-on tall spoilers seen on customized cars these days.  High-intensity discharge (HID) headlamps and 17″ light-alloy wheels are standard equipment on the STi.

Inside, the WRX is already a driver’s car, with aggressively bolstered seats and a special Momo steering wheel.  The STi adds special Escaine fabric seats with the STi logo and a unique instrument cluster with DCCD display, 160-mph speedometer, and LED lights in the tachometer.  The ignition key is designed to look like the kill switch from a rally car.  It’s definitely enough to get any gearhead in the mood to drive.  What aren’t so obvious are the weight-saving measures undertaken by the racers at Subaru Tecnica International.  The STi doesn’t come with a radio, although it does have air conditioning.  The rear windows have special lightweight glass.  Front and side airbags are standard.  The STi needs little more than a roll cage to go racing.

Under the hood, more displacement equals more power.  While the current WRX doesn’t lack for power with its 2.0 liter powerplant, the 2.5 liter engine in the STi increases the bang for the buck factor.  It’s turbocharged and intercooled, and produces a staggering 300 horsepower at 6000 rpm thanks to Subaru’s Active Valve Control variable valve timing system.  Power delivery is smooth, without the peakiness common to big turbos.  Six-speed manual transmission and limited-slip differentials front and rear are standard.  The powerplant is hooked up to a unique all-wheel drive system with a dual-mode Driver Control Center Differential (DCCD).  When in “automatic,” the DCCD varies torque front to rear depending on conditions.  When the chips are down, the driver can select “manual” and choose between six levels of center differential locking, allowing traction to be adjusted front to rear to compensate for varying conditions, roads or driving styles.  It also allows purists to reduce the level of computerized meddling.

The STi has a lightened suspension, to improve handling response.  It’s slightly lowered compared to the WRX, for a lower center of gravity, and the front suspension control arms are made of aluminum.  Rally-type inverted struts front and rear are more resistant to damage on rough roads.  On the road, it’s firm and frisky.  The ride isn’t quite as punishing as that offered by the Mitsubishi Lancer Evolution, the STi’s natural enemy.  We found the STi to be nominally less predictable than the Evolution, but its smoother ride is a convincing equalizer–the Subaru is easier to live with.

Like any self-respecting rally car, the STi can stop hard as well, thanks to unique twelve-plus-inch brakes from renowned manufacturer Brembo.  Subaru’s Super Sport Anti-lock Braking System improves stopping distances by independently controlling each wheel.  This optimizes braking during hard cornering and makes the car easier to control.

A WRX STi will set you back about $30,995, about five thousand more than the standard “Rex.”  That sounds about appropriate for Subaru’s new performance flagship.  Pricing of the rest of the 2004 Impreza and WRX line, which shares the STi’s revised front and rear styling, remains in the $17,000-25,000 range.

Specifications:
All specs are for the 2004 Subaru WRX STi.

Length:     173.4 in.
Width:        68.1 in.
Height:        56.7 in.
Curb weight:    3263 lb.
Cargo space:    11.0 cu.ft.
Engine:     2.5 liter turbocharged and intercooled DOHC “boxer” four-cylinder
Drivetrain:     six-speed manual, all-wheel drive
Horsepower:     300 @ 6000
Torque:      300 @ 4000
Base price:    $30,995
Fuel capacity:    15.9 gal.
Est. mileage:    18/24

The second-generation Forester needs to keep an eye over its shoulder for “crossover” vehicles like the Suzuki Aerio and Pontiac Aztek, which don’t offer the same level of bad-road ability with their all-wheel drive systems, but incorporate minivan-like features that appeal to the Forester’s family-based core market.

With all of this in mind, Subaru has stuck to its “best of both worlds” approach.  The new Forester continues with its blend of SUV and car features refined.  It’s one of the rare instances when a car’s faults have been improved upon without damaging any of its good points.

The new face is familiar.  Headlamp styling borrowed from the Legacy sedan and a tall, open-mouth grille lead the way.  The Forester has lost some of its boxiness as well thanks to side sculpting; in fact, the new Forester looks in some ways like a small Toyota Land Cruiser.  Out back, the hexagonal tailgate looks taller because of new trim and triangular taillights.  Frameless windows are finger-friendly for young children, as they’ve always been.  The trim and detail work has received attention, giving the new Forester a more expensive and refined look, and a nice set of 16″ five-spoke alloy wheels doesn’t hurt, either.

It’s been improved inside, with a motorcycle-inspired instrument panel layout and more substantial seats.  Subaru has given some attention to the feel and quality of the radio and air conditioning controls, which are less flimsy than in years past.  The Forester feels superior to competitors like the Pontiac Aztek, Suzuki Aerio and Ford Escape.  There are many cubbies for storage, including a clever one in the top of the dash.  Side airbags are now standard.  Other standard equipment includes keyless entry and air conditioning.  The only downside to the new Forester’s interior is the lack of “tumbling” seats, which can be flipped out of the way as well as folded flat.  Their absence may become an issue as the Forester has to compete with “crossovers” like the Aztek and Aerio.  On the other hand, the fixed seats allow for more comfortable “stadium” style raised rear seating.

Underneath the skin, the 2003 Forester features larger brakes and a suspension that’s had some of the SUV-like slop taken out of it thanks to new struts and shock valving.  The fully independent suspension is helped by a comparatively low center of gravity, and it’s one of the reasons the Forester is able to out-handle most sport-utes.  The Forester’s curb-climbing 7.5 inches of ground clearance hasn’t changed, and is still comparable to that of some truck-based SUVs.  It’s more nimble, too, with a tight turning circle and no driveline binding.  Many all wheel drive SUV’s suffer from a tight feeling caused by the front driveshafts interfering with the steering system at some angles; the Forester is free of this malady.  Anti-lock brakes are standard, and Electronic Brake Distribution (EBD) is added to the options list.  EBD balances braking force from front to rear, reducing the possibility of a spin under hard braking.

The 2.5 liter, 165-horsepower “boxer” four-cylinder engine remains the same.  The Forester has a quiet, do-anything feel thanks to the boxer’s smooth operation and torque.  The car is always stable and agreeable, regardless of the terrain or weather.  As on all Subarus, all-wheel drive is standard.  The Forester also features a standard manual transmission, which is pleasing.  A stick isn’t even an option on many SUVs.  Subaru’s five-speed is nice; throws are light and easy, and the clutch features roll-back protection for getting started on hills.

The Forester is available in 2.5 X and 2.5 XS models.  We drove a base 2.5 X model, with the only option an armrest extension.  It stickered for $21,195.  The 2.5 XS model adds a limited-slip rear differential, leather interior, and a moonroof, but the keep-it-simple 2.5 X is the better deal.

Despite all of the changes, the 2003 Subaru Forester is a familiar vehicle, and that’s a good thing.  It’s a bit of truck and a bit of car, smaller than the big trucks and bigger than the smallest SUVs.  It’s got bad-weather handling capability without sacrificing control during the summer and on the freeway.  For buyers looking for a “just right” car, Subaru may have found the answer.

Specifications:
All specs are for the 2003 Subaru Forester 2.5 X, which we tested.
Length:     175.2 in.
Width:        68.1 in.
Height:        65.0 in.
Wheelbase:    99.4 in.
Curb weight:    3090 lb.
Cargo space:    32.0 cu.ft/64.1 cu.ft
Base price:    $20,545
Price as tested: $21,195
Engine:     2.5 liter SOHC “boxer” four cylinder
Drivetrain:     five-speed manual, all wheel drive
Horsepower:     165 @ 5600
Torque:     166 @ 4000
Fuel capacity:    15.9 gal.
Est. mileage:    21/27
Warranty:    3 years/36,000 miles

The largely European sport of World Rally Championship (WRC) racing involves a driver, a navigator, and a car sturdy enough to thrash as fast as possible over nasty, twisty unpaved roads, through mud, snow, or ice.  The navigator’s job is to call out directions to the driver; the driver’s job is to execute the specified course as rapidly as possible. The car’s job is to go fast and not break.  Rallies can cover hundreds of miles, and take several days to complete.  Over the years, the cars have naturally become ever stronger and faster.  Many modern rally cars feature high-horsepower engines, acceleration capable of shaming any Ferrari or BMW, and have all-wheel-drive systems and suspensions rugged enough to hammer along roads that would rip the wheels off of the average sport-ute, at over eighty miles per hour.   And Subaru is a consistent top competitor in this grueling motorsport.

All of that is what has trickled down into the WRX.  The result is no ordinary Japanese hot rod; it’s a road-going rally car capable of hauling a load of groceries one moment and embarrassing a Mustang GT the next.

The WRX arrives wearing the sheetmetal of the newly redesigned Impreza.  We like it, but not everyone does.   Rounded headlights in subtle pods and a nicely sculpted hood greet the world from the front, but the massive hood scoop and big, round foglights are a big hint that the WRX is no shrinking violet economy car.  Our test car’s gaping, intercooler-feeding maw ate a bird whole while cruising down a rural road; all of the air intakes are functional.  The fenders are flared to accommodate standard 16″ wheels.  The WRX wagon is more of a five-door hatchback than station wagon, with its short cargo area, but it’s a highly convenient conveyance nonetheless.

Most driving enthusiasts will find the WRX’s interior nearly perfect.  The seats are aggressively bolstered, to keep occupants in place during the brutally hard cornering that this car is capable of.  A nice, fat-rimmed Momo steering wheel, special seat cloth and perfectly spaced, racing-style pedals are also reminders of the WRX’s performance nature.  As for its roadgoing nature, the new body style also incorporates a generous amount of headroom..  The Impreza’s new instrument panel is handsome, with silver accents around the radio controls and air vents livening up the otherwise dark interior.  Overall it’s not quite as upscale an interior as the Audis and BMW’s you’ll be outrunning, but that just gives the WRX an underdog feeling that it perhaps doesn’t quite deserve.  There are two cupholders; one’s in the way of the shifter, and the other slides out of the dash to block the radio.  Subaru’s standard six-disc CD changer is a bit fussy to use, as well.

But so what? If you’ve got time to sip coffee and play with the radio while driving, you’re not using this car properly.   A 227-hp 2.0 liter turbocharged and intercooled flat four gets the WRX up and into action in a serious hurry.  Subaru’s all-wheel-drive is standard, of course, allowing the WRX launch like the proverbial burning feline on nearly any surface.  Of course, a five-speed manual transmission is standard.  It’s a bit balkier than some sports transmissions, sometimes difficult to shift smoothly.  An automatic is also available, and features the Variable Torque Distribution (VTD) system used in the larger Subaru Outback H6-3.0 VDC.  And on top of that a limited-slip differential is also standard, to make absolutely certain that that power gets to the road.  It’s almost impossible to spin a tire, whether the WRX is diving into a corner, accelerating out of one, launching from a dead stop on a pea-gravel road or splashing through a deep puddle.  The WRX will happily bite the tail of a current BMW 325xi or Audi A4 turbo.  The Impreza’s usual competition, from Dodge and Volkswagen, can’t even come to this party.

The suspension takes inspiration and tuning directly from the WRC car.  It’s fully independent, of course, with MacPherson struts up front and a dual-link strut setup in the rear.  A raised roll center is based on that of the rally car, and makes the WRX more tossable, as do the low-mounted engine and all-wheel drive.  Sudden transitions are handled with near-perfect poise.  Slamming on the brakes mid-turn is an invitation to a spin in most cars; the WRX merely takes a tighter line.  With all of the grip available and the turbocharger happy to pour horsepower to the wheels, many sliding situations can be corrected with a counterintuitive stomp on the gas!  The ability to power out of uncertain situations is bred into rally cars, and the WRX has a healthy dose of it.  ABS and side airbags are standard.

It’s at the top of the Subaru Impreza line, and because it competes with much pricier cars from Germany (even though it’s based on a humble economy car), the WRX is nicely equipped.  Standard equipment includes an in-dash CD changer, cruise control, power windows, and keyless entry.

Specifications:
All specs are for the 2002 Subaru WRX.

Length:     173.4 in.
Width:        68.1 in.
Height:        56.7 in.
Wheelbase:    99.4 in.
Curb weight:    3140 lb
Cargo space:    11.0 cu.ft.
Engine:     2.0 liter DOHC turbocharged boxer four-cylinder
Drivetrain:     five-speed manual, all-wheel drive
Horsepower:     227 @ 6000
Torque:     217 @ 4000
Fuel capacity:    15.9 gal.
Est. Mileage:    19/26

Get groceries
Haul wood for fireplace
Drive the boss and coworkers to lunch
Pick up kids from school
Pick up Mom at airport at 5:00
Head to Colorado for skiing trip
Save money for new swimming pool!

What’s more, you’ve only got one car with which to accomplish all of these feats of urban life.

Actually, that’s not so uncommon; most of us have only one car to tackle whatever tasks come up in the course of a week.  For the most part, we learn to compromise when necessary.  The 2001 Subaru Forester is one of a growing number of cars that doesn’t see the need to compromise.  The Forester is a raised and stretched mini-SUV based on the Subaru Impreza’s chassis.  It’s the spiritual descendant of the nigh-unstoppable, nigh-indestructible Subaru Loyale wagons of the Eighties and Nineties.  It’s not truck-based, so it lacks the all-out off-road capability of a Jeep Wrangler or Land Rover, but it also offers increased mobility when the weather gets nasty without the downsides of a typical small sport-ute; a punishing ride and cramped interior space.  Does the formula work?  Let’s go back to the to-do list.

Drive the boss and coworkers to lunch
Pick up kids from school

Over the years, the high-roofed Forester’s design has been smoothed into a decent-looking package.  It’s got the same styling cues as many SUVs; fender flares, big wheels and tires, and a bold trucklike grille.  Its stance splits the difference between a “real” truck and a station wagon.  For 2001 the Forester features a revised grille and tailgate; the modest redesign cleans up some of the car’s rough edges and gives it a more finished look.  We certainly wouldn’t be embarrassed to be seen in one.  Inside, even our basic test model was decently outfitted, with air conditioning, cruise control, a roof rack, fog lights and a full-size spare tire.  Handy storage bins on top of the dash and in the armrests of all four doors offer places to hide necessary knickknacks.  There’s seating for five; the Forester’s raised roof offers plenty of breathing room for a full load of adults or children.  All three rear seat passengers get shoulder harnesses, as well.  On the downside, we thought that the stereo and air conditioning controls felt cheaper than they should; just make sure you change radio stations for the boss, and he’ll never notice.  The standard driver’s seat in our Forester L model test vehicle was stiff and uncomfortable, but the heated seat available in the better-equipped Forester S is a nicer unit.  The Forester S also ups the amenities ante with larger mirrors,  a six-disc in-dash CD changer, and keyless entry.  The high-zoot Forester Premium Package offers a huge moonroof, big enough to let the sun shine on front and rear seat passengers.

Get groceries
Haul wood for fireplace

With 63.1 cubic feet of space inside once the rear seats are folded, the Forester is more than ready to swallow cargo.  A wide hatch and low loading height make packing the car easy.  An under-floor storage compartment in the rear can carry a variety of small items, or even chill cans of pop.  And there’s a rubber mat available so that dirty loads don’t damage the carpet inside.  The Forester can also tow up to 2000 pounds.

Pick up Mom at airport at 5:00

Fighting rush-hour traffic is no problem.  The Forester shares the Subaru Outback’s 2.5 liter “boxer” four-cylinder.  With 165 horsepower on tap, the 3140-pound car has no trouble keeping up with traffic.  It also doesn’t run out of steam at above-the-legal-limit speeds, like many of the mini-SUVs it competes with tend to.  A five-speed manual is standard; an automatic transmission and limited-slip differential are also available.  The wheelbase is long enough to keep the ride smooth, but short enough that the Forester feels more maneuverable than an SUV or even big brother Legacy Outback.  The nimble handling is a welcome attribute when dueling with heavy traffic.  The Forester has a fully independent suspension at all four corners, with longer travel to take advantage of its raised ride height.  That long travel makes for occasionally squashy handling, but the Forester never feels truly unstable.  Standard anti-lock brakes bring the Forester to a halt when emergencies arise.

Head to Colorado for skiing trip

As with all Subies sold in the United States, the Forester features Subaru’s full-time all-wheel drive system.  Power is directed to all four wheels as it’s needed, via a viscous coupling center differential.  When the roads turn slick, the Forester remains stable whether the problem is rain, ice, or mud.  Seven and a half inches of ground clearance give SUV-like performance in snow and dirt.  For Foresters that regularly see hard use, Subaru offers skid plates and brush bars to protect vital components.  Also important for adventuring are roof rack attachments to carry bikes, skis or even kayaks.  The family will ride in safety as well, thanks to optional side airbags.

Save money for new swimming pool!

A Suburban or Expedition will handle all of the above tasks as well, of course, but it’s going to make its presence known at the gas pump.  We like the Forester’s tendency to eschew the gas-hungry habits of most SUVs with its thrifty four-cylinder engine.  The bottom line is low, too.  Our test car was a bottom-of-the-line Forester L, with a long list of standard equipment as mentioned.  It stickered for $21,447.  A fully loaded Forester S with the Premium Package comes in close to $30,000; we think the less-heavily equipped models represent a better value.

Sick of compromising?  There’s no need to cram five adults into your tiny sedan, or to drive your giant SUV to the grocery store to pick up a gallon of milk.  There are ways to do everything well.  Name the task, and the Subaru Forester is ready to tackle it.

Specifications:
All specs are for the 2001 Subaru Forester L, which we tested.
Length:     175.6 in.
Width:        68.3 in.
Height:        62.8 in.
Wheelbase:    99.4 in.
Curb weight:    3140 lb.
Cargo space:    63.1 cu.ft (all seats folded)
Base price:    $20,295
Price as tested: $21,447
Engine:     2.4 liter SOHC “boxer” four cylinder
Drivetrain:     five-speed manual, all wheel drive
Horsepower:     165 @ 5600
Torque:     166 @ 4000
Fuel capacity:    15.9 gal.
Est. mileage:    21/28