Automotive Reviews
Posts tagged Subaru
2004 Subaru WRX STi
Sep 9th
After two years of beating up on unsuspecting (and more expensive) German sports sedans, the Subaru WRX’ natural enemy has finally arrived on our shores, with Mitsubishi’s announcement that it will be bringing its rally-bred Lancer Evolution to the U.S. this year. Unfortunately for Mitsubishi, the WRX hasn’t grown fat and placid on its steady diet of hapless Nissan Sentra SE-Rs and Audi A4s. Quite the opposite, in fact. Even as the Lancer Evolution is getting geared up, an even angrier WRX is making its debut.
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
2003 Subaru Forester
Jul 21st
When Subaru introduced the Forester in 1997, its unique blend of car and sport-utilty vehicle proved to be a perfect match for suburban buyers who wanted a bit of ruggedness without the weight and unpredictable handling of a truck. The niche for more carlike trucks has grown since then. Like the Forester, the competition began building SUVs based on cars instead of trucks, and with newcomers like the Toyota Highlander and Ford Escape vying for space in the crowded market, it’s no surprise that Subaru decided 2003 was a good time to refresh the Forester.
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
2002 Subaru WRX
Jul 14th
227 horsepower. All-wheel drive. You probably don’t need to know what a rally car is to appreciate all that’s wonderful about the 2002 Subaru WRX wagon. But just in case you do, we’ll explain it anyway.
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