Subaru Forester

The new Forester boasts a more powerful 2.5lt engine, roomier interior, more user-friendly features and even more equipment. And it’ll cost you more money to get into one.

So is the new Forester worth the higher price of admission?

The company claims the improvements, which aren’t immediately obvious from the outside, will “underline its status as the leader in its class for engineering, active and passive safety, and a fun driving experience”.

There are some changes to the appearance, most noticeable at the front and rear, but overall the new Forester retains the original’s functional boxy shape. Redesigned window openings and reshaped A-pillars are claimed to reduce wind noise and the door sill has been lowered 88mm for easier entry. Subaru is also claiming marginal improvements in interior space, mostly in cabin width and headroom.

The boot space remains relatively unchanged, and while not the biggest in its class, will cater for most luggage or equipment requirements.

The rear seats fold down in a 60:40 configuration to fit large or unusually shaped loads.

Under the bonnet, the old 2.0lt boxer four has been replaced by a bigger 2.5lt unit which pumps out 112kW - 22% more power than before.

Torque is up from 184Nm to 223, promising easier in-gear acceleration and real world driving.

Bigger engines are always good news for those of us who need to tow, and this new 2.5lt Forester block is certainly that. Subaru says the engine delivers its peak load-pulling torque from 3600rpm, though there feels to be ample on tap right through the rev range.

Off the line it pulls willingly, but with no apparent peaks or troughs, right through to redline. Subaru claim the Forester will reach 100km/h from rest in 9.3 seconds, 1.3 seconds quicker than before. This linear power delivery is great for towing smoothly, but hides the Forester’s improved acceleration behind its unruffled façade. The Forester is noticeably stronger on uphill, especially in manual form, and will ably tow a trailerboat under 720kg without trailer brakes. Anything over 720kg, and under the Forester’s limit of 1400kg, will require trailer brakes.

Suspension adjustments and a lower centre of gravity, along with the inherent benefits of Subaru’s asymmetrical drivetrain, are claimed to improve on road handling and performance. Forester is also 5kg lighter than before.

All Forester models are now equipped with a limited slip differential in the rear, which allows torque to be transferred to the rear wheel with the most grip. This is particularly handy on slippery boat ramps or beach recoveries to ensure the best possible traction.

Yokohama Geolander tyres are standard on all models, and provide plenty of grip on bitumen and dirt surfaces. They can be noisy, however, on coarse chip bitumen.

Gone is the old two-tier model lineup, replaced by a three-pronged attack: X, XS and XS luxury pack, all available with either five-speed manual or four-speed automatic transmission.

All Foresters are equipped with antilock brakes, air-conditioning, CD player, cruise control, dual airbags, remote central locking, power windows and mirrors and 16in wheels and tyres. In addition, all manual models get dual range transmission and hill holder clutch.

The XS model adds climate control, self-leveling suspension, six-stack CD player and alloy wheels. The luxury pack includes side airbags, leather interior and sunroof.

Overall the new Forester is a step forward on the old model, thanks to a bigger engine and other changes we’ve documented above. But it’s the size of the step that’s a little disappointing. There’s no doubt the Forester is a strong, honest all-wheel drive wagon that now represents class-leading value for money, but it’s not the quantum leap forward we’ve come to expect from Subaru.