What won’t change is its tall wagon, raised-suspension program, but the ’09 model’s off-roading capability should be heightened—literally—thanks to no less than 8.9 inches of ground clearance. Helping on-road demeanor is its stiffer, all-new platform, which utilizes a new double-wishbone rear suspension for improved cornering prowess.

As with the current model, the ’09 Forester will be powered by a choice of four-cylinder boxer motors, each displacing 2.5 liters and available in both naturally aspirated and turbocharged forms (the latter requiring a gaping hood scoop). Better news still is that it will continue to be offered with a manual transmission, now with “Incline Start Assist”. Oh, and of course, being a Subaru, the Forester will never send its power anywhere if not to all four wheels.

The Forester will be available in a variety of models, from the base Forester X to the quietly quick XT to the range-topping L.L. Bean Edition. Each will benefit from a more spacious cabin rendered in higher quality materials and styled, for better or worse, much like the interior of the new Impreza. New interior features and options include double-stitched seat fabrics, advanced audio systems, and—finally—a navigation system. The little crossover’s safety résumé also grows to include standard stability control, in addition to surround-sound air bags with a rollover sensor. Subaru is planning on releasing the new Forester in January at the North American International Auto Show.

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Here are the top vehicles that received the highest scores:

The WRX features race car-like handling and a relatively good ride. For 2006 the updated 2.5-liter turbocharged engine adds more power and provides quick and effortless acceleration. Subaru’s well-tuned suspension offers a compliant ride, but it can easily slide its tail at its limits. The standard all-wheel drive provides secure all-season traction.

The Miata won drivers over with its balanced handling, quick and precise steering, and crispshifting six-speed manual transmission, all available at a reasonable price. The manual top can be lowered and raised with one hand from the driver’s seat, making open motoring a snap. An optional power folding hard top was introduced for 2007.

Audi’s S4 is a high-performance version of the A4. Power comes from a smooth 340-hp, 4.2-liter V8 engine that drives all four wheels. A six-speed manual transmission is standard; a six-speed automatic is optional. We found the ride stiff but not punishing, unlike the ride in other sports cars. Handling is very capable and secure. The interior is well-finished and nicely appointed. The power-operated leather Recaro racing-style seats are supportive and comfortable. Crash-test results for the sedan are excellent.

The updated G35 successfully blends sportiness and luxury. Available in rear- or all-wheel drive, it has an exuberant powertrain, agile handling, and a reasonably comfortable ride. The interior is nicely finished with much improved ergonomics.

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The spec.B’s Bilsteins, 1-inch-larger wheels, and stiffer-sidewall summer tires better communicate the road surface and more effectively limit body roll in transitional movements, with very little compromise to ride quality. In comparison to the more buttoned-down composure of the spec.B, the Limited’s body motions are exaggerated and steering response is dulled. It’s not quite floaty, but noticeably more vague.

The spec.B is also the more relaxed freeway cruiser, turning fewer revs at speed courtesy of tires with a larger rolling diameter, a taller final-drive ratio (now 3.9 instead of 4.11) and a new six-speed transmission.

This reworked version of the WRX STI’s gearbox is standard equipment in spec.B models, and is much slicker than the five-speed (now found only in Limiteds), as if the six-speeder’s guts were dipped in vegetable shortening. It’s very probable the taller gearing in spec.B models will help fuel economy, though EPA testing hasn’t been concluded yet.

Also new for 2007 is a drive-mode feature called SI-DRIVE in Subaru-speak (not to be confused with BMW’s infernal iDrive). Standard on all Legacy 2.5 GT models, SI-DRIVE manifests itself as a console knob with which the driver can select from one of three pre-programmed engine maps called Intelligent, Sport and Sport Sharp modes. Each mode is intended to impart a different driving character through alterations of throttle response and boost levels of the 2.5-liter turbo flat-four engine (and revisions to the shift strategy of autobox-equipped Limited models).

Any fuel savings garnered in Intelligent mode will be the result of simply taking fewer chances in traffic the reduced boost and too-soft throttle response make it more likely to be caught with its pants down. Alas, fuel economy in steady-state driving (as on a freeway) is unaffected since SI-DRIVE only enters the picture when the driver rolls into the throttle to stir the boxer engine.

Commendably smooth, one mill powers all 2.5 GT variants, generating 243 horsepower at 6,000 rpm and 241 pound-feet of torque at 3,600 rpm with a characteristic muted chuffle. Don’t fret over the apparent drop in power and torque compared to 2006 models, it is an illusion caused by revisions to the SAE’s testing protocol. In reality the engine is identical to last year’s 250-hp rating. The full helping of power and torque are available in Sport and Sport Sharp modes, while Intelligent mode knocks about 20 percent off those values.

To be frank, SI-DRIVE appears to be the answer to a question no one asked. Sport Sharp mode is all that’s really needed with solid midrange torque, passing power is a flex of the ankle away, and it’s never too abrupt or jumpy. Too bad, then, that of the three modes Sport Sharp is the only one that cannot be selected as the default upon startup. We predict that drivers will play with SI-DRIVE for a day or two, then pick one mode and stick with it. It won’t be Intelligent mode.

Short of eight-tracks and reel-to-reels, the 2.5 GT variants will play virtually any music medium in your library they all come standard with an MP3- and WMA-ready six-CD changer, an auxiliary jack for MP3 players or iPods and XM Satellite Radio capability. It’s the Leatherman of car audio.

A new 60/40-split-folding rear seat retains a center pass-through for more versatility and, exclusive to spec.B models, new blue Alcantara surfaces cover the seats and door panels. This synthetic suede looks and feels great, and the overall impression in the cabin is one of content and competence, if not full-frontal luxury.

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The list of standard features is quite extensive and includes leather seats, power adjustable driver seat, air conditioning, a decent stereo system with CD player, moonroof, power doors, windows and mirrors and a remote key system.

The key to the Baja’s flexibility is the Switchback system as Subaru likes to call it. To gain the maximum amount of cargo space, fold the rear seat cushion so that its metal reinforced base forms a front cargo wall. Next, fold the seatback flat; its back surface becomes the forward cargo floor and is made from the same slip resistant material as the integrated bed liner.

The bed pass-through door can be lowered so that it rests flush with the back of the lowered seat back. The full length available is now about 56 inches (4.6 feet). If the rear tailgate is lowered and the optional bed extender used there is a grand total of 78 inches or 6.5 feet in length. The actual opening through the front of the bed is 30 inches by 12 inches, which means there is a limit to the size of long objects that can be carried.

Subaru did not design the Baja for rough off-road use, but it does have a 7.3-inch ground clearance, the same as the Ford Explorer Sport Trac. Coupled with the permanent all-wheel-drive system and decent angles of approach and departure, the Baja can negotiate a wide variety of off-highway situations with aplomb. It handles very well on gravel roads, much better than a truck. Based on our experience in the Subaru Outback, we expect the Baja to be superb on snow and ice.

If you want the comfort and handling of a sedan with the utility of a small open bed, then the Baja is a good choice. It should work well for gardening, weekend projects, and some outdoor activities. The rest of the time, it feels like a comfortable sedan.

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The new cabins are more comfortable, more luxurious, and better looking, and the styling was refined, so the Outback doesn’t look as boxy as before. More important, it was re-engineered with a lower center of gravity for improved handling and stability, even though it already boasted those attributes in spades, especially when compared with sport utility vehicles.

The Outback features the latest in Subaru’s premium technology, with one of the world’s best all-wheel-drive systems paired with boxer-style engines that help it achieve a low center of gravity. As a result, the Outback delivers excellent all-weather capability. It feels secure and confident in a driving rain and is our first choice for gravel roads. Yet it also delivers responsive handling on dry, winding roads and is a comfortable, versatile car for everyday driving.

Though mechanically similar to other models, the Outback offers slightly more ground clearance than the Subaru Legacy and has underbody protection that makes it better suited to gravel roads and deep snow. These cars are truly well suited to the sort of outback you find in America. Whether on paved or unpaved roads, the Outback’s handling is vastly superior to that of a sport utility, yet it can stand up to a fair amount of abuse. Outback wagons are an excellent choice for outdoor activities.

Safety is enhanced with dual-stage frontal airbags, front seat-mounted side-impact airbags and full coverage side curtain airbags. Active front-seat head restraints are standard. Anti-lock brakes with electronic brake-force distribution come standard. Add those safety features with the stability of Subaru’s all-wheel drive, and the Outback is at the top of our list for when the weather turns nasty and roads turn slippery.

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One nit with the light blue metallic sedan: the clear lens silvery tail lamps just aren’t working well with this color. This car would look better with traditional red lamps.

The interior has changed much more. Compared to last year’s car it has been thoroughly upgraded. Like that of the exterior, the styling of the interior is attractive in a strictly conventional way. No funky control schemes or instrument graphics. Just attractive forms and nicely executed details.

The latest Acura interiors look very similar, with pieces of trim—faux metal with gray interiors and faux wood with tan interiors—sweeping down the sides of the center stack and then smoothly curving to continue along the sides of the center console. That said, the materials are of higher quality in the Subaru. Nearly every piece of trim is of the soft-touch variety. The grab handles on the doors, made of a soft-finished hard plastic, feel especially nice.

Especially with the perforated leather found in the turbo models, this is one sharp-looking interior. The faux wood is much nicer than most. Like BMW with the 7-Series, Subaru opted for a matte finish that recalls fine Scandinavian furniture. Though the teak isn’t real, it looks real. Interesting that a matte finish can make faux wood seem more real while a glossy finish often makes the real stuff look fake, but it looks good here. If you want to avoid it anyway, then get the gray interior. The six-cylinder Outbacks feature real wood on the upper part of the steering wheel rim. The turbo four models have an all-leather rim.

The GT Limited sedan comes standard with a conventional sunroof. One more reason to get the wagon instead: a huge two-panel sunroof is standard in all leather-trimmed wagons. It automatically opens and closes in three stages, so there’s no need to keep a finger continuously on the ceiling-mounted switch. A VW-style rotary control would be nicer still, though. A retractable sunshade is included for those days when the sun is uncomfortably bright.

With the wagon, cargo fares better than rear seat passengers. With the rear seat up 32 cubic feet are available; this increases to 62 with the seat folded. (Unlike last year the headrests do not have to be removed before folding the seat.) Cargo volume figures are a bit slippery, since there are multiple valid ways to calculate them. Those for the Outback are similar to those in most similarly-sized wagons (Mazda6, Passat). Interior storage compartments are on the small side, though.

The cargo situation is not so good with the sedan. The trunk is about average in size for a large compact, but the rear seat does not fold down. Only a pass-through is available.

Legacy GT Limited remains heavy for a compact. No doubt the standard all-wheel-drive is responsible for a couple hundred of these pounds. Too much mass for the non-turbo 168-horsepower four to be any more than adequate. The 250-horsepower turbo four, on the other hand, moves the car very well.

With any turbo there is the issue of boost lag, and I’ve read some reviews that complain about said lag in this car. I didn’t mind it much. Below 3,000 RPM the engine produces little thrust and , as with the 2.4-liter Chrysler turbo, I felt minor surging and lagging with a moderate to heavy throttle foot. This fault is minor—most people won’t even notice it.

Also, it’s easily fixed—just downshift to get the engine over 3,000 RPM. Do so, and you’ll find buckets of thrust with zero or nearly zero lag. Maybe this is more difficult to manage with the automatic? Perhaps, but the manual-shift feature of the automatic should help.

The Legacy rides lower than the Outback and is fitted with stickier tires. Not surprisingly, it corners more flatly and sticks to the road better. Steering effort remains higher than today’s norm, but  this is less of an issue with more thrust to help move the car about the road.

The car still responds to steering inputs less quickly than desired. A quicker turn-in, and perhaps a faster ratio as well, would be very welcome, especially at lower speeds. On the other hand, steering accuracy is excellent, and steering feel is good if not great. Maybe I should just accept that this is, after all, much more a grand touring sedan/wagon than an all-out sports sedan/wagon. It is at least nicely tighter around the elbows than even the Mazda6, much less the Altima.

The manual transmission GT comes with a viscous center differential all-wheel-drive system that normally splits torque 50/50 between the axles. I’d rather they shunted a bit more to the rear axle—the higher-tech electronic system that comes with the GT automatic splits torque 45/55–but this is better than the front-biased systems found in many front-drive-based all-wheel-drive vehicles.

Bottom line with the all-wheel-drive: floor the throttle in turns and the car just bites and goes. Don’t try this in a front-drive Acura TL or rear-drive Infiniti G35—you’ll just invite the intervention of the traction control and in the TL will find a ton of torque steer to boot. In the Subaru it’s possible to induce a touch of oversteer with a heavy throttle in turns, but just a touch and it’s very easily controllable.

Normally the chassis is inclined towards moderate understeer—not sporting but certainly safe. Perhaps they’re trying to be safe, and perhaps the nose-heavy weight distribution prevents a more neutral handling balance. The upshot: the front tires slide wide well before the rears work up much of a sweat.

But this is not to discredit the overall experience of driving the car. On sweeping curves–the faster the better–it handles very well and inspires confidence. Subaru Legacy GT cost around $28,795.

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The 2007 Subaru Impreza 1.5R will act as an entry-level model that boasts a, you guessed it, 1.5-liter boxer engine (sounds good in theory). This newly developed flat-four will oozes a less than noteworthy 105 hp at 6,400 RPM and 105 ft./lbs. of torque at 3,200 RPM. Power will, assumably, still find its way to all four wheels via Subaru’s full-time all-wheel-drive and, at this price point, we think it’s safe to assume that a five-speed manual will handle gear selections. I doubt this car would pull out of first gear with an automatic actually, heh.

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Subaru’s 2.5-liter, Horizontally Opposed boxer engine with a turbo charger was voted this year’s winner in the 2- to 2.5-liter engine class of the International Engine of the Year Awards. The award ceremony took place today at the Engine Expo in Stuttgart, Germany. The award granted to the Subaru engine, with which Subaru Impreza and Forester models are equipped, marks the first time a Horizontally Opposed engine has been chosen in the prestigious annual awards.

A panel of 61 renowned journalists from 29 countries served as judges in the competition organized by UKIP Media &Events – Automotive Magazines’ Division, Britain’s largest group of auto-technology magazines, which includes Engine Technology International and Automotive Testing Technology International. The judges applied their technical knowledge and impressions, scoring for the vehicle’s performance, drivability, ease of handling, fuel economy, and refinement. Based on the points given by the judges, the grand prize, prizes for best engines in eight capacity classes and three other categories were awarded.

The now internationally acclaimed Subaru 2.5-liter turbo engine features powerful torque output as well as environmental considerations. By employing a secondary air injection system, improving on the engine control system and modifying combustion chamber designs, FHI has made significant improvements in lowering vehicle emission levels. The engine achieves optimal balance between nimble response in low-speed driving ranges and enhanced power output, thanks to design changes of the water jacket in the cylinder head and layout modifications in the exhaust manifolds to minimize pump loss while ensuring smooth gas flow. These engine refinements and improvements have been recognized by the judges and brought FHI its first award in the competition.

Subaru’s current Impreza and Forester models, which are sold in Europe, North America, and Australia, come equipped with the 2.5 liter turbo engines.

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