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So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS…

New Car Reviews

2019 Subaru WRX Sport-tech RS Road Test

So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS I say absolutely, and my tester wasn’t even fitted with its automatic transmission.

Availability of the automatic is a key regular WRX differentiator when comparing it to the more potent STI, the latter only useful to those who know how to row through the gears of a manual shifter. This means that anyone using their WRX as daily, who wants a more convenient, relaxed drive when commuting, along with the legendary model’s high level of performance, whether charging up serpentine mountainside roads amid weekend getaways or merely pushing the envelope through cloverleaf-style highway entrances and exits on their way to or home from work, can spend just $1,300 more to do so with all regular WRX trims, excepting this specific WRX Sport-tech RS, which is only available with said six-speed manual transmission.

To clarify, you can get a 2019 WRX Sport-tech with an automatic, but the RS designation will need to be swapped out for EyeSight. It’s not as if Subaru brands the car with RS or EyeSight anyway, other than via the roof-height all-seeing-eyes behind its windshield, plus on its website and internal order sheet of course, and it also should be noted the Sport-tech EyeSight isn’t identical to the Sport-tech RS, transmission choice aside, but each model’s similarities should be close enough for those who want a compromise between pure performance and ease of daily use.

Before deep diving into all that makes each trim unique, and by so doing listing RS and EyeSight features in comparison to other WRX trims, I’d like to detail out my particular Sport-tech RS test model. First off, I couldn’t be happier with the Subaru Canada press communication team’s choice of World Rally Blue Pearl as an exterior colour, which while identical to the Sport-tech RS I reviewed last year, at least almost, is still one of my favourites due to an eye-searing blue hue that is based in the Japanese brand’s significant motorsport heritage, being very close to Subaru’s World Rally Championship winning race team’s livery.

All good and well, but why would Subaru give me a seemingly identical WRX test car within a given year? That’s simple: Subaru updated the 2019 model’s centre-mounted infotainment display. A critically important feature in any new vehicle these days, the WRX touchscreen is now the same as in other updated models across the Subaru lineup (new 2020 Legacy and Outback aside), or in other words wholly improved with a totally redesigned graphic interface that’s much better looking. For starters it features a bright, smartphone/tablet-style array of colourful digital buttons hovering within floating 3D tiles, on what I can only describe as a dark blue night sky-like background (complete with stars). I like the design and appreciated how fast the new interface responds to input, and while I no longer use an iPhone and therefore could not enjoy what appears like a much more appealing Apple CarPlay interface, iOS integration now comes standard on all WRX trims, as does Android Auto that worked very well with my Samsung S9, if not quite as graphically stimulating.

Sport-tech trim features a half-inch larger than base 7.0-inch display that once again bookends the screen with rows of touch-sensitive quick access buttons, including Home, Map and Apps on the left side and Info just above two sets of track-seeking arrows to the right side. Near-field communication (NFC) is also incorporated for faster phone connectivity (if your smartphone includes it), while other features include a Micro SD card slot, HD radio, navigation mapping and routing, a rearview camera with active guidelines, and more. I found it easier to use, plus the display’s clarity and depth of colour was superb, matching the best on offer in the mainstream industry, and easily surpassing a number of competitive systems.

Infotainment system aside, this WRX Sport-tech RS and its non-STI siblings move into 2019 unchanged, meaning they continue to show off last year’s attractive styling enhancements, chassis upgrades, and additional refinements, as well as new safety features. Let me explain.

With respect to its outer design, Subaru refreshed the front grille and bumper of the WRX for 2018, as well as the interior door trim, while a new electroluminescent primary gauge package incorporated a nicely sorted new high-resolution colour TFT display. What’s more, the 5.9-inch colour multi-information display atop the dash received new graphical updates too, which look really attractive. This performance-oriented interface, with placement and functions that hark back to ancillary analogue turbo, temp and oil pressure gauges of the past, is totally unique to the segment too, and adds that bespoke allure to the WRX that can’t be found in competitors’ sports models.

Additionally, passengers in back received a new flip-down centre armrest with integrated cupholders last year, while all occupants still benefit from lower noise, vibration and harshness levels, aiding audio system enjoyment as well as more easily understood conversations. Lastly, a retuned suspension provided improvements to ride quality, while a stronger battery strengthened the electrical system.

Back to styling, I like what Subaru has done with the grille, particularly its blackened borders and black mesh insert, but the racing-spec-style multi-component lower front fascia with its matte black centre vent looks even better, as do the bigger, squarer, matte black fog light bezels to each side, while the four twinned five-spoke gunmetal grey-painted cast aluminum alloy wheels on 245/40 Dunlop SP Sport Maxx RT performance rubber are stunning, these encircled by sporty red brake calipers that are as racy as this class gets. Of note, base and Sport models come fitted with grey 15-spoke 17-inch alloys on the same tires, albeit sized at 235/45.

Everything already mentioned, together with all of the other features upgraded for 2018, such as the larger front hood scoop, reworked headlights, and rally car-inspired matte black rear diffuser integrating four chrome tailpipe finishers, as well as all items seemingly pulled up from the 2015-2017 model that preceded, including the coke-bottle fenders with open engine vents trimmed with cool chrome “WRX” garnishes, the subtle rear trunk lid spoiler (which I appreciate more than the STI’s massive wing—the smaller lip spoiler can be had with the STI as well) and more, look sensational.

Also continuing forward into 2019, all regular WRX models feature Subaru’s excellent 2.0-litre direct-injection twin-scroll turbocharged boxer four, producing a generous 268-horsepower and 258 lb-ft of torque. While still a fair ways from the STI’s 310 horsepower and 290 lb-ft of torque, the regular WRX mill is still very strong in its class, especially when factoring in that the car starts at just $29,995 plus destination and fees, or $38,995 in as-tested Sport-tech RS trim, which is considerably more affordable than the STI’s $41,995 base price, or that model’s more directly comparable STI Sport-tech that hits the road at $47,295. It’s also important to factor in that the majority of similarly priced competitors don’t provide the same levels of performance, which we should also consider includes Subaru’s standard Symmetrical-AWD, aiding all types of driving in Canada’s ever-cooling, and seemingly much longer winters, so the WRX makes a strong case to Canadian sports car fans, even if it is more of a sport sedan.

As mentioned above, a six-speed manual comes standard, but take note the optional automatic is actually a CVT (Continuously Variable Transmission), normally nothing to brag about amongst performance enthusiasts. Still, continuously variable transmissions have improved a lot over the years, and the WRX’ Sport Lineartronic version is actually very good thanks to an engaging set of steering wheel paddle shifters that actuate both six- and eight-speed manual modes, plus Subaru Intelligent Drive (SI-DRIVE). I realize that it might be difficult for some to accept the inclusion of a CVT in the WRX, but after experiencing this drivetrain two years ago I was surprised in all the right ways. Of course, I personally wouldn’t choose the autobox route, but then again I wouldn’t cut anyone to the core for doing so either.

With respect to the as-tested manual transmission, it received a redesigned shift lever, improved shifting feel, and refined clutch feel as part of the 2018 redesign, with the result being a shifter that’s still smooth and accurate, and a clutch that’s nicely weighted with ideal take-up, plus is more responsive without any grabby side effects.

On that note there’s zero change in straight-line performance from the identically powered 2018 car, with the manual model still claiming a 5.4-second sprint from standstill to 100km/h, and the CVT remaining respectable at 5.9 seconds for the same feat. Of course neither will get an STI owner excited, but nevertheless I thoroughly enjoyed my week with the car, happy with its power off the line and rapidity up to highway speeds (and a little beyond). On that note, CVT owners can boast about a higher 240-km/h top-speed over the manually equipped car, which can only manage 232 km/h due to a shorter final gear.

As stated in my 2018 WRX Sport-tech RS review, the modifications made were mostly focused on refinements, including better steering feel and a more comfortable, compliant ride that doesn’t compromise at-the-limit road-holding. Truly, I could have cared less about ride quality when I was younger, even driving a raised Jeep CJ-5 on big knobby tires (and massive Alpine speakers hanging off the roll bar) at one point (the fabric roof was rarely attached during the summer), but as I age, like so many WRX owners have, comfort matters more. As it is, the new and improved WRX was a joy during daily jaunts around the city, where I end up driving most of the time, but then again when I took the opportunity to push it to its limits on a few favourite back roads it was every bit the super sedan I’ve enjoyed on multiple occasions over the years. In fact, I’d say it’s even better, because its more compliant suspension, which still remains quite firmly sprung compared to most others in this class, and fully independent, of course, allowed better control over rough patches of pavement that probably would have unsettled the more rigid previous generation.

An area of weakness is fuel economy, which might be surprising to those who choose the WRX for its compact size and supposed four-cylinder efficiency. While an improvement over the STI’s official rating of 14.3 L/100km in the city, 10.7 on the highway and 12.7 combined, the regular WRX is still a bit voracious at 12.6 L/100km city, 9.6 highway and 11.2 combined with its standard manual transmission, or 11.3 city, 8.5 highway and 10.0 combined with the optional CVT. You won’t have to look very hard to find a more formidable competitor with thriftier economy, so Subaru will likely want to address this issue when it updates the 2.0-litre boxer at some point in the future.

I suppose I should ask if you really care about fuel efficiency. I imagine those in Vancouver, who were recently paying upwards of $1.85 per litre for 91-octane unleaded (the recommended fuel) might be more averse, but WRX owners in Edmonton, Alberta, who were only paying $1.30 or so for the same litre of mid-grade gas, might not give a rat’s butt.

Either way the WRX remains practical, with seating for up to five in relative comfort, plus a sizeable enough trunk, when compared to most sports cars at least, which measures 340 litres (12.0 cubic feet), and benefits from 60/40-split rear seatback expandability. That trunk might also matter more to those who live in more crime-ridden Canadian cities, as it provides better security than a hatchback, which is more often than not the body style of choice in this class.

Speaking of competitors, the WRX’ cabin quality once again impressed. The instrument panel is mostly comprised of a premium soft-touch synthetic material, even stretching across the entire dash top and downward to the halfway point of the centre stack, while all door uppers are comfortably padded too, front to back. Likewise, Subaru adds nice quilted leatherette door inserts with red stitching, and soft, elbow-friendly armrests with the same rosy thread.

The WRX’ contrast stitching brings up an important point about taste. Subaru, in its experience and wisdom in this category, and understanding that its WRX is now targeting a wider spectrum of age groups than ever, kept its splashes of red interior highlights to a tasteful minimum, making for an attractively sporty cabin design that’s not overly garish. This is in sharp contrast to some rivals, such as Honda’s Civic Type R, which is a brilliant performance car, but hard on the eyes. As it is, the red thread in the WRX Sport-tech RS also adorns the door inserts, leather-wrapped steering wheel, shifter boot, and the side bolsters of each seat, which are also trimmed in a thick strip of crimson leather, this nicely contrasting the rest of the seats’ black leather and suede-like microfibre upholstery. Additionally, Subaru adds a great looking horseshoe-shaped ring of red piping around the mid-portion of the seats, which frame white-embroidered “RECARO” logos, the latter perfectly matching yet more red piping on the headrests above. Finishing things off is an instrument panel inlay that does a good job of mimicking carbon fibre.

Of course, other than with the STI the interior just outlined is specifically for my tester’s Sport-tech RS (and one special edition) trim, while a variety of additional WRX models are worthy of your investigation too. Together with the aforementioned $29,998 base trim, as well as the $39,095 Sport-tech EyeSight noted earlier, you can also consider Sport trim at $33,195, and this Sport-tech model without the $2,300 RS upgrade for just $36,495.

What’s more, a new $40,995 雷雨 Raiu Edition joined the fray for 2019, painted in a self proclaimed Cool Grey Khaki hue that I happen to love. It boasts a number of STI-style exterior styling upgrades including a sportier front lip spoiler, wider side skirts, and the gigantic rear deck lid wing spoiler, as well as a sizeable set of 19-inch alloy wheels framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled discs. The 雷雨 Raiu Edition also includes the Subaru Rear/Side Vehicle Detection System (SRVD) as standard, which features blindspot monitoring with rear cross-traffic alert and lane change assist, while it also comes with a powered glass sunroof, a 10-way power-adjustable driver’s seat with powered lumbar support, and racy red seatbelts adorning the Ultrasuede seats noted a moment ago.

By the way, all the 2019 WRX trim, package and option pricing used in this review was sourced from CarCostCanada, where you’ll also find information about available manufacturer rebates and otherwise difficult to find dealer invoice pricing that could save you thousands.

Back to the WRX Sport-tech RS, it features stronger Jurid brake pads that bite down on the standard 316 mm front and 286 mm rear discs via those red brake calipers mentioned a moment ago, while inside the cabin you’ll get the ultra-luxe black and red partial-leather and microsuede upholstery also noted. The driver’s seat is just eight-way powered, but as mentioned it’s a much more inherently supportive Recaro sport seat, as is the front passenger’s, so most won’t complain. I certainly didn’t, finding it fabulously comfortable and wholly supportive, especially when pushing the WRX through fast-paced corners.

Along with everything already mentioned, Sport-tech trim adds proximity keyless entry with pushbutton start/stop, the bigger 7.0-inch central touchscreen featuring the upgraded interface mentioned earlier, as well as Subaru’s StarLink app, additional apps like Yelp, Best Parking, Glympse, SiriusXM Traffic and Travel Link with weather, sports and stock market information, great sounding 320-watt nine-speaker Harman/Kardon audio, and dual USB inputs.

Features included with my Sport-tech RS tester that can also be found in Sport trim include wiper-integrated auto on-off LED headlamps with new steering-responsive cornering capability, LED fog lights, LED turn signals within the side mirrors, welcome lighting, the smaller rear deck lid spoiler mentioned before, plus the previously noted powered moonroof and SRVD blindspot safety system.

Finally, 2019 WRX base trim items found with my Sport-tech RS included a high-performance quad-tipped exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a really sporty leather-clad and red-stitched multifunction flat-bottom steering wheel, auto climate control, heated front seats, StarLink smartphone integration (including Aha radio), a reverse camera, an AM/FM/CD/MP3/WMA/satellite radio, Bluetooth phone connectivity with streaming audio, an aux connection, USB ports, voice activation, etcetera.

Being that the Sport-tech RS model comes standard with a manual, it doesn’t get Subaru’s EyeSight suite of advanced driver assistive systems, but I should still go over everything featured with the EyeSight upgrade, such as auto high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist.

When equipped with all of the above the WRX achieves a best-possible IIHS Top Safety Pick + rating, and believe me the “+” portion of this commendation is very hard to get in the WRX’ small car class, only shared with three rival mainstream volume brands, none being a direct competitor to this go-fast Subie. I was even more impressed to find out that four Subaru models earn this IIHS Top Safety Pick + rating within the WRX small car category, which is a better result than any other brand.

Also notable, Subaru has more vehicles receiving the top-most IIHS “+” rating than any competitor, completely topping the mid-size class, and represented in every segment it compete in, BRZ aside (a car it designed and builds with Toyota), resulting in eight total models. Speaking of Toyota, how does it fare? Only two of Toyota’s namesake models are rated as highly, while Honda had just had one, and Nissan didn’t have any models achieving safest IIHS status. This impressive safety claim is therefore as good as it gets, especially when combined with the all-weather safety of Subaru’s standard Symmetrical all-wheel drive.

I’m not going to end this review by claiming a score of 10-out-of-10 for Subaru’s WRX, particularly due to its fuel economy, but suffice to say it’s impressive in most every other way, and as suitable to daily driving as it is for cleaning up at weekend autocross events or those wonderfully memorable days on the track. Of course, you’ll need to pray a WRX STI doesn’t show up, but for those on more of a budget, or city slicker who’d rather not shift for themselves, the regular WRX is an excellent choice, particularly when dressed up in Sport-tech RS trim.

As you may have noticed, orange is all the rage as far as fashion colours go. This works well for me because I happen to like most mixtures of red and yellow, but sometimes a brand takes their pumpkin,…

New Car Reviews

2019 Subaru Forester Sport Road Test

As you may have noticed, orange is all the rage as far as fashion colours go. This works well for me because I happen to like most mixtures of red and yellow, but sometimes a brand takes their pumpkin, ochre, tangerine, or fire hue too far, resulting in a styling faux pas.

It’s not the thick orange striping along the otherwise matte black lower exterior panels that puts me off the new 2019 Forester Sport, but rather the metallic orange dash vents and orange painted shifter surround that assault my senses. I wish they’d just left it at orange contrasting thread.

This said the new fifth-generation Forester is a big step up over its predecessor, and while Sport trim wouldn’t be my first choice due to orange overload, they’ve got plenty of other trims and colour choices to pick from. What’s more, this new 2019 model has been thoroughly redesigned around the new Subaru Global Platform (SGP), which has resulted in greater refinement, capability and dynamic performance, plus more interior roominess.

The new Forester is now 15 millimetres (0.6 inches) longer from front to back at 4,625 mm (182.1 inches), with 30 mm (1.2 inches) more wheelbase at 2,670 mm (105.1 inches), while it’s also 21 mm (0.8 inches) wider including its mirrors at 2,052 mm (80.8 inches), or 20 mm (0.8 inches) wider not including its mirrors at 1,815 mm (71.4 inches). Its front and rear track has widened too, now up 20 and 15 mm (0.8 and 0.6 inches) respectively to 1,565 and 1,570 mm (61.6 and 61.8 inches), which, along with the Forester’s other dimensional and mechanical changes has caused a one-metre (3.3-foot) larger curb to curb turning circle of 5.4 metres (17.7 feet).

Despite maintaining its minimum ground clearance at 220 mm (8.6 inches), the new Forester is actually 5 mm (0.2 inches) lower in height than its predecessor with its roof rails included at 1,730 mm (68.1 inches), while its base curb weight has increased by just 26 kilograms (57.3 lbs) at 1,569 kilos (3,459 lbs) when compared to the previous model with its optional CVT, which is now standard. Still, the fully loaded 2019 Forester Premier now weighs in at 1,630 kg (3,593 lbs), which actually makes this top-line model a surprising 56 kg (123.4 lbs) lighter than the ritziest version of the 2018 model in spite of its greater size.

Along with a more spacious passenger compartment that can really be felt when seated inside, the new Forester improves cargo capacity by 29 litres (1.0 cubic-foot) behind the 60/40 split-folding rear seatbacks in base trim, from 974 to 1,003 litres (34.4 to 35.4 cubic feet), and by 40 litres (1.4 cubic feet) in base trim when those seats are laid flat, from 2,115 to 2,155 litres (74.7 to 76.1 cubic feet). When the optional sunroof is added, which encroaches slightly on overhead space, the difference from old to new grows to 43 litres (1.5 cubic feet) behind the rear seatbacks, from 892 to 935 litres (31.5 to 33.0 cubic feet), and 68 litres (2.4 cubic feet) when those rear seats are lowered, from 1,940 to 2,008 litres (68.5 to 70.9 cubic feet). This is a significant improvement that can really make a difference when faced with a large load of gear.

Back up front, the driver’s seat is quite comfortable and included two-way powered lumbar support that matched up well to the small of my back, while the driving position is excellent with plenty of rake and reach from the tilt and telescopic steering column. In Sport trim the steering wheel gets a nice leather-wrapped rim with orange stitching, its spokes filled with nicely organized controls that even include an “S#” mode for enhancing performance, or alternatively adaptive cruise control switchgear for a more relaxed highway driving experience.

A whole host of Subaru EyeSight advanced driver assistance systems come standard with the Forester Sport and other top trim levels, these including pre-collision braking, pre-collision brake assist, pre-collision throttle management, lead vehicle start alert, lane departure warning, lane sway warning, lane keep assist, reverse automatic braking, and just noted adaptive cruise control.

But I’m getting ahead of myself. The 2019 Forester starts at $27,995, which while $2,000 more than last year’s base model now includes standard LED headlamps, a stylishly advanced safety technology that previously required a move up to Limited trim in order to partake, and one that’s still optional with most of its rivals including the totally redesigned 2019 RAV4 and recently redesigned Honda CR-V—the Mazda CX-5 already comes standard with LED headlights, as does the refreshed 2019 Jeep Cherokee. The Forester’s include automatic on/off as well, so you won’t always have to remember to turn them on and off manually, this standard feature part of last year’s Convenience upgrade, while new standard automatic climate control gets pulled up from the 2018 model’s Touring trim.

Also positive, a new electromechanical parking brake replaces the old handbrake, freeing up space between the front seats and modernizing the driving experience, while auto vehicle hold now replaces the old hill holder system that previously only came with the manual transmission, the latter now discontinued as noted earlier. Now that Subaru’s Lineartronic continuously variable automatic transmission (CVT) is standard across the line, its impressive X-Mode off-road system with Hill Descent Control, and SI-Drive drive mode selector are now standard too.

Together with the CVT and Subaru’s much praised Symmetrical full-time all-wheel drive system that remains standard, all 2019 Foresters get a new direct-injection enhanced 2.5-litre four-cylinder boxer engine that’s good for 182 horsepower and 176 lb-ft of torque, resulting in a 12-horsepower and 2-lb-ft gain over last year’s identically sized base engine.

The upgraded drivetrain now includes an auto start/stop system that automatically shuts off the engine when it would otherwise be idling, helping reduce emissions while improving fuel economy, but my tester’s wasn’t without fault. In fact, it was by far the roughest idle-stop system I’ve ever experienced, jerking the steering wheel sideways and even jarring my arm once when doing so. To be clear it didn’t go into fits and spats every time it engaged, but rather shut off and started up smoothly more often than not. Nevertheless, once in awhile it was a demon possessed, so I think Subaru will want to sort it out.

On the positive, the sometimes spastic auto start/stop system helped the 2019 Forester achieve 0.2 L/100km savings in combined city/highway driving despite the increase in performance, from 9.2 L/100km city, 7.4 highway and 8.4 combined in the old model to 9.0 city, 7.2 highway and 8.2 combined in the new one.

This said, a major source of disappointment for the 2019 model isn’t with this improved base powertrain, but rather the discontinuation of Subaru’s wonderful 2.0-litre turbocharged engine upgrade that previously put out 250 horsepower and 258 lb-ft of torque yet still managed a relatively thrifty 10.2 L/100km city, 8.6 highway and 9.5 combined fuel economy rating. True, few vehicles in this class offer such a formidable optional engine, but it was nevertheless an important differentiator in a market segment that’s highly competitive.

As it is, the 2019 Forester is more about comfort than speed. This philosophy certainly hasn’t hurt market leaders like the Honda CR-V or Toyota RAV4 in years past (although recent updates mean they’re both more formidable in a straight line than the Forester), but even with the aforementioned S# sport mode engaged, an exclusive Forester Sport feature that provides more immediate throttle response, there’s nary a hint of WRX in Subie’s little family hauler. Therefore, with performance now of secondary importance the focus is on efficiency, comfort and practicality, all of which are Forester strengths.

We’ve covered efficiency, leaving us with a really smooth ride and even smoother Lineartronic CVT. It’s hard to knock a CVT in this type of vehicle. Its simple, reliable design and creamy power delivery is perfect for tooling around town, whirring down the highway, or trekking across a countryside gravel road, and when combined with the Forester’s fully independent front strut and double-wishbone rear suspension setup it’s comfortable over most any road surface. Handling is plenty capable too, and braking is strong, especially in Sport, Limited and Premier trims that come upgraded with 316 by 30 mm front discs. The new Forester is really a nicely balanced compact SUV.

Trims in mind, the 2019 Forester is now available in base 2.5i, Convenience, Touring, Sport, Limited and Premier grades. Along with everything already mentioned, the base model includes standard power-adjustable heated side mirrors, variable intermittent wipers, steering wheel controls, cruise control, filtered air conditioning, a backup camera with dynamic guidelines, Bluetooth with audio streaming, StarLink smartphone integration with Aha radio, HD and satellite radio, two USB ports/iPod interfaces, an aux input, heatable front seats, roof rails, the usual active and passive safety features including an airbag for the driver’s knees, plus more.

Of note, the standard infotainment touchscreen is now 0.3 inches larger in diameter at 6.5 inches, and also features standard Apple CarPlay and Android Auto smartphone connectivity that wasn’t even optional before.

Standard features are even more generous in second-rung Convenience trim, which for $30,295 includes everything from the base model plus fog lamps, a rear rooftop spoiler, 17-inch alloys replacing the standard 17-inch steel wheels with covers, a windshield wiper de-icer, silver finish interior accents, chrome interior door handles, a leather-wrapped steering wheel, paddle shifters, a colour TFT multi-information display within the gauge cluster, a 6.3-inch colour multi-function display atop the dash that’s controllable via steering wheel-mounted switchgear, two more stereo speakers for a total of six, dual-zone automatic climate control (the base model’s auto HVAC is single-zone), sunvisor extensions, illuminated vanity mirrors, premium cloth upholstery, a 10-way powered driver’s seat with lumbar support, a flip-down rear centre armrest with integrated cupholders, etcetera.

For $1,500 more you can add the EyeSight suite of advanced driver assistance systems noted earlier, an upgrade package that also includes proximity-sensing keyless access, pushbutton ignition, and a retractable cargo cover.

Incidentally, EyeSight not only comes standard with my Sport tester, but it’s included as standard in all grades above the two lowest trims. This means the $32,995 Touring model gets EyeSight too, plus everything already mentioned as well as automatic high beam assist, a large power-sliding glass sunroof with a sunshade, and a powered tailgate with memory function.

Above this, the as-tested Sport model, plus the Limited and Premier trims get a new two-mode X-Mode off-road system that’s capable of even greater go-anywhere prowess thanks to separate settings for snow and dirt, as well as deep snow and mud. Of course, I had to take it to my favourite local off-road play area for a little bushwhacking and it performed extremely well for this class. This said there aren’t many true 4x4s in the compact SUV segment anymore, leaving the new Forester’s off-road capability somewhere between the very capable Jeep Cherokee and everything else.

Back to features, the top three trims improve safety further via standard steering responsive headlights and Subaru’s Side/Rear Vehicle Detection (SRVD) system, while each model also includes a leather shift knob plus a new 8.0-inch touchscreen that adds an inch to the diameter of last year’s top-line infotainment display. Once again the interface includes Apple CarPlay and Android Auto where there wasn’t such advanced smartphone connectivity last year, while these upper trims also get dual rear USB ports for a new total of four, plus A/C ducts on the backside of the centre console, and reclining rear seats.

As mentioned earlier, all-new $34,995 Sport trim is the visual standout of the 2019 Forester lineup, whether that’s a positive or negative in your view. Along with all the orange it gets a unique gloss black grille, special front corner grilles, a larger rear spoiler, a blackened trim strip that runs across the rear liftgate before striking through the taillights, and a unique rear under-guard. The Sport also features exclusive dark metallic 18-inch alloys, while LED daytime running lights, vertically stacked LED fog lamps and LED turn signals integrated within the mirror caps add to its upmarket appeal.

I should also make mention of $37,695 Limited trim despite this review being mostly about the Sport. The Limited eliminates the Sport’s performance upgrades yet keeps most of its convenience and luxury improvements, while adding unique 18-inch 10-spoke bright-finish machined alloy wheels, a premium grille, chrome detailing around the fog lamp bezels and side windows, auto-dimming side mirrors with approach lighting and reverse tilt (the latter item a Subaru first), an auto-dimming rearview mirror with an integrated compass, chrome trimmed primary gauges, a heatable steering wheel rim, GPS navigation, SiriusXM Traffic and Travel Link with weather, sports and stock market information, an eight-speaker, 440-watt Harman Kardon audio system with an eight-channel amplifier, leather upholstery in black or platinum, silver contrast stitching throughout, driver’s seat memory, heatable rear outboard seats, and one-touch folding rear seatbacks.

Lastly, for just $1,800 more you can opt for $39,495 Premier trim, a new top-of-the-line model that pushes the Forester up into luxury SUV levels of style and refinement. Premier trim once again includes the vertical LED fog lamps from the Sport within unique satin-silver trimmed bezels, as well as special aluminum-look satin-silver trim on the front fascia, side mirror caps, roof rail posts, side sills, and rear bumper. Additionally, exclusive 18-inch five-spoke machined alloy wheels combine with chromed exterior door handles and a stainless steel rear bumper step pad to spiff up the look further.

Inside, the Forester Premier features exclusive brown leather upholstery that I really like, plus an eight-way power-adjustable front passenger seat, while Subaru’s brand new DriverFocus driver fatigue and distracted driving mitigation system uses facial recognition to detect drowsiness or distraction.

By the way, all of the trim details and prices were verified at CarCostCanada, where you can also find dealer invoice pricing that could save you thousands when negotiating with your Subaru dealer, plus they have rebate information on any discounts that might be available to you.

No matter the trim, all of the 2019 Forester’s features come in a cabin that boasts improved style, refinement and attention to detail, from additional soft-touch surfaces to some really nice dark satin metallic accents. Subaru even adds soft padded leatherette sides to the lower centre stack and console, the result being a wonderfully upscale look and feel. The geometric grey fabric used for the Sport’s door panel and seat upholstery is attractive, and I really like the orange contrast stitching throughout the interior.

The analogue gauge cluster is bright and easily legible, with a large, colourful albeit straightforward multi-information display at centre, the latter complemented by a much larger and more complex MID atop the centre dash, that’s fully functional and filled with great looking high-resolution graphics. It even includes a trio of default meters for water and oil temperatures, plus average speed. Likewise the upgraded infotainment system is the best ever offered in a Forester, with bright, attractive graphics including album artwork when using satellite radio, wonderful depths of contrast and colour, and excellent resolution quality. All of the aforementioned functions worked well too.

This last comment really sums up the entire 2019 Forester. The Sport may not be as fun to drive as last year’s top-line turbocharged model, but when compared to the previous base powertrain, which sold in much greater numbers, it’s a significant step forward, while the rest of this compact SUV is better in every way. This said it’s up against some formidable challengers, but Subaru’s faithful are as loyal as loyal can be, meaning that it should be able to hold onto most of its regular clientele while also growing its base.

Early numbers show that it’s off to a good start, with December 2018 sales up 30 percent over the same month in 2017, while year-over-year sales are up 6 percent. Factoring in that Subaru sold the outgoing 2018 Forester for most of last year and it’s clear the new model is bolstering the bottom line, as it should be, so its onward and upward for this much improved model. Yes, the new Forester is easy to recommend, even in Sport trim, but make sure to keep a set of polarized sunglasses nearby for guarding against orange overwhelm.

We’ve got something mega in our garage this week, or at least the all-new 2019 Ascent is big for Subaru. Having arrived here over the summer, the North American-exclusive, three-row, mid-size crossover…

In Our Garage

2019 Subaru Ascent Premier

We’ve got something mega in our garage this week, or at least the all-new 2019 Ascent is big for Subaru.

Having arrived here over the summer, the North American-exclusive, three-row, mid-size crossover SUV is configured for eight occupants in standard trim and seven with optional second-row captain’s chairs, the latter setup being how Subaru’s communications team outfitted our tester.

In case you weren’t aware, Subaru has been down the mid-size crossover SUV road before, and I’m not talking about the Outback that not only continues to outsell all tall wagon competitors, but is the best-selling of its kind in history. The model I’m referring to was the 2005 to 2014 Tribeca, which was nicely finished and very competent from a performance standpoint, yet suffered from frontal styling that wasn’t accepted by the masses and a third row that was cramped at best, whereas the new Ascent pulls design cues from Subaru’s highly successful current Forester and Outback, albeit with a larger grille and a longer, taller profile, while it’s anything but short on size.

The Ascent measures 4,998 millimetres (196.8 inches) front to back with a 2,890-mm (113.8-inch) wheelbase, while it stands 1,819 mm (71.6 inches) tall including its standard roof rails. Additionally, it spans 2,176 mm (85.6 inches) wide with its side mirrors extracted, while its track measures 1,635 mm (64.4 inches) up front and 1,630 mm (64.2 inches) at the rear.

To put this into perspective, the new Ascent is 48 mm (1.9 inches) shorter than the mid-size three-row SUV category’s best-selling Ford Explorer, albeit with a 24-mm (0.9-inch) longer wheelbase, while some might also be surprised to find out the new Subaru is 42 mm (1.6 inches) taller than the big blue-oval utility. The only Explorer measurements to exceed the Ascent relate to width, which show Ford’s SUV a considerable 119 mm (4.7 inches) wider with 66 / 71 mm (2.6 / 2.8 inches) more front / rear track respectively. This said the Explorer is one of the mid-size segment’s largest SUVs.

Comparing the new Ascent to other top-sellers shows that it’s longer, wider and taller than the Toyota Highlander and Kia Sorento, longer and taller than the Honda Pilot and Hyundai Santa Fe XL, wider and taller than the Nissan Pathfinder, merely wider than the Dodge Durango, and only taller than the Volkswagen Atlas.

By the way, that was only a partial list of the Ascent’s three-row mid-size crossover SUV challengers, the full list (from best-selling to least during the first three quarters of 2018) including the Explorer, Sorento, Highlander, Atlas, Pilot, Durango, Pathfinder, Chevrolet Traverse, Santa Fe XL, Dodge Journey, GMC Acadia, Mazda CX-9, and Ford Flex.

Of more importance than mere outward size is passenger volume and cargo space, which for the Ascent measure 4,347 litres (153.5 cubic feet) for the former and 2,449 litres (86.5 cu ft) for the latter when both rear rows are laid flat. That cargo number is just for the most basic of Ascent trims, by the way, which also measures 1,345 litres (47.5 cu ft) behind the 60/40-split second row and 504 litres (17.8 cu ft) behind the 60/40-split third row, while all other trims are half a litre less commodious at just 2,435 litres (86.0 cu ft) of gear behind the first row, 1,331 litres (47.0 cu ft) behind the second row, and 498 litres (17.6 cu ft) behind the third row.

These figures compare well against key rivals, with Ascent passenger volume even exceeding the Explorer’s and its standard eight-occupant seating configuration a rarity in the class, while the big Subaru’s maximum cargo capacity is amongst the segment’s most accommodating too. Also important, rear passenger access is made easier due to rear doors that open to 75 degrees.

Being a Subaru SUV the Ascent includes standard full-time Symmetrical AWD, which has proven to be one of the more capable available. Its initial advantage starts with more evenly balanced weight distribution thanks to a longitudinally-mounted engine and transmission, its competitors chassis architectures derived from FWD models housing transversely-mounted motors, while Subaru’s horizontally-opposed flat “boxer” engine allows for a lower centre of gravity.

Furthermore, Symmetrical AWD applies more torque to the wheels with the most grip, which is not only designed to enhance traction when taking off but to improve overall control at speed, so in theory the Ascent should be plenty capable no matter the road or trail surface it’s traveling over, while its standard X-mode off-road system, complete with hill descent control, and its generous 220 millimetres (8.66 inches) of ground clearance for overcoming obstacles, snow banks, etcetera, should make easy work of the rough stuff. We’ll let you know just how capable the Ascent is in our upcoming road test review, and of course give you a full report on its on-pavement driving dynamics too.

Power comes from a new turbocharged 2.4-litre four-cylinder engine, which as noted is once again a horizontally opposed design. It makes a healthy 260 horsepower and 277 lb-ft of torque, the latter maximized between 2,000 and 4,800 rpm. Subaru will likely use this engine as a replacement for its aging 3.6-litre H-6 in top-line Outback trims too, being that the new four-cylinder produces 4 more horsepower and 30 additional lb-ft of torque than the six.

Of course, at 11.6 L/100km city and 9.0 highway for the new 2.4-litre four when used for in the Ascent, compared to 12.0 and 8.7 respectively for the larger displacement H-6 in the Outback, the smaller engine would be much more efficient in the Outback as well. Of note, both four and six cylinder engines use variations of Subaru’s High-torque Lineartronic CVT (Continuously Variable Transmission), considered to be one of the more efficient types of transmissions available and ideal for mid-size crossover SUV applications thanks to smooth, linear power delivery.

With the Ascent, Subaru adds a standard set of steering wheel paddle shifters to improve driver engagement, along with an eight-speed manual mode featuring sportier driving characteristics and standard Active Torque Vectoring, first introduced on the WRX and WRX STI performance models, so expect us to report something positive about its driving dynamics when we deliver our full review.

Likewise, expect some insight on the Japanese brand’s car-like ride and handling claim that comes from the Ascent’s use of the new Subaru Global Platform (SGP), which combines rigid yet lightweight unibody construction with a fully independent MacPherson strut front and double-wishbone rear suspension system, enhanced further by a stabilizer bar mounted directly to the body at the rear and electric rack and pinion steering up front. This all rolls on 18-inch silver five-spoke alloys on 245/60 all-seasons with the Ascent’s two lower trims and 20-inch machine-finished high-gloss split-spoke rims on 245/50 rubber for the two upper trims, my tester benefiting from the latter.

On that note, the 2019 Ascent can be had in Convenience, Touring, Limited and Premier trims, with standard Convenience features not already mentioned including auto on/off halogen headlights, LED daytime running lights, roof rails, a 4.2-inch colour TFT multi-information display, three-zone automatic climate control, 6.5-inch touchscreen infotainment with Android Auto and Apple CarPlay smartphone connectivity, a rearview camera, six-speaker audio, satellite radio, three-way heated front seats, an eight-way power-adjustable driver’s seat, second-row USB ports, a total of 19 cup and bottle holders, and more for just $35,995 plus freight and fees.

All 2019 Ascent trims also include standard Subaru EyeSight driver assist technologies that include adaptive cruise control with lead vehicle start assist, pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, and lane keeping assist, while all the expected active and passive safety features come standard as well.

For $40,995 in eight-passenger trim or $41,495 with second-row captain’s chairs, which reduces the total seat count to seven, Ascent Touring trim adds the Subaru Rear/Side Vehicle Detection (SRVD) system that includes blind spot detection, lane change assist, rear cross-traffic alert and reverse automatic braking, as well as unique machine-finished five-spoke 18-inch alloys, body-colour side mirrors with integrated LED turn signals and approach lighting, LED fog lamps, a sportier rear bumper cap with integrated tailpipe cutouts, proximity keyless access, pushbutton ignition, front door courtesy lights, chrome inner door handles, a Homelink garage door opener, a windshield wiper de-icer, auto-dimming rearview and side mirrors, a leather-wrapped steering wheel and shift knob, larger 8.0-inch touchscreen infotainment, premium cloth upholstery, a powered panoramic sunroof, magazine pockets on the front seatbacks, second-row climate controls, third-row reading lights, a rear cargo cover, a powered liftgate, a transmission oil cooler, trailer stability control, and pre-wiring for a trailer hitch that increases towing capacity to 2,270 kg (5,000 lbs).

Limited trim, available for $46,495 in the eight-passenger layout and $46,995 in the seven-passenger configuration, adds the larger 20-inch alloys mentioned earlier, plus steering-responsive full low/high beam LED headlights with automatic high beam assist, black and ivory soft-touch interior surfaces, a heatable steering wheel, an upgraded gauge cluster with chrome bezels and light blue needles (in place of red), and a 6.3-inch colour multifunction display atop the dash that shows the time, temperature and dynamic features such as an inclinometer, while a navigation system with detailed mapping is included within the infotainment display, as is SiriusXM Traffic, whereas additional Limited features include a 14-speaker 792-watt Harman/Kardon audio system, a 10-way power-adjustable driver seat upgraded to include powered lumbar support and cushion length adjustment, driver’s seat and side-mirror memory, a four-way power-adjustable front passenger seat, leather upholstery, two-way heatable second-row outboard seats, integrated rear door sunshades, third-row USB ports, and more.

Top-line Premier trim, which comes fully equipped at $49,995, even including standard captain’s chairs, adds an upgraded high-gloss black grille insert, satin-finish side mirror caps, chrome exterior door handles, rain-sensing wipers, ambient interior lighting, a front-view camera, a Smart Rearview Mirror with an integrated rear-view camera, woodgrain inlays, brown perforated leather upholstery, ventilated front seats, a 120-volt power outlet on the rear centre console, and more.

All 2019 Subaru Ascent pricing was sourced from CarCostCanada, where you can also find detailed pricing on trims, packages and standalone options for every other new model sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

Our review will specifically focus on the Ascent Premier model we’re testing this week, and of course be more biased and experiential, covering our personal views on styling, interior fit, finish and materials quality, its features and how well they work, the SUV’s overall livability compared to others it competes against, how it drives on and off the road, plus more. So make sure to come back for our no holds barred 2019 Subaru Ascent Premier road test review…

It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and…

In Our Garage

2019 Subaru WRX Sport-tech RS

2019 Subaru WRX STI Sport-tech — Subaru’s updated 2019 WRX doesn’t change anything in the way of styling from last year, unless by styling we’re talking about the graphics within its new infotainment touchscreen. (Photo: Karen Tuggay, Canadian Auto Press)

It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and gussied up in near top-line Sport-tech RS trim. Subaru even doused its sheetmetal in the same World Rally Blue Pearl paint, a personal favourite for its vibrant hue as well as its historic motorsport pedigree.

Why a near identical WRX within a year? Because Subaru has changed up what is becoming one of the most important features in any new vehicle, its infotainment system. Most notable are completely new graphics that we think are much more attractive. They’re highlighted by colourful smartphone/tablet-style candy drop digital buttons on a night sky-like blue 3D background, while Apple CarPlay and Android Auto phone integration are now part of both base and top-tier systems. Our tester features the latter, the touchscreen still measuring 7.0 inches diagonally for a half-inch gain over the base display, and once again getting touch-sensitive quick access buttons down each side, which include Home, Map and Apps to the left and Info just above two sets of track seeking arrows on the right. Of course, we’ll go into more detail as part of the forthcoming road test review, but suffice to say it also includes near-field communication (NFC) for faster phone connectivity, a Micro SD card slot, HD radio, new glossy black topped audio knobs, navigation, a rearview camera with dynamic guidelines, and more.

The rest of this WRX Sport-tech RS and its non-STI compatriots remain unchanged, which means it still features last year’s styling updates, chassis tweaks, and various refinements, not to mention its new safety features and single modified drivetrain component. What are we talking about?

Last year Subaru reworked the front grille and bumper design, as well as the interior door trim, while the driver received a revised electroluminescent primary gauge cluster with a high-resolution colour TFT centre display. The 5.9-inch colour multi-information dash-top display got a graphics redo too, and it’s stunning. Additionally, rear passengers received a fold-down centre armrest with integrated cupholders, while all occupants benefited from reduced interior noise, a retuned suspension, and a stronger battery.

Styling specifics included a totally refreshed grille featuring new blackened borders and a black mesh insert, as well as a racing-spec-style multi-component lower front fascia with a matte black centre vent, not to mention larger reshaped matte black fog lamp bezels, while the entire package now rolls on an assortment of new dark alloy wheels depending on trim.

Base and Sport models were fitted with gunmetal grey-painted 15-spoke 17-inch alloys on 235/45 Dunlop SP Sport Maxx RT rubber, while as-tested Sport-tech trim received a larger set of twinned five-spoke 18-inch cast aluminum wheels on the same Dunlops measuring 245/40 front and rear, all of which carries over to 2019.

Likewise the massive hood scoop, coke-bottle fenders with integrated engine vents bearing chromed “WRX” appliques, subtle rear deck lip spoiler, and race-inspired matte black rear diffuser with quad chromed tailpipes were pulled forward into 2018 intact, and remain the same this year.

Also carryover, the non-STI WRX variants once again get Subaru’s 2.0-litre direct-injection twin-scroll turbocharged boxer four, making a considerable 268-horsepower and 258 lb-ft of torque. Of course the brand’s legendary Symmetrical-AWD comes standard, while connecting engine to driveline is a standard six-speed manual or optional Sport Lineartronic continuously variable transmission with steering wheel paddles, plus quick-shifting six- and eight-speed manual modes and Subaru Intelligent Drive (SI-DRIVE). Some will find it hard to accept the words WRX and CVT being used in the same sentence let alone within the same car, but after testing it in 2017 we were impressed. More important to WRX purists, the manual gearbox received a new shift lever along with improved shifter and clutch feel last year, so we’ll once again report on this in the upcoming review.

The WRX is quite efficient despite its potent performance with a claimed rating of 12.6 L/100km in the city, 9.6 on the highway and 11.2 combined when mated to its standard manual gearbox, or 11.3 city, 8.5 highway and 10.0 combined with the CVT, these numbers unchanged from last year.

Straight-line performance is identical to the 2018 model too, with the manual still capable of 5.4 seconds from standstill to 100km/h, and the automatic good for 5.9 seconds, whereas the CVT actually beats the manual’s 232-km/h top speed by 8 km/h for a nice round total of 240.

Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight is the most expensive WRX combination at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.

Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight was the most expensive WRX combination last year at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.

Second-most expensive? Yes, for 2019 Subaru has combined some of the STI’s styling features with regular WRX running gear in a new $40,995 雷雨 Raiu Edition that only comes in an exclusive Cool Grey Khaki colour. Its just noted STI-style exterior detailing includes a sharper front lip spoiler, extended side skirts and a large wing spoiler, plus 19-inch alloys framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled rotors. Additional 雷雨 Raiu Edition features include the Subaru Rear/Side Vehicle Detection System (SRVD) featuring blindspot monitoring with rear cross-traffic alert and lane change assist, a powered moonroof, a 10-way powered driver’s seat including powered lumbar support, and red seatbelts throughout.

Incidentally, we sourced all trim, package and option pricing at CarCostCanada, where you’ll also find information about available rebates and otherwise hard to find dealer invoice pricing that could save you thousands.

Last year I posed the WRX Sport-tech with EyeSight as the safest compact in its class, and I still feel the same thanks to its superb handling that allows for near unparalleled accident avoidance no matter the road or trail surface condition, this of course aided by its aforementioned all-wheel drivetrain with active torque vectoring, while it also gets multi-mode vehicle dynamics control, plus a full slate of standard active and passive safety features. For Subie fans that are more safety- and convenience-oriented than purely out for performance, the just noted EyeSight package adds automatic high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist. So equipped the WRX earns a best-possible IIHS Top Safety Pick Plus rating.

2019 S2019 Subaru WRX Sport-tech RS ubaru WRX STI Sport-tech — These luxuriously upholstered Recaro sport seats feature leather and microsuede. (Photo: Karen Tuggay, Canadian Auto Press)

As for the WRX Sport-tech RS on this page, uprated Jurid brake pads clamp down on a standard set of 316 mm front and 286 mm rear rotors via red brake calipers, while the interior gets luxurious black and red partial-leather/ultrasuede upholstery, the driver’s perch downgraded from 10-way power to just eight adjustments due to much more inherently supportive Recaro sport seats.

Additionally, my tester’s Sport-tech trim added proximity-sensing keyless access with pushbutton ignition, the larger 7.0-inch touchscreen filled with updated system graphics noted earlier, Subaru’s StarLink app, additional apps such as Yelp, Best Parking, Glympse, plus SiriusXM Traffic and Travel Link with weather, sports and stock market info, as well as a 320-watt nine-speaker Harman/Kardon audio system with two USB ports.

Features pulled up from Sport trim include wiper-integrated automatic LED headlights with new steering-responsive cornering, LED fog lamps, LED turn signals integrated into the side mirror caps, welcome lighting, a rear deck lid spoiler, a 10-way powered driver’s seat, a powered glass sunroof, and the aforementioned SRVD blindspot safety upgrade.

Lastly, features pulled up to Sport-tech trim from the base model include a quad-tipped high-performance exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a leather-wrapped and red-stitched multifunction flat-bottom sport steering wheel, single-zone automatic climate control, heatable front seats, StarLink smartphone integration (including Aha radio), a backup camera, AM/FM/CD/MP3/WMA radio, satellite radio, Bluetooth phone connectivity with audio streaming, aux and USB ports, voice activation, and more.

We’ll be deep diving into the upgraded 7.0-inch infotainment system in our upcoming review, as this is the big change for 2019, while of course you’ll get all of the seat-of-the-pants action too. Until then, enjoy our full photo set above…

Full disclosure: orange is one of my favourite colours. I painted my bathroom and even my bedroom in a beautiful, rich, bold orange hue. I own multiple orange T-shirts, sweaters, and an orange down puffy…

In Our Garage

2019 Subaru Forester Sport

Full disclosure: orange is one of my favourite colours. I painted my bathroom and even my bedroom in a beautiful, rich, bold orange hue. I own multiple orange T-shirts, sweaters, and an orange down puffy jacket. I love carrots, pumpkins, persimmons and mangos, and enjoy mandarins, tangerines and other types of oranges even if their highly acidic nature tends to disagree with me. Nevertheless, this 2019 Forester Sport takes orange a bit too far.

The thick orange striping along the otherwise matte black lower exterior panels doesn’t cause me issue, but the orange painted shifter surround and dash vents are a constant assault on the senses, although I like the orange contrasting thread just fine. In my books the overzealous use of orange slots into the “too much of a good thing” category, and is similar to my criticisms of all the red gone wrong with the latest Honda Civic Type R.

I’ve got the new fifth-generation 2019 Subaru Forester in the garage this week, and while Sport trim wouldn’t be my first choice due to orange overload, it’s a major improvement over the crossover SUV it replaces in most every other way.

Starting at $27,995 for 2019, which is $2,000 more than last year’s base Forester, this latest model comes standard with a set of stylishly safer LED headlamps, an advanced technology that previously required a move up to Limited trim in order to partake, and one that’s still optional with most of its rivals including the totally redesigned 2019 RAV4 and recently redesigned Honda CR-V—the Mazda CX-5 already comes standard with LED headlights and refreshed 2019 Jeep Cherokee now does as well.

The new LED headlamps get automatic on/off too, so you won’t always have to remember to turn them on and off manually, this standard feature part of last year’s Convenience upgrade, while new standard automatic climate control gets pulled up from 2018’s Touring trim.

I like the new electromechanical parking brake that replaces the old handbrake, freeing up space between the front seats and modernizing the driving experience, while auto vehicle hold now replaces the old hill holder system that previously only came with the manual transmission, which is now discontinued. In its place, Subaru’s Lineartronic continuously variable automatic transmission (CVT) is now standard across the line, which means that Subaru’s impressive X-Mode off-road system with Hill Descent Control, and SI-Drive drive mode selector are now standard too.

Together with the CVT and Subaru’s much praised Symmetrical full-time all-wheel drive system that remains standard, all 2019 Foresters get a new direct-injection enhanced 2.5-litre four-cylinder boxer engine that’s good for 182 horsepower and 176 lb-ft of torque, which is 12-horsepower and 2-lb-ft more than last year’s identically sized base engine.

The upgraded drivetrain now includes an auto start/stop system that automatically shuts off the engine when it would otherwise be idling, which helps to reduce emissions while improving fuel economy, but it isn’t without fault (more on this in my upcoming review). Just the same the new Forester manages a 0.2 L/100km savings in combined city/highway driving despite the increase in performance, from 9.2 L/100km city, 7.4 highway and 8.4 combined to 9.0, 7.2 and 8.2 respectively.

My big disappointment for 2019 isn’t with this very strong base powertrain, but rather is due to the discontinuation of Subaru’s wonderful 2.0-litre turbocharged engine upgrade that previously put out 250 horsepower and 258 lb-ft of torque and still managed a relatively thrifty 10.2 L/100km city, 8.6 highway and 9.5 combined. True, few vehicles in this class offer such a formidable optional engine, but it was nevertheless an important differentiator in a market segment that’s highly competitive.

As far as 2019 trims go, the base model is once again simply called 2.5i in reference to its engine displacement, and along with everything already mentioned includes standard power-adjustable heated side mirrors, variable intermittent wipers, steering wheel controls, cruise control, filtered air conditioning, a backup camera with dynamic guidelines, Bluetooth with audio streaming, StarLink smartphone integration with Aha radio, HD and satellite radio, two USB ports/iPod interfaces, an aux input, heatable front seats, roof rails, the usual active and passive safety features including an airbag for the driver’s knees, etcetera.

The standard infotainment touchscreen is now 0.3 inches larger in diameter at 6.5 inches, and also features standard Apple CarPlay and Android Auto smartphone connectivity that wasn’t even optional before.

Standard features get even more generous in second-rung Convenience trim, which for $30,295 includes everything from the base model plus fog lamps, a rear rooftop spoiler, 17-inch alloys replacing the standard 17-inch steel wheels with covers, a windshield wiper de-icer, silver finish interior trim, chrome interior door handles, a leather-wrapped steering wheel, paddle shifters, a colour TFT multi-information display within the gauge cluster, a 6.3-inch colour multi-function display atop the dash that’s controllable via steering wheel-mounted switchgear, two more stereo speakers for a total of six, dual-zone automatic climate control (the base model is single-zone), sunvisor extensions, illuminated vanity mirrors, premium cloth upholstery, a 10-way powered driver’s seat with lumbar support, a flip-down rear centre armrest with integrated cupholders, and more.

For a reasonable $1,500 you can add Subaru’s EyeSight suite of advanced driver assistance systems that includes pre-collision braking, pre-collision brake assist, pre-collision throttle management, lead vehicle start alert, lane departure warning, lane sway warning, lane keep assist, and adaptive cruise control, while the upgrade also includes reverse automatic braking, proximity-sensing keyless access, pushbutton ignition, and a retractable cargo cover.

EyeSight comes standard with all other trim levels, including the $32,995 Touring model that gets everything already mentioned as well as automatic high beam assist, a large power-sliding glass sunroof with a sunshade, and a powered tailgate with memory function.

Above this, the Sport model being tested this week, plus Limited and Premier trims get a new two-mode X-Mode off-road system that’s capable of even greater go-anywhere prowess thanks to separate settings for snow and dirt, as well as deep snow and mud, while larger 316 mm front rotors add better braking power over the standard 294 mm discs.

Additionally, the top three trims include steering responsive headlights and Subaru’s Side/Rear Vehicle Detection (SRVD) system as standard equipment, improving safety, plus a leather shift knob and a new 8.0-inch touchscreen adds an inch to the diameter of last year’s top-line infotainment interface, while once again including Apple CarPlay and Android Auto where there wasn’t such advanced smartphone connectivity last year. These upper trims also include dual rear USB ports for a new total of four, plus A/C ducts on the backside of the centre console, and reclining rear seats.

As mentioned, the new $34,995 Sport that I’m tested is the visual standout of the 2019 Forester lineup, whether that’s a good a positive or negative in your view. Along with all the orange it gets a unique gloss black grille, special front corner grilles, a larger rear spoiler, a blackened out trim strip that runs across the rear liftgate before striking through the taillights, and a unique rear under-guard. The Sport also features exclusive dark metallic 18-inch alloys, while LED daytime running lights, vertically stacked LED fog lamps and LED turn signals integrated within the mirror caps add to its upmarket appeal.

An exclusive Sport feature includes an SI-Drive Sport system that provides more immediate throttle response, which I’ll report on in my future review.

Lastly, the Forester Sport replaces the availability of Crimson Red Pearl, Horizon Blue Pearl, Jasper Green Metallic, and Sepia Bronze Metallic exterior colours with an exclusive Dark Blue Pearl paint finish, which wasn’t included with my Crystal White Pearl painted test model.

I should probably talk about $37,695 Limited trim in this garage story too, being that I’ve already covered the others. This might be my Forester of choice if the extra $2,700 weren’t an issue, mainly because it loses the Sport’s over-the-top orange-ness, and while I would prefer to keep the latter model’s performance upgrades that are also nixed when choosing Limited trim, they’re not as important in an SUV like this as they’d be in a WRX, per se.

The Limited keeps most of the Sport’s convenience and luxury upgrades mind you, while adding unique 18-inch 10-spoke bright-finish machined alloy wheels, a premium grille, chrome detailing around the fog lamp bezels and side windows, auto-dimming side mirrors with approach lighting and reverse tilt (the latter item a Subaru first), an auto-dimming rearview mirror with an integrated compass, chrome trimmed primary gauges, a heatable steering wheel rim, GPS navigation, SiriusXM Traffic and Travel Link with weather, sports and stock market information, an eight-speaker, 440-watt Harman Kardon audio system with an eight-channel amplifier, leather upholstery in black or platinum, silver contrast stitching throughout, driver’s seat memory, heatable rear outboard seats, and one-touch folding rear seatbacks.

Maybe I should’ve waited to choose a favourite, because for just $1,800 more than the Limited you can opt for near luxury SUV-level $39,495 Premier trim, which is now top-of-the-line for 2019. It once again includes the vertical LED fog lamps from the Sport within unique satin-silver trimmed bezels, as well as special aluminum-look satin-silver trim on the front fascia, side mirror caps, roof rail posts, side sills, and rear bumper. Additionally, exclusive 18-inch five-spoke machined alloy wheels combine with chromed exterior door handles and a stainless steel rear bumper step pad to spiff up the look further.

Inside, the Forester Premier features exclusive brown leather upholstery that I really like, plus an eight-way power-adjustable front passenger seat, while Subaru’s brand new DriverFocus driver fatigue and distracted driving mitigation system uses facial recognition to detect drowsiness or distraction.

I should also mention that all of the trim details and prices were verified at CarCostCanada, where you can also find dealer invoice pricing that could save you thousands when negotiating with your Subaru dealer, plus they have rebate information on any discounts that might be available to you.

Continuing on, the 2019 Forester has been thoroughly redesigned around the new Subaru Global Platform (SGP), which has resulted in greater refinement, capability and dynamic performance, plus more interior roominess.

It’s difficult to grow inside without growing outside, with the new Forester now measuring 15 millimetres (0.6 inches) more from front to back at 4,625 mm (182.1 inches), with a 30-mm (1.2-inch) longer wheelbase at 2,670 mm (105.1 inches), while it’s also 21 mm (0.8 inches) wider including its mirrors at 2,052 mm (80.8 inches), or 20 mm (0.8 inches) wider not including its mirrors at 1,815 mm (71.4 inches). Its front and rear track has widened too, now up 20 and 15 mm (0.8 and 0.6 inches) respectively to 1,565 and 1,570 mm (61.6 and 61.8 inches), which, along with the Forester’s other dimensional and mechanical changes has caused a one-metre (3.3-foot) larger curb to curb turning circle of 5.4 metres (17.7 feet).

Despite maintaining its minimum ground clearance at 220 mm (8.6 inches), the new Forester is actually 5 mm (0.2 inches) lower in height than its predecessor with its roof rails included at 1,730 mm (68.1 inches), while its base curb weight has increased by a 26 kilograms (57.3 lbs) at 1,569 kilos (3,459 lbs) when compared to the previous model’s optional CVT. Still, the fully loaded 2019 Forester Premier now weighs in at 1,630 kg (3,593 lbs), which actually makes this top-line model a surprising 56 kg (123.4 lbs) lighter than the ritziest version of the 2018 model in spite of its greater size.

Along with a more spacious passenger compartment, the new Forester improves cargo capacity by 29 litres (1.0 cubic-foot) behind the 60/40 split-folding rear seatbacks in base trim, from 974 to 1,003 litres (34.4 to 35.4 cubic feet), and by 40 litres (1.4 cubic feet) in base trim when those seats are laid flat, from 2,115 to 2,155 litres (74.7 to 76.1 cubic feet). When the optional sunroof is added, which encroaches slightly on overhead space, the difference from old to new grows to 43 litres (1.5 cubic feet) behind the rear seatbacks, from 892 to 935 litres (31.5 to 33.0 cubic feet), and 68 litres (2.4 cubic feet) when the rear seats are lowered, from 1,940 to 2,008 litres (68.5 to 70.9 cubic feet). This is a significant improvement that can really make a difference when faced with a large load of gear.

As for the rest of the story, I’ll be back soon with some experiential thoughts, feelings, and yes, some gripes too. And I’m not just talking about my orange overwhelm. Until then, check out my orange glory 2019 Forester Sport tester in the photo gallery above…

News & Reviews- Make: Subaru