Subaru Forester 2019 Review

In an alternative-world version of the Netflix movie 'Bird Box', Sandra Bullock and her two kids would make their escape blindfolded in a Subaru Forester – it would not be out of fear they'll see monsters, but because they might see the SUV's reflection in a shop window.

As with its many rivals in the medium SUV segment, the new Subaru Forester will never win a beauty pageant, but far from its design regressing in this latest model, it's so similar in its proportions and details that it's hard to distinguish from the superseded model.

Whatever the reason for adhering so closely to the previous model's style, the Forester's looks count less to consumers than its engaging mechanicals and its packaging.

Take for instance the 2019 Subaru Forester's driving dynamics. This generation of Forester turns in tidily and delivers near-neutral handling. Once committed to a corner the Forester feels lithe. It's fairly safe and secure and the driver feels comfortable getting on the throttle earlier than other SUVs for a faster exit out of a bend. This is unexpected from a Forester – and impressive.

Yet it doesn't sacrifice ride comfort for that handling – and body control over rippling country bitumen is quite composed. The Forester doesn't buck and jiggle, unlike Mazda's CX-5 Akera driven a week earlier.

Rolling on higher-profile Bridgestone Dueler tyres and smaller (18-inch) wheels seems to help with that, although the tyres do protest when they're under pressure to stay glued to the bitumen.

The brakes are strong, with a progressive, communicative pedal, and the Forester can be slowed at an optimal rate with the tyres squealing away like there's no tomorrow – yet without provoking the ABS.

Powered by a horizontally-opposed (boxer) 2.5-litre four-cylinder carried over from the previous model – but with 90 per cent of its mechanicals new for 2019 – the Forester produces linear torque right across the rev range. This translates to fairly brisk acceleration, helped no doubt by the relatively light kerb weight and a moderately high 'stall' characteristic from the continuously variable transmission (CVT).

The engine sounds a bit tinny when cold and isn't all that charismatic, considering its horizontally-opposed engine architecture. In fact it's a bit thrashy in the last 1000 revs up to the redline (6000rpm), but despite the noise there's not a lot of vibration.

At freeway speed the Forester's powertrain is barely audible. Some wind noise is apparent, combined with general road noise. At lower speeds the tyres dominate – both for roar on coarse-chip bitumen and squeal at the limits of adhesion.

Around town the Forester was posting figures in the high nines, with 10.0L/100km posted following a 70km test loop. On the freeway, with the engine ticking over at just 1500rpm (or 2000rpm with S/I powertrain mode set to Sport), the fuel consumption was as low as 7.3L/100km.

The engine drives through the CVT to all four wheels. Subaru engineers have done some good work to eliminate much of the droning characteristic that goes with this type of transmission. Only with the foot flat to the floor and the tacho needle hovering around the redline do the engine revs stay put. In manual mode the transmission will change up automatically at the redline, but there are also shift paddles on the steering column for on-demand downshifting.

Unfortunately, when the engine is operating under full load the CVT whines in that distinctive Subaru way. It sounds like the shriek of a supercharger, and even at low speeds in reverse gear the whine is present, but use the engine performance sparingly and the whine fades away.

The Forester 2.5i-S seems quieter than the 2.5i Premium variant usually, although engine noise from a cold start can be heard penetrating the cabin through the flagship's sunroof. In addition to the sunroof, other features as standard in the range-topping variant include an eight-speaker audio system with Harman Kardon speakers and leather upholstery. All these features set the Forester 2.5i-S apart from the Premium variant.

Inside, the Forester is roomy and functional. With its typical Subaru design – good field of vision, low beltline and cowl, high roof and big windows – it feels open and spacious. And for rear-seat passengers, that's not just an illusion. There's plenty of headroom in the rear, plus generous legroom – including space to tuck the feet under the seat in front for those who are really tall. Even with the sunroof fitted the flagship Forester's rear-seat headroom is more than adequate. There are adjustable vents in the rear as well, for both variants.

In the boot, finger pulls lower the rear seats from the tailgate, and there's a full-size spare on a matching alloy rim under the floor.

In front, the Forester offers a good driving position. While the Forester is a slightly longer car than the CX-5, it's actually narrower too, and higher, but feels more car-like – despite the ground clearance for the CX-5 in Akera trim measuring 193mm, versus 220mm for the Forester. Many drivers will likely feel more at home behind the wheel of the Forester for that reason, although they would forego the high-driving position so beloved by SUV owners.

The front seats are softly-cushioned and well shaped, but the bolstering in the squab is perhaps a little too soft, although most Forester owners will barely notice this.

While the instruments are large and easy to read once familiar, the information displayed in the infotainment, trip computer and instrument graphics can look busy. You do get used to it though, and the resolution and graphics for the infotainment touchscreen are aesthetically appealing, showing the album covers for a track being played from a USB stick or mobile phone.

There's an actual button on the dash marked 'Trip/Reset' for those who like to monitor fuel consumption. This is much easier to find and use than the arcane set-up for other Subarus, such as the Levorg, for instance.

The S/I mode toggle on the steering wheel may need some explanation for first-time users. Although the graphic tells you the engine is developing more torque from lower in the rev range when the sport mode is selected, there's precious little difference in terms of power delivery once the engine is revving higher.

A key feature of the new Forester is the latest version of Eyesight, the company's suite of safety-assist driving technology. The system is much better than earlier iterations, with warning chimes that are a light, steady piping tone that alerts the driver, without alarming him or her. No DEFCON 1 status here...

The forward collision warning generally works well, but did interpret a Honda Accord parked on a nature strip as a potential hazard. The Honda was on the outside of a gentle right-hand bend and the Subaru Eyesight system presumed the Forester would continue straight ahead, rather than turn with the bend in the road.

In another instance of the system misinterpreting a situation, a car pulling up at a pedestrian crossing in front of the Forester 2.5i-S triggered the AEB to haul on the anchors literally a fraction of a second after I had slipped on the indicator and begun moving right into the next lane. Stamping the accelerator with the front wheels steering to the right to clear the obstructing vehicle was enough to break the AEB deadlock, but it might have been embarrassing if a vehicle had been approaching from behind when the Suby decided to come to a complete stop in the same lane.

Maybe that's the next step in this sort of technology: configuring systems to recognise when a detected hazard isn't actually on the road, or learn from a driver's habits and driving style.

Lane-keeping assist proved to be no better or worse than in other vehicles – including most prestige models – once you're driving on country roads, without any line markings on the shoulder.

But the forward-looking camera that displays the left front quarter panel and wheel when reversing is a great idea. If only the display were a little larger for more detail. And rightly or wrongly, we like Eyesight informing the driver that the car in front has moved off when in stop/start traffic.

Unlike other systems in more expensive vehicles, the Forester's high-beam assist doesn't dip the lights in built-up areas. I was also concerned that the system seemed a little slow shifting to low-beam for on-coming cars, but didn't receive any furious flashing from other road users – so presumably the system is sufficiently sensitive to the needs of other drivers.

Generally, the Forester seems solidly built and looks finely finished, although there was a rattle in each car, one intermittent rattle in the dash of the Forester 2.5i Premium and another in the driver's door of the Forester 2.5i-S.

All in all, however, the Forester is more of what many consumers will want. It's practical, comfortable and safe, offering good value for typical families.

How much does the 2019 Subaru 2.5i Premium cost?
Price: $38,490 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 136kW/239Nm
Transmission: Continuously variable
Fuel: 7.4L/100km (ADR Combined)
CO2: 168g/km (ADR Combined)
Safety rating: TBA

How much does the 2019 Subaru 2.5i-S cost?
Price: $41,490 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol
Output: 136kW/239Nm
Transmission: Continuously variable
Fuel: 7.4L/100km (ADR Combined)
CO2: 168g/km (ADR Combined)
Safety rating: TBA