Subaru Liberty 2003 Review

What we liked
>> Better performance
>> Quality look and finish
>> Dynamically impressive

Not so much
>> Rear seat headroom (sedan)
>> No rear boot release
>> Base engine needs more

OVERVIEW
Subaru has built a strong and loyal following for its medium sized Liberty sedan and wagon by offering something different in the marketplace. With a trademark flat four-cylinder engine and constant all-wheel drive on all models, the Liberty has one of the highest rates of return customers of any marque or model.

Traditionally, the car competes against the likes of Honda Accord, Mazda6 and Holden Vectra, but with the new fourth-generation Liberty now arriving in Australia, the company has set its sights even higher. The new car is bigger, lighter, safer, more refined and more powerful, and according to Subaru general manager Nick Senior, better value for money.

"We are confident that within the range there are Liberty models that compete directly with the likes of BMW 3 series, Mercedes C-class, Jaguar X-Type and Audi A4. Some of those competitors are considerably more expensive and we look forward to customer reaction when they research the price versus specification equation" he says.

FEATURES
Apart from all the new features of the car, the Liberty lineup has also been stretched from 12 to 20 different models, with Subaru choosing to drop the previous designations of GX, RX and Heritage. In a sign that it is truly targeting the prestige Euros, it has adopted European-style naming. The entry-level cars are listed by their engine capacities -- Liberty 2.0i and Liberty 2.5i -- with a range of Safety Pack, Luxury Pack and Premium Pack (essentially Safety + Luxury) feature add-ons for the 2.5i.

At the top of the range sits a new 2.0-litre turbo Liberty GT that is offered in standard trim and with the Premium Pack. At its launch in September 2003, the range was priced between $30,990 for the 2.0-litre manual sedan through to $57,990 for the GT Premium Pack automatic wagon.

The Subaru Outback, which is based on the Liberty wagon, is also new and now comes in three trim levels -- standard, Luxury and Premium -- with all models powered by the 2.5-litre flat-four driving through either a five-speed manual or automatic transmissions. Visually, the range has undergone a thorough makeover to give it a 'sporty, dynamic form' with a more streamlined appearance outside and cleaner interior.

COMFORT
When designers increase the overall length and width of a car, it is usually for either safety or space reasons, or both, and the Liberty is no exception. The wagon is 40mm longer than its predecessor and the sedan gains 60mm -- translating into an increase in cabin length of 20mm -- with both being 45mm wider. The seats have been redesigned for more comfort and support and the extra length in the car also helps drivers to attain a better driving position. The wagon's rear bench is split 60/40 to increase the luggage/occupant flexibility and all five seats have a three-point seat belt.

In terms of comfort and convenience features, the Liberty 2.0i retains its value proposition with a decent kit list on the base model that includes air conditioning, CD sound system, remote locking, power windows and mirrors and cruise control. Opt for the bigger engine and you get climate control, some leather highlights and bigger, 17-inch alloy wheels in the base car while the Luxury Pack adds full leather trim, an electric driver's seat and six-stack CD and cassette player in the dash.

SAFETY
Safety is the most important reason Subaru cites for its standard, all-wheel drive system and there is no doubt that four-wheel traction is better than two.

But the new Liberty also features a range of substantial upgrades to other active safety components like the suspension steering and brakes, with the latter featuring an anti-lock system with electronic brake force distribution standard across the range.

As well as being bigger all round, the Liberty's body is also stronger and stiffer, improving both crash performance and handling. Interior passive safety features include dual stage inflation front driver and passenger airbags and front seat belt pre-tensioners on all models. The Safety Pack for the 2.5i models adds dual front side airbags and full-length side curtain airbags -- taking the count to six -- while the Premium Pack also incorporates a vehicle dynamic control system.

To help reduce whiplash injuries in a rear shunt, the front seats in all Libertys are fitted with an active head restraint, while pedestrian safety has been addressed through a number of measures including fitting detachable front wipers and an impact-absorbing bonnet.

MECHANICAL
Although the capacities of the two four-cylinder engines remain the same as in the third-generation car, they have been substantially modified with 80 per cent of the components redesigned.

These changes have resulted in a power boost for both engines with the 2.0-litre flat-four now generating 101kW -- up 10 per cent -- and 187Nm of torque. The 2.5-litre engine develops a peak power of 121kW and 226Nm of torque with the GT's 2.0-litre turbo engine pushing out 180kW and 310Nm. All engines now use an electronic throttle, commonly called 'drive by wire' for better response.

Transmissions have also come in for a major upgrade with the four-speed automatic offered on 2.0i and 2.5i models (standard on Luxury and Premium Pack) featuring a Sportshift sequential manual shift feature. This allows full automatic operation or the ability to shift ratios by tipping the gear lever forward or backward when you want to.

Liberty GT models are fitted with a new, five-speed Sportshift automatic that also has steering wheel mounted shift buttons.

* We're reprinted a paragraph from our May, 2003 preview of the Liberty in Japan In response to letters regarding our statement in the 'What we Liked' box above, that Australia misses the good engines:

COMPETITORS
Subaru may have the prestige Euros in its sights but the real competition for the new Liberty remains its Japanese compatriots and here it is up against some very tough rivals.

Mazda's mid-size 6 has proven itself to be a solid driver's car with plenty of comfort and style and Honda's new Accord Euro, although smaller than the Liberty and 6, also delivers a great drive, stylish looks and decent feature list. Holden's new European sourced Vectra would also figure in the mix and with its development having been co-authored by Saab, it too is competent on the road. Also on the shopping list might be Toyota Camry four and Mitsubishi Magna - especially the very competent AWD versions.

ON THE ROAD
First things first. CarPoint drove the Liberty in Japan at the world launch in May, 2003. We tested the vehicle only on a racetrack, with no real world driving element - probably more because of our inability to read the Japanese road signs than any duplicity on Subaru's behalf.

Road cars usually don't translate well to the racetrack. The artificial surface and propensity for the driver to push the vehicle hard makes it feel and look loose, floppy, roly-poly - almost like piloting a bowl of Aeroplane Jelly. Funny thing is, the Liberty acquitted itself admirably under the harshest of conditions. The engines, chassis, brakes, steering - everything about the Liberty elicited approving murmurs from the globe's major journalists.

Subaru's pretty keen on promoting the 'neutral handling' characteristics of its symmetrical drivetrain. Fact is, it ain't. Like all good passenger cars, the Liberty pushes the nose calmly and steadily wide when the driver exceeds grip, and only the rudest liftoff will unsettle the rear.

There's plenty to be said for all-wheel drive grip, and given the choice between it and front wheel drive, we'd choose it every time, in all conditions. Liberty's steering and brakes responded well to the brutal treatment, though more will be known when we test them under Australian conditions.

Those who were unlucky enough to drive the previous model Liberty B4 twin-turbo will remember a torque curve that had plenty in common with the Golden Arches. Not what you'd call seamless torque. Subaru has thankfully ditched the twin-turbo setup for the new GT, going with a single setup with lighter components that spool up quicker.

The result is a fantastically seamless and progressive power delivery which thrusts the Liberty forward eagerly and voraciously. It's no secret the manual has significantly more punch, but even the automatic GT delivers huge rewards under power.

7 DAY TEST

BOTTOMLINE
Much more than just automotive white goods. Well worth shortlisting.

You won't find a badge on the 2.0i to identify it as Subaru's entry level Liberty. In fact, visual clues to the individual identities of the new Liberty models are few.

Anoraks will pick the single exhaust of the small-engined variant of the Liberty and they will probably also pick the smaller diameter 16-inch alloy wheels. What they won't pick is any bodywork changes, nor sacrifices in fit or finish. This is a handsome, well finished and refined range of cars, whether you opt for the value-for-money end of the spectrum or the full bells and whistle Q-ship Liberty GT.

The 2.0i's 101kW fuel-injected boxer four is a sweet revving unit that delivers fuss-free round town performance. It's also surprisingly frugal -- a quality previous generations of Subaru powerplants haven't always possessed. Subaru claims an average fuel consumption of 8.7litres/100km. It's a figure we were able to match without resorting to coasting down hills and holding up the evening peak.

Matched to a four-speed autobox ($2500) in out test car, the engine provides adequate rather than class-leading performance. If speed's your thing, there are other models in the new Liberty range that can deliver in spades.

Interior is handsome with prominent metal-look central fascia getting the normal complement of stereo and HVAC controls. There's a handy storage area up top which is clearly where the sat-nav lives in higher-spec models.

Standard sports seat aren't overly aggressive in contour and the standard cloth trim is attractive without being chintzy like some of the maker's handiwork in the past. Steering is adjustable for rake only, though that didn't stop our driver group from getting comfortable.

It may be entry level but note, even this 'base' 2.0i car gets air, electric windows and remote locking, CD and cruise control as standard equipment. Fit and finish are excellent and passive safety features include standard twin airbags and belt pretensioners for front seat occupants, as well as ABS.

The extra shoulder and legroom over the last generation of Liberty is noticeable -- especially for rear seat passengers. One thing the family test team mentioned, however, was the impression that the rear was not quite as 'airy' as the last car. Perhap's that's down (up?) to the more aggressive wedge side profile of the new car. Personally, I'm more than happy to put up with it. I love the look of the new car -- it's a styling effort that's moved the range up a notch from the rest of the Japanese midsizers.

My final notes say of the 2.0i: "more than just automotive white goods.” This may be the Liberty Subaru builds to a price but trust us, it's got plenty to offer beyond just affordable transport.

BOTTOMLINE
The value and performance pick of the Liberty bunch

If you're after a quick answer, go no further than this first paragraph... The 2.5i in five-speed manual form is our pick of Subaru's all-new crop of Libertys and, all things considered, very possibly the best value for money car Yours Truly drove in 2003.

December was Liberty month on my side of the CarPoint garage and delivered time behind the wheel of four of the most popular models in both sedan and wagon form. It was, however, the 2.5i that stood apart from the all-paw boxer-engined crowd. Yes, we liked the frugal, fuss-free nature of the auto 2.0i, and the high-rpm urge and on-throttle adjustability of the turbo GT, but it was the 2.5i sedan that got the overall thumbs up.

Unashamedly, a large part of the equation is price. At $34,990, the manual 2.5i is very keenly priced (just $1500 more than the auto 2.0i) and lacks for little. The old Liberty was no clunker but under the handsome new generation car's skin is a stiffer, quieter and more roomy car that delivers serious levels of refinement and equipment.

Even the base car gets air, electric windows and remote locking, CD sounds system and cruise control. Step up to the 2.5i and climate control, more speakers, 17-inch alloys, leather wheel and highlights are all added to the mix. Fit and finish are excellent. Safety has been taken seriously with standard twin airbags and belt pretensioners for front seat occupants as well as ABS and overall the driver, passenger and company lack for little.

A shade over 120kW falls short of, say, Honda's Accord Euro, but the nature of the power delivery of Subaru's 2.5-litre, horizontally-opposed fuel-injected four goes a long way to smooth any performance-ruffled feathers. Coupled with a sweet shifting five-speed box, the 2.5 litre powerplant never seems to be caught short. There's plenty of go from idle; an engaging midrange and a free spinning, gruff (though not too vocal) top-end that saw me bumping the rev-limiter in the lower gears until fully dialled in.

After a couple of hundred kilometres, however, my aural tune-up was complete and the 2.5i was part of the family. Number one daughter liked the BMW-esque looks. My significant other was enamoured with the easy-to-drive nature of the car and abovementioned equipment levels, and the lads (16 and 7) reckoned there was just enough WRC (World Rally championship) cred about the whole package to hold their heads high. At a pinch they could at least pretend they were in the GT!

It's not all roses. One question mark we have across the Liberty fleet is the capacity of the air-conditioning systems. In Melbourne's hottest December for many years, the 2.0i's standard (fully manual) air struggled to cope with 36 degree-plus temperatures, and even the climate-controlled GT and 2.5i did not fare all that much better. It's something we've noted to check out when we get hold of the car's Outback stablemate in a month or two.

Perhaps the best praise of Subaru's much vaunted Symmetrical 4WD drivetrain is that it is totally unobtrusive in the new Liberty. It just gets on with the job. We particularly like the sharper turn-in of the latest Libertys. It's very eager to perform in the twisties but it really takes a concerted effort to upset the new car, such are the levels of grip and overall balance. Top marks.

Indeed, the on-road habits of the new 2.5i should satisfy the urges of all but the sportiest boy racers. Overall, it's perhaps not tied down quite as well as the GT but there's very little (and a cheque for the better part of 20 grand) in it...

BOTTOMLINE
No great leap, but then none was needed. Still one of the best value cross-roaders on the market behind the boring-looking Toyota Kluger.

These day's it seems every man and his dog is trying to market a crossover vehicle and jump on the band wagon that combines passenger car-like ride comfort and handling with enough four-wheel drive ability to at least get down to the waters edge, if not quite cross the Simpson.

But before anyone even mentioned the term, Subaru introduced the Outback -- essentially a Liberty AWD wagon with higher ride height, bigger wheels and tyres, and some extra body cladding for a beefier look.

In its latest incarnation, the Outback still offers a higher ride height and bigger tyres although the brawnier visage has been minimized. It is also the only model in the range to be offered with the 3.0-litre flat six engine, which we chose for our test.

With 180kW of power and 297Nm of torque, it is hardly underpowered but a quick look at the details reveals the character of the engine. Peak power doesn't kick in until 6600rpm while maximum torque isn't available until 4200rpm, which means the car doesn't feel that flash off the line or at lower revs.

Once on the move though, there is plenty of pull from the smooth and refined engine. It drives through a five-speed auto, which does tend to hunt around a bit under throttle on hills.

All Subarus drive all four wheels but the Outback adds an electronic vehicle dynamic control to further improve the handling, and it shows. Being relatively low, the car's suspension and drive systems ensure the Outback is probably the most dynamically competent in its class.

There is virtually no body roll, the steering is direct, if a little light, and grip is assured. On the flip side, the ride is comfortable on most surfaces although it can feel busy over poorer urban roads. Inside, there's a pleasant ambience and the car wants for nothing in its long list of standard features.

BOTTOMLINE
Performance flagship is much, much better than B4

With a variable valve-timed, turbocharged 2.0-litre boxer engine under its shapely hood, the GT is the performance and luxury flagship of the latest Liberty range.

Available in sedan and wagon variants and two levels of trim (standard and luxury-loaded Premium pack) the GT replaces the close-but-no-cigar sedan-only Liberty B4. A direct descendant of the pocket-rocket Liberty RS Q-ship, it boasts all the traditional Subaru performance cars cues including trademark bonnet scoop.

This functional feature (it feeds the intercooler) combines with a host of subtle changes to brightwork and stance to make the GT the most visually appealing car in the handsome Liberty range. We're particularly taken with the wagon, but the sedan's European lines also get high marks.

Lower than the other Libertys thanks to suspension mods (Bilstein shock absorbers and stiffer springs are standard on GT, along with bigger brakes and quicker steering ratio) the GT looks the business. Stir the 180kW power-plant into action and the performance matches the look.

Unlike the previous generation B4, the new GT asks far fewer compromises from its driver. The old car was known for its turbo lag -- that excruciating wait some forced induction cars have twixt driver giving it the boot and the car actually accelerating (and trust us, the B4 could be excruciating when you're on a favourite racer road or, indeed, just trying to overtake on a two-lane B-road). This was especially the case in the auto variant. While the new car isn't totally free of lag, it's substantially improved. A ground swell of torque makes for quick progress and sportscar-like acceleration right through the rev-range.

The new GT is arguably more rewarding in its handling characteristics too. Snappier on turn-in, the latest GT seems less fussed over surface irregularities, and just a touch more 'tunable' on throttle. Unlike some all-wheel-drive platforms understeer is only a problem if you are ham-fisted, and there's just a hint of oversteer available when traction is less than perfect. This tunability is probably in part also thanks to the less laggy, and more torquey power delivery of the new mill.

We briefly sampled a standard trim GT sedan and then stepped into a full-spec Premium Pack GT Wagon for our standard seven-day test period.

At $57,990, the bells and whistles estate is not cheap, it is, however, well equipped and well finished. While the standard GT makes do with cloth, the Premium Pack gets wall-to-wall cow. Our GT wagon came with added goodies like full power-adjustable driver's seat, Momo wheel and the biggest sunroof this side of the Melbourne Tennis Centre. Seriously, the opening's about three feet long!

Given equal billing to the leather, the PP's 13-speaker premium McIntosh audio package not only pumped out the tunes, but all delivered an added dose of class to the already handsome metal-look console and dash. The only faux-pas in our mind was the 'missing' navigation display at the dash top. Present on the launch models in Japan, Down Under we make do with a storage bin and trip computer read out.

By the way, the same aircon question mark we had on the lesser Libertys also applys to the GT. Melbourne's pre-Xmas hot spell certainly had the cooling equipment working hard even onboard the climate-control equipped 2.5i and GT models.

Yep, the GT's good but despite what we've written above, it is still the near-$16K cheaper 2.5i with its engaging engine soundtrack and sweet shifting five-speed manual box that gets our vote as the best of breed in the new Liberty range.

Indeed, above all the manual shifter influenced our decision. You see, the turbocharged GT is only available in auto Down Under and while it might be a five-speeder (the auto non-turbo Libertys make do with four-speeds) with a manual mode with steering wheel-mounted fingertip gearchanging, the 'softening' effect of the auto make the package a slightless less satisfying drive.

That said, we promise to reconsider our 2.5i bias when the six-speed manual GT arrives...

*Editor's note: At the time of writing rumours abound that Subaru is readying a boatload of 'limited edition' six-speed manual Liberty GTs -- both sedan and wagon -- for Australia. No word on when, or how much.

BOTTOMLINE
A turbocharged rocket-ship with all the luxury trappings.

The new manual-boxed GT heralds a return to sporting form for the Liberty model range. While the autobox GT never lacked urge, the absence of a third pedal surely dulled the super-Subie -- at least in the eyes of enthusiasts. Indeed, up to now, the hottest Liberty you could purchase, and still change gears yourself, was the well balanced and well-liked 2.5i. Equipment levels and very keen pricing (from $34,990) keep it high in the bang for bucks stakes, but with just over 120kW of urge it was no rocket-ship.

Now, it seems there's an embarrassment of riches at the pointy end of the Liberty model range -- albeit in the $50,000-plus region. In addition to the new manual GT, Subaru has also announced two six-cylinder sedan models -- in both auto and six-speed manual versions. Dubbed the 3.0R and 3.0R-B, the cars utilize the Outback H6's 180kW engine.

For the moment it's the GT we've been sampling -- although events conspired to make our time onboard a quick spin rather than a test.

Dubbed a 'special order-only' model, the new five-speed manual GT features a 190kW version of the twin-scroll, single turbo 2.0-litre, boxer four debuted in the GT auto in 2003. Peak power of the premium-unleaded-only mill is produced at 6400rpm and torque (330Nm) at 2400rpm.

While these are impressive numbers at first glance, and Subaru quotes a 0-100km/h time of 5.7sec, the engine doesn't yield its best at low rpm. Indeed, unlike the cooking model 2.5i, the GT feels 'thin' and is easy to stall when manoeuvring at low speed.

This trait wasn't helped by our test car's clutch which had a high (and narrow) take-up point. Was this a symptom of a hard life prior to arriving at CarPoint? Perhaps, ham-fisted punters and grippy low-profile rubber can play havoc on manual all-wheel-drive mechanicals. Certainly any attempt to launch our GT hard was accompanied with the sort of odours you'd associate with a clutch past its use-by date.

Once moving, things did improve -- rapidly. Indeed, in-gear acceleration at trans-urban speeds was muscular with little of the turbo lag that beset the last generation twin-turbo Liberty B4. Change the environment to the open road and the delivery is even better. Freeway on-ramps become an event and third or fourth gear overtaking performance rivals cars twice the price and engine capacity.

The bespoke gearbox is sweet shifting, though geared a little on the high side. Subaru has shortened the effective ratios substantially compared to the auto GT but given the nature of the powerplant, it might have considered fitting the STi-derived close-ratio six-speeder that graces the 3.0R-B. The six-speeders stacks four-speeds into the five's first three ratios.

The rest of the car? Standard issue, top-end Liberty -- that is to say, pretty damn good. Handling is predictable, steering tactile (perhaps a little more involving than we remembered in the auto version) and the balance between roadholding and ride admirable given the 17-inch 45-series rubber on which the car rolls. Like its auto stablemate, the GT gets sports seats, plenty of leather, dual front and side airbags, all the mod-cons, upgraded antitheft system and a revised version of the excellent 13-speaker McIntosh stereo that has become a signature of top of the range Libertys -- dof doof, anyone?

Expected to account for about 50 Liberty sales a month at launch, the GT sedan and wagon has average close to three times that amount for 2004. Priced at $52,990, the manual GT is likely to expand that number. And though Mazda's AWD turbo MPS6 is just around the corner, the only cloud likely to rain on the GT's parade comes from its very own garage -- the $51,990 3.0R-B.

It seems Subaru's domination of the luxury midrange saloon seems set to continue.

BOTTOMLINE
Refined performance in an everyday sports sedan.

If turbochargers don’t float your boat then the smooth, syrupy performance of Subaru’s big 3.0-litre flat-six certainly will. Unlike the less than exciting take-off of the GT, the R we tested here delivers herbs galore from low revs, and builds the excitement solidly right through to redline. Again there’s a slight lag in the first moments after the throttle’s been pushed, but once over 1500rpm, the speed builds quickly.

Things are helped along by one of the best five-speed tiptronic automatics in the business, though the slight delay on gearchange does take some getting used to. Once prodded into action, the changes are carried out smoothly, regardless of throttle pressure, and the gearing’s well spaced to keep the engine on the boil.

Not that there’s any shortage of power, with a serious 180kW on tap and backed up by 297Nm of torque. Subaru makes no claims on 0-100km/h figures, preferring to let the car’s real world performance talk for it. The only real downside to the go show is the throttle’s weighting which requires a firm push to overcome.

Subaru’s finessed the all-wheel drive Liberty’s steering substantially over the years, and the latest model benefits from this learning curve. It offers good, consistent weighting across a range of speeds, but does tend to load up in tight, carpark turns or parking manoeuvres. Perhaps this is a trade-off for the steering’s faultless high-speed stability and tractability.

Inside, the 3.0R is not short on substance, with high-end stereo system, electric everything, cruise control and an impressive bundle of safety features. The driving position is very adjustable, though the steering wheel doesn’t telescope, meaning some may need to compromise.

The rear seat’s not exactly cavernous, but should hold two adults comfortably, three in a pinch. Same for the boot, which is sizeable, but again three adults may be a bit tight…

It’s not cheap, this $50k Liberty, but then there’s little a buyer could want for that it doesn’t already have. Subaru’s build quality and reliability is practically beyond question, and its products retain strong resale values thanks in part to a great reputation.