The 2006 Forester 2.5XT Limited we tested goes past fun and approaches exciting. The XT's turbocharged, intercooled 2.5-liter, dual-overhead cam, four-cylinder engine makes 235 pound-feet of torque, or more than 40 percent more than the base Forester engine. For 2006, improvements to its variable valve-timing system (VVT) and intercooler increase horsepower by 20 to 230. That gives the XT a power-to-weight ratio on par with the Ford Mustang.
Yet the XT engine isn't the least bit peaky or finicky. Thanks to Subaru's experience with turbocharged engines from years racing in the World Rally Championship, there are no turbo lags or bugs, period. The VVT helps, too, by eliminating the compromises in a fixed-timing engine and delivering an amazing balance of lower-rpm torque and free-breathing horsepower. Horsepower peaks low enough to be effective in most driving situations, while off-the-line torque comes on strong as low as 2500 rpm.
Simply put, the Forester XT Limited is very fast, and the power is so steady and even that there's almost no clue it's a turbocharged engine. It's so much fun that you'll want to floor the gas pedal at every opportunity, just to feel the exhilarating rush of acceleration.
There's a drawback, to be sure. The XT requires more expensive premium fuel to get the full effect. Other Foresters do not, nor do many SUVs. There's also a mileage penalty. Our XT automatic delivers 21 mpg city, 26 highway, according to the EPA. That's less than normally aspirated Foresters (23/28 automatic, 22/29 manual), but still a lot more than most SUVs.
The standard Forester engine delivers decent acceleration, to be sure. It can't match the exhilaration underfoot with the turbo, but a driver will never pound the steering wheel shouting "faster!" while merging onto a crowded freeway. Subaru's horizontally opposed engines (called "boxers" because the pistons repeatedly punch outward) share their design concept with Porsche's highly regarded boxer engines. The advantage is good power in a compact package, and a low block-height that helps lower the center of mass in the car. Subaru has perfected this design. Subaru's four-cylinder engine isn't as smooth as some, but company engineers have done a good job insulating the Forester's interior from the vibration.
The five-speed manual transmission works well. The gear ratios deliver a good mix of acceleration and quiet cruising, even if the throws between gears are long. The Forester's shifter will neither delight the senses nor irritate to the point that it overwhelms what's good in the car. Subaru's Hill Holder clutch remains a very useful feature, particularly if you live in San Francisco. It prevents the car from rolling backwards as the clutch pedal is released on a hill.
The automatic transmission gets the same middling rating as the manual. It's not the quickest to downshift, and in some circumstances it seems to get confused as to what gear it wants. In the turbocharged XT, there's more than enough power to make gear selection less critical. In normally aspirated Foresters, we recommend the manual to those seeking to extract maximum performance or driving satisfaction.
On the road, the Forester handles better than just about any reasonably priced SUV on the market, and far better than most. Its rack-and-pinion steering is more direct than that in a Ford Explorer or Chevy Trailblazer, and the Forester's 35.4-foot turning circle is small by SUV standards (and smaller is better for crowded parking lots and backcountry trails). Its ride is firmer than a softly sprung sedan, with a bit of chop thanks to Forester fairly short wheelbase, but it's firm in a fashion we like.
The brakes are excellent. We experienced no apparent fade after three consecutive full-on stops from 65 mph, and Forester comes to a halt in short order.
Forester benefits from a tight, rigid unitbody (as opposed to a body on ladder frame in the majority of SUVs). This stiffness generally sharpens the vehicles reflexes, and it helps the suspension absorb road shock without allowing the crash or vibration through to the cabin. With the 2006 model, Subaru has enhanced this tight feeling by strengthening Forester's rear crossmember. It has also retuned the suspension and tweaked the variable-assist, variable-ratio power steering to further improve Forester's ride quality and response.
This is where we don't necessarily like Forester's 2006 "improvements," even if it largely comes down to taste. The new suspension settings seem to have moved Forester a bit closer to the SUV side of the crossover equation and further from the car side. The steering feels a hint more numb than before, and the Forester more reluctant to turn, with more lean in the body through a fast curve. None of it seriously detracts from the Forester's handlingedge compared to a truck-based SUV, and many drivers will never notice. But if you're inclined to attack a winding road, even in your little SUV-car, you probably will notice.
The Forester's all-wheel-drive system varies in design and operation, depending on the transmission. Models with five-speed manuals use what Subaru calls Continuous All-Wheel Drive, in which a viscous coupling center differential divides engine power 50/50 between the front and rear wheels, then shifts power one way or the other when the front or rear tires slip. Foresters with automatic transmissions use the Active All-Wheel Drive system, in which a center clutch delivers power where it's needed as determined by electronic sensors that measure wheelspin. The net effect is the same. Mud, rain or snow, the AWD helps ensure safe forward momentum and directional control by making best use of whatever traction is available. With tires suited to the task, you pretty much have to be a dunderhead to get the Forester stuck in anything short of axle-deep mud or packed snow that high-spots the frame. In short, weather isn't likely to stop a Forester. Next Page