2009 Forester Pictures and news
- Thread starter TinmanMS6
- Start date
- :
- 96 Miata M-Edition, 2015 Mazda 3 Hatch
I don't know why, but it just looks huge. It may be higher off the ground?
Mine certainly doesn't look that big.
Mine certainly doesn't look that big.
- :
- '13 CWP MS3 & '16 Mazda6 GT
lol is the US version going to come w/ that little retarded fender side view?
It sure does look higher then the current Forester.
I don't think so.
That thing is required by law in Japan. No retarded mirror for the US.
I believe it's about 3" taller than the current Forester.
Mr. 4500 RPM
Member
- :
- Black P5
I agree, even though it is stated that it is taller its height is in SUV country now . . . or so it appears to be.
- :
- 2008 Mazda5 5MT Sport w/ Popular Package
The gray/green one looks nicer than I thought (but high too). Half front from the Outlander, half back from the Pilot (design, not size) and got a Forester? Man, all of these SUV models start to look so similar. Outback for what is worth
The gray/green one looks nicer than I thought (but high too). Half front from the Outlander, half back from the Pilot (design, not size) and got a Forester? Man, all of these SUV models start to look so similar. Outback for what is worth
You beat me to it!!! I was just going to post that.
America’s crossover market has exploded into life in recent years, gaining new and enthusiastic recruits almost by the hour. But for those paying attention, one of the earliest exponents on the U.S. crossover block came from Japan more than a decade ago. Drumroll, please, for the Subaru Forester.
Subaru has done it differently all along with the Forester, which historically boasted those boxy wagon looks, compact size, car-like driving style, and of course the company’s favored flat engine and full-time all-wheel drive running smoothly underneath. The Forester has always been one of a kind, a pioneer in this business.
(Click through to read more about the 2009 Subaru Forester Test Drive.)
So now, after two successful generations since 1997, we come to round three: the 2009 Forester, which made its world debut at the North American International Auto Show in Detroit and is already on the road in Japan. The all-new Forester should be available in the U.S. soon.
What is the new version like? Before we go any further, we should state that the Foresters featured here are Japanese domestic market (JDM) models and that America’s Forester will be the same, only different. That is to say, different engines and subtle chassis tweaks, but in the big picture and in terms of where the new Subaru wants to go the story will remain the same.
On both sides of the Pacific the Forester is now very much grown up, throwing off those quirky tall-van looks and gaining several inches in size. For the faithful, the makeover may smack of betrayal, but Subaru’s calculation seems to be that its bigger body and new mainstream looks will bring more nontraditional buyers into the fold, thus driving up sales.
Which, when you think about it, is pretty much the same logic underpinning the new Impreza, and that’s no coincidence. Behind the scenes in Japan, Subaru began planning the new Impreza and Forester around the same time, and the models share basically the same platform, four-cylinder powertrains, and dashboards.
So with all of this in mind, we headed to Lake Kawaguchiko, an attractive resort area about a ninety-minute drive out of Tokyo, where Subaru presented the new Forester to the Japanese press. Lying at the foot of majestic, snow-clad Mount Fuji and blessed with some outstanding driver’s roads, the Kawaguchiko area has lots to recommend it and is a favorite with the local press corps.
But how would the new Forester fare away from the glitz, the hype, and the show lights—and how would it perform on real, live bitumen? Call it the 64-million-yen question.
Let’s start with the design. Visually, the new-shape Forester is, well, nonthreatening and free of the kind of controversy and chat room angst that has dogged both the Impreza and the Tribeca of late. With its conventional wide grille, broad fenders, flat hood, smooth sides, and orthodox-looking tail, the 2009 Forester is the epitome of the modern crossover and should slide seamlessly onto mainstreet USA.
The counterargument, of course, is that the Forester has suddenly lost much of its individuality. Squint a bit, and you can see traces of Mitsubishi Outlander, Ford Escape, and Toyota Highlander flowing through that newly profiled shape. But for those who always considered the old Forester a bit too small and left-field, this new, more conventional-looking model with a vastly bigger interior and wider opening doors may work a lot better.
In the metal, there is no denying that much of the visual aggression has been toned down in the 2.0 XT. The hood hump is flatter, not something you consciously have to peer over. Like the Impreza, door windows are now framed, and when you open the door you are greeted by a sense of space, versatility, and airiness previous Foresters could only dream of.
The new Forester gets a 3.6-inch-longer wheelbase (now 103 inches) and a near 2.0-inch increase in width. Never short on headroom, the vehicle now boasts an additional four-plus inches in that department as well.
Much of the increased room comes in the back seat, an area of complaint in previous Foresters. Meantime, with a more compact WRX STI-type double-wishbone suspension replacing the former struts in back, the Forester cargo area also becomes wider and deeper.
In the front, the vehicle’s elevated driver’s seat is excellent—both easy to adjust and comfortable. The “wave” dashboard, lifted wholesale from the Impreza, is complete with plain instruments and the same hard, cheap-looking plastics.
Given how much the Forester has grown up (overall length is up 3.0 inches, to 180), it’s a bit surprising Subaru didn’t decide to add a third row. Instead, the new model sticks with two rows of seats, yet is clearly much better equipped now to host three in the second-row bench. The 60/40 rear seat also comes with easy one-touch fold-down action and a neat fold-out tray.
Out at Kawaguchiko, we kicked off our drive in a red 2.0 XT with automatic. In Subaru-speak, this is the top 2.0-liter intercooled turbo engine running with the company’s own four-speed automatic transmission. And as we made our way out to those bewitching rural back roads around Fuji, several things quickly came to light.
One, despite developing an improved 227 horsepower, this latest JDM Forester 2.0-liter turbo is not quite the rocket sled you might think. True, there’s good low-down torque and smooth, progressive turbo boost that builds strongly from 3000 rpm, coupled with some of that faint and endearing Subaru flat-four whirring sound in the background. But linked to the smooth-shifting automatic (still only the four cogs, and with a notchy gate to match), acceleration proves respectable rather than riveting.
In itself, the automatic with manual Sportshift gate is nice enough, but spirited drivers will surely tick the box marked “five-speed manual.” Now with new ratios, this transmission instantly liberates the Forester, making it feel much faster and more fun, improving response across the powerband.
For the record, the manual change, coupled with soft, long travel clutch action, is solid and workmanlike yet still some way off the brilliant, high-precision, machined feel of the six-speed manual in the outgoing JDM Forester STI—the riotous 261-horsepower 2.5-liter turbo roadburner that is something of a cult hero in Japan.
The Japan-market turbo now sports Legacy-style SI-Drive, the variable engine management system that provides three throttle modes: Intelligent, Sport, and Sport Sharp. Clever, but the jury, you might say, is still out on how effective SI-Drive really is, especially the fuel-saving “intelligent” part of it.
Elsewhere, the news is good. On the move, the new Forester feels impressively stiff and this, along with low noise and a redesigned suspension, contributes to the car’s fine level of refinement. Credit Subaru, too, for keeping curb weight down despite the significant jump in overall size.
Yes, like the Legacy and the classic SVX coupe before it, this reborn Forester really feels like it can lap up long miles, no sweat. Put simply, it flows well and seems to have the makings of a relaxed long-distance traveler. Along with that, the traction and security afforded by the sophisticated variable torque split, all-wheel-drive system proves an integral part of that special Forester DNA.
As the road starts to twist and turn, however, this Forester 2.0 XT begins to lose its edge. The car actually feels very soft when you start to push, with lots of body lean on the suspension, and steering is not exactly overburdened with feel and feedback. It doesn’t give in easily to understeer and it grips well, but the Forester is not as accurate or as satisfying as, say, a Toyota RAV4. You might expect these kinds of responses in the normally aspirated Forester, but in this enthusiast-inspired version it is something of an eye-opener.
There is some leeway in the steering to accommodate both on- and off-road driving, typical in a car with off-road pretensions. The reality is that Subaru is doing two steering systems for Japanese Foresters, and only the non-turbo models get the high-tech electric-assist system with much sharper on-center feel. This turbo Forester gets a conventional hydraulic system, which simply doesn’t feel as precise, although it is well weighted and sensibly geared.
One thing all new Foresters do have is a much tighter turning circle, which is good. And braking is excellent, with powerful and progressive pedal action, hauling the Forester down from speed time and again without drama.
Though there was no chance to confirm it on our test, the new wide-track Forester should have much higher limits, and with Vehicle Dynamics Control now part of the repertoire, there should be much less chance of skidding off into the undergrowth if you overcook it.
Ride comfort? That has long been a Forester strong suit, and as you would expect the softly sprung Subaru is highly adept at cushioning shocks, whether it’s at around-town speeds or higher up the cruising range. This part of the package is spot-on.
During the launch, Subaru officials made a big deal about the Forester’s increased ground clearance and the all-wheel-drive ruggedness that lets it adapt to fields, streams, forests, and mountains. Our drive program didn’t accommodate any rough stuff, but it truly would be astounding if the new Forester wasn’t even more capable than the old model off-road.
We found the Forester easy to drive, comfortable, acceptably quiet, but not terribly sporting. Hopefully this will change in the American version. We hear U.S.-spec models will get a stiffer front suspension (with rates up 20 percent) and a different set of self-leveling dampers at the rear to help with towing. That should tighten up the dynamic equation nicely without ruining the Forester’s relaxed, refined driving style.
America’s new 2.5-liter Forester will come in two forms: the 170-horsepower normally aspirated model and the stronger 224-horsepower turbo. Subaru claims both offer stronger low- to mid-range torque than before while also registering top-level fuel economy in their class. Manual versions will feature Hill Start Assist, and both models will offer satellite navigation for the first time.
The Subaru Forester seems something of an enigma. It is fine in terms of comfort, space, refinement, and practicality. But then you can get most of the same attributes from a host of competitor vehicles too, so what’s the big deal? Many of us have a soft spot for Subaru and want the company and the Forester to do well, but steering the vehicle toward “middle of the road” makes us wonder. Has Subaru made the right call?
Subaru has done it differently all along with the Forester, which historically boasted those boxy wagon looks, compact size, car-like driving style, and of course the company’s favored flat engine and full-time all-wheel drive running smoothly underneath. The Forester has always been one of a kind, a pioneer in this business.
(Click through to read more about the 2009 Subaru Forester Test Drive.)
So now, after two successful generations since 1997, we come to round three: the 2009 Forester, which made its world debut at the North American International Auto Show in Detroit and is already on the road in Japan. The all-new Forester should be available in the U.S. soon.
What is the new version like? Before we go any further, we should state that the Foresters featured here are Japanese domestic market (JDM) models and that America’s Forester will be the same, only different. That is to say, different engines and subtle chassis tweaks, but in the big picture and in terms of where the new Subaru wants to go the story will remain the same.
On both sides of the Pacific the Forester is now very much grown up, throwing off those quirky tall-van looks and gaining several inches in size. For the faithful, the makeover may smack of betrayal, but Subaru’s calculation seems to be that its bigger body and new mainstream looks will bring more nontraditional buyers into the fold, thus driving up sales.
Which, when you think about it, is pretty much the same logic underpinning the new Impreza, and that’s no coincidence. Behind the scenes in Japan, Subaru began planning the new Impreza and Forester around the same time, and the models share basically the same platform, four-cylinder powertrains, and dashboards.
So with all of this in mind, we headed to Lake Kawaguchiko, an attractive resort area about a ninety-minute drive out of Tokyo, where Subaru presented the new Forester to the Japanese press. Lying at the foot of majestic, snow-clad Mount Fuji and blessed with some outstanding driver’s roads, the Kawaguchiko area has lots to recommend it and is a favorite with the local press corps.
But how would the new Forester fare away from the glitz, the hype, and the show lights—and how would it perform on real, live bitumen? Call it the 64-million-yen question.
Let’s start with the design. Visually, the new-shape Forester is, well, nonthreatening and free of the kind of controversy and chat room angst that has dogged both the Impreza and the Tribeca of late. With its conventional wide grille, broad fenders, flat hood, smooth sides, and orthodox-looking tail, the 2009 Forester is the epitome of the modern crossover and should slide seamlessly onto mainstreet USA.
The counterargument, of course, is that the Forester has suddenly lost much of its individuality. Squint a bit, and you can see traces of Mitsubishi Outlander, Ford Escape, and Toyota Highlander flowing through that newly profiled shape. But for those who always considered the old Forester a bit too small and left-field, this new, more conventional-looking model with a vastly bigger interior and wider opening doors may work a lot better.
In the metal, there is no denying that much of the visual aggression has been toned down in the 2.0 XT. The hood hump is flatter, not something you consciously have to peer over. Like the Impreza, door windows are now framed, and when you open the door you are greeted by a sense of space, versatility, and airiness previous Foresters could only dream of.
The new Forester gets a 3.6-inch-longer wheelbase (now 103 inches) and a near 2.0-inch increase in width. Never short on headroom, the vehicle now boasts an additional four-plus inches in that department as well.
Much of the increased room comes in the back seat, an area of complaint in previous Foresters. Meantime, with a more compact WRX STI-type double-wishbone suspension replacing the former struts in back, the Forester cargo area also becomes wider and deeper.
In the front, the vehicle’s elevated driver’s seat is excellent—both easy to adjust and comfortable. The “wave” dashboard, lifted wholesale from the Impreza, is complete with plain instruments and the same hard, cheap-looking plastics.
Given how much the Forester has grown up (overall length is up 3.0 inches, to 180), it’s a bit surprising Subaru didn’t decide to add a third row. Instead, the new model sticks with two rows of seats, yet is clearly much better equipped now to host three in the second-row bench. The 60/40 rear seat also comes with easy one-touch fold-down action and a neat fold-out tray.
Out at Kawaguchiko, we kicked off our drive in a red 2.0 XT with automatic. In Subaru-speak, this is the top 2.0-liter intercooled turbo engine running with the company’s own four-speed automatic transmission. And as we made our way out to those bewitching rural back roads around Fuji, several things quickly came to light.
One, despite developing an improved 227 horsepower, this latest JDM Forester 2.0-liter turbo is not quite the rocket sled you might think. True, there’s good low-down torque and smooth, progressive turbo boost that builds strongly from 3000 rpm, coupled with some of that faint and endearing Subaru flat-four whirring sound in the background. But linked to the smooth-shifting automatic (still only the four cogs, and with a notchy gate to match), acceleration proves respectable rather than riveting.
In itself, the automatic with manual Sportshift gate is nice enough, but spirited drivers will surely tick the box marked “five-speed manual.” Now with new ratios, this transmission instantly liberates the Forester, making it feel much faster and more fun, improving response across the powerband.
For the record, the manual change, coupled with soft, long travel clutch action, is solid and workmanlike yet still some way off the brilliant, high-precision, machined feel of the six-speed manual in the outgoing JDM Forester STI—the riotous 261-horsepower 2.5-liter turbo roadburner that is something of a cult hero in Japan.
The Japan-market turbo now sports Legacy-style SI-Drive, the variable engine management system that provides three throttle modes: Intelligent, Sport, and Sport Sharp. Clever, but the jury, you might say, is still out on how effective SI-Drive really is, especially the fuel-saving “intelligent” part of it.
Elsewhere, the news is good. On the move, the new Forester feels impressively stiff and this, along with low noise and a redesigned suspension, contributes to the car’s fine level of refinement. Credit Subaru, too, for keeping curb weight down despite the significant jump in overall size.
Yes, like the Legacy and the classic SVX coupe before it, this reborn Forester really feels like it can lap up long miles, no sweat. Put simply, it flows well and seems to have the makings of a relaxed long-distance traveler. Along with that, the traction and security afforded by the sophisticated variable torque split, all-wheel-drive system proves an integral part of that special Forester DNA.
As the road starts to twist and turn, however, this Forester 2.0 XT begins to lose its edge. The car actually feels very soft when you start to push, with lots of body lean on the suspension, and steering is not exactly overburdened with feel and feedback. It doesn’t give in easily to understeer and it grips well, but the Forester is not as accurate or as satisfying as, say, a Toyota RAV4. You might expect these kinds of responses in the normally aspirated Forester, but in this enthusiast-inspired version it is something of an eye-opener.
There is some leeway in the steering to accommodate both on- and off-road driving, typical in a car with off-road pretensions. The reality is that Subaru is doing two steering systems for Japanese Foresters, and only the non-turbo models get the high-tech electric-assist system with much sharper on-center feel. This turbo Forester gets a conventional hydraulic system, which simply doesn’t feel as precise, although it is well weighted and sensibly geared.
One thing all new Foresters do have is a much tighter turning circle, which is good. And braking is excellent, with powerful and progressive pedal action, hauling the Forester down from speed time and again without drama.
Though there was no chance to confirm it on our test, the new wide-track Forester should have much higher limits, and with Vehicle Dynamics Control now part of the repertoire, there should be much less chance of skidding off into the undergrowth if you overcook it.
Ride comfort? That has long been a Forester strong suit, and as you would expect the softly sprung Subaru is highly adept at cushioning shocks, whether it’s at around-town speeds or higher up the cruising range. This part of the package is spot-on.
During the launch, Subaru officials made a big deal about the Forester’s increased ground clearance and the all-wheel-drive ruggedness that lets it adapt to fields, streams, forests, and mountains. Our drive program didn’t accommodate any rough stuff, but it truly would be astounding if the new Forester wasn’t even more capable than the old model off-road.
We found the Forester easy to drive, comfortable, acceptably quiet, but not terribly sporting. Hopefully this will change in the American version. We hear U.S.-spec models will get a stiffer front suspension (with rates up 20 percent) and a different set of self-leveling dampers at the rear to help with towing. That should tighten up the dynamic equation nicely without ruining the Forester’s relaxed, refined driving style.
America’s new 2.5-liter Forester will come in two forms: the 170-horsepower normally aspirated model and the stronger 224-horsepower turbo. Subaru claims both offer stronger low- to mid-range torque than before while also registering top-level fuel economy in their class. Manual versions will feature Hill Start Assist, and both models will offer satellite navigation for the first time.
The Subaru Forester seems something of an enigma. It is fine in terms of comfort, space, refinement, and practicality. But then you can get most of the same attributes from a host of competitor vehicles too, so what’s the big deal? Many of us have a soft spot for Subaru and want the company and the Forester to do well, but steering the vehicle toward “middle of the road” makes us wonder. Has Subaru made the right call?
Subaru’s 2009 Forester goes on sale in April–and the Japanese automaker’s American outfitters say the new crossover will be priced from $19,995, not including destination, when it arrives in showrooms.
There will be two models offered: the base 2.5-liter four-cylinder will be complemented by a turbocharged version. Turbo models are automatic-only, while base versions also offer a manual transmission.
The new Forester wears more traditional SUV styling cues this time around, and it sports a bigger body intended to make the Forester more competitive with the growing crossover class. The new version sees its wheelbase grow by 3.6 inches to 103.0 inches, and its overall length is up by about three inches too.
Subaru’s all-wheel-drive system returns, as does a retuned double-wishbone suspension. Better ride and handling are promised, as well as a high, SUV-like seating position. Safety features will include stability and traction control and curtain airbags, along with anti-lock braking.
Inside, the Forester gets a higher grade of interior trim and an auxiliary jack for MP3 players. A navigation system and satellite radio are options.
Marching up the pricing ladder from the base $19,995 model, the 2.5X version with a manual gearbox and a premium package starts at $22,495. The 2.5X L.L. Bean edition, with leather, auto climate control and a power driver seat, starts from $25,995. Turbo models start at $26,195.
There will be two models offered: the base 2.5-liter four-cylinder will be complemented by a turbocharged version. Turbo models are automatic-only, while base versions also offer a manual transmission.
The new Forester wears more traditional SUV styling cues this time around, and it sports a bigger body intended to make the Forester more competitive with the growing crossover class. The new version sees its wheelbase grow by 3.6 inches to 103.0 inches, and its overall length is up by about three inches too.
Subaru’s all-wheel-drive system returns, as does a retuned double-wishbone suspension. Better ride and handling are promised, as well as a high, SUV-like seating position. Safety features will include stability and traction control and curtain airbags, along with anti-lock braking.
Inside, the Forester gets a higher grade of interior trim and an auxiliary jack for MP3 players. A navigation system and satellite radio are options.
Marching up the pricing ladder from the base $19,995 model, the 2.5X version with a manual gearbox and a premium package starts at $22,495. The 2.5X L.L. Bean edition, with leather, auto climate control and a power driver seat, starts from $25,995. Turbo models start at $26,195.
