June 26th, 2011 at 10:33am
Under Hatchback+ Menufacturer+ Styles+ Subaru
To most people, the Subaru Impreza is a practical compact sedan with enhanced all-weather capability. But enthusiasts have long known its darker side. The WRX alludes to the WRC rally car, and for several years now, Subaru has offered Americans the STI with even more power. Sophistication, however, isn’t the STI’s thing. It is brash and loud, with a wing that makes it look as if it were ready to launch into outer space.
Now, Subaru is trumping its STI with the tS, which stands for “tuned by STI” and strikes us as redundant. The model will only be sold on Subaru’s Japanese home turf, but we were invited to sample one on the back roads and autobahns near the company’s European Test and Development Center in Ingelheim, Germany. With the “tuned by STI” addendum in mind, we fully expected an Impreza with even more outrageous wings and flares. What we were shown instead by the center’s general manager, Hideki Arai, was a rather subtle evolution of the STI. We wouldn’t exactly call it refined, but even at first glance, it is visibly more mature and sophisticated.
Nine-Pound Fixation
For one thing, the STI tS loses the STI’s massive rear wing, instead sporting a discreet lip spoiler. The carbon-fiber roof cuts nine pounds, as does an aluminum hood, and ultra-lightweight wheels with a unique design save another nine apiece. Arai-san points out a strut brace upfront and says the suspension has been reworked extensively. The Impreza STI tS is available only as a four-door sedan.
The powertrain is unchanged from that in the Japanese-market STI: a 2.0-liter turbocharged flat-four making 304 hp and 317 lb-ft of torque. Those who want an automatic can have one, but they get downgraded to a 296-hp 2.5-liter that makes only 258 lb-ft. Called “A-Line,” the automatic car is significantly cheaper than the manual tS.
original
We went for the six-speed, of course, and it provides a superb driving experience. There is very little turbo lag, and the 2.0 pulls eagerly throughout the power band. Country roads are this car’s domain. The tS is compact and agile, and the nicely weighted steering is a joy to bend into corners. The suspension has been retuned and feels slightly softer than in the regular STI, which helps the tS remain composed even on bumpy and uneven surfaces. It also makes the tS a more agreeable companion on the autobahn, where it remains stable and comfortable as it pulls with alacrity up to its 155-mph top speed. Like the regular STI’s, the tS’s exhaust note is remarkably unobtrusive, and for our taste, it could be a bit more aggressive.
BMW in Subaru’s Sights?
But the tS is not about having an aggressive demeanor—it is about sophistication. “We would like to use high tech to compete with the premium segment,” Arai-san explains. And although he acknowledges that Subaru isn’t there yet, he would like nothing more than eventually to see the STI tS compared with the likes of a BMW M3. That sounds like a stretch, but we will say that the idea of adding a higher-performing, more tastefully executed level to the WRX family is highly appealing.
Although the tS’s first run of 500 units will be confined to the Japanese market, Subaru is seriously considering launching the line abroad. The tS concept could be stretched to other model lines, perhaps including the imminently arriving two-door sports car. We would like to see the tS further separated from the WRX and STI models, but the STI tS is a great first step. “We will watch the market and would like to get a reaction,” says Arai-san. Ours is emphatically positive.
By admin
June 9th, 2010 at 07:56pm
Under Menufacturer+ SUV+ Styles+ Subaru
When Subaru unveiled its first midsize SUV in 2006, it was called the B9 Tribeca. Two years into production, the B9 moniker was retired (as well as its unsightly front end), but in most ways, the Tribeca remains forgettably benign. It’s a decent enough SUV on its own merits, neither failing nor excelling with any significance, but when we begin comparing the 2010 Subaru Tribeca to a crowded field of competitors, it begins to show its mediocrity.
Our 2010 Subaru Tribeca test vehicle, in range-topping Touring trim, was priced in the same range as its rivals. For the price, the features list is comparably generous, with all-wheel drive, navigation, third-row seating and pleasant interiors for all. Unfortunately for the Tribeca, it trails in terms of cargo capacity, passenger space and fuel economy. The interior design is a standout among other SUVs, but its style comes with compromised usability, as well.
The front-running Ford Flex and Chevrolet Traverse (and its Buick and GMC twins) are, quite simply, hard to beat. Toyota’s Highlander and Mazda’s CX-9 are also worthy of consideration. But the disappointing 2010 Tribeca should give even the most loyal Subaru fans some pause. As such, we recommend shopping the rest before committing to a purchase.
Performance
The 2010 Subaru Tribeca Touring is powered by a 3.6-liter, horizontally opposed (boxer) six-cylinder engine that produces 256 horsepower and 247 pound-feet of torque. A five-speed automatic with manual-shift control is the only transmission offered and routes power to all four wheels.
In performance testing, our Tribeca test vehicle accelerated from zero to 60 mph in 8.3 seconds, which is average for cars in this class. Coming to a stop from that speed required 121 feet, which is a bit shorter than the competition. However, repeated braking from higher speeds resulted in a softer brake pedal. Under normal conditions, though, the pedal is moderately firm with a soft initial bite.
The handling numbers we achieved on our test track were also average, weaving through the slalom at 61.1 mph and circling the skid pad at 0.78g. The Tribeca’s all-wheel drive does impart a more confident and poised feel than competing models, though. Fuel economy is less favorable, however, registering an EPA-estimated 16 city/23 highway mpg and 18 mpg in combined driving. Our Tribeca spent most of its time in congested city traffic and confirmed its EPA number with an average of 15.9 mpg in our care.
Within these city confines, the 2010 Subaru Tribeca’s soft suspension ably soaks up bumps in the road for a pleasant ride. Tight parking lot maneuvers are effortless thanks to light steering wheel effort. Even though the suspension and steering are a bit lethargic when evasive maneuvers are needed, the Tribeca remains composed throughout. The transmission also feels a bit reluctant to shift up or down, but engaging Sport mode gives it some much needed urgency. Shifts are executed quickly and smoothly in this mode, as well as under manual control.
Comfort
The 2010 Subaru Tribeca delivers an agreeable ride that adequately isolates the occupants from outside harshness. The softly sprung suspension ably dampens ruts and potholes in the pavement, but never feels floaty or disconnected. Road and wind noise are also abated to near silence. This level of refinement is rare for a Subaru and is on par with some of the more luxurious crossovers in this segment.
Seating comfort, on the other hand, presents a mixed bag. Front seats provide ample padding and support, but taller folk may find their driving position compromised by a non-telescoping steering wheel. The second row features adjustable sliding seats with 8 inches of travel, but the range only extends from acceptable to cramped. The outboard seats are quite comfortable, with a decent amount of headroom, but the elevated and convex center seat is far too narrow for even smaller passengers. The third row is large enough for children and small adults, but access is hampered by a narrow passage. Vehicles like the Flex and Traverse offer third rows capable of fitting full-size adults.
Function
Outward visibility from the 2010 Subaru Tribeca is notably better than most competing crossover SUVs, giving the driver a good sense of the vehicle’s proximity to obstacles. Backing into tight spaces is further simplified with a rearview camera that provides a wide view and clear image. Gauges and the navigation/information screen are also well placed within the driver’s sightlines to allow for quick reference.
The same cannot be said of the center stack controls for audio and navigation, though. These buttons are difficult to read in daylight conditions, and the curved panel shape further hampers readability and operation as the console bends away from the user. With their large dials and clear LED readouts, the climate controls were much easier to read and operate. At night, the center stack buttons are well illuminated and readable, while the HID headlights cut through the darkness with considerable clarity.
The nine-speaker Harman Kardon sound system is respectable, but in no way impressive. Sound quality is merely average, plus the lack of iPod connectivity is a letdown (one is available as a dealer add-on, but it replaces satellite radio). The Bluetooth hands-free phone system is also rather disappointing; with controls situated in the overhead console and the fact that phone information isn’t transmitted through the infotainment screen.
With the third-row seats in use, luggage space is a paltry 8 cubic feet, requiring a golf bag and large suitcase to be stacked on top of each other — not exactly ideal. Folding the second- and third-row seats flat expands maximum cargo space to 74 cubes, but even that figure is small for cars in this class and barely bigger than the Subaru Outback. It’s also worth mentioning that the Tribeca’s liftgate requires quite a bit of effort to close, and shorter people will notice a lack of a decent handhold. Shoppers who normally haul passengers and cargo at capacity should keep these limitations in mind.
Parents should note that mounting a rear-facing child seat in the second row may be problematic. Even with the rear seats slid rearward, our standard child seat intruded quite significantly on front seat space. Mounting the child seat in the center position alleviated some of the space issues, but prevents the second-row seats from folding forward, eliminating any possibility of gaining third-row access.
Design/Fit and Finish
From the outside, the 2010 Subaru Tribeca’s styling is about what you’d expect from a middle-of-the-road crossover — which is to say, on the bland side. The grille and rest of the front fascia remind us of a Chrysler product, but are in no way offensive, especially compared to the odd nose of the B9 Tribeca from 2007.
The interior design is the real scene-stealer in terms of styling. The wraparound dash features a graceful arc that spans from door to door. Complex curves and organic shapes converge at the center stack, which blends smoothly into the center console. Most materials are either soft to the touch or convincingly textured to blend in and individual panels are tightly fitted with the type of workmanship associated with more expensive luxury brands.
Who Should Consider This Vehicle
The 2010 Subaru Tribeca seems to be stuck in a mediocre position from which even its all-wheel drive cannot extract it. It doesn’t really fail in any category; it is simply upstaged by more talented and competent choices. We suggest looking elsewhere, even if you’re a die-hard Subaru fan. The cheaper Outback may only have five seats, but it offers almost as much cargo space and is more fuel-efficient.
Pros: Modern interior design, quiet cabin.
Cons: Non-telescoping steering wheel, poor fuel economy, meager cargo space, compromised fit for child safety seats.
From : http://www.edmunds.com/subaru/tribeca/2010/testdrive.html
By admin
May 17th, 2010 at 01:34am
Under Menufacturer+ SUV+ Styles+ Subaru
Most reviewers are pleased with the 2010 Subaru Forester’s generous legroom, but the crossover’s styling can’t escape some criticism from nearly all the road testers.
Last year’s introduction of the then all-new Subaru Forester saw the boxy crossover grow substantially in size over its predecessor, benefiting passengers with increased cabin space all around. Automobile Magazine points out that the newer body is 3 inches longer than the previous version, with a wheelbase that’s 3.6 inches longer, which goes to improving rear-seat room. Despite the chance to revamp the Forester’s style, it barely nudges its way “from mutant station wagon to mainstream compact crossover.”
“The old model’s boxy charm has been toned down,” Cars.com notes, and its “creased headlights and stacked bumper looked a bit busy.” Edmunds.com agrees, and says that while the “front end of the new Forester isn’t beautiful,” the look is “a bit more upscale and sophisticated than its predecessors.”
Some reviewers, on the other hand, find the styling to be very appealing. Popular Mechanics thinks the 2010 Subaru Forester “is the most handsome and stylish Subaru in years,” while Motor Trend goes so far as to predict that “it’ll even catch the eye of the opposite sex in the room.” It’s a little ironic that these enthusiast publications find more to praise in its style than the mainstream car reviewers on the Web—more, even, than they praise the high-performance Subaru Impreza WRX.
Inside, the Forester’s interior is a myriad of modern shapes and textures, most of which have a quality and upmarket feel to them. However, you should like the look of metallic plastic, warns Jalopnik: “the brushed aluminum-look interior details come off as far more flash than rugged.”
TheCarConnection.com feels that the Forester’s styling, while a big leap forward in refinement for Subaru, is still too dull when compared to its rivals. This is especially true when you look at the wild style changes apparent on the Toyota RAV4, Honda CR-V, and Saturn Vue; certainly, a flashy shape is becoming a selling point in the small crossover class.
Conclusion
While the Forester’s styling has improved greatly over the past couple of years, it’s still very boxy and utilitarian when compared to the competition.
By admin
