Subaru Forester X. Photo: G.Yoxon. Click image to enlarge

The top-end $32,195 Forester XS includes automatic climate control, leather-wrapped steering wheel, 6-disc CD player, heated seats covered in upgraded upholstery, cargo cover, alloy wheels, and a few other goodies. Options on the XS include monotone paint, a huge moonroof, upgraded audio, and leather seats.

My tester was a Forester X equipped with a five-speed manual transmission.

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While it rides on the same 99.4-inch wheelbase as last year’s model, overall dimensions of the Forester have changed. It’s slightly smaller on the outside, but interior room is improved.

The biggest changes to the new-for-2003 Forester are the interior and exterior styling. Inside, the dash sports a new appearance with upgraded soft materials and the requisite faux metallic trim around the centre stack. Ergonomically speaking, the control layout is just as intuitive as in the old model: it wasn’t broke, so it didn’t need fixing. I wasn’t crazy, though, about the combination vinyl-and-tweed seats in my tester. They looked downscale and didn’t appear to be particularly wear-resistant, so I’d probably upgrade to the XS for that reason alone.

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Storage nooks are plentiful and include mesh pockets distributed throughout the interior and overhead compartments between driver and front passenger. More storage is located beneath the centre console armrest that is otherwise of limited usefulness, as my elbow couldn’t reach it in my normal sitting position.

Outside, changes are for the better as well. The look of the new model is more rugged with larger headlights and a more pronounced grille up front and “blistered” fender flares at the wheel wells. The blocky, square rear end of the old model has been replaced with triangular taillights and a hexagonal tailgate not unlike those found on the Suzuki Aerio.

Unchanged from last year, the Forester’s drivetrain consists of a 2.5 litre horizontally opposed four-cylinder engine, manual or automatic gearbox, and full-time all wheel drive.

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The motor produces 165 horsepower at 5,600 rpm and 166 lb-ft of torque at 4,000 rpm, and its horizontally opposed configuration is Subaru’s claim to fame. Since the pistons reciprocate in opposite directions, they cancel each other out in terms of producing vibration. Packaging is also an advantage of the “boxer” engine, as the horizontal configuration of the pistons results in a lower centre of gravity when compared to inline or vee-type engines. The result, according to Subaru, is better handling and reduced vibrations compared to more conventionally configured engines.

While a five-speed manual is standard-issue on all Forester models, an electronically controlled 4-speed automatic is optional and probably the transmission of choice for most buyers in this class. The stick should not be overlooked, though, as it’s a slick-shifting unit that makes the most of the engine’s modest power.

Forester X demonstrates ‘Hill Holder’ system. Photo: G. Yoxon. Click image to enlarge

New for 2003 is Subaru’s Hill Holder for models equipped with a manual transmission. This nifty system applies one front and one rear brake when the vehicle is stopped on a slope to prevent the Forester from rolling back. No more messing with the e-brake or worrying about rolling into the car behind when taking off after stopping.

The all wheel drive system that Subaru employs deserves mention because it’s one of the better systems on the market. Where the vast majority of cute utes are two wheel drive until those wheels lose traction, the Subie is a full-time all wheel drive system. That means even on dry roads, all four wheels get power, which pays dividends in the handling department. The chassis is more balanced under acceleration (the Saturn VUE is a case in point) and there’s no awkward delay in low-traction situations before power is distributed to additional wheels. Overall it’s a very competent system.

Bringing the Subie to a halt is easier this year, thanks to larger diameter front brake rotors. While rear drums are standard, XS models get discs all around. Four-channel anti-lock brakes are found across the model line.

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Many manufacturers will claim that their SUVs were designed with “fun to drive” as a goal, but few actually deliver. I’m happy to report, though, that the Forester is one of those few. It may not have the off-road ground clearance or low-speed transfer case found in a Jeep Liberty, but it can handle corners and rough roads better than many sedans.

The flat four is a smooth, flexible powerplant that is well suited to the Subie, although it is on the noisy side. Mated to the manual, it has plenty of juice for around-town driving, and is adequate on the highway, provided you’re not into death-defying passing manoeuvres.

The Forester’s handling puts it right at the top of its class – drivers can go, stop, and turn just like they were driving a car, without the impending rollover feeling that many other utes throw into the mix. I actually had fun tossing it around in the corners, which is more than I can say for other mini-utes that I’ve driven.

The clutch and shifter contribute to the carlike driving dynamics of the Subie: Take-up is smooth and gradual, and rowing between gears is a pleasure.

The Forester competes in the hotly contested compact or “mini” SUV class, in which there are about a dozen models to choose from:

• Ford Escape ($21,510-$30,010)
• Honda CR-V ($26,900-$32,200)
• Hyundai Santa Fe ($21,050-$29,250)
• Jeep Liberty ($22,880-$28,680)
• Kia Sportage ($22,095-$24,095)
• Land Rover Freelander ($34,800-$43,800)
• Mazda Tribute ($22,415-$33,870)
• Nissan Xterra ($29,498-$33,298)
• Pontiac Aztek ($27,255-$31,300)
• Saturn VUE ($22,495-$29,225)
• Suzuki Grand Vitara ($23,995-$28,995)
• Toyota RAV4 ($23,265-$34,240)