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Technorati Tags: Video, Commercial, Subaru, Legacy, Subaru Legacy, Subaru Legacy 2010, Robert De Niro

Source: 7Tune

An insider at Toyota R&D has finally spilt the beans and revealed that the upcoming Toyota compact sports car, codenamed 086A, will offer lines not unlike the current Lexus LF-A prototype as seen at the recent Nürburgring 24 Hour endurance race.

The Toyota insider has apparently been sitting on this information for quite some time and has only now decided to come forward with it after seeing conflicting information in the Japanese press about two different body styles being tested. The insider claims he has seen the 086A and is adamant that only one body style will be offered and that body style will differ only very slightly between the Toyota and Subaru versions, such as the front grille, head/tail light treatment and badges. When the insider was asked about the appearance of the 086A, he clearly pointed out that it will be lower and wider than the old ZZT231 Celica and will have an “orthodox 2+2 coupe style, with a silhouette resembling the Lexus LF-A”. The renders above show what the 086A could look like with lines similar to the LF-A.

Source: 7Tune

Technorati Tags: subaru, toyota, toyobaru, subayota, toyota subaru, celica, toyota celica, subaru celica, toyubaru, subieyota

Riding on the success of the first Gymkhana Practice video that grabbed the attention of over 20 million viewers worldwide, the Gymkhana TWO video takes infomercials to the next level. Unlike other infomercials, this one sells the products with great action, cinematography, and a dramatic driving performance—and, no stereotypical cheesy informercial pitchman! Produced specifically to market Blocks first-ever Rally TeamWorks Collection, the new video is filled with great driving stunts, surprises, explosions, and a guest appearance from DC team rider, Rob Dyrdek. Filmed at the Port of Los Angeles, expect non-stop motor sport eye-candy as Block hits the all-new course in a custom tuned, high performance, and brand-new Subaru Impreza WRX STI. Visit dcshoes.com/gymkhanatwo for more photos and info on the high-performance video and Blocks complete Teamworks Collection.

Making of a car

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Technorati Tags: Video, Drift, Ken Block, Subaru, Impreza, STI, Subaru Impreza STI, Impreza STI, Gymkhana, donut, donuts, drifting, dc shoes, Ken Block, drift

Source: Times Online

As the boxer Jake La Motta, he roared the word “Why?” almost 40 times, his bare fists pounding cruel desolation on to the stone walls of Dade County Stockade.

Nearly 30 years and two Oscars later, Robert De Niro looks a little different in his latest performance. He jaunts out of his house, nods archly into the rearview mirror, and takes off in a Subaru Legacy. Speeding through unidentifiable Arcady, he passes a sheep. He nearly grins. The words “Love Your Life” fill the screen.

Fade to nausea.

The 30-second advert is a horror that can mean only one thing in these dark economic times: arguably the finest actor in Hollywood has become a star hawking a reasonably priced Japanese family car.

In honour of their hard-won thespian megastar, the manufacturers of Subaru, Fuji Heavy Industries, have not skimped on production values. Compared with Harrison Ford’s pub-based touting of Kirin lager and Nicholas Cage’s sedentary, crimson-suited pitch for pinball machines, De Niro’s spot is high art. The director of photography is Bob Richardson, a two-time Oscar-winner, and the background music is by the Scottish rock band Travis.

Fuji Heavy keep the numbers vague, but it is thought that the star of Goodfellas and Cape Fear was paid about $1.2 million (£750,000) for approximately ten seconds of on-screen appearance.

De Niro’s decision to take the Tokyo shilling, say Japanese advertising industry analysts, is surprising on several levels — not least because De Niro has been in hot demand from Japan for many years but has previously resisted. Many other Hollywood stars before him have given in to the temptation of easy Japanese money: Brad Pitt, Sir Anthony Hopkins, Jodie Foster and Sir Sean Connery feature prominently on the list, but more than 100 other stars of music and screen have trodden the same embarrassing path.

De Niro’s decision also feels like an anachronism, said a researcher at a large Japanese advertising agency. Before the internet and YouTube, Hollywood stars could afford to be a little less red-faced about their commercial sojourns in Tokyo because few people outside Japan would see the adverts. Now that it is well-nigh impossible to police the global distribution of the adverts, the stars are less easily bought.

That has coincided with Japanese companies losing faith in the idea that paying millions to have foreign stars peddling ham, bath salts or octopus fritters is worth the money. Annual surveys of Japanese consumers show that they too are less impressed by the selling power of Hollywood stars.

Check out the video: Robert Deniro Subaru Legacy 2010 JDM commercial

Source: Times Online

Technorati Tags: subaru, legacy, commercial, robert de niro, subaru legacy, subaru legacy 2010

Source: CarAndDriver
BY STEVE SILER, PHOTOGRAPHY BY MIKE DITZ AND THE MANUFACTURER

Here at Car and Driver, there are many among us that harbor fetishes for the unexpected, the ironic, and of course, the stupidly fast. It’s all the better, of course, if a vehicle combines all three qualities. Not surprisingly, most of us love fearsome cargo carriers like the Mercedes-Benz E63 AMG wagon, the silly Jeep Grand Cherokee SRT8, and the dearly departed Dodge Magnum SRT8. Basically, count us in for anything that has no business being fast but is anyway.

And so we were all over Subaru’s invitation to Willow Springs racetrack near Lancaster, California, to chuck a few laps in one of last year’s SEMA specials: the Forester XTI concept, which is basically a Forester crossover with WRX STI running gear. Since the car isn’t street-legal—and that there aren’t enough people like us that could prompt Subaru to actually build something like this for real—this probably will be our only chance to drive it and to see if Subaru can transform the innocuous Forester’s package into something as beguiling as the STI.

Hot for Forester

Before we even turned the key, we were on board. Having grown quite a bit for 2009, the standard Forester has a more SUV-like profile than ever, but in XTI form—slammed and wearing the STI’s optional silver 18-inch wheels and a bitchin’ black-to-brown paint job—the Forester suddenly looks hot, like that nerdy chick in high school that one day swapped mom jeans for hot pants.

When Subaru claims that the Forester XTI “combines the versatility of the Forester 2.5XT with the all-out street performance of the rally-bred Impreza WRX STI,” it means just that. The automaker’s Subaru Performance Tuning team literally combined the two cars as an experiment “to see how many STI parts would fit,” according to SPT representative Adam Woodhull.

SPT started by taking one Forester and one STI, stripping each to the metal, and adding STI pieces to the Forester bit by bit. Since the two cars share a platform, the engine, six-speed manual transmission, and STI drivetrain weren’t too difficult to swap over. The cat-back stainless-steel exhaust system had to be massaged in place and fitted with sexy tip extensions (that stick out too far to be legal), but most parts were sourced from SPT and not fabricated. The new exhaust system freed up another 10 hp and 10 lb-ft of torque compared with the stock STI, according to Subaru, so the XTI is good for 315 hp and 300 lb-ft. The only other area of customization involved the new Forester’s unequal-length control-arm rear suspension, which required some minor fittings.

SPT then stuck the STI’s dash and center console into the Forester, as well as the STI’s Alcantara-covered Recaro sport seats. The XTI’s front clip and mesh grille are out of the Subaru of America accessories catalog, and the side and rear addenda are available from Japan’s version of same. The paint job, on the other hand—a four-coat process that required three metallic colors, including the SPT script on the sides—isn’t available anywhere but your local body shop. And they probably couldn’t do it as well.

Easy to Forget the Forester?

Facing as one does the STI’s dashboard, it’s easy to forget you’re in a Forester, except for the huge glass moonroof overhead. However, the STI seats seem mounted lower and the dashboard seems higher than in the stock Forester, which is particularly noticeable when attempting to lower the steering wheel; it doesn’t reach quite low enough to feel ergonomically natural. Here, it seems, is where the inch or two difference in waistline between the two cars becomes clear. Otherwise, the STI and Forester parts sync in perfect harmony.

Ditto on the track. With the extra grunt underhood, Subaru estimates that the XTI can hit 60 mph in five seconds or less, although we weren’t allowed to use test equipment to verify the claim. What we did find as we hustled through the tricky corners of the Streets of Willow course is that the WRX STI beneath the skin was, for the most part, present and accounted for. With the chassis and drive settings in their most aggressive positions—the SI-Drive system in Sport Sharp and the Driver Controlled Center Differential (DCCD) set for maximum rear torque bias—the XTI felt as if it could more or less keep pace with the stock WRX STIs that the company also brought along for comparison. The steering had that same light quality that we’ve noted before. The turbo rush is still, uh, prodigious. The installed short-throw shift kit should have upped the overt sportiness factor, but wasn’t altogether unfriendly. And even after dozens of laps of cooking, the STI-sourced brakes slowed the XTI—estimated to be somewhere between 3600 and 3700 pounds, about 200 more than an STI—with authority. It was, indeed, all sorts of delicious, ironic fun.

Don’t Take This Car Too Seriously

Now, Subaru encourages us not to take this car too seriously, as there’s virtually no chance that it will be built, although a right-hand-drive, manual-transmission STI version of the last-gen Forester was available in Japan. Can a Forester owner build an XTI himself? “If you raid the parts bin, you could get pretty close,” said Woodhull. How much would it cost? He declined to speculate, but “buying an STI driveline wouldn’t be an inexpensive endeavor.” (We once built our own demon-tweaked Forester, so we know.) Certainly the effort wouldn’t be cheaper than buying something like a Grand Cherokee SRT8, which is much more powerful and more fun yet. We still like the idea of a hooligan Forester, though, and only wish there were more people like us.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon

ESTIMATED PRICE AS TESTED: $60,000

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve flat-4, aluminum block and heads, port fuel injection

Displacement: 150 cu in, 2457cc
Power (SAE net): 315 bhp @ 6000 rpm
Torque (SAE net): 300 lb-ft @ 4000 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS (C/D EST):
Wheelbase: 103.0 in Length: 179.5 in Width: 70.1 in Height: 61.9 in Curb weight: 3600 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.0 sec
Standing ¼-mile: 13.8 sec @ 100 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 16/22 mpg

Source: CarAndDriver
BY STEVE SILER, PHOTOGRAPHY BY MIKE DITZ AND THE MANUFACTURER

Technorati Tags: subaru, forester, 2009, roadtest, subaru roadtest, forester roadtest, subaru forester roadtest, forester 2009 roadtest, subaru 2009 roadtest, subaru forester 2009 road test, xti, forester xti, subaru forester xti, subaru concept, subaru forester concept, concept xti, subaru forester concept xti

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Technorati Tags: Video, Subaru, Impreza, Subaru Impreza, AWD, Symmetrical AWD, Subaru AWD, Impreza WRX, Impreza STi, Subaru WRX, Subaru STi, Subaru Impreza WRX, Subaru Impreza WRX STi, Crash, Subaru Crash, Impreza Crash, Crashed Subaru Impreza

Source: MotorTrend
By Kim Reynolds

When Subaru’s product developers responsible for the 2010 Legacy began probing Legacy loyalists about their likes and dislikes with the current model, the loud-and-clear message was: "We want more space!" And by far the loudest shouts from the chorus were to expand its rear legroom. Well, Subaru has gotten the hint — and then some.

The new Legacy is way bigger. Up by 1.4 in. overall, 3.2 in. taller, and 3.6 in. wider, the wheelbase grows by 3.6 in. resulting in a 12% gain in both interior space and that critical number, rear legroom. The car is simply cavernous inside. Gads, the rear toe room beneath the front seats could consume NBA footwear. Has the blimping of the average American really gotten this voluminous?

The good news for those few among us who remain "conventionally proportioned" (well, almost) is that despite the supersizing, the Legacy’s weight has risen by just 1.4% (credit 38% of its chassis being composed of high-strength steel). And that’s a minuscule enough increase to be easily offset by developments under the hood no matter which engine option is fitted. As before, the Legacy arrives in three flavors of horizontally opposed engine — a normally aspirated 2.5L four-cylinder, a turbo version of the 2.5, and a six-cylinder, though it’s capacity rises to 3.6L (per the Tribeca) replacing the elderly 3.0L.

The base engine powering the 2.5i produces 170 hp at 5600 rpm and 170 lb-ft of torque at 5600 rpm, but its emphasis is on tweaks to improve responsiveness and fuel economy. Note that that’s a little less power here, but it’s produced at usefully fewer rpm.

The 2.5GT is motivated by a revamped configuration of the previous turbo-four, featuring a (now-bigger and higher-boost) turbocharger relocated to beneath the block’s nose. Plusses include a lower center of gravity, quicker tip-in responsiveness, and better thermal control of the low-density catalyst. Power climbs from 243 hp at 6000 rpm to 265 hp at 5600 rpm (torque rises from 241 lb-ft to 258 at 2000 rpm). The 3.6R’s six-cylinder is hardware already familiar from its Tribeca application, but to recap, it offers 256 hp at 6000 rpm (247 lb-ft of torque at 4400 rpm). That’s up 11 hp and a considerable 32 lb-ft compared with the previous 3.0L mill, which was nearly identical in external size and awkwardly required premium gas (the 3.6 is happy to sip blue-collar regular grade).

However, there’s bigger news in the transmission department. Reducing the crankshaft revs are either a six-speed manual or a CVT (I’ll get back to this one in a minute) in the 2.5i, a six-speed manual for the 2.5GT, and a conventional five-speed auto for the 3.6R.

And, ah, that CVT. Not only is it the first Subaru CVT since the wonderful old days of the Justy, this is the industry’s first application of a CVT in a longitudinal, AWD configuration. Moreover, Subaru’s Lineartronic CVT is remarkably compact for such a system, being a chain-type (rather than belt) in order to reduce space and improve efficiency. Another notable is a second clutch introduced in the powerstream aft of the CVT to absorb drivetrain shock when, say, all-four wheels suddenly encounter grippy asphalt after delicately slipping on ice. The moral here, apparently, is that a happy CVT chain is a shock-protected CVT chain. As with many other CVTs, a set of steering-wheel paddles offer an illusion of manually selected stepped gears — in this case, six ratios.

The new Legacy possesses six developments of note in the world of Subaru. One is framed side-glass (ending the era of frameless side glazing), double sealing of the doors to reduce interior noise, much more widely spaced engine mounts for reduced shake, a complete perimeter engine cradle that provides for an additional mount beneath the engine’s nose and better-controlled engine movement in a crash, a double A-arm rear suspension replacing the multilink affair, and an enhanced hill-holder feature. What with the parking brake now being electronically operated, the new hill-holder has parlayed this so it can now do its hill-holding indefinitely, rather than merely for a few seconds.

Externally, the new Legacy walks a visual tightrope. While its market comparison-set is becoming ever-swoopier (punctuated by increasingly amorphous headlight clusters), it must simultaneously retain a purposeful — almost "anti-styling" — aura among the faithful. The new Legacy never falls off the tightrope, but it noticeably wobbles at times. But as I said, what they’re trying to do here is no easy task. Inside, the Legacy’s design is considerably more sure-footed, with a confident and expensive look, and just a trace (thank you) of the Impreza’s considerable flamboyance.

Trim levels for the 2.5i and 3.6R consist of the well-equipped (base) versions, a Premium edition that includes an eight-way-adjustable driver’s seat, an auto up/down driver’s window, a leather-wrapped steering wheel, plus alloy wheels for the 2.5i), while Limited variants add a four-way-adjustable passenger seat, an upgrade sound system, dual-zone climate control, leather interior, and voice-activated GPS navigation with backup camera; the 2.5i specifically receives the CVT and receives the 17-in. alloy wheel-size the 3.6R wears as standard ). The 2.5GT has no base version, though in its Premium trim level adds 18-in. wheels and a hood scoop. Its Limited version adds the four-way power passenger seat, leather, and dual-zone climate control).

No prices have been announced, but Subaru is hinting that it’ll be very competitive with its current levels. Which is a lack of upsizing we can all appreciate.

Source: MotorTrend
By Kim Reynolds

Technorati Tags: subaru, legacy, 2010 subaru, 2010 legacy, 2010 subaru legacy

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Technorati Tags: Video, Subaru, Rally, WRC, SWRT, Subaru World Rally Team, Impreza WRC, Rally Impreza, Subaru Impreza WRC, Rally Highlights, WRC 2008, Marcus Gronholm, Portugal, Prodrive

Source: 4WheelsNews & AutoBlog

According to Automobile Magazine, Thierry Dombreval, vice president of sales and marketing of Toyota France, the rear wheel drive sports car will make its debut in 2010 and will carry the Celica name, in order to resurrect the successful name from the Japanese manufacturer.This would be the 8th generation of the Celica, which will be developed in co-operation with Subaru. Unfortunately these are the only details available for now, but stay tuned, more details will come!

If Wikipedia is to be believed, this would be the eighth generation of the Celica, which traces its roots all the way back to 1970 when it debuted in Japan as an inexpensive rear-wheel-drive sports car. Through the years it switched to front- and all-wheel drive, with the final seventh generation Celica sold from 2000 - 2005 being a strict cart puller.

Source: 4WheelsNews & AutoBlog

Technorati Tags: subaru, toyota, toyobaru, subayota, toyota subaru, celica, toyota celica, subaru celica, toyubaru, subieyota

The Prodrive Impreza WRC2008, which Marcus Gronholm will drive at the Rally of Portugal, has successfully completed its first shakedown.

Source: Prodrive

Gronholm will drive the test car in Wales this week, before undertaking a full two day pre-event test in Spain next week. This means the two-time World Rally Champion will have three days to familiarise himself with the new car before starting his first World Rally Championship event in nearly 16 months.

The Prodrive Impreza WRC2008 is fundamentally the same car used by the Subaru World Rally Team last season. “We have only been able to make minor changes to the car because of homologation restrictions, with the most significant difference being the Ohlins dampers,” said Prodrive technical director, David Lapworth. “In a perfect world, Marcus would have had far more time behind the wheel, however, with his years of experience, I am absolutely confident he will very quickly find a rhythm in the Impreza.”

Gronholm’s participation in the Rally of Portugal has been made possible by the support of the Portuguese Tourist Board. The car has been entered under the Prodrive team name and it will be run out of the same service area as the Prodrive-supported Adapta World Rally Team.

To download a high resolution image of the car please click here

Source: Prodrive

Related post: Marcus Gronholm tests Subaru Impreza WRC2008

Technorati Tags: subaru, impreza, wrc, prodrive, impreza wrc, subaru impreza wrc, wrc prodrive, marcus, gronholm, subaru marcus gronholm, gronholm comeback, swrt

The same good stuff repackaged

Source: TopGear
Sam Philip

Viewed in its own right the new Subaru Impreza WRX STI 330S is a bit special. The numbers are impressive enough: 325bhp and 344lb ft of torque. That’s 29bhp and 44lb ft more than the standard STI, thanks to a few engine tweaks and a big new exhaust from Prodrive.

It’s £5,000 more expensive too, and a full half-second quicker to 60mph. That makes it the quickest Impreza you can buy without recourse to grey imports or dodgy men with spanners.

The 330S imbues you with Loeb-esque driving skills even if you’re only average, leaving you at the end of a cross-country schlep with a lot of time to kill and a bemused expression on your face. Beyond that savage straight-line speed, there’s such a monstrous reserve of mid-range power and torque and so much grip that you can simply punt the car into a corner far, far quicker than should physically be possible, let the magic diffs sort things out, then emerge out the other side in a yobbish yowl of flat four.

It’s even more intense and more extreme than the standard STI, which is pretty much as fast a point-to-point car as you can think of. Stiffer Prodrive springs and grippier Recaro seats don’t do any harm.

But look at the 330S against the history of great Imprezas, and cracks begin to appear. Most disconcerting is the vague, wafty steering, a malaise that seems even more pronounced than in the standard Impreza STI.

And the exhaust, which sounds brilliantly burbly on the fly, cuts an irksome drone at idle, while the fuel economy is sodding awful. Oh, and the ride is arse-bruisingly firm. And the brakes are a bit dead.

Then there’s the turbo lag. The extra 29bhp over the standard STI engine is all developed at the top of the rev range, and the headline figure clearly took precedence over low-range response: floor the throttle in second gear at low speed and you’ll be overtaken by keen joggers as you wait to hit 2,500rpm, when the boost arrives with a clouting upper cut.

These flaws, sadly, will consign the 330S to a mere footnote on the annals of great fast Scoobies past. It’s a fabulous car, yes, if you didn’t have other Scoobs for reference, but it’s not worth an extra £5k over the standard WRX STI. It ain’t half quick, though…

Source: TopGear
Sam Philip

Technorati Tags: subaru, impreza, subaru impreza, impreza 2009, subaru 2009, topgear subaru, topgear impreza, topgear roadtest, impreza roadtest, sti, impreza sti, impreza 330c, subaru impreza sti 330c

Some more new photos of what is looking more and more likely to be the next all-new 2010 Subaru Legacy.

While there’s still very little technical information that has escaped (aside from a few rumours), it looks at the very least as if Subaru is up-sizing the new Legacy. Given the jump in size that the new Mazda6 and Honda Accord Euro have both made, that’s to be expected.

The 2010 Subaru Legaacy is expected to feature the same 2.0 and 2.5 litre engines available now, though expect to see upgrades to power and efficiency. A lighter alloy cylinder block will feature, and, with a longer stroke rumoured, torque levels should be increased. As with the current Legacy, both turbo and naturally-aspirated versions are expected, with the 2.0 litre unit making around 150kW (200hp) and the turbo 2.5 litre offering around 223kW (300hp).

The 3.0 litre flat-six is likely to be dropped in favour of the more efficient four-cylinder options.

Hopefully Subaru will put our minds to rest and release some nice big official images sooner rather than later.

Source: TheMotorReport

Technorati Tags: subaru, legacy, subaru legacy, legacy concept, subaru concept, subaru legacy concept, subaru 2010, legacy 2010, subaru legacy 2010, subaru legacy 2010 concept

The same good stuff repackaged

Source: NationalPost
Brian Harper

I will be the first to admit I was less than overwhelmed with Subaru’s decision to rework its Forester wagon/crossover into a more mainstream, sport-utestyle body configuration for the 2009 model year. After all, the original, award-winning, quirky-in-a-cute-way Forester could make a legitimate claim as the progenitor of this whole crossover movement when it made its debut back in 1997 as something more than a mall crawler, less than a rock climber. The third-generation model’s new identity as a compact SUV seemed to lose some of the Subaru charm that attracts its fiercely loyal clientele.

Yet, the people have spoken, the awards have been handed out and the new Forester has garnered its own accolades. It is the winner of the Automobile Journalists Association of Canada’s Best New SUV/CUV Under $35,000, having bested the Dodge Journey and Volkswagen Tiguan in competition, and it was also on the short list for overall Utility Vehicle of the Year honours. So, personal issues aside, the Forester warrants a closer look.

The first noteworthy thing is how little one has to pay to get into one. The base 2.5X starts at $25,795 when fitted with the five-speed manual transmission, $1,200 less than it did the year previously. My tester, equipped with the four-speed automatic, came in at $26,895. One can move up to the Touring Package, Limited Package and the 2.5XT Limited (with its turbocharged 2.5-litre boxer engine), forking out more for added content and amenities, but, for those on a tighter budget, the 2.5X proves to be well equipped. Standard on the base unit are four-wheel disc brakes with ABS, air conditioning, tilt and telescopic steering, cruise control, power mirrors, windows and door locks, heated front seats and, naturally, Subaru’s famed all-wheel-drive system. That’s far from a stripper model.

But a low entry point and carefully thought-out features only go so far if the ride and drive experience is sub-par. And this is where my initial recalcitrance started to recede. Although it looks bigger and heavier (it tips the scale at 1,500 kilograms) than the first two generations of wagon, the new SUV-style Forester really isn’t all that much different — it’s essentially the same good stuff repackaged.

Oh, there are a few noteworthy upgrades. For instance, the 2009 Forester is fitted with a double-wishbone rear suspension that replaced the strut-based system used in the first and second generations. Up front, the strut-type setup features L-shaped lower arms with liquid-filled rear bushings and anti-dive geometry. The result is a more compliant ride with what feels like the same amount of car-like responsiveness.

Along with the standard four-wheel disc brakes with ABS come Vehicle Dynamics Control, electronic brake-force distribution and brake assist safety systems. Stomp on the pedal and the SUV will drop from 100 kilometres an hour to zero in a tidy 41.5 metres.

In all but the XT Limited, the only engine offered is the 170-horsepower, 2.5L SOHC boxer four-cylinder. Maximum torque of 170 pound-feet is increased by four pound-feet compared with the previous Forester, and Subaru says the torque curve is broader for better everyday driving response. It doesn’t make the Forester a powerhouse, though, with the SUV taking 10.7 seconds to reach 100 km/h and nine seconds to accelerate to 120 km/h from 80. More than the middling turn of speed when called for, the engine becomes rather coarse and unrefined under heavy load. It’s probably the single biggest negative to what is generally a decent and stalwart powerplant. Under less strenuous operation, things are noticeably quieter. And, although I have no real complaints regarding the operation of the four-speed automatic, it’s still worth noting that some of the Forester’s competitors have smoother five-and six-speed auto boxes –Subaru should follow suit.

For those who actually use their SUV as something more than a glorified station wagon, the Forester has a towing capacity of 1,087 kilograms — not enough to haul an Airstream but more than enough to pull a snowmobile or watercraft trailer. As for fuel economy, my week with the tester yielded an average of 11.8 litres per 100 kilometres in a fairly even mix of highway and urban street travel.

Like all Subes, the Forester is equipped with the company’s Symmetrical full-time All-Wheel Drive. Without delving into its technical operation, let me just say that this AWD system — and a good set of winter tires — imbued the Forester with steady grip no matter what the road conditions. All other things being equal, if you have a choice between two SUVs — one with full-time AWD and the other with a reactive part-time system– choose the former.

Though a part of me still yearns for the wagon version, I will give Subaru kudos for taking the Forester mainstream and making it work. It’s a very likeable SUV that is cleanly styled, comfortable, easy to drive and, most of all in these tougher economic times, fairly easy on the wallet. The fact that I see more and more of them on the road would seem to indicate Subaru made the proper decision.

Source: NationalPost
Brian Harper

Technorati Tags: subaru, forester, 2009, roadtest, subaru roadtest, forester roadtest, subaru forester roadtest, forester 2009 roadtest, subaru 2009 roadtest, subaru forester 2009 road test

Source: AutoBlog
by Damon Lavrinc

All roads point east for the official unveiling of the 2010 Subaru Legacy, expected to make its debut at the New York Auto Show next month. The new Legacy will take several design cues from its conceptual predecessor shown in Detroit, including yet another nose-job that’s likely to filter through to the rest of the Subaru line-up in the coming years.

A post over at NASIOC (which was subsequently removed at the request of SOA) from a forum member who supposedly obtained information from a Subaru dealer provides a few details about the new Legacy. The 2010 model will be available with a four-cylinder (likely a 2.5-liter with a upgraded turbo) or a 3.6-liter H6, with a choice of either a six-speed manual or a CVT gearbox. GT Premium and Limited trims will be available, along with an electric parking brake, 18-inch wheels, six new colors, iPod interface and Bluetooth connectivity for both streaming audio and managing phone calls. A double-wishbone suspension is expected to be fitted at the rear and cargo capacity is expected to grow substantially. Also, it’s rumored that both the new Legacy and Outback will be 3.6-inches wider than the outgoing model, with an additional four inches of rear-seat legroom (no word on overall length).

If the 2010 Subaru Legacy does appear in New York, expect sales to begin sometime this summer, with the Outback model following shortly thereafter.

Source: AutoBlog
by Damon Lavrinc

Technorati Tags: subaru, legacy, subaru legacy, subaru legacy 2010, legacy 2010

Source: BikeRadar.Com
By Gary Boulanger

The cycling world knows about the Gary Fisher-Subaru racing team, but now word is out that the automaker is launching its own line of bicycles in 2009, starting with a spendy steel hardtail XB model, reported to cost US$3,880.

Fuji Heavy Industries Ltd., maker of the Subaru brand of cars, will outsource production of the bicycles to a Japanese manufacturer, to be made on a per-order basis. Only 99 will be made available, with the following component spec:

Japanese chromoly steel hardtail frame; RockShox Reba Race Dual Air suspension fork; Shimano XT components (crankset, derailleurs, disc brakes, shifters, brakes, cassette, chain); Deda Big Bar handlebar; Deda Quattro stem; Deda Metal Stick seat post; Mavic CrossRide wheels; Michelin Country Rock 26 x 1.75 tyres; and Selle Italia C2 Gel Flow saddle.

BMW, Mercedes-Benz, Porsche, Land Rover, Cadillac, and Jeep are just a few automakers to put their names on bicycles, and not always to great affect on the sales floor. Remember: Subaru spelled backwards is U-R-A-BUS.

Source: BikeRadar.Com
By Gary Boulanger

Technorati Tags: subaru, bike, subaru bikes, subaru cycle, cycles

JUST because you’re thinking of downsizing doesn’t mean you have to down-spec. Take Subaru’s new special edition Justy 1.0 Twin Cam for example. Restricted to 100 vehicles (50 in Black Mica, 50 in Shining Red), the sporty little number not only gains an over roof ‘viper stripe’ but also extra equipment such as the roof spoiler; twin exhaust system; side decals; leather and alloy gear knob and rear privacy glass without losing its qualification for a £35 annual Road Fund Licence.

The standard Justy 1.0R, priced at £9,305, comes with air conditioning; ABS with EBD; driver, passenger, front side and curtain airbags; radio/CD player with AUX input; four electric windows and remote central-locking but like the Justy 1.0 Twin Cam, can be further enhanced with an alloy wheel package comprising 15" Monza R wheels with Toyo 185/55R15 tyres for £600 (inc. VAT but plus fitting).

Priced from £9,995, the Special Edition Twin Cam costs £690 more than the standard model, yet carries a combined total of over £1,100 worth of extra kit.

PRESS RELEASE:

SUBARU JUSTY: A RACY LITTLE NUMBER

Subaru has the perfect answer for belt-tightening motorists wishing to downsize but not down-spec.

Diminutive delight, the Justy 1.0R is now available as a much sportier little number: the Justy 1.0 Twin Cam Special Edition.

Restricted to just 100 vehicles (50 in Black Mica, 50 in Shining Red), the extra equipment comprises rear roof spoiler; twin exhaust system; over roof ‘viper stripes’ and side decals; leather and alloy gear knob and rear privacy glass – creating the perfect blend of inexpensive, economical motoring in a desirable, sporty package.

Priced from £9,995, the Special Edition Twin Cam offers fantastic value for money at only £690 more than the standard model, even with a combined total of over £1,100 worth of extra kit.

This superb supermini, which returns 64.2 mpg on the Extra Urban Cycle and qualifies for the £35 annual Road Fund Licence, looks set to prove that even in these financially testing times, it is possible to get a great value for money, sporty vehicle with rock-solid reliability, frugal fuel economy, low CO2 emissions and low road fund licence all in one desirable package.

The standard Justy 1.0 R is already extremely well equipped with air conditioning; ABS with EBD; driver, passenger, front side and curtain airbags; radio/CD player with AUX input; four electric windows and remote central-locking, and is priced at a remarkable £9,305. A further enhancement available on both the Justy 1.0 R and Justy 1.0 Twin Cam is a stylish alloy wheel package comprising 15" Monza R wheels with Toyo 185/55R15 tyres: just £600 (inc. VAT) for a set of four (plus fitting).

The new Justy 1.0 Twin Cam now offers even more, and offers a racy alternative for the younger, and the young-at-heart, motorist.

Technorati Tags: subaru, justy se, justy special edition, JustySe, JustySpecialEdition, subaru, subaru justy, subaru justy 1.0 twin cam special edition, SubaruJusty, SubaruJusty1.0TwinCamSpecialEdition

Source: AutoBlog.Com

We all have our embarrassing moments. Most, however, aren’t quite as public as Petter Solberg’s mishap last week at the Bettega Memorial Rallysprint in Bologna, Italy. The 2003 WRC champion was taking some parade laps and waving to the crowd when he decided it was a good idea to get on the roof of his car. Click here to see this epic fail video.

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Technorati Tags: Video, Subaru, Impreza, Subaru Impreza, AWD, Symmetrical AWD, Subaru AWD, Impreza WRX, Impreza STi, Subaru WRX, Subaru STi, Subaru Impreza WRX, Subaru Impreza WRX STi, Crash, Subaru Crash, Impreza Crash, Crashed Subaru Impreza, 2009, impreza 2009, impreza 2009 crashtest

» View other Subaru Rally videos
» View other Subaru videos

Technorati Tags: Video, Subaru, Rally, Rally Impreza, Subaru Impreza, Rally Highlights, Ken Block, Travis Pastrana, rally, racing, gymkhana, jump, Mad Media

Source: CarScoop

The very first Subaru Impreza World Rally Car (WRC), a 1997 model with chassis number PRO-WRC-97-001 has been put up for sale by the Japanese firm’s official partner in the WRC (before its decision to withdraw from the sport late last year, that is), Prodrive. The two-door Impreza WRC was the very first car built under the new WRC regulations introduced in 1997 and during that season, the chassis was used by the late Colin McRae, Pierro Liatti and Kenneth Erikkson before being rebuilt and sold to a Prodrive customer in 1998.

The rally-prepped Impreza has been fully restored to its original condition by McKinstry Motorsport in Ireland and liveried as it was at the Rally of Finland in 1997. And now the answer to the question we’re sure that all you Subie fans are dying to know; how much? Well, the car carries a price tag of £85,000 which come to around $123,000 U.S. or €96,500 with today’s exchange rates.

And if the ‘97 Impreza isn’t your cup of coffee, Prodrive has also put up for grabs another seven former works Impreza World Rally Cars and 17 Prodrive Impreza Group Ns via its new site. Prices range from £50,000 ($72,000 U.S. or €56,700) for a 2005 Prodrive Impreza Group N to nearly £350,000 ($504,00 U.S. or € 397,000) for an early 2008 specification Impreza WRC.

Source: CarScoop

Technorati Tags: subaru, impreza, wrc, impreza wrc 1997, colin mcrae, mckinstry motorsport, prodrive, wrc, rally, subaru impreza wrc, prodrive subaru