Tread lightly
Filed Under Curt Hennig | Posted on April 20, 2008
The next big thing in four-wheel-drives is small. Motoring
Editor Joshua Dowling runs a magnifying glass over the new Subaru
Forester and its rivals.
If nature-lover, documentary- maker and narrator David
Attenborough were to study the huge growth in the popularity of
soft-roaders, it might sound something like this:
“Deep in the urban jungle a new species is taking over the
landscape. Suburban streets are now crawling with a new type of
automobilus maximus: the soft-roader.
“The migration of ordinary folk to this new form of transport is
quite a phenomenon. The soft-roader is displacing native vehicles
from their natural habitat faster than many people realise it.
There was a 20 per cent increase in the population of soft-roaders
in Australia last year alone - and the big sedans that have been
deserted face extinction.
“The majority of the soft-roader pack are identified by their
pristine plumage, shiny paintwork and a distinct lack of any
evidence of dirt-road travel.
“If you wait long enough, though, and look carefully enough, you
might get to see a very rare beast indeed: a soft-roader with a
National Parks sticker on its windscreen. These are widely regarded
as the true adventurers of the soft-roader kingdom. Some openly
display their place in the hierarchy by ‘forgetting’ to remove
expired National Parks labels from previous consecutive years, as
badges of honour from camping expeditions into the wilds of the
Southern Highlands or, even further afield, to Nowra.”
As we wait eagerly for an Attenborough assessment on
soft-roaders, we’ve gathered the five top sellers of the more than
20 models available in the compact class.
The occasion? A new Subaru Forester has gone on sale and we were
keen to see how it compares with its likely rivals. All have
similar engine outputs and, a sign of how close the competition is,
all are priced within $1500 of each other. Here’s how they
fare.
HONDA CR-V
This is the third generation of the CR-V and, in a departure
from the boxy shape of its predecessors, it has more curves and,
um, a more distinctive nose. Its beauty is clearly more than skin
deep because it is the second-biggest seller in the compact
soft-roader class, behind the Toyota RAV4.
The latest model went on sale in February last year and is
continuing to sell well. Sales are up by 20 per cent so far this
year.
Despite being made in Thailand (as most Hondas are these days),
the quality of the CR-V remains impressive and the cabin is as
user-friendly as ever. There are ample storage pockets and the
instruments are clear and easy to read. Some luxury brands could
learn from Honda about ergonomics.
The new CR-V range stretches from $31,990 for the basic
six-speed manual to $41,990 for the flagship with the works and a
five-speed auto.
All models are powered by a 2.4-litre four-cylinder engine and
are relatively well equipped. Standard safety equipment includes
dual airbags and front-seat-mounted side airbags, stability control
and anti-lock brakes.
Unfortunately curtain airbags, which also protect backseat
passengers from a side impact, are available only on the two most
expensive models, which start from $37,490 for a manual and $39,490
for the auto. That’s a $5500 jump, partly because the curtain
airbags are bundled with other luxuries such as alloy wheels, fog
lights and some extra shelving in the cargo area. (Trivia: the
fold-up picnic table that used to be hidden under the floor of the
first two generations of CR-Vs is no more.)
The cargo area is smaller than previous CR-Vs thanks to the
curved rear roofline.
On the road, the CR-V is fuss-free to drive, although we have
noticed a subtle difference in the models we’ve tested over the
past year. The CR-V comes standard with either Michelin or
Bridgestone tyres. We normally hold both brands in high regard but
in this instance the Bridgestones are noisy and blunt the precision
of the steering.
Rear-three-quarter vision when parking is reduced by the small
rear-side glass area but the over-the-shoulder view when driving is
excellent, thanks to the ultra-wide convex mirrors on both sides.
Overall, the CR-V is a pleasant car. It’s just a pity Honda can’t
make its full safety kit available on the most affordable
model.
MITSUBISHI OUTLANDER
The Outlander is the second-oldest vehicle here - and it is
barely 18 months old. That’s more of an indication of just how many
new soft-roaders have arrived in that time rather than any judgment
on its age.
Happily, it still looks fresh and there is much to like. The
Outlander is available with 2.4-litre four-cylinder power or a
3.0-litre V6, in five- or seven-seat configurations ranging from
$31,490 to $44,990.
We tested the most affordable model, which is relatively
well-equipped.
Standard fare includes map lights, lots of cup holders and
storage pockets and a twin-lid centre console. There is no auto-up
on the driver’s window but, as with all cars tested here, all four
windows have “fast glass” and numerous 12-volt power sockets front
and rear. Steering wheel-mounted audio and cruise controls are part
of the deal, as are convex mirrors on both sides.
The Outlander has a couple of clever touches. The
all-wheel-drive system can be engaged on the move at up to 100kmh
by turning a dial (the X-Trail also has this feature, whereas the
Forester is permanent AWD and the RAV4 and CR-V are primarily
front-drive until they sense a loss of traction and activate the
rear wheels). And it has a split tailgate, the lower section of
which can double as a picnic table or seat. Rear knee room is on
par with its rivals and the cargo area is generous - although, as
with the CR-V, load space is compromised because the back seats
fold up behind the front seats, rather than tuck under the
floor.
As with all cars here, three-point lap-sash seatbelts are
standard and all five occupants have adjustable headrests.
Stability control and dual airbags are standard but side and
curtain airbags are an extra $850. Not cheap but it is a lot more
affordable than the $5500 price difference for a Honda CR-V with
curtain airbags.
We were reasonably impressed with the Outlander in earlier tests
but when compared with the latest competition, some differences
became apparent. The tyres are noisier (the four rivals ran
Bridgestone tyres, the tested Outlander ran Yokohamas) and the
Outlander tended to lean more in corners and did not feel as
sure-footed. And rear seat comfort and headroom were the least
impressive of the five vehicles tested.
Another minor blot: the Outlander is the only car in this test
with a temporary or “space saver” spare tyre. In our view this is
an automotive sin, even if the vehicle isn’t likely to leave the
tarmac or venture far from cities. Frustratingly, there’s plenty of
room for a full-sized spare under the car but Mitsubishi has chosen
not to fit one. Argh!
NISSAN X-TRAIL
No need to do a double take: this is the new model, even though
it looks like the one it has just replaced. The previous X-Trail
sold worldwide at triple the rate expected - the maker plainly
figures if the style isn’t broken, don’t fix it.
The X-Trail was launched late last year, just in time to be
included in Drive’s Car of the Year awards: it won class honours as
the best compact soft-roader.
It is priced from $31,990 to $41,385. We have focused on the
base model which, when equipped with automatic transmission, is
$33,990.
The new X-Trail is bigger all over than the earlier model and
Nissan has addressed a lot of its flaws. The speedometer and other
vital instruments are right in front of the driver, the cabin has a
better-quality feel and there’s clever under-floor storage.
The load area is big but it comes at the expense of passenger
comfort. Despite being bigger everywhere, the X-Trail has the least
amount of knee room of all the cars in this test. The seat itself
is relatively comfortable, with better shape and support than the
others.
Stowing the rear seat is not as straightforward as in others,
either. You have to remove the headrest or the rear seat won’t
tumble and stow behind the front seats. Once you’ve faffed about,
though, it has a decent load space.
All X-Trails are powered by a 2.5-litre four-cylinder engine and
there is a choice of six-speed manual or a continuously variable
automatic transmission (or CVT).
The CVT makes the best use of the available power by finding the
optimum torque output. When you accelerate from rest it sounds like
the clutch is slipping. But this is the CVT working out the best
way to get the power to the ground. It is a formidable combination
and easily the fastest in our laden 0-100kmh uphill test. It
stopped the clock at 11.8 seconds; the others took between 13 and
16 seconds.
The X-Trail is predominantly front-drive but 4WD can be engaged
on the move at up to 100kmh. It also has a sophisticated hill-
descent system. Only the Outlander also has this feature as
standard.
Stability control and front, side and curtain airbags are
standard on all new X-Trail models. Unfortunately, this hasn’t
translated into an expected five-star NCAP result. It scores only
four stars; odd for a car with so much safety equipment, and
considering its twin under the skin, the Dualis, scores five
despite being smaller.
The X-Trail’s stability-control system works well at fixing
minor indiscretions but on the road it doesn’t feel as surefooted
as some of the rivals, the CR-V and Forester especially.
The X-Trail has weak low and high beams, too. (The Subaru’s were
the best on this test.)
The steering feels too light and vague. On the plus side, the
turning circle is tight and the suspension rides gently over
bumps.
Overall, still an impressive vehicle, especially if you have a
lot of cargo to carry.
SUBARU FORESTER
It could be argued Subaru started the compact soft-roader trend
almost 30 years ago with humble high-riding versions of the Leone
wagon. Back then it was an answer to a question few motorists asked
but today used examples still fetch decent money. I bet Subaru
wishes now that it patented the idea.
This is the third-generation Forester and, as with its
predecessors, it shares its underpinnings with the Impreza
hatch.
The new model is larger in every dimension, without being too
big. For many years the Forester has been smaller than its rivals
but this has not necessarily been seen as a disadvantage. Forester
owners appreciate its more compact dimensions, as it is easier to
park and manoeuvre - and in the real world it was lighter on fuel
than its rivals. It had a reasonable-sized cargo area but back-seat
room was tight.
Neat new touches: it has reach- and height-adjustable steering,
an auxiliary input jack and steering wheel-mounted audio controls,
which the base model X-Trail does not have.
Subaru has significantly improved rear leg and headroom and the
cargo area is slightly shorter but wider than before.
It’s a good compromise. Our tape measure shows the new Forester
is roomier than the X-Trail despite its smaller external
proportions. It even has a higher ground clearance than the
X-Trail.
The Forester’s interior is simple but practical. The rear seats
fold flat to create a decent load space. The dashboard is the same
as the Impreza’s but is finished in a matt grey rather than a gloss
grey which, cleverly, improves the perception of quality even if
the plastics are still hard to the touch.
The door trims are different in the Forester, with larger
storage pockets than the Impreza. The centre console is a more open
design.
Seat comfort is excellent and the fabrics have a quality feel
but a few passengers complained the headrest in the front seat was
too far forward.
Every model comes standard with stability control, dual front,
side and curtain airbags. It scores a five-star safety rating
according to European NCAP testing and, by that measure at least,
is the safest car here.
We criticised the previous Forester because its Yokohama tyres
lacked grip, particularly in the wet. The new model addresses this
with a switch to Bridgestone rubber (the tyre of choice for three
of the other vehicles, too).
The steering is smooth and feels secure on corners, also in part
thanks to its permanent all-wheel-drive grip.
Rear vision is best in class, thanks to the low rear-window
line, while ultra-wide-view convex mirrors on both sides provide an
excellent over-shoulder view.
The 2.5-litre four-cylinder has had a minor revision but is
essentially the engine from the previous model. At freeway speeds
or when cruising through town it is relatively quiet but when
revved hard it gets a bit noisy. Overall, the Forester made a good
impression on us.
TOYOTA RAV4
The new RAV4 is a little over two years old but is as popular as
ever. It is Australia’s best-selling compact soft-roader and helps
bolster Toyota’s lead in the 4WD market locally. There are six
models in the range, which starts at $31,990 and stretches to
$49,990 for a V6 with the works.
For this exercise we have compared the base model four-cylinder
CV (although the eagle-eyed will spot a V6 in our photos).
The new RAV4 is among the roomiest in its class (Australia gets
a slightly longer version than the one sold in Europe) and it has
the largest cargo area when the seats are folded.
Not everyone is a fan of its tailgate, which swings out rather
than up. That means you need at least 110cm of space behind you to
fully open the rear door.
And the spare wheel on the tailgate can obscure rear vision. A
rear-view camera is not available yet but at least parking sensors
are an option. Both side mirrors are convex and provide a decent
over-shoulder view.
There is ample storage and decent-sized cubbies, although the
covered compartment above the glovebox doesn’t open or close easily
and feels flimsy.
Some controls (such as the air-conditioning) also lack the usual
Toyota quality. But instruments are clear and fuss-free and the
steering wheel has height- and reach-adjustment plus audio and
cruise controls.
The backseat is roomy and the bench tilts or slides depending on
whether you need knee room or cargo space.
The RAV4 has an on-demand all-wheel-drive system that powers the
front wheels most of the time but can switch to AWD when needed,
for example on loose surfaces. The RAV4 is tall and long but Toyota
has done a good job of making it feel nimble on corners. Compared
with the other vehicles tested, however, the ride was a bit choppy
on uneven surfaces. Overall, it is a good package but the optional
safety features and some of the interior fit and finish weighed
against it on this occasion.
THE VERDICT
All these contenders are sound vehicles but there are good and
bad points for each.
The Mitsubishi Outlander is a big improvement on its predecessor
but, since we last tested it, the goalposts have moved as newer
models have arrived. Its price is on par with rivals, and it has
the best warranty (five years), a strong engine, a roomy cabin and
a clever two-door tailgate but it is let down by average driving
dynamics. And, although the new model deserves more credit, resale
values on Outlanders are weak.
You could throw a picnic blanket over the next two.
The Toyota RAV4 is roomy and has good road holding but the cabin
lacks the quality feel of the others and, overall, it is let down
by a lazy engine (at least in four-cylinder guise). The base model
RAV4 CV is also the only one among its peers without stability
control as standard.
If you like the Honda CR-V and can afford the model with curtain
airbags we happily recommend it. But this test focuses on what’s
available on the starting-price models, so the CR-V is penalised
because you have to spend an extra $5500 to get the model with
curtain airbags and other luxuries. And it has the smallest cargo
area.
That leaves the Nissan X-Trail and the Subaru Forester.
The X-Trail has a smooth powerful engine matched to an advanced
transmission and it has a large cargo area with a clever cubby
system under the rear floor. But it’s not as sure-footed as the
Subaru, is thirstier in real-world testing and scored four stars in
NCAP crash testing (the Forester was awarded five).
The Subaru isn’t perfect (its engine is noisy when revved) and
the four-speed auto is adequate rather than outstanding but,
overall, the Forester makes better use of its available space, has
a roomier interior than the X-Trail, is nicer to drive, safer and
better presented - and it’s $1500 cheaper, too.
Now that the Subaru Forester has grown slightly, we reckon it’s
just the right size for these times.
HONDA CR-V
As tested $33,990.
Engine 2.4-litre, four-cylinder.
Power 125kW at 5800rpm.
Torque 218Nm at 4200rpm.
Transmission Five-speed automatic.
Economy and emissions 10L/100km, 237g/km.
Fuel type Regular unleaded.
Weight 1562kg.
Safety Four stars according to tests by NCAP in Europe. Front
and side airbags and stability control are standard.
MITSUBISHI OUTLANDER
As tested $33,790.
Engine 2.4-litre, four-cylinder.
Power 125kW at 6000rpm.
Torque 226Nm at 4100rpm
Transmission Continuously variable automatic
Economy and emissions 9.3L/100km, 222g/km.
Fuel type Regular unleaded.
Weight 1550kg.
Safety Four stars according to tests by NCAP in Europe. Front
airbags and stability control standard. Side and curtain airbags
are $850.
NISSAN X-TRAIL
RRP$33,990
Engine 2.5-litre, four-cylinder.
Power 125kW at 6000rpm.
Torque 226Nm at 4400rpm.
Transmission Continuously variable automatic.
Economy and emissions 9.3L/100km, 223g/km.
Fuel type Regular unleaded.
Weight 1525kg.
Safety Four stars according to tests by NCAP in Europe. Front,
side airbags and curtain airbags and stability control
standard.
SUBARU FORESTER XT
RRP $32,490
Engine 2.5-litre, four-cylinder.
Power 126kW at 6000rpm.
Torque 229Nm at 4400rpm.
Transmission Four-speed automatic.
Economy and emissions 9.6L/100km, 227g/km.
Fuel type Regular unleaded.
Weight 1490kg.
Safety Five stars according to tests by NCAP in Europe. Front,
side airbags and curtain airbags and stability control
standard.
TOYOTA RAV 4
RRP $33,990
Engine 2.4-litre, four-cylinder.
Power 125kW at 6000rpm.
Torque 224Nm at 4000rpm.
Transmission Four-speed automatic.
Economy and emissions 9.6L/100km, 227g/km.
Fuel type Regular unleaded.
Weight 1590kg.
Safety Four stars according to tests by NCAP in Europe. Front
airbags. Side and curtain airbags and stability control are part of
an option pack.
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