There’s an ancient proverb that goes something along the lines of “May you live in interesting times,” and it’s a backhanded wish if ever I’ve seen one. In between moments of “What did Kanye say now?” and the latest unwanted AI integration, many of us wish we lived in less interesting times. While we can’t control history, we can control our own actions, and the new Subaru Forester is a compact crossover for people searching for predictability.
It’s not going to rock the boat, it’s not going to knock your in-laws’ socks off, and it probably won’t be on the cover of Time. What it will do is be a Forester, whether you’re upgrading from a 2018 model, a 2008 model, or even a 1998 model. This hugely popular crossover is for people who know what they want, but how does it fare against stiff competition? Let’s find out.
[Full disclosure: Subaru Canada let me borrow this Forester for a week so long as I kept the shiny side up, returned it with a full tank of fuel, and reviewed it.]
The Basics
Engine: 2.5-liter naturally aspirated flat-four.
Transmission: Continuously variable transmission.
Drive: All-wheel drive.
Output: 180 horsepower at 5,800 rpm, 178 lb.-ft. of torque at 3,700 rpm.
Curb weight: 3,535 pounds (1,649 kg).
Fuel economy: 26 mpg city, 33 mpg highway, 29 mpg combined (9.1 L/100km city, 7.2 L/100km highway, 8.3 L/100km combined).
Base price: $31,415 including freight ($36,170 Canadian).
Price as-tested: $39,430 including freight ($45,674 Canadian).
Why Does It Exist?
The compact crossover segment is one of the biggest in the world, so it’s no surprise that the Forester is important to Subaru. It was the company’s second-best-selling vehicle in America last year, behind only the Crosstrek. Considering the new one didn’t arrive until the second quarter, those are solid sales figures, so yeah, the Forester is a pretty big deal.
How Does It Look?
Did you know that for the past 28 years, Subaru has rolled out a new Forester every four to seven years? If you aren’t a Subaru diehard, probably not, because each one somehow seems to look barely distinguishable from the previous one. This evolution isn’t an act of laziness, it’s one of preservation. People buy Foresters by the truckload, and if familiarity is what consumers want, sometimes familiarity is what they’ll get. Think Porsche 911, but for people who wear Birkenstocks.
As such, the sixth-generation Forester is about 9.2 percent more handsome than the model it replaced. The surfacing in profile’s been Oxi-Cleaned, the rear lighting is more cohesive, and the down-the-road graphic includes a single mask formed by the headlights and grille. Add it all up, and you get a design that won’t set the world alight nor offend anyone. Mission accomplished.
What About The Interior?
While other automakers are striving for material consistency, the team behind the Forester hasn’t been quite so bothered. This one comes with wood trim above the glovebox but nowhere else, a little bit of sueded textile on the door cards but nowhere else, and a herringbone vinyl shift boot that seems extra scrotal for some reason. At the same time, the top of the dashboard seems to feature far more parts than several competitors, potential cause for concern in the long run when it comes to shut lines with the potential to rattle. Oh, and the driving position is a bit bus-like, and the front seats could use a touch more support.
Still, look beyond some of the fine details, and there’s lots to love about the cabin of the Forester. For one, it’s roomy, with 1.6 inches more rear legroom than a Toyota RAV4 and 1.3 inches more rear shoulder room than a Honda CR-V. The armrests feel like sinking your elbows into beanbag chairs, the cargo area is appreciably large and square, and then there’s that one interior trait that costs nothing yet doesn’t technically come with the car. It’s light.
See, the pillars in the Forester are thin, the greenhouse is tall, and the sunroof extends to pretty much the middle of the car, imbuing it with an airiness you just don’t get from competitors. If Subaru fitted a dual-panel panoramic moonroof to the Forester, it would legally be classified as a mood stabilizer by the FDA, so long as the sun is shining.
How Does It Drive?
Pop the hood of a regular Subaru Forester and you’ll find roughly the same sort of 2.5-liter flat-four Subaru’s been using since 2011. It’s gained direct injection and higher compression over the years, but output stands at an unremarkable 180 horsepower. As you’d probably expect, the FB25D engine provides whelming motivation, aided by remarkably good CVT programming. The unit in the Forester is happy to ride the torque curve, only letting revs soar when truly necessary in a bid to dull the noise from the uninspiring flat-four. Then again, fuel economy in the Forester is subpar. Although this CUV is rated at 26 mpg in the city, I averaged around 23 mpg combined. Not great, but it means that the newly available hybrid powertrain ought to make a world of difference.
As for the ride and handling balance, it tips firmly toward ride, because Subaru’s gone with comfort over everything. Freeway potholes are reduced to the dull audible thwap you’d imagine a wacky waving inflatable tube man would make while being kissed by an F-350 at 90 MPH, and driveway curb cuts may as well not exist at all. In an age where many luxury cars will make you want to dial a physiotherapist, focusing on ride quality is absolutely the best move for most drivers. The tradeoff for such memory foam comfort is that perceived stability during evasive maneuvers exceeds that of several barstools, but is nowhere near the level of a Hyundai Tucson or Mazda CX-5. Still, actual grip is right on par with competitors, so sit back, take it easy, and enjoy a serene if vague drive with fingertip-light steering.
Does It Have The Electronic Crap I Want?
If you’re familiar with modern Subarus, you’ll already be acquainted with the 11.6-inch portrait-style infotainment screen fitted to this Forester. Alright, it washes out a bit in direct sunlight and wireless Apple CarPlay can be a bit slow to pair, but physical volume and tuning knobs along with real temperature control buttons add some modicum of physical controls. I do wish actual buttons for the heated seats existed instead of tiles in the infotainment, but they are always top-level, so it could be worse. Plus, my test car came fitted with a decent Harman/Kardon sound system that requires a little equalizer fiddling to bring the mid-range back to flat-ish, but has plenty of punch.
As you’d expect from a brand obsessed with safety, there’s a full suite of advanced driver assistance systems on deck here, and they all work pretty well for the most part. The automatic emergency braking early warning system can be a little hyperactive, but only on occasion, and only in the heaviest of fast-moving traffic.
Really, the toys to note inside the new Forester are all things that some automakers have ditched completely. Real gauges, real physical door handles, real buttons on the steering wheel, a manual shade for the sunroof, familiar elements that have worked for decades. If you’re trading in an older car for a new Forester, you probably won’t need to do a ton of learning, which is nice.
Three Things To Know About The Subaru Forester
- Real-world fuel economy might not live up to expectations.
- Outward visibility is outstanding.
- It has plenty of ride but could use a little more handling.
Does It Fulfil Its Purpose?
The Subaru Forester isn’t the best-driving or nicest compact crossover you can buy, but it seems perfect for commuting. While driving is thrilling, with open roads, driver and machine working in harmony, and a journey on the mind, commuting sucks. It’s all potholes and bumper-to-bumper traffic, the sort of conditions that favor an easy rider that gives you a great view of everything. If you like tech and near-luxury refinement, the Hyundai Tucson and Kia Sportage are probably more your speed, and the Mazda CX-5 and CX-50 offer a more engaging driving experience, but if you like Foresters, you sure won’t be disappointed by the new one.
What’s The Punctum Of The Subaru Forester?
It’s a safe, comfortable mid-pack bet in the compact crossover segment, but you might want to wait for the hybrid.
Top graphic image: Thomas Hundal
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Engine: 2.5-liter naturally aspirated flat-four.
Transmission: Continuously variable transmission.
Output: 180 horsepower at 5,800 rpm, 178 lb.-ft. of torque at 3,700 rpm.
Curb weight: 3,535 pounds (1,649 kg).
Fuel economy: 26 mpg city, 33 mpg highway, 29 mpg combined (9.1 L/100km city, 7.2 L/100km highway, 8.3 L/100km combined).
In 2025 those are abysmal specs.
I think the 2005 Forester XT 5MT was peak Forester.
Sounds like it’s definitely a car.
Is it me, or does the Forester get progressively more awkward looking with each new gen?
It and the Outback are slowly morphing into each other.
They really are! My brother has a previous gen Outback, we were just talking about how ugly the new one is. He was originally considering a previous gen Forester, but thought it looked too awkward (and the Outback had more usable interior space).