If the shape and, shall we say, the vibe (apologies to The Castle) of the Subaru Forester changed too much in a new generation, it just wouldn’t be a Forester. Since launch in 1997 (fun fact: same year as The Castle), it’s been the boxy, no-nonsense, ultra-practical and slightly anti-fashion member of the Subaru family.
Forester was one of the original crossover-SUVs, alongside the Toyota RAV4 and Honda CR-V, albeit one that still prioritised decent off-tarmac performance.
The sixth-generation Forester is still all of the above, but it’s also still pretty much all-new.
The biggest fundamental change for our top-specification Touring hybrid is the petrol-electric powertrain. Yes, the previous model also had a hybrid option, but it was a bit puny: the petrol engine was smaller-capacity than the conventional-petrol (2.0 against 2.5) and although it was technically a full hybrid with a 12kW electric motor, it was pretty mild in execution.
Hence Subaru throwing around the “strong hybrid” lingo when it announced this car, which retains a full-fat 2.5-litre and adds a healthy new 90kW motor. Company executives even tried to create their own “S-HEV” terminology at one stage, but don’t be confused: it works like a normal full-hybrid. It’s just a lot stronger… than the old one.
The biggest fundamental change for our top-specification Touring hybrid is the petrol-electric powertrain. Yes, the previous model also had a hybrid option, but it was a bit puny
The salient comparison is not the previous car, but the conventional Forester petrol. At $60,990 our Touring hybrid (aka “e-boxer”) costs $4k more than the standard Touring. The hybrid powertrain makes a combined 145kW, compared to 136kW for the petrol. Combined fuel consumption (Subaru quotes Aussie ADR figures, so be aware) is 1.7l/100km better for the electrified version, at 6.2l/100km (6.9l/100km on the Kiwi 3P-WLTP scale). Good, but not Toyota-good.
Ah yes, Toyota. Some of the Forester hybrid’s electrical bits come straight from product-partner Toyota, including that grunty electric motor. And yes, it does drive a bit like a T-brand hybrid in town: the battery is small (1.1kWh) but the car runs in EV mode a lot when you’re below 30km/h, because the system is good at regen; in fact, on a couple of heavy-traffic commuting days the Forester got us all the way from the motorway offramp to home in pure-electric, a stop-start distance of 3km.
While a RAV4 has the petrol engine driving the front wheels and an isolated e-axle at the rear, the Forester’s electric motor is in the gearbox and all four wheels are driven, all the time.
That shows the potential, although our Forester couldn’t break out of the 6l bracket in city driving and averaged 7.5l/100km overall during its week with us; okay, but not brilliant. Not Toyota-brilliant, anyway.
And that’s partly because Subaru is sticking to its guns with “proper” (as many might see it) AWD. While a RAV4 has the petrol engine driving the front wheels and an isolated e-axle at the rear, the Forester’s electric motor is in the gearbox and all four wheels are driven, all the time.
The cabin is another huge huge step forward for Subaru, with a pleasing array of textures and trims. But Forester hasn’t completely come over to the digital side.
That’s certainly a more authentic SUV drivetrain, but less fuel-efficient. Would a Toyota-style system really make a Forester less capable off-road? Hard to say (EV axles are pretty nifty) and an irrelevant question, because this works with Subaru’s powertrain layout in general and satisfies its obsession with “symmetrical” AWD.
It does also make for a pretty sweet SUV drive. We’d love to know how much time the company spent making Forester feel “like a Subaru” ahead of other standalone dynamic goals, but it does feel good. And very much like a Subaru, with a chassis designed to be agile and very throttle-adjustable on loose surfaces, and similarly engaging on seal.
The ride is really supple now too - much more so that the previous model, with a combination of initial softness and controlled body movement.
The cabin is another huge huge step forward for Subaru, with a pleasing array of textures and trims. Forester hasn’t completely come over to the digital side; there’s the now-signature Subaru 11.6in portrait screen that’s well-organised, but hampered by some clunky-looking graphics.
The main instrument panel is fully virtual, but styled to look analogue. And none of this haptic/touch nonsense for the major controls; there are no fewer than 29 physical buttons within reach of the driver, which looks a bit messy but makes for a functional workspace once you’re used to it all.
It’s hard to think of a more spacious and family friendly medium-SUV than this Forester. The cabin is upright-as-ever and the glass areas huge, including a deep rear window - long a Forester trademark.
It’s no people mover, but the rear seats are still a treat for a car of this size; they’re mounted theatre-style, noticeable higher than the the front and giving occupants a great view out.
A boxy shape also means a nice big boot - not massive in volume, but it’s a really useful shape and the aperture is suitably wide.
Opting for the hybrid does mean you lose a little cargo volume: it’s down 12l to 484l. And while we’re at it, the hybrid doesn’t get a spare wheel like the petrol model, because that space is required for battery hardware. So you’re down to just a puncture repair kit. Nor can the hybrid tow as much: 1200kg braked is 600kg less than the petrol Touring.
So there are some practical reasons to stick with the petrol model, and we shouldn’t discount those because the Forester is primarily a practical car. But opt for the e-boxer and you’re getting a smoother city drive, more power and the potential for better fuel economy.
There’s actually not a whole lot of specification difference between the three Forester grades: standard, Sport and Touring, each in petrol or hybrid. The key things for our Touring over the Sport seem to be shiner detailing (although we rather like the Sport’s bronze bits) and leather/Ultrasuede upholstery with front-seat ventilation.
The prices step rather neatly up the range, so you really can make a choice based on budget and powertrain preference. The hybrid starts at $52,990 (that one’s just called “Forester hybrid”), but like we said - we’d go for the $59,990 Sport hybrid with the snazzy bronze wheels.
How much is the Subaru Forester hybrid Touring?
The flagship Touring model is $60,990: $4k more than the conventional-petrol Touring and just $1k upwards of the Sport hybrid, which has a similar specification but flashier bronze exterior detailing.
What are the key statistics for the Subaru Forester hybrid Touring?
The base for the hybrid system is a 2.5-litre boxer engine with 121kW/212Nm. To that is added a 90kW electric motor and small battery. Like Toyota (from which some hybrid components are sourced), Subaru quotes a combined power figure: 145kW. Also like Toyota, it doesn't quote a combined torque figure, but the standalone electric motor makes 276Nm.
Is the Subaru Forester hybrid Touring efficient?
It's very good at being a hybrid - lots of EV-mode driving in town. But some of that fuel economy potential is traded off against signature Subaru features like the boxer engine and "always on" AWD. So it's good at 6.9l/100km/h... but not outstanding.
Is the Subaru Forester hybrid Touring good to drive?
It feels like a Subaru SUV, which is a good thing: a chassis that's very adjustable on the throttle and a ride that's substantially improved over the previous model. It has a lot of dynamic character.
Is the Subaru Forester hybrid Touring practical?
Forester is one of the most practical medium-SUVs out there, with a high seating position (including a "theatre-style" bench in the rear) and vast glass areas. The boot is wide and accessible, although the hybrid loses a little cargo volume compared to the conventional petrol Forester.
What do we like about the Subaru Forester hybrid Touring?
It looks and feels like a Forester first and foremost, which makes it different to the sea of other medium SUVs in the market. It has the dynamic character and off-tarmac ability to appeal to keen drivers, but it's also supremely practical. And the hybrid system is now truly worthwhile, thanks to the grunty new electric motor.
What don’t we like about the Subaru Forester hybrid Touring?
The cabin is vasty improved in quality but still pretty traditional. If towing is a priority you'll need to look to the conventional Forester petrol, because the hybrid loses 600kg capacity. And while the hybrid system is brilliant, the Forester isn't as as economical overall as you might be expecting.
What kind of person would the Subaru Forester hybrid Touring suit?
A Forester fan who wants all the latest technology. Or an urban driver who wants a hybrid family crossover with a bit more SUV-cred than the competition.