The New 2014 Subaru Forester

Right on top of its league

The small-SUV category is like a rugged, rocky mountain that has proved difficult to scale for many
hopeful models. For the past decade, the Toyota RAV4 and Subaru Forester had maintained a vigorous rivalry while scrambling for the top spot. But recent redesigns to the Ford Escape, Honda CR-V, Mazda CX-5, and RAV4 have reshuffled the class. Now the Forester has undergone its own redesign for 2014, and it’s now left alone at the summit with its competition far below. What's its secret? Sticking to the basics. This new Forester embodies the saying "a steady pace wins the race.” It has always been a sound, practical vehicle, although its plain, unpretentious demeanor hasn’t helped it stand out to car shoppers in this crowded field. With its redesign, Subaru has continued putting function in front of form. It resisted the contemporary trend toward making SUVs look like sports coupes with descending rooflines and curvaceous bodies, instead focusing on the fundamentals with a space- efficient design, large windows, and big square doors. That recipe has resulted in the easiest access and the best view out of almost any vehicle, and one of the roomiest rear seats in the class, with copious head and leg room.

By adapting various fuel-efficient technologies, including moving to a new continuously variable transmission in place of its dated four-speed automatic, the Forester now delivers quicker acceleration as well as a class-leading 26 mpg overall and 35 on the highway. We also like that our mid-trim Forester 2.5i Premium has a power seat and a backup camera, handy features that some similarly priced competitors lack. For all its virtuous simplicity, however, the Forester’s redesign has also brought trade­offs. The ride, which used to be calm and cushy, is now rather firm and jittery. Handling is responsive and very secure, but the Forester isn’t as agile as, say, the Ford Escape, Mazda CX-5, or Toyota RAV4.

The interior trim was modestly upgraded but remains quite austere, with a few cheap-looking touches. More notable, the Forester’s in-car electronics and infotainment connectivity are a little behind the curve, especially in the areas of wireless Bluetooth phone pairing and audio streaming.

Pleasingly practical

Most Foresters come with a 170-hp, 2.5-liter four-cylinder engine mated to a CVT, which delivers acceleration that's on a par with most competitors. More impressive is the fuel economy, which is the best recorded in any non-diesel, non-hybrid SUV and just edges out the Mazda CX-5's 25 mpg. Moreover, the CVT, a weak point for many other models, is largely unobtrusive. Ratio changes are quick and responsive. Still, hard acceleration kicks up the revs, creating a lot of engine noise. For more effortless power, you can opt for the lively 250-hp, 2.0-liter turbocharged four in the2.0XTtrim. But that will boost the price by about $4,500 and you'll have to use premium gas.

The Forester's formerly excellent ride has deteriorated with its redesign. Though the suspension absorbs single bumps and ruts fairly well, the ride is never settled. Even on smooth roads, passengers experience a small, incessant jitter that some of us found annoying. If you put a premium on ride comfort, consider a Honda CR-V instead. As is typical for this class, cabin noise is fairly pronounced. At highway speeds, wind noise dominates and hard acceleration brings a howl from the otherwise quietly humming engine. Subaru’s EyeSight safety system, available on Touring versions, includes active cruise control, auto braking, and lane-departure warning. It would be hard to improve on the Forester's driving position. The cabin feels airy, and the power seat with adjustable lumbar is supportive. Big windows and thin roof pillars contribute to outstanding visibility. But a blind-spot monitor isn't available.

The gauges are big and legible, including a high-mounted center display for the onboard computer and rear camera. Controls are basic but simple to operate. Large buttons and knobs manage the radio and climate system—not fancy but functional. To get automatic climate control, opt for the Limited or Touring version.

Unfortunately, when a phone is paired via Bluetooth, voice commands are cumbersome and unintuitive. Inexplicably, the system supports only one device at a time. When streaming Bluetooth audio, the dash display shows song info if you're using an iPhone but not an Android device. And the system doesn't support an iPhone 5 being used as a music player when it’s plugged into the USB port.

Subaru's navigation system displaces the simple radio with a touch-screen unit that has small, fussy, and cryptic controls with tiny onscreen fonts and "buttons." Plus, you have to opt for the navigation system to get satellite radio and Aha Internet radio, features that are common on other cars. The 60/40-split rear seatbacks fold flat, creating a fairly generous 35.5 cubic feet of space. A handy power lift gate comes with the Limited version.

Overall, if you’re looking for a small SUV that’s very functional and fuel-efficient, the Forester is hard to beat. We expect its reliability to be above average, based on previous models.

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Tesla Model S

Feels like a supercar,no less….only more

Tesla Model S is like crossing into a promising zero-emissions future. This electric luxury sports car, built by a small automaker based in Palo Alto, Calif., is brimming with innovation, delivers world-class performance, and is interwoven throughout with impressive attention to detail. It’s what Marty McFly might have brought back in place of his DeLorean in "Back to the Future”.

The Tesla rivets your attention from the start. Simply touching the flush aluminum door handles causes them to slide outward, welcoming you inside. With the car-shaped fob in your pocket or purse, a tap of the brake pedal brings the Model S to life. There's no need to insert a key or press a button. You’re immediately greeted by the glow of a huge 17-inch video display that dominates the STREAMLINED CONTROL CENTRAL. Most functions are performed through a huge 17-inch touch screen that’s fairly easy to use.

The Model S has sleek, coupe like styling that belies its roomy interior and allows you to control everything, such as adjusting the suspension's ride height and setting up a new Slacker Radio channel. And as you dip into the throttle, you experience a silent yet potent surge of power that will make many sports cars weep with envy. With its hefty 85-kWh lithium-ion battery, the Tesla is easily the most practical electric car we've tested. Though the Ford Focus Electric and Nissan Leaf can go about 80 and 75 miles, respectively, before needing a charge, our Model S has been giving us around 200 miles: ample for commuting, running plenty of errands, and still being able to take the long, winding way home. Those results have ranged from roughly 180 miles on cold winter days to about 225 in more moderate temperatures. Moreover, our car has delivered the energy equivalent of 84 mpg. With a full charge costing about $9 (at the national average of 11 cents per kWh), it’s like running a conventional car on gasoline that costs $1.20 per gallon. The Tesla not only leaps beyond all normal expectations of electric cars but it also shines in several areas compared with conventional cars. From a standstill, it catapults from 0-to-60 mph in a mere 5.6 seconds, rivaling theV8-powered BMW750U and Jaguar XJL. Its pinpoint handling is reminiscent of a Porsche. The beautifully crafted interior calls to mind that of an Audi. And it’s the quietest car we've tested since the Lexus LS. Even the buying experience is innovative; you can order your car online directly from Tesla, with no dealer interaction.

Reality check

Though the Tesla doesn’t come with the usual range anxiety of other EVs, you still need to
plan ahead to avoid running out of juice. And charging our battery, which is the largest available, takes a long 12 hours on a standard 240-volt electric-car charger. That’s why Tesla offers a dedicated high-power wall connector, $1,200, that replenishes the battery in 5 hours. Still, that requires the $1,500Twin Chargers
option and an 80-amp circuit at your home or workplace. We’ve been charging in standard mode because Tesla advises against frequently using the max-range mode. If you’re driving on a major highway in
California or the Northeast, you may be able to use one of Tesla’s free Supercharger stations, which let you fill the battery halfway in about 30 minutes. When it’s left unplugged, we noted a parasitic loss of energy that amounts to 12 to 15 miles of range per day. That could be a concern if, say, the car is parked at an airport for an extended period. Tesla has promised a fix for that. The Model S also lacks some high-end
features that are expected at this price, including a lane-departure warning system. Another concern is investing in a new car and startup company with no track record for reliability or resale value, and a skimpy
(although growing) service network. So, yes, despite its stratospheric road-test score, we can’t recommend the Model S until we have sufficient reliability data. All of its goodness comes at a price of $89,650, which is competitive with other luxury cars. But if you're buying a Model S, you’ll want the added power and range of the larger battery. It also grants free access to Tesla’s Supercharging stations, which is otherwise a $2,000 option.

High-tech luxury

With no engine over the front axle and the battery mounted low on the chassis, the Tesla provides lithe, agile handling that makes it invigorating to drive. You’re also treated to a luxury-car ride. With 19-inch wheels and the optional air-suspension system, our Model S feels taut but supple over bumps, and it glides serenely on the highway. But the larger 21-inch summer tires provide less isolation. Braking is excellent. In standard mode, lifting off of the throttle causes the regenerative braking system to rapidly decelerate the car to recapture energy. Initially that can feel like, well, you left the emergency brake on. But the system can easily be set to feel more normal. Inside, the Tesla’s seats are supportive but frills-free. The rear seat provides good leg room but is too low for optimum comfort. Three adults will fit back there, but it’s crowded.

The all-digital instrument cluster is colorful, crisp, bright, and easy to read. All except a few functions are controlled through the giant touch screen. Icons, fonts, and virtual buttons are large, clear, and easy to use. And the screen is very responsive. You can split the display between two functions—the navigation map, say, and the media player—or you can have one big display. Some functions are performed by swiping, like on an iPad.

But the system has several downsides. Most functions can’t be performed without looking at the screen, even if briefly. Some simple tasks that require only one button in other cars take an extra step or two in the Model S. And some features, such as Internet surfing, can be very distracting while driving. The screen is easy to read, but it can wash out in direct sunlight. On the plus side, Tesla can download software updates and new features down the road. With a handy smart-phone app, you can remotely control the charging, monitor battery level, and heat or cool the cabin while the car is plugged in to maximize range. The Model S has no spare tire, no air compressor, and no run-flats. If you have a flat, you'll have to call Tesla’s roadside assistance.

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