2013 BMW M6 & 2014 Subaru Forester

HI, I'M JOHN DAVIS AND THIS IS MOTORWEEK !

JOIN US AS WE PUT ONE OF BMW'S ULTIMATE DRIVING MACHINES, THE M6, THROUGH THE ULTIMATE ROAD TEST.

PAT GOSS TAKES THE PRESSURE OFF DOWN AT GOSS' GARAGE.

BRIAN ROBINSON SNEAKS-IN A LITTLE SEAT TIME WITH THE KAWASAKI NINJA 300.

AND WE'LL SEE IF THE ALL-NEW SUBARU FORESTER IS BETTER OR THE BEST.

SO COME DRIVE WITH US, NEXT!

CLOSED CAPTIONING PROVIDED BY MARYLAND PUBLIC TELEVISION Announcer: MOTORWEEK , TELEVISION'S ORIGINAL AUTOMOTIVE MAGAZINE.

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AGED OR YELLOWED LENSES REDUCE BRIGHTNESS OF HEAD, TAIL AND DIRECTIONAL LIGHTS.

THE 3M HEADLIGHT RESTORATION SYSTEM HELPS RESTORE LENS CLARITY FOR SAFER DRIVING.

WE RECENTLY TESTED AND THOROUGHLY ENJOYED THE HIGH PERFORMANCE BMW M6 IN CONVERTIBLE FORM; BUT THOUGHT THE M6 COUPE MIGHT BE BETTER TESTED AT A PROPER RACE TRACK.

SO COME ALONG AS WE GO FULL THROTTLE AND PUT THIS HIGH-TECH, HIGH-PERFORMER THROUGH ITS PACES.

AND WHAT THEY'VE DONE IS CREATE A TRACK MONSTER THAT CLINGS TO CORNERS LIKE IT'S HANGING ON FOR DEAR LIFE.

THE CORNERS THAT WE CHOSE TO HUSTLE IT THROUGH ARE THE NINE AT ROEBLING ROAD RACEWAY NEAR SAVANNAH, GEORGIA, AND AFTER FINDING OUR WAY AROUND THEM MUCHO TIMES, WE CAN SAY THAT THE M6 FEELS FAR BETTER IN HIGH SPEEDS SWEEPERS THAN TIGHT "ESSES".

IT'S NOT THAT IT'S NOT NIMBLE ENOUGH, THE TOTALLY REVISED SUSPENSION IS SUPER-RIGID, AND THE CAR STAYS NICE AND FLAT, BUT IT IS VERY HEAVY.

4,255 POUNDS TO BE EXACT, DESPITE A CARBON FIBER ROOF PANEL.

THOUGH REDUCING WEIGHT UP TOP WHERE YOU WANT IT THE LEAST HELPS.

THE OPTIONAL M CARBON CERAMIC BRAKES ON OUR TEST CAR WORKED GREAT, THOUGH AT $8,700, YOU'D BETTER PLAN ON DOING LOTS OF HARD BRAKING TO JUSTIFY THE COST.

STEERING IS SOMEWHAT LETHARGIC; EVEN WITH THE M-SPECIFIC SERVOTRONIC SET TO SPORT PLUS.

COMBINE THAT WITH PLENTY OF ELECTRONIC DRIVING AIDS AND YOU GET A DRIVING EXPERIENCE THAT'S CAPABLE BUT HARD TO ENJOY AS YOU NEVER FEEL LIKE YOU'RE IN CONTROL AT ANY TIME, YOU'RE KIND OF JUST ALONG FOR THE RIDE.

IT IS A GREAT RIDE, SO DON'T GET US WRONG.

IT'S JUST NOT AN EXTENSION OF YOUR SOUL LIKE M CARS OF OLD.

BUT ONCE YOU GET OFF THE TRACK AND ON THE STREET, YOU'LL SEE WHY THOSE COMPROMISES WERE MADE, AS DESPITE ALL OF THE M6'S PERFORMANCE; IT FEELS POSITIVELY GENTILE ON THE ROAD.

THE 7-SPEED M DOUBLE CLUTCH TRANSMISSION GETS ITS DRIVELOGIC SPECIFICALLY CALIBRATED FOR THE M6 COUPE AND FEELS MORE REFINED THAN PREVIOUS M DCTs.

EXTERIOR DESIGN TAKES A BIG TURN FROM THE STANDARD 6-SERIES COUPE, WITH NEW FEW FRONT AND REAR FASCIAS, BOTH FOR FUNCTION AND FOR SHEER "BAD-TO-THE-BONE-NESS".

TRADITIONAL M ELEMENTS, LIKE WIDENED FENDERS WITH M GILLS AND MENACING QUAD EXHAUST TIPS ARE ON DISPLAY, AND FULL LED HEADLIGHTS ARE OPTIONAL.

THERE'S A STUNNING COMBO OF COLORS AND TEXTURES, AS OUR TEST CAR'S ORANGE METALLIC FINISH REALLY POPS IN CONTRAST TO THE CARBON FIBER ROOF AND GOLD BRAKE CALIPERS.

20-INCH M LIGHT-ALLOY WHEELS ARE AVAILABLE, REPLACING THE STANDARD 19S, WRAPPED IN 265/35 RUBBER UP FRONT, 295/30 IN THE REAR.

A BODY-COLORED DECK-LID SPOILER ADDS AGGRESSION AS WELL AS DOWN-FORCE, AND COMPARED TO THE M5, THE M6 JUST LOOKS MUCH MORE BRUTISH AND PURPOSEFUL.

BENEATH THE HEAVILY-LINED HOOD AND BEHIND THE DOUBLE-SLATTED KIDNEY GRILLES, LIES THE HEART OF THIS BEAST -- EIGHT CYLINDERS BEATING IN RHYTHM WITH THE HELP OF TWIN-TURBOS NESTLED INSIDE ITS TIGHT V, PUMPING OUT 560-HORSEPOWER AND 500 POUND-FEET OF TORQUE TO THE REAR WHEELS.

WE'RE NOT SURE IF IT'S THE LACK OF TURBO LAG OR THE NEW ACTIVE M DIFFERENTIAL, BUT IT PUTS THE POWER DOWN LIKE FEW OTHER CARS.

BOTH ACCELERATION AND SHIFTING ARE NECK-SNAPPING AFFAIRS.

OUR 0 TO 60 TIME OF 4.3 SECONDS WAS THREE TICKS OFF OUR TIME OF THE M6 CONVERTIBLE, BUT FRIGID TRACK TEMPERATURES DIDN'T HELP OUR CAUSE.

WE CAME MUCH CLOSER TO THE QUARTER MILE TIME, HOWEVER, AT 12.4-SECONDS AND 115 MILES-PER-HOUR.

THE M6'S LIVING SPACE IS A GREAT PLACE TO WHILE AWAY BOTH MILES AND HOURS, AS THE DRIVER-CENTRIC COCKPIT LAYOUT IS BOTH PURPOSEFUL AND LUXURIOUS.

SEATS ARE COMFORTABLE ENOUGH FOR AN UBER-SPORTS CAR, AND THE 3-POINT STEERING WHEEL FEELS GREAT AND LOOKS CLASSIC.

IDRIVE MANAGES MOST FUNCTIONS OF COURSE, AND I GUESS IT HAS WORN US DOWN AS THE MORE TIME WE SPEND WITH IT, THE LESS WE SEEM TO MIND IT.

GOVERNMENT FUEL ECONOMY RATINGS ARE 14-CITY, 20-HIGHWAY, AND 16-COMBINED; AND WE MANAGED TO SQUEEZE OUT 17 MILES-PER-GALLON OF PREMIUM.

AND NOW FOR THE BIG NUMBERS...

PUTTING AN M6 COUPE IN YOUR DRIVEWAY WILL COST YOU $110,545.

THE 2013 BMW M6 IS CLEARLY AN M CAR IN EVERY RESPECT, BUT WHILE IT OFFERS ALL OF THAT PERFORMANCE, AND IS IMPRESSIVE TO LOOK AT, THE OVERALL DRIVING EXPERIENCE LEFT US WANTING.

IT'S STUCK IN BETWEEN BEING TOO HEAVY TO FEEL GREAT ON THE TRACK, AND FEELING TOO PURPOSEFUL FOR A PRIMO GRAND TOURER.

BUT IF YOU'RE LOOKING FOR AN EXCLUSIVE, HIGH-TECH, HIGH PERFORMER THAT ALSO TURNS HEADS, THE M6 IS IT.

ENTRY-LEVEL SPORT BIKES USED TO BE FEW AND FAR BETWEEN, AND FOR MANY YEARS, THE KAWASAKI NINJA 250 WAS THE CREAM OF THE CROP.

WELL, MUCH LIKE IN THE CAR BUSINESS, SMALL IS THE NEW BLACK.

SO WITH INCREASING COMPETITION IT WAS TIME FOR THE BABY NINJA TO GET AN UPDATE.

AND OUR SENSEI BRIAN ROBINSON SHOWS US HOW IT WENT.

Brian Robinson: THIS KAWASAKI NINJA 300 IS A DIRECT RESPONSE TO THE HONDA CBR250R, AND IF NOTHING ELSE, BOTH BIKES PROVE THAT BEGINNER SPORT BIKES HAVE A LOT MORE TO OFFER THAN JUST USHERING IN NEW RIDERS.

THE 2013 NINJA 300 TAKES THE TRADITIONAL KAWASAKI APPROACH TO THINGS BY CRAMMING IN MORE POWER THAN OTHER ENTRY-LEVEL SPORT-BIKES.

BUT MUCH LIKE ITS LARGER BROTHER, THE ZX-6R, IT DOES SO MAINLY BY JUST ADDING MORE DISPLACEMENT THAN THE COMPETITION.

THE BASIC ENGINE ARCHITECTURE IS THE SAME AS THE PREVIOUS NINJA 250R, BUT THE LIQUID-COOLED, PARALLEL TWIN GETS A LOT OF NEW PARTS, INCLUDING FUEL INJECTION, GROWING FROM 249 TO 296CCs ALONG THE WAY.

KAWASAKI DOESN'T PUBLISH HORSEPOWER NUMBERS, BUT REASONABLE ESTIMATES PUT IT JUST UNDER 40; THAT'S AT LEAST 10 MORE THAN THE HONDA.

IT'S ENCASED IN A REVISED, OLD SCHOOL, PERIMETER-STYLE STEEL FRAME WITH 37MM FORKS ATTACHED UP FRONT AND A DUAL-SIDED SWING-ARM WITH THE SINGLE REAR SHOCK ADJUSTABLE FOR PRELOAD ONLY.

BODYWORK GETS A MUCH-NEEDED MODERN MAKEOVER THAT GIVES THE LITTLE NINJA A MUCH MORE AGGRESSIVE LOOK THAN BEFORE.

A "FLOATING" WINDSCREEN PROVIDES DECENT PROTECTION WITH MINIMAL TURBULENCE, AND A NEW INSTRUMENT PANEL BELIES THE BIKE'S ENTRY-LEVEL PRICE-POINT WITH A NICE LOOKING ARRAY OF INFORMATION AND A LARGE ANALOG TACH.

THE TANK BLENDS IN NICELY WITH THE BODYWORK AND HOLDS 4.5 GALLONS, WHILE THE NINJA 300 RIDES ON 17-INCH WHEELS FRONT AND BACK, WITH A 140 REAR TIRE.

THE BLACK ANGULAR MUFFLER ALSO BLENDS IN WELL, AND KEEPS THINGS MOSTLY QUIET, WHILE A METAL HEAT SHIELD KEEPS BOOT SOLES FROM TRYING TO BECOME ONE WITH THE MUFFLER.

THE TAIL SECTION IS OF A MINIMAL DESIGN, AND, UNFORTUNATELY, SO IS THE SEAT, BUT OVERALL ERGONOMICS ARE GOOD, AS THIS BIKE'S PRIMARY MISSION IS FOR STREET RIDING.

CLIP-ON BARS ARE RELATIVELY HIGH FOR A SPORT-BIKE, SEAT HEIGHT IS LESS THAN 31-INCHES, AND FOOT PEGS ARE LOW ENOUGH TO BE SCRAPED ON OCCASION IN AGGRESSIVE RIDING.

WHICH IS EASY TO DO WITH THIS NINJA'S LIGHT AND NIMBLE COMPOSURE.

IT WEIGHS JUST 379 POUNDS AND FEELS TINY BENEATH YOU, FALLING INTO CORNERS WITH EASE, AND HOLDS A LINE EFFORTLESSLY.

A SLIPPER CLUTCH AND AVAILABLE ABS ARE ALSO ON HAND TO HELP WITH TRANSITIONS INTO CORNERS.

YOU'LL FIND JUST A SOLITARY BRAKE DISC UP FRONT, BUT IT COMBINES WITH THE SINGLE DISC IN REAR TO GIVE YOU ADEQUATE STOPPAGE.

THERE ARE 13,000 RPM TO PLAY WITH, AND YOU'LL FIND THE MAJORITY OF POWER IN THE UPPER REGISTER, THOUGH THERE IS ADEQUATE OOMPH TO BE FOUND IN THE LOWER RANGE AS WELL.

PRICING BEGINS AT $4,799, $4,999 IF YOU OPT FOR THE KAWASAKI LIME GREEN SPECIAL EDITION PAINT; ADD $500 MORE FOR ABS.

BUT YOU DO GET A LOT MORE ENGINE FOR THE MONEY.

ENTRY-LEVEL SPORT-BIKES HAVE CERTAINLY COME A LONG WAY IN RECENT YEARS.

NO LONGER JUST FOR "LEARNING AND TURNING" IN FOR A BIGGER BIKE, THEY MAKE ENTERTAINING AND ECONOMICAL DAILY DRIVERS, AS WELL AS A CHEAP OPTION FOR TAKING IN TRACK DAYS.

THE 2013 NINJA 300 IS ANOTHER LEAP FORWARD FOR THE SEGMENT, ONE THAT IT FIRMLY NOW LEADS.

John: PAT GOSS NEVER CRACKS UNDER PRESSURE, BUT AS HE'S ABOUT TO SHOW US, YOUR ENGINE MAY NOT FARE SO WELL.

Pat Goss: YOU TAKE YOUR CAR INTO THE REPAIR SHOP AND YOU ASK THEM TO DO ROUTINE SERVICE, AND YOU SAY, "BY THE WAY, REPLACE THE PCV VALVE".

SOMETHING THAT WE'VE DONE FOR MANY, MANY YEARS.

AND THE TECHNICIAN COMES BACK AND TELLS YOU, "WELL, NOTHING TO WORRY ABOUT, YOUR CAR DOESN'T HAVE A PCV VALVE.

THERE'S NOTHING YOU HAVE TO DO."

WELL, THAT COULD BE DEADLY FOR THE ENGINE IN YOUR CAR.

NOW, TRUE, THE OLD TRADITIONAL PCV VALVE THAT YOU UNPLUGGED AND YOU SHOOK IT TO SEE IF IT RATTLED, WELL, THEY PROBABLY IN MOST CASES, DON'T EXIST ANYMORE.

BUT, ALL ENGINES HAVE TO BREATHE.

THE CRANKCASE GETS FULL OF FUMES FROM THE COMBUSTION PROCESS; THOSE FUMES BUILD PRESSURE INSIDE THE ENGINE.

AND IF YOU DON'T GET RID OF THAT PRESSURE, IT BLOWS SEALS AND GASKETS RIGHT OUT OF THE ENGINE.

SO HOW DO THEY DO IT TODAY?

WELL, MOST CARS TODAY HAVE SOMETHING LIKE THIS.

THIS IS A FIXED ORIFICE TUBE.

NOW, WE CAN SEE THIS OVER HERE IS PRESSED INTO THIS VALVE COVER.

IT IS REPLACEABLE, BUT IN MOST CASES IT CAN SIMPLY BE CLEANED, AND IT HAS TO BE KEPT CLEAN.

YOU CAN SEE THE SIZE OF THE HOLE IN THE END OF IT, IT'S VERY SMALL, IT DOESN'T TAKE MUCH TO CLOG IT UP.

SO, MAKE SURE THAT THE SHOP THAT YOU USE CHECKS THE CRANKCASE VENTILATION SYSTEM; DON'T SPECIFY PCV.

YOU WANT THE CRANKCASE VENTILATION SYSTEM TO BE TESTED TO MAKE SURE THAT IT WORKS PROPERLY.

NOW, ON SOME CARS, THEY'LL USE MORE ELABORATE SYSTEMS, LIKE THIS ONE HERE.

NOW THIS IS A SYSTEM THAT USES VARIOUS VACUUM HOSES AND DIFFERENT THINGS TO CONTROL THE PRESSURE INSIDE THE CRANKCASE.

NOW, OVER TIME, WHAT HAPPENS WITH THESE IS THAT THEY GET FULL OF CONDENSED OIL.

AND WHAT WE HAVE IS SOMETHING LIKE THIS, WHERE YOU CAN SEE THAT THE OIL JUST RUNS OUT OF IT.

NOW, ONCE THAT HAPPENS, WHEN IT GETS CLOGGED UP WITH OIL, YOU CAN BUILD SO MUCH PRESSURE THAT IT STARTS TO DAMAGE SEALS IN THE ENGINE.

OR IN SOME CASES, IT WILL SUCK THE OIL OUT OF THE CRANKCASE INTO THE COMBUSTION CHAMBER AND THE ENGINE WILL RUN DRY ON OIL.

AND OF COURSE THAT MEANS IF YOU DON'T SHUT IT DOWN IMMEDIATELY, AGAIN, REGARDLESS OF THE TYPE OF CRANKCASE BREATHER SYSTEM YOUR CAR HAS, IT IS HAS TO HAVE REGULAR, ROUTINE MAINTENANCE, AND MUST ALWAYS WORK PROPERLY OR YOU'RE GOING TO HAVE DAMAGE TO YOUR ENGINE.

AND IF YOU HAVE A QUESTION OR COMMENT, DROP ME A LINE RIGHT HERE AT MOTORWEEK .

John: TIME NOW TO GRAB SOME CAR KEYS FOR MORE FIRST IMPRESSIONS.

THE FIAT 500 ABARTH PACKED SO MUCH PERFORMANCE INTO ITS TINY FRAME THAT IT TOOK OUR DRIVERS' CHOICE AWARD FOR BEST SPORT COUPE.

BUT FOR THOSE SEEKING TO GET THEIR FIAT-FIX WITH A LITTLE LESS STING, AND A LITTLE MORE FORGIVENESS, THERE'S THE 2013 FIAT 500 TURBO.

THE TURBO UTILIZES THE ABARTH'S 1.4 LITER MULTIAIR TURBOCHARGED I-4, THOUGH HORSEPOWER HERE IS DOWN 25 TO 135.

STILL, THAT'S A THIRD MORE THAN THE STANDARD 500.

BRAKES, AND THE HEAVY DUTY FIVE SPEED MANUAL TRANS, ALSO TRICKLE DOWN FROM THE ABARTH, THOUGH SUSPENSION BORROWS PARTS FROM THE LESSER 500 SPORT, AS WELL.

SO A TRIP TO THE TRACK WAS IN ORDER TO SEE HOW THIS PACKAGE REALLY COMES TOGETHER.

OFF THE LINE POWER CAME ON FAIRLY STRONG, ALL THINGS CONSIDERED, AND OUR 0 TO 60 TIME OF JUST UNDER EIGHT SECONDS WAS ONLY A FEW TENTHS BEHIND THE RAUCOUS ABARTH.

REVS CLIMB QUICKLY, THOUGH WE DO WISH FOR MORE FEEDBACK THROUGH THE CLUTCH FOR PRECISE SHIFTING.

WHILE SPORT MODE DOES IMPROVE STEERING FEEL, THE SOFTER SUSPENSION SETUP MAKES THE TURBO MORE SUITED TO BACKROADS CRUISING.

THERE IS ENOUGH STIFFNESS TO INSPIRE CONFIDENCE, BUT THE AWKWARDLY TALL BODY DOESN'T LEND ITSELF WELL TO SHARP CORNERS.

STYLING BRINGS A FEW ABARTH CUES, LIKE FRONT FASCIA AND INTAKES, THOUGH ON THE WHOLE, THE TURBO STILL OOZES THE GOODIE-TWO-SHOES NATURE OF THE 500 NAMEPLATE, JUST NOW WITH THE MILDEST STREAK OF MEAN.

INTERIOR, TOO, LOSES THAT ABARTH FLAIR, WHICH WE REALLY LOVED.

Greg Carloss: THE 500 TURBO IS A REALLY NICE UPGRADE OVER THE BASE 500.

IT'S QUICK, IT'S RESPONSIVE, AND IT PUTS OUT A REALLY SPORTY EXHAUST NOTE.

AND FOR A REASONABLE PRICE, IT'S A GOOD GIVE AND TAKE FOR THOSE THAT AREN'T READY TO GO ALL-IN WITH THE ABARTH.

John: STARTING AROUND $20,000, THE TURBO SLOTS IN AROUND $2,500 LESS THAN THE ABARTH, AND THREE GRAND OVER THE BASE 500.

AND TO US, THE COMPROMISE SEEMS TO FIT THE PRICE.

THE TURBO IS ON SALE NOW.

NISSAN IS NO STRANGER TO THE COMPACT SEDAN SEGMENT AS THEIR SENTRA HAS BEEN WITH US FOR NEARLY 30 YEARS.

BUT AS RIVALS BEGIN TO OFFER DYNAMIC REDESIGNS, WITH INCREASING PERFORMANCE AND EFFICIENCY, THE SEVENTH-GEN 2013 NISSAN SENTRA IS FACED WITH THE STIFFEST COMPETITION YET.

STYLING IS VERY MATURE.

MORE ALTIMA THAN THE YOUTHFUL LOOKS OF THE HONDA CIVIC AND HYUNDAI ELANTRA, BOTH OF WHICH ALREADY OUT-SELL THE SENTRA.

THERE IS A LOT OF ALTIMA INFLUENCE ON THE INTERIOR AS WELL, ALTHOUGH WE THINK THE SENTRA MAKES BETTER USE OF DASH SPACE WITH DIRECT NO-NONSENSE DISPLAYS AND CONTROLS.

STAFFERS LOVE THE ABOVE AVERAGE PASSENGER ROOM, AND DOWNRIGHT HUGE TRUNK.

THE LONE SENTRA ENGINE IS A 1.8 LITER INLINE 4, RATED AT 130 HORSEPOWER.

WHILE LOW COMPARED TO RIVALS, THERE'S ENOUGH PEP TO ALLOW FOR SOME SPIRITED SCOOTING AROUND TOWN.

THE SMOOTH CVT AUTOMATIC IS STANDARD ON ALL BUT THE BASE MODEL; IT SAPS A LITTLE FUN, BUT RETURNS GREAT FUEL ECONOMY.

A COMBINED RATING OF 34 MPG IS BEST IN CLASS.

A NEW ELECTRONIC POWER STEERING SYSTEM KEEPS THINGS LIGHT.

SENTRA'S STURDY, COMPOSED HANDLING DELIGHTED US AS WELL.

HOWEVER, A FAIRLY STIFF STREET RIDE SEEMED OUT OF KEEPING WITH THE CUSHY INTERIOR.

STILL, THE SENTRA FEELS FIRMLY PLANTED ON ANY ROAD, DESPITE ITS SMALL SIZE, AND 150 POUNDS OF WEIGHT LOSS OVER LAST YEAR.

BEGINNING AT A BARGAIN PRICE OF $17,000, THE 2013 NISSAN SENTRA STRIKES US AS SOMETHING OTHER THAN A ME-TOO COMPACT FOUR DOOR.

IT'S A SMALL SEDAN THAT THINKS BIGGER.

AND IT'S AVAILABLE NOW.

AND WE'LL BE BACK SOON WITH MORE CAR KEYS FIRST DRIVING IMPRESSIONS!

MORE THAN ANY OTHER SUBARU, THE FORESTER HAS SUCCEEDED IN ATTRACTING HORDES OF MAINSTREAM BUYERS TO THE BRAND WITHOUT LOSING ANY OF ITS SUBARU-NESS.

BUT THIS ALL NEW 4TH GENERATION FORESTER IS FACING A SLEW OF NEW COMPACT CROSSOVER RIVALS, AND TO MEET THAT CHALLENGE HAS IN OUR EYES BECOME MORE LIKE THEM.

SO, DOES THE FORESTER STILL STANDOUT OR NOW JUST BLEND IN?

THE 2014 SUBARU FORESTER DOES INDEED HAVE A LOT ON ITS SHOULDERS.

IT MUST NOT ONLY APPEAL TO THE FORESTER FAITHFUL, BUT ALSO DRAW NEW BUYERS TO THE BRAND BY OFFERING WHAT IS EXPECTED IN THE COMPACT CUV WITHOUT TOO MUCH SUBARU QUIRKINESS.

THAT'S A STRATEGY THAT HAS WORKED WELL SO FAR AS THERE ARE A LOT OF FORESTERS ON THE ROAD.

AS TO BRAND KINSHIP, LET'S GO INSIDE THIS NEW FORESTER WHERE WE FOUND LOTS OF RECOGNIZABLE SUBARU CUES.

THEIR PARTS BIN APPROACH TO INTERIOR DESIGN HAS BLURRED THE LINES BETWEEN FORESTER, IMPREZA, AND CROSSTREK.

IF YOU CLOSED YOUR EYES AND CLIMB IN, OPENING THEM STILL MIGHT NOT TELL YOU WHAT YOU'RE IN.

BUT ADDING ROOM ALWAYS SEEMS A GOOD UTILITY STRATEGY AND THE FORESTER DOES GET A SUBSTANTIAL BOOST IN SPACE UP FRONT AND EVEN MORE SO IN THE REAR, WHERE LEGROOM GROWS TO 41.7-INCHES, BEST IN BOTH RAV4 AND CR-V.

MAXIMUM CARGO ROOM BEATS THEM TOO, WITH 74.7 CUBIC-FEET OF SPACE; THAT'S MORE THAN MANY MID-SIZE CUVs; AND 34.4 WITH REAR SEAT BACKS UPRIGHT.

THE INTERIOR IS ALSO VERY COMFORTABLE AND VERY FUNCTIONAL, BUT WE STILL FEEL THAT SOME MATERIALS COULD USE FURTHER UPDATING AS THEY DON'T QUITE DEPICT THE MORE PREMIUM FEEL THAT SUBARU SEEKS.

IN ADDITION, BASE FORESTER MODELS ARE SPARSELY EQUIPPED.

YOU HAVE TO STEP UP TO LIMITED-TRIM FOR THE AUTOMATIC HEADLIGHTS AND GAUGE CLUSTER WITH LCD DISPLAY THAT SOME RIVALS HAVE STANDARD.

THE LAST GEN FORESTER LOST ITS BOXY SHAPE FOR A CROSSOVER PROFILE, AND THAT MORPHING CONTINUES, BUT ONLY NOW IT LOOKS TO BE MOVING IN A MORE WAGON-LIKE DIRECTION.

LIKE A TEENAGER MATURING INTO AN ADULT, THE FORESTER IS BIGGER IN EVERY DIMENSION.

EXCEPT IN THE ENGINE BAY.

THE BASE ENGINE REMAINS AN ADEQUATE 2.5-LITER.

BUT LIKE SEVERAL RIVALS, FORESTER HAS ADDED A 2.0-LITER TURBO OPTION.

WHILE IT'S NOT EXACTLY A HOT ROD, IT DEFINITELY PUNCHES THINGS UP WITH 250-HORSEPOWER AND 258 POUND-FEET OF TORQUE.

UNFORTUNATELY, WITH THE TURBO YOU CAN ONLY GET A CVT TRANSMISSION.

BUT IT SEEMS LESS NOISE INDUCING THAN IN THE IMPREZA, PROBABLY DUE TO THE TURBO'S INCREASED POWER.

AND ONCE YOU DO GET GOING, IT DOESN'T TAKE LONG TO APPRECIATE THE FORESTER'S MORE SUBSTANTIAL RIDE CHARACTERISTICS, ESPECIALLY AT HIGHER SPEEDS.

ALL WEATHER CAPABILITY IS A SUBARU HALLMARK, AND THE STANDARD ALL-WHEEL DRIVE SYSTEM WORKS WELL IN BOTH WET AND WINTER DRIVING AND CONTINUES TO BE ONE OF THE BEST SYSTEMS ON THE MARKET.

BUT ON THIS FORESTER, SUBARU ADDS A NEW X-MODE ALL-WHEEL DRIVE SYSTEM AVAILABLE IN ALL 2.0XT MODELS THAT MAKES THE FORESTER EVEN MORE CAPABLE OFF-ROAD; WORKING IN CONJUNCTION WITH VDC AND ABS BRAKING FOR MORE COMPREHENSIVE APPROACH TO DELIVERING TRACTION.

WHETHER ON OR OFF PAVEMENT, SUBARU'S INTELLIGENT DRIVE SYSTEM LETS YOU CHOSE TO DRIVE SPORTILY OR MORE EFFICIENTLY AND ADJUSTS THROTTLE RESPONSE AND CVT OPERATION TO HELP YOU ACCOMPLISH IT.

IT CERTAINLY DOES MAKE A DIFFERENCE IN ACCELERATION, WHERE YOU'LL WANT TO BE IN SPORT SHARP MODE FOR GETTING OFF THE LINE WITH ANY SENSE OF URGENCY.

WE DID, AND REACHED 60 IN A SOLID 7.6-SECONDS.

SHIFTING MANUALLY DIDN'T REALLY IMPROVE ON THE 1/4 MILE TIME OF 16.0 SECONDS AND 87 MILES-PER-HOUR, BUT THE CVT DOES HAVE WELL-PLACED SIMULATED GEAR SHIFTS.

TRUE TO ITS HERITAGE, THE FORESTER DISPLAYS AN OVERALL FUN TO DRIVE NATURE THAT IS ITSELF A CLASS BENCHMARK.

THE ONE FLAW IS STEERING THAT NOW FEELS ANESTHETIZED.

ON THE UP SIDE, EVEN IN TIGHT SWITCHBACKS, BODY ROLL IS HELD NICELY IN CHECK.

GOVERNMENT FUEL ECONOMY RATINGS ARE MUCH IMPROVED OVER LAST YEAR, WITH AN ALL-WHEEL DRIVE 2.0-TURBO AVERAGING 23-CITY, 28-HIGHWAY, AND 25-COMBINED.

WE WERE A LITTLE DISAPPOINTED WITH OUR RESULTS, HOWEVER, ACHIEVING JUST 24.3 MILES-PER-GALLON, AND HAVING TO USE PREMIUM FUEL AT THAT.

THE ENERGY IMPACT SCORE IS FINE THOUGH AT 13.2-BARRELS OF YEARLY OIL EXPENDITURE, WITH CO2 EMISSIONS OF 5.9-TONS.

THE NEW TURBO ENGINE IS GREAT FUN IN THE FORESTER, BUT WE WONDER HOW MANY BUYERS WILL WANT TO PAY THE ADDITIONAL PRICE TO GET IT.

MOST BUYERS WILL PROBABLY OPT FOR THE BASE 2.5, WHICH STARTS AT $22,820, WHILE THE TURBO STARTS AT $28,820.

SO, BACK TO OUR QUESTIONS.

IS THE NEW FORESTER THE SAME YET BETTER?

OR HAS IT BECOME EVEN MORE LIKE THE REST OF THE COMPACT CUV CROWD?

WELL, IT CLEARLY DOES BLEND IN A BIT MORE, YET IT ALSO REMAINS DISTINCTLY A FORESTER, WITH GREAT PRACTICALITY, AND ONE OF THE MOST ENTERTAINING DRIVES OF ITS TYPE.

TO US, THAT SHOWS THEIR STRATEGY IS STILL WORKING, PLACING THE 2014 SUBARU FORESTER IF NOT ABOVE, A BIT OFF TO THE SIDE OF ITS CLASS.

WELL, I HOPE YOU'LL JOIN US AGAIN FOR MORE MOTORWEEK , AS WE HEAD ACROSS THE POND TO TEST THE ALL-NEW JAGUAR F-TYPE.

THEN CATCH THE FIRST FLIGHT HOME TO TRYOUT THE UPDATED FORD TAURUS.

PAT GOSS PREPS FOR SUMMER WITH AN IN-DEPTH A/C CHECKUP.

AUTO WORLD GOES TO THE WORLD'S WORST CAR SHOW.

PLUS, MOTOR NEWS, AND A LONG-TERM ROAD TEST UPDATE.

UNTIL NEXT TIME, I'M JOHN DAVIS.

WE'LL SEE YOU RIGHT HERE ON MOTORWEEK .

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AND BY... ROCKAUTO HAS AUTO PARTS FROM HUNDREDS OF MANUFACTURERS.

NO MATTER WHAT CUSTOMERS DRIVE, THEY CAN PURCHASE ONLINE FROM A COMPREHENSIVE SELECTION OF BRANDS, PRICES AND SPECIFICATIONS.

ROCKAUTO.COM, ALL THE PARTS YOUR CAR WILL EVER NEED.

AND BY... 3M, MAKER OF INNOVATIVE AUTO CARE PRODUCTS.

AGED OR YELLOWED LENSES REDUCE BRIGHTNESS OF HEAD, TAIL AND DIRECTIONAL LIGHTS.

THE 3M HEADLIGHT RESTORATION SYSTEM HELPS RESTORE LENS CLARITY FOR SAFER DRIVING.