Subaru Forester vs Toyota Camry

What's the difference?

Don’t let the 7.5/10 make you think the Forester is not a good car. For the person who needs a practical, off-road-capable mid-size family SUV without too many complications, it’s extremely hard to look past this thing.

Is the STI Sport the best choice in the range? Not for most, given its higher price and relative lack of extra ability to go with it. A standard suspension tune and even a slightly less plush interior are probably a better call for most family needs, which means saving a fair bit at the purchase.

It’s also worth noting that the next generation Forester is coming soon, and with that could come a price hike. If a Forester is on the shopping list but the cost of living is starting to bite, now might be the time.

If the slightly sharper handling and red interior leather is of interest to you, the STI Sport might be worth a look, but just know the Forester’s best attributes can be had for less money in a much cheaper variant.

In the pre-SUV Jurassic Era, there were dozens of sedans to choose from, but now, it’s basically down to Camry, as well as the Tesla Model 3 and the BYD Seal EVs. The rest are bit players with uncertain futures.

Clearly, electrification has kept the Camry hybrid relevant, then. Far from a dinosaur, it’s also an exceptionally high-value hybrid family car that should give decades of reliable and durable service.

Yesterday's car for tomorrow? Don't bet against it.

The Forester is a pretty good-looking thing in this writer’s eyes, but its design hasn’t changed dramatically in the last few years.

The mid-size SUV looks equally at home on inner-city residential streets and in the middle of nowhere, even with the slightly ‘sported-up’ black trim of the STI version. And I do mean ‘slightly’.

Aside from the fact it looks a lot like the Forester 2.5i Sport of a few years ago (without the red bits), the STI Sport is perhaps ironically unadventurous. Even its alloy wheels don’t scream ‘sports’.

For all the SUVs with their respective brands’ performance badging (and not engineering) attached to them that bear more bark than bite, maybe it’s not such a bad thing Subaru has refrained from putting the Forester in full Tecnica uniform.

Inside, however, the black and red leather seems determined to distract from the fact that not much else has changed cabin-wise. It feels visually busier than it needs to, but still falls on the correct side of the restrained/garish line.

But there’s probably a reason the interior feels a little bit ‘classic Subie’ - if it works, it might pay to avoid making big changes.

As the images on your screen suggest, this is clearly still a Camry.

What’s different? The nose is a little longer and pointier, with new C-shaped LED lighting the most obvious visual change. Note the roof, windscreen and doors remain carryover from before.

The profile is largely the same, but the rear has been restyled, with careful attention paid to aerodynamics, while there are reshaped tail-light motifs, giving the long-lived series a more contemporary look.

Underneath, the platform is essentially the same, while overall dimensions are largely identical except for a nose stretch of between 15mm and 35mm depending on grade. Length, width, height and wheelbase numbers are 4920mm, 1840mm, 1445mm and 2825mm, respectively.

I've heard the Forester called a ‘jack of all trades, master of none’ kind of car, and I reckon that’s unfair. Aside from having Subaru’s venerable all-wheel drive at its disposal, the Forester is a supremely practical SUV - exactly what it needs to be given the reasons most people buy SUVs.

Okay, so the interface and tech is pretty old. If you’ve been in a Forester built in the last few years, there’s not a lot new to find.

There are some deliberately large buttons, the climate controls are still very classic and tactile, even the steering wheel buttons are pretty chunky.

If you’re not used to the amount of technology in new cars, Subaru has tried to make this as easy as possible to navigate.

I hate to sound like one of those ‘back in my day’ people, but in a lot of cases I’m finding myself preferring interior layouts and controls of a few years ago rather than post-2020 screens and ‘iPad’ style controls.

Newer Subarus have a rather large portrait centre screen, and even though it works fine, this one with the buttons below it is easier.

The instrument cluster being a pair of physical dials is also welcome, even if it means the digital display looks many years older than the car really is.

It’s also a spacious cabin, if not just physically then in feeling also. The huge sunroof and high-visibility glasshouse means plenty of light comes in and makes it feel roomy while also of course being easy to see out of (and therefore, manoeuvre).

Ergonomically, the Subie is sound. The seating position, aforementioned driver visibility, controls placement and space around each passenger is practical and well thought out, plus moving back into the second row doesn’t feel like a huge comfort downgrade.

Light in the second row is also good, the seats recline and the touch-point materials are like the front seats - comfy leather and a lack of scratchy plastics unless you go looking for them.

The second row can also be folded down (in a 60/40 split) from the boot with controls near the electric tailgate, which brings the boot space from 498 litres to 1060L, though Subaru says maximum space available is 1740L up to the ceiling.

Okay, so new Camry is identically-sized to the previous model, and that of course also applies inside.

But Toyota has completely redesigned the dashboard, resulting in a less fussy and more-conventional look, losing the odd angled console ‘sash’.

It’s no less practical that before, with stacks of space in all directions except headroom (which is sufficient for a sedan but noticeable in this age of the SUV). Again, the Camry’s substantial width betrays its American vibe.

Sat low, the driving position should be fine for the vast majority of owners, with easy reach of the major controls and most switchgear. Clear electronic instruments, great ventilation and storage galore are further plus points.

Ascent grades have a pleasant and quite sophisticated looking soft cloth material for the comfy front seats, that is such a welcome change from the clammy vinyl-like covering that’s now in vogue. Bring back tweed and velour, we say.

Which makes the cheap urethane covering in the otherwise perfectly serviceable steering wheel in the Ascent doubly unpleasant in a from-$44K drive-away proposition. For a leather-cover you need to rise up the range.

Side and rear vision is poor, so be glad a big reversing camera is fitted and various electronic sensors are helping out with the seeing.

Out back, nothing much seems to have changed. Space is generous, the cushion is supportive enough and the backrest is nicely angled (though deploying fixed rather than separate headrests on the Ascent is a cheapo move). Close by are air vents, overhead grab handles, a centre folding armrest with cupholders, USB ports and some extra storage.

Further back, the boot is long and wide, with low load lip for easier access. A space-saver spare lives underneath the floor, which is a bonus in a current hybrid car.

Cargo capacity is 524 litres, or more with the split/fold backrest dropped (via the top of the boot aperture) for lengthier items like bicycles. Who said sedans aren’t practical? Nothing new for a Camry, then.

For more profound change, you’ll need to check out underneath the Toyota’s bonnet.

On sale from late September, the Camry is in essence the same Japanese-built but North American-focused mid-to-large sized four-door five-seater family sedan as before. And seven iterations before that.

Fun fact: the five-door liftback original was Toyota’s first front-wheel drive model sold here.

For 2025, Camry ‘9’ gains a nose and tail refresh, a dashboard redesign, extra standard equipment, updated safety features, revised chassis settings and the latest iteration of Toyota’s series-parallel hybrid petrol-electric powertrain, promising more thrust with less thirst.

Progress comes at a cost, however, with the price of entry into Camry now up a whopping $5000, to $39,990 (all prices are before on-road costs). That’s a near-15 per cent jump. And that’s before the $600 metallic paint slug as an alternative to 'Glacier White'.

And even comparing new with old base hybrids, the latest Ascent is nearly $2100 more. The mid-range Ascent Sport, now from $42,990, costs about $2300 extra, while the SL (for Sport Luxury) from $53,990 is around $2500 steeper. Meanwhile, the sporty SX grade is gone.

Still, while higher pricing means Toyota concedes the Camry’s position as Australia’s least-expensive mid-sized sedan to the ageing Mazda6 (from $36,290), the next-cheapest hybrid rival, Honda’s Accord VTi-LX e:HEV from $59,900 drive-away, costs almost $20,000 more, though its spec is more aligned with the SL. This underlines the newcomer’s clear positioning advantage.

So, what do you get for the extra dough, then?

Aimed largely at fleet buyers, the latest Ascent brings improved autonomous emergency braking (AEB) that now includes pedestrian, cyclist and oncoming-vehicle detection. Read more about these and related tech in the safety section below.

There’s also curve-speed reduction for the upgraded adaptive cruise-control system, various lane-support tech, speed-sign recognition, LED headlights, front and rear parking sensors, a reversing camera and seven airbags.

Ascent also includes keyless entry/start, dual-zone climate control, cloth seat fabric, a 7.0-inch instrumentation display, an 8.0-inch touchscreen with cloud-based navigation, wireless Apple CarPlay/Android Auto, digital radio, USB-C ports, one year’s free access to 'Toyota Connected Services', auto-folding exterior mirrors, 17-inch alloys and, thoughtfully, a temporary spare wheel – a rarity in a hybrid nowadays.

Spending the extra $3000 for the Ascent Sport adds “high grade” LEDs with fog lights, a powered driver’s seat, a leather-sheathed rather than urethane steering wheel, a wireless charger, a larger (now 12.3-inch) touchscreen, in-built GPS and more. This one’s aimed at private buyers. If it’s time to retire that Ford Fairmont or Holden Commodore Berlina, here’s your car.

Finally, the SL really is Lexus-lite, with leather upholstery, a head-up display, a driver’s seat memory function, a powered front passenger seat, heated/vented front seats, paddle shifters, a powered steering wheel column with heated rim, larger (to 12.3-inches) instrumentation, premium audio, a digital rear-view mirror, reverse-dip heated exterior mirrors, rain-sensing wipers, camera washers, rear privacy glass, a panoramic sunroof and 18-inch alloys.

Whichever way you slice it, and despite the price hikes, the 2025 Camry presents a strong value-for-money proposition, especially compared to rival mid-sized sedans – electrified or otherwise.

The same drivetrain as is used in the 2.5i-S is found in the STI Sport AWD.

No prizes for anyone who guessed it’s a 2.5-litre flat-four engine, but some might be disappointed to know that means no turbocharging and no sporty transmission - the STI Sport still outputs 136kW and 239Nm via a continuously variable transmission (CVT).

Subaru’s ever-present ‘symmetrical’ all-wheel drive system is, of course, here in the Forester too, but the brand’s relatively recent foray into hybrid drivetrains was given a miss for this version.

The 2025 Camry employs Toyota’s first application of its fifth-generation hybrid system in Australia. The company claims the tech is lighter and more efficient, while also offering stronger performance.

To that end, the hybrid features a revised version of the 2.5-litre four-cylinder petrol engine. It adopts direct – instead of port – fuel injection, for 138kW of power (up from 131kW) at 6000rpm and 221Nm of torque between 3600rpm and 5200rpm (which is as before).

All this is mated to a lighter, smaller and smoother hybrid transaxle, hosting a pair of new multi-axis electric motor generators, with double the number of magnets (to six) and improved cooling, to make 100kW and 208Nm (up from 88kW/202Nm).

The key goal here is to reduce engine load, to the tune of 300-500rpm under acceleration, boosting economy while cutting mechanical noise along the way.

As before, there is an air-cooled battery (of a 4A/hr lithium-ion variety), located underneath the rear-seat cushion.

Driving the front wheels via a redesigned electronic continuously variable transmission (e-CVT), the Camry’s power output maximum edges up 10kW to 170kW (Toyota shies away from quoting combined torque figures for some unfathomable reason), for a 0-100km/h time of 7.2 seconds, on the way to a 180km/h top speed (no change).

Expect 0-100km/h acceleration in the mid-seven second range, which is acceptable.

Though touted as a new-generation model, this is a reskin of its predecessor that was the first Camry to switch to the 'Toyota New Global Architecture'. Launched late in 2017 once Australian manufacturing ceased, it retains (albeit-revised) MacPherson-style struts up front and a multi-link suspension out back, as well as a beefed-up body for improved dynamics.

Note, however, that towing capacity is a paltry 400kg, braked or unbraked.

So, how does all that upgraded electrification deliver out in the real world? Keep reading to find out!

Subaru claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the STI Sport AWD, and while we’ve seen tests come close to that in other variants of the Forester with the same drivetrain, inner-city life can be a detriment to the Forester’s drinking habits.

On a test loop which was fairly unsympathetic to fuel efficiency, the Forester’s trip computer reported a 10.2L/100km figure, though a commute from inner-Melbourne to the CBD saw the digits nudge 13.0.

Historically, highway driving has been better for the Forester, and the STI Sport should be no different - plus its 63-litre fuel tank (able to run on 91 RON) should mean if you can approach Subaru’s claimed fuel consumption figure, you could theoretically find yourself driving more than 800km on a single tank.

The previous Camry hybrid returned between 4.2 and 4.5 litres per 100km depending on grade, while today’s version cuts that to 4.0L/100km, for a carbon dioxide emissions rating of just 91 grams per kilometre (down from 96-107g/km).

Result? Theoretically, with its modest 50-litre tank, this 'big' mid-sized sedan can average 1250km between refills. In reality, we averaged just 4.6L/100km, which should see you travel an impressive 1085km on a single tank.

Aiding this is slightly improved aerodynamics, along with a weight drop of between 15kg and 30kg depending on grade. The Ascent/Ascent Sport tip the scales at 1565kg while the SL is at 1625kg.

Three driving modes are available – 'Normal', 'Eco' and 'Sport', while an EV mode offers low-speed electric vehicle driving over “short distances”, according to Toyota.

The only fly in the ointment for some consumers is, as before, the hybrid’s preference for 95 RON premium unleaded petrol. This means a Camry that’s recommended to run on regular unleaded is no longer available with the deletion of the non-hybrid variant.

Like much of the Forester STI, the driving experience is heavily borrowed from some tried and true Subaru characteristics.

That naturally aspirated flat-four engine, though underwhelming on paper, gets the job done without much fuss. In fact, it sometimes feels peppier than it should given its outputs.

Its 'S/I' (Sport or Intelligent) drive mode selector is there to adjust acceleration style, but it doesn’t make an enormous difference.

Yes, it could do with more torque, but the engine doesn’t struggle and only starts to sound laboured at high revs during the kind of acceleration you’d need for seconds at a time.

The sound of a CVT whirring away isn’t exactly auditory bliss, nor does it make for engaging acceleration.

But it’s relatively quiet under regular load below highway speed and, as long as the road isn’t too coarse, NVH is generally good in the Forester.

Road, wind and engine noise are certainly present in certain circumstances, but they’re not intrusive until you get to higher speeds.

At those high speeds is where you might notice one of the most significant changes to the STI version of the Forester - the dampers have been retuned by STI, for what Subaru hopes is a “sharper, more responsive driving experience”.

It’s hard to seriously call the Forester sharp - it’s a mid-size family SUV with enough clearance to go light off-roading - but the STI Sport holds up well for what it is.

The Forester driving experience was already likeable and easy, and in terms of cornering and handling bumpy rural (or even just bumpy urban) roads, the suspension keeps things under control without feeling too stiff.

Its body doesn’t roll as much as you might expect when cornering, but given STI’s engineers focused their efforts on the dampers, its a good thing the Forester doesn’t either waft or thud when presented with big sharp bumps, nor does it vibrate and rattle over constant rough surfaces.

Of course, it’s also got 'X Mode' controls for different surfaces like snow, dirt and mud, making it a pretty handy companion for outdoor adventuring or camping trips in regions where the weather gets a bit unpredictable. If you’ve ever tried to get a front-wheel drive hatchback out of a muddy hillside campsite…

Essentially, the Forester is the kind of SUV that, if you wanted to, you could have a medium amount of fun with on a twisty road before taking it down a particularly rough, unsealed or muddy trail, then later hand the keys to your grandma knowing she’d be able to handle everything about the driving experience, too.

Even if you haven’t driven the previous model for some time, getting behind the wheel of the new Camry is a very familiar – and, for many, reassuringly welcome – experience.

Push the start button, select drive via an old-fashioned gear lever, and the sensation is typical Toyota hybrid, but with extended electric driving. Which is the point of the tech upgrade for #9.

Near-silent off-the-line acceleration thanks to electric-motor input means smooth low-speed driving, before the petrol engine inevitably takes over. It all happens so seamlessly and feels natural.

It’s when more go is required that the latest hybrid tech really makes itself felt, with consistently urgent response. Speed builds strongly, with plenty of thrust in reserve for instant overtaking. You can feel the extra torque as soon as you flex your right foot on the throttle.

Off-throttle, the energy-distribution graphics display EV-only motion, and now maintained for longer periods than older Camry hybrids ever managed.

Back on the accelerator, and the e-CVT works effortlessly, and without lag or engine drone as per other similar autos. There’s something to be said for honing proven tech.

Even the brakes react naturally without being odd or grabby – traits common in many lesser hybrid applications.

It shouldn’t surprise anybody that the Camry’s steering is light yet accurate, and with enough weight for solid and controlled handling. The hybrid takes corners with a flat and unflustered attitude that – to most SUV drivers – will seem almost sporty.

In reality, there’s not really enough feedback or agility for anybody to mistake this for a Mazda 6 dynamically, let alone a BMW 3 Series, but the Toyota is not pretending to be a sports sedan. Maybe that’s why the old SX grade has been discontinued.

But even with that, we weren’t expecting such a big turning circle, until you realise the latest Camry is nearly five metres long. That caught us out a couple of times. Specifically, gutters the front bumper snared when nosing into parking spots.

However, there are a couple of more serious issues that need addressing.

Firstly, the revised adaptive cruise control features a new speed curve reduction tech that automatically lowers the car’s speed, but it washes away too much momentum and by a potentially hazardous amount at freeway velocities.

The Camry slows down far too much, even through gentler arcs, and needs more-nuanced tuning for Australia.

Everyone will appreciate how supple the Camry’s ride is. In the 17-inch wheel models, the suspension has a pleasing softness that can be blissfully isolating.

But over undulating roads at speed, there’s too much suspension travel, with our example hitting its bump stops on one occasion. Hopefully this is atypical suspension behaviour.

Some coarse-road noise comes through, but only over certain surfaces.

Otherwise, the Camry drives exactly as you might expect. It's comfortable, refined and easy, yet gutsier than you might expect from a hybrid.

Only this time, the 2025 redesign benefits from a bit more electrification that helps it go just that little bit further… in terms of efficiency as well as our estimation.

Hopefully, you’ll never need to test the Camry’s safety credentials, but the latest model manages a maximum five-star ANCAP assessment. A broader array of driver-assist tech and a stronger body help.

These include the items that fall under the so-called 'Toyota Safety Sense2' umbrella, meaning AEB (with pedestrian, cyclist, motorcyclist and oncoming vehicle detection), intersection collision avoidance support, emergency steering assistance, acceleration suppression at low speeds, adaptive cruise control (with ‘curve speed reduction’), deceleration assist, lane trace assist with lane-departure alert, speed sign recognition and automatic high beam.

Every Camry also includes an 'Emergency Driving Stop System', blind spot monitor with rear cross-traffic alert, safe exit assist, a driver monitor camera, front and rear parking sensors, parking support brake, a reversing camera with guidelines, seven airbags and a pair of ISOFIX child restraint points with top tethers to match the trio of tether support latches out back.

Subaru’s five-year/unlimited kilometre warranty is now considered the minimum par-for-course coverage for a mainstream new car in Australia, while some rivals are offering seven-, eight- or even 10-year warranties (though the longer one are sometimes conditional).

Subaru also offers 12 months of roadside assistance, though this is also often offered in similar lengths to warranties by competitors.

Servicing intervals for the Forester are every 12,500km or 12 months, with the first of five capped price services (aside from a free one-month check-up) costing $370.91 and the most expensive (fourth) costing $888.62.

A $1387.25 three-year service contract or a $2674.64 five-year plan are on offer.

An industry-average five-year/unlimited kilometre warranty is offered on the Camry, though under certain conditions, including taking the car to a Toyota dealer only and on time, can extend the warranty to seven years.

Service intervals are every 12 months or 15,000km. Toyota publishes a sharp capped-price service amount of $255 per service.

There’s also a year’s free subscription to Toyota Connected Services, providing automatic emergency-services callout in the event of an accident, a range of remote functionality via an app and other benefits, as well as a year’s free subscription to a service that unlocks greater multimedia features.