Subaru Forester vs Toyota Kluger

What's the difference?

To many people, this review won’t matter. There’s a large part of Subaru’s customer base that come back knowing they’ll get a practical, capable car regardless of refinement - something the brand’s rivals can’t quite match.

But even those people will be pleased to find the new Forester is a huge step-up over the last one in many areas. Sure, it’s a little late for Subaru to be joining the hybrid game in 2025, but it’s not the only brand from Japan that’s been slow on that front, and the brand’s philosophy hasn’t always been focused on efficiency anyway.

In a vacuum, the new Forester is a great adventure companion, but anyone considering a mid-size family SUV and not requiring the AWD and clearance the Forester has on offer could do better elsewhere.

For anyone else, there’s still only one option that really ticks all the boxes - and now it’s much better than before.

Just get the petrol if you’re going anywhere that could damage a tyre.

The Toyota Kluger GXL Hybrid has been the ultimate SUV this week, as it fits my gear and family in comfort, the on-road handling is excellent and the fuel usage makes owning this long term actually feasible.

This is a great example of a mid-spec seven-seater that is both functional and comfortable. There’s lots to satisfy here and even though it hasn’t been updated, it may be a case of ‘if it aint broke, don’t fix it’.

The new Forester is a slight departure from the characterful previous generation, and to this writer’s eye that’s to its detriment. It’s not unpleasant to look at, but it doesn’t look so much like a Forester anymore.

I wouldn’t be the first to say it looks like it had at least one pass through the North American Ford design centre, but even putting that aside, the rounded front is a less interesting design treatment than we’re used to seeing from Subaru.

Its side profile shows off its boxy, practical nature, however, and from the rear it looks much more Subaru-like than from the front.

In Sport guise, particularly, the Forester’s bronze trim and wheels are a decent give-away that the brand was going for a more premium look.

Inside, the Forester doesn’t look enormously different from the last generation, especially when it comes to buttons, shifters, and the big vertical 11.6-inch touchscreen, the latter right out of other Subaru models that have been around a while.

But perhaps that was deliberate, because some of the new Forester’s best features are those that follow the notion of ‘if it ain’t broke, don’t fix it’.

The Kluger epitomes what a large SUV was originally meant to look like. A big body and with enough ground clearance to earn the tag, but the shape is all long lines and gently curving panelling and that makes it look sleek rather than rugged.

Make no mistake, the Kluger is large at 4966mm long, 1930mm wide and 1755mm tall. It's only only 24mm shorter in its length than its big 4WD Toyota Prado cousin. It's size and road presence assures you that it's capable, but it's not trying to convince you it's a 4WD.

Despite not seeing any design updates, the Kluger still feels relevant and more than holds its own when it comes to kerbside handsomeness.

On the inside, the black synthetic leather trims, softly padded touchpoints and interesting dashboard make the cabin both pleasant to look at and spend time in.

The 12.3-inch multimedia display looks lovely with its clear graphics, but it’s still nice to see some traditional elements - like the gear selector, analogue instrument cluster (with a 7.0-inch digital display) and lots of buttons and dials to play with.

Interestingly, there isn’t a traditional transmission tunnel, which means you get a practical flat floor in the middle row and, thus, more legroom for middle seaters. 

It's a forgiving cabin that lots of different drivers will find something to like in.

Perhaps the best selling point for the new Forester is that it hasn’t changed a whole lot inside. It’s spacious for its class and has physical buttons for a lot of things, while making sure the key controls like climate are always accessible on the touchscreen without needing to navigate through menus.

The steering wheel and gearshift look familiar and the general layout of the Forester seems to follow the brand’s established pattern of convenience over anything that could be annoying or complicated.

The software on the big screen is the same as any recent Subaru SUV with big buttons and a simple menu structure that means you rarely get lost. It’s not cutting-edge, but it works, much like a lot of the elements of this car.

The seats are comfortable and the seating position and steering wheel adjustment work well regardless of grade.

One element of the interior that works particularly well is visibility. Subaru made the headrest a little narrower to assist with shoulder checks and make looking over to the back seat easier. The result is a clear view, not only of the interior but also through those annoying side angles your wing mirrors might miss.

The back seat is also plenty spacious, with ample knee, foot and hip room in the second row’s outboard seats. Head and shoulder space is also fab. There’s little risk of feeling cramped in the back, even for a proper adult, especially if there’s a sunroof for that extra light.

Behind the second row, there’s 496 litres of boot space in non-hybrids, and 484L in hybrid variants, plus a switch in the boot to drop the second row from the tailgate.

That allows for 1174L and 1162L in petrol and hybrid models, respectively, though a big downside for the hybrid models is the lack of spare wheel, just a repair kit.

No spare tyre in a car you expect to be able to take off-road isn’t good enough, and it’s the key reason the Forester doesn’t score a full 10 for interior practicality. A shame, because the rest of the cabin is built for ease.

The Kluger is both practical and comfortable for passengers as each row gets a great amount of head- and legroom – yes, even third-rowers, but the low level of amenities in that row will render it a 'sometimes seat' for adults or older kids.

The 208mm ground clearance, wide door apertures and low-sitting seats makes it a very easy SUV to get in and out of, even for kids. The access to the third row is also good as the 60/40 split middle bench seat can be slid forward.

The electric front seats offer lots of adjustments, including lumbar support on the drivers side, but both seats get heating. They’re also well-padded and quite comfortable on a longer journey.

The outboard seats on the middle row offer the most comfort as they have longer under-thigh support, but the entire row benefits from heavy padding and the seat backs can recline.

The third row offers a curious 60/40 split and is wide enough for two adults to not be squished like sardines.

Although the Kluger is a seven-seater, families will be bummed that there are no child seat anchor points in the third row. But the middle row has two ISOFIX child seat mounts and three top-tether anchor points. It is more than wide enough to accommodate three seats side by side and you’ll have enough room for the front passenger when a rearward facing child seat is installed, too.

Individual storage is above average for the class, but the front row gets the best of it. There are two handy shelves built-into the dash, a glove box, a deep middle console (that swallows my arm) and cubbies in the centre console that include a phone cradle and two cupholders. There's also a sunglasses holder and little cubby beside the driver's knee.

In the middle row, you get two map pockets, two cupholders in a fold down armrest, and a drink holder in each door. While the third row gets a couple of cupholders.

Amenities are well-rounded for the most part, with the three-zone climate control and well-positioned directional air vents in the roof for the back two rows. Middle-rowers also get reading lights and two USB-C ports.

Technology is easy to use and looks great as the 12.3-inch display uses the same multimedia system as Lexus. The built-in satellite navigation is simple to set up and shows clear directions with lots of route customisations available.

There is wired Android Auto and wireless Apple CarPlay, but you do have to initially connect the CarPlay via a cable.

Rounding out the cabin is the great-size boot that offers 241L with all seats in use, but that can jump up to 552L when the third row is stored.

The level loading space makes it easy to slide larger items in and out of, and there’s a handy underfloor storage compartments for smaller items. You get a full-size spare tyre underneath the car and a powered tailgate in this model.

You have to love a simple three-grade line up with variant names that aren't hard to say! The Kluger starts with the base GX, mid-spec GXL and then the flagship Grande model.

All Kluger models share the same all-wheel-drive hybrid powertrain, and our test model is the mid-spec GXL, which is priced from $70,440 before on-road costs.

Its price positions it in the middle of its seven-seat hybrid rivals; the Hyundai Santa Fe Elite ($65,000 MSRP) and the Kia Sorento GT-Line AWD ($73,330 MSRP), but it should be noted that the Sorento hybrid is only offered in one high-spec grade level and the Kluger can’t always match the Sorento’s plush features.

The GXL is still fairly well-specified and includes eight-way powered front seats with heating, adjustable lumbar support (driver's seat), black synthetic leather upholstery, a powered tailgate, rain-sensing wipers, dusk-sensing LED headlights, keyless entry/start and a full-sized spare tyre.

There is also 12 months of complimentary access to Toyota Connected Services, which allows you remote access, via the myToyota Connect app, to safety and security features, multimedia connect and driving insights.

The other technology is well showcased in the 12.3-inch multimedia display that has touchscreen functionality, in-built satellite navigation, wired Android Auto, wireless Apple CarPlay, Bluetooth and digital radio. You also get a single USB-A port, three USB-C ports, two 12-volt sockets and three-zone climate control.

Both Forester drivetrains use the brand’s existing all-wheel drive tech and a continuously-variable transmission, but the hybrid does something Subaru is keen to point out its rivals’ don’t.

The petrol version is powered by a (136kW/247Nm) 2.5-litre naturally aspirated flat-four ‘boxer’ engine that's largely unchanged.

The hybrid consists of the same type of engine with different valve controls and lower outputs of 121kW/212Nm. 

The key part is it’s assisted by a 90kW electric motor that, rather than being mounted to the rear axle and engaging when traction is needed, is placed before the transmission and sends electric power to all four wheels. Total outputs for the Hybrid variants are 145kW and 276Nm.

All Kluger grades are all-wheel-drives with a smooth continuously variable transmission. They share the same 2.5-litre four-cylinder hybrid powertrain that produces up to 184kW of power. Toyota does not quote a combined torque output.

At first look, these outputs may look underwhelming, but the on-road experience has shown that it’s more than enough to move the Klugers big body around without it feeling underpowered.

The Kluger has a braked towing capacity of up to 2000kg, which means you can hook up most of your weekend adventure toys!

Subaru claims the Forester drinks 7.9L of petrol (minimum 91 RON) per 100km or 6.2L/100km in hybrid guise.

The latter's a bit of a let-down given Toyota’s RAV4 hybrid in AWD guise comes with a 4.8L/100km claim and that system's been around for ages.

Both Foresters have a 63-litre fuel tank, so could theoretically travel a maximum 797km (petrol) or 1016km (hybrid). 

Don’t expect to manage that in real-world driving, though. The trip computer reading for the last car I drove on test (a hybrid) was 7.8L/100km after a mix of highway and off-road running.

The Kluger may be massive but it has an excellent combined fuel cycle usage of just 5.6L/100km because of its hybrid powertrain.

Combined with its large 65L fuel tank, you should see a theoretical driving range of up to 1160km, which is really good for a family SUV and rivals diesel models of the same size.

I’ve been super pleased with the fuel usage of our test model because despite doing quite a few long distance trips, which is where hybrids are usually the most inefficient, I’ve managed a real world usage of only 5.8L/100km! That is a great result.

The Kluger only accepts a minimum 95RON unleaded premium petrol.

On paper, the new Forester hasn’t changed to a great degree. With that engine and the late-ish introduction of a proper hybrid system, you might expect the Forester to be undercooked. 

Sure, Subaru is playing catch-up and it would be a fair to say adding a hybrid grade to its mid-size SUV in 2025 puts it behind the curve, but Subaru is leaning into its niche.

Subaru’s very happy about being able to claim the Forester is the only hybrid mid-size SUV on sale where the one hybrid motor drives all four wheels mechanically thanks to its 'symmetrical' all-wheel drive system. Then there’s the "class-leading" 220mm of ground clearance.

But as well as being capable off the road, the Forester needs to be a decent day-to-day companion. Fortunately, it’s both.

The new Forester’s road manners are a surprising step-up over the previous generation’s, which felt soft and agricultural at times.

Subaru touted the new car's incremental improvements, but behind the wheel it feels like they add up to a far superior experience. The Forester is still a little noisy - mainly wind and road noise - but many of the elements that were once a let-down are much more refined.

The CVT doesn't complain so much when called upon to pick up the pace, and the steering feels much sharper. The former could be down to a huge increase in sound-shielding, the latter likely due to Subaru’s use of the dual-pinion steering system borrowed from the WRX.

Subaru says it “reduces mechanical resistance and eliminates unwanted feedback from the motor”. It seems to have done exactly that.

Perhaps most noticeable is the suspension, which feels more tied-down and stable than before, without sharpening up too much and becoming uncomfortable. Subaru says revised spring rates, better under-body aero and a more rigid chassis all contribute.

The hybrid and petrol have different suspension set-ups, the latter feeling softer in terms of damper response but still far more confidence-inspiring than the previous-gen Forester.

It all comes together to create a driving experience that’s easy and comfortable at traffic speeds and fun and engaging at high speeds on, for example, the smooth winding back-roads of New Zealand’s South Island.

The problem for Subaru is that despite having introduced a new hybrid system, the petrol-only Forester is just as good from behind the wheel. The advantages the hybrid brings in terms of efficiency will be a draw for some, but in terms of driving dynamics the extra power and torque on offer is probably not worth the extra outlay.

Then there’s the lack of a spare wheel… which should be a requirement when you’re off sealed roads. The gravel and mud of the Canterbury region didn’t faze the Forester, though, and we put the mid-size SUV through its paces harder than most owners realistically would.

Deep mud ruts, creek crossings and jagged rocky trails were all traversed easily and comfortably, especially considering the standard road tyres fitted. 

None of the test cars were stuck due to either negligent road testers or lack of mechanical ability on the Subaru’s part, though two cars on test did succumb to an excess of water in the engine bay and went into a safety shut-down mode once we arrived back at the end of the off-road trail.

We asked Subaru for an explanation and we were told it’s a feature that saves components like the cooling fan from water damage.

“Two vehicles experienced this due to the nose being submerged from entering the water crossing at the incorrect speed and/or entry line… if water enters the engine bay at a sufficient level, a protective fuse is designed to engage to safeguard the radiator fan motor.

“This system functioned exactly as designed. Despite this, the vehicle continued to perform as intended, enabling the driver to complete the off-road course and return safely to the Homestead. 

“After cycling the ignition, a warning light alerted the driver, and the engine shut down automatically to prevent any potential damage. This sequence is outlined in the Owner’s Manual. This is a built-in protection protocol and not a fault.”

A replacement fuse meant one of the vehicles “resumed full operation,” a Subaru spokesperson added.

The engine can sound like it’s under pressure, but that doesn’t translate to underwhelming power delivery. The GXL has enough grunt to make it a comfortable open-roader that’s confident on hills and overtaking.

The steering is light for such a big SUV, but with its 11.4m turning circle, it’s every parents dream when doing the school run or navigating small lanes or parks for after-school activities. It’s almost stupidly easy to drive and feels much smaller than what it is, even in the city.

Visibility is mostly good because of the large windows, but the B-pillar is larger than I’d like and I found myself checking my blind spots carefully. 

The ride comfort is really good and suspension is forgiving on the worst of the bumps without feeling like it floats on the road. Road noise is low, even at higher speeds, but occasionally you get a weird wind whistle through the air vents. 

Even those usually put off by a large SUV, should find this comfortable to get around in. Parking it is the only time you really notice its bulk. While the reversing camera is great quality, a 360-degree view system would have been much better.

The Toyota Kluger has a maximum five-star ANCAP safety rating from testing done in 2021 and scored highly across its individual assessment scores. However, it only features seven airbags, which is a bit low for a car of this size, but the curtain airbags extend to the third row, which is good. 

The Kluger has lots of safety equipment, including daytime running lights, hill-start assist, seatbelt warning (all seats), lane departure alert, lane-keeping aid, traffic sign recognition, rear cross-traffic alert, blind-spot monitoring, a reversing camera (with guidelines) and front and rear parking sensors.

The Kluger does miss out on family friendly safety items, like child-presence alert and side exit assist. The adaptive cruise control isn’t as well tuned as I’d like as it doesn't hold it's speed all that well, slows down too soon behind a vehicle, and sometimes can be sluggish to return to a normal speed once a vehicle has left its 'radar'.

The GXL has AEB with car, pedestrian, cyclist and junction turning assist and is operational from 10-80km/h (up to 180km/h for car), but it is usual to see that starting point sit closer to 5.0km/h.

Subaru‘s five-year, unlimited kilometre warranty is behind the curve for mainstream brands with many offering between seven and 10 years, but its eight-year/160,000 kilometre hybrid high-voltage battery warranty is par for the course.

Servicing intervals are every 15,000km or 12 months, with servicing pricing locked in for the first 75,000km or 60 months of ownership. Total cost over this time is $2299 for either drivetrain, with the cheapest service being $347.95 and the most expensive $679.30 (at 60,000km or 48 months).

Subaru also offers 12-months complimentary roadside assistance.

The Kluger is offered with Toyota’s five-year/unlimited-kilometre warranty, but that can be extended to seven years if you service on time and with a Toyota service centre, which makes it competitive against some rivals.

There’s a five-year capped-price servicing program available, with services costing just $285, which is cheap for the class. Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.