Subaru’s recent roll to market records—number one in sales growth last year, two years of increasing sales in the worst markets in modern history—began with the release of the new Forester in 2008. I had eagerly awaited time in the turbocharged version, as it promised to blend all the goodness of this practical yet stylish crossover with the mighty midrange torque of the company’s terrific 2.5-liter turbocharged flat-four engine.

By and large the XT met my (admittedly high) expectations. The 224hp motor revs smoothly, and the surge of torque, which peaks with 226lb-ft at a low 2800rpm, helps make up for the wide ratios necessitated by the four-speed automatic—the only transmission available. In the normally aspirated models, this is a major failing, as there’s not enough oomph to overcome the rangy gearing; in XT-spec, the Forester rarely feels less than rapid. Independent testing backs this up, with sixty arriving in about six and a half seconds. Some of the credit for this swiftness, and the Suby’s decent fuel economy (EPA ratings of 19/24; 21-22mpg by my reckoning) goes to the turbo Forester’s relative light weight of 3460lbs, which undercuts many rivals’ mass by several hundred pounds.

The ride/handling trade off is also adroitly handled. Fully intact is the smooth, loping ride endemic of the company’s cars, a byproduct of their rally racing heritage. Steering feel and weighting are also more than acceptable, and allow one to faithfully exploit the XT’s high handling limits and neutral cornering stance; braking ability and response is excellent in normal use.

Part of Subaru’s sales increases no doubt come from better meeting Americans’ expectations of what quality is; going to framed door windows (previous models had frameless side glass) got rid of the hollow-sounding ‘clang’ that came with closing the doors. But what’s been lost is some material quality; the thin carpets wouldn’t look out of place in a scuzzy motel, and have no place in a near-$30k vehicle, and the dash and door panel moldings—while well assembled—reek of cost cutting.

Other signs of thriftiness are that the passenger seat has no height adjuster and is mounted very close to the floor, leaving the right seat occupant to wonder why they can barely see over the dash, yet have enough room to wear Abe Lincoln-worthy headgear without brushing the high roof. While Subaru isn’t alone in trying to ‘de-content’ their vehicles, it is nonetheless a shame to see in their newer products.

Fortunately, this doesn’t seem to affect the things that really matter. The Forester still gets top picks in safety rankings, thanks to its combination of all-wheel drive and stability control (active safety), and oodles of airbags (front, side, headliner curtain) and seatbelts with pretensioners and force-limiters, covering the passive safety spectrum.

That tall roof benefits rear seat headroom and cargo volume—areas where the Forester excels. It also has more ground clearance and better approach and departure angles than most all competitors, great for fire-road forays. Such practicalities, combined with the performance made possible by the Subaru’s stout forced-fed engine and sporting chassis, mean the Forester XT stays near the top for compact crossover choices.

Price as tested: $29,190

Here’s what Subaru has to say about the Forester.

Send article as PDF to