You’ve seen him before. That guy in the back of the office, the one who doesn’t speak up much but almost always stays late to get all of the paperwork done.

Unassuming and unflashy, yet thoroughly capable, the Subaru Forester is the compact crossover equivalent of that coworker. It never really registers in the forefront of your consciousness until you take a moment to reflect on how it managed to somehow carry two months worth of groceries home from Costco, in the middle of a snowstorm, while averaging nearly 30 mpg.

Thrilling stuff? No. Seriously useful? You bet. Sometimes it’s good to have the quiet, hard-working guy on your side.

What is it?

Now in its second year on the market, the fourth-generation Forester was born of Subaru’s desire to move towards the mainstream while still retaining the quirky virtues that have long set the automaker apart.

As such, there are a few concessions to mass-market appeal, chief among them a “standard-issue appliance” interior design that’s as ergonomically impeccable as it is bland. But Subaru’s core brand qualities – standard all-wheel-drive, a longitudinally mounted boxer four-cylinder, and a feeling of whole-grainy goodness – are all part of the package.

Most Foresters will leave dealer lots equipped like our tester, which was fitted with the standard 2.5-liter boxer four and a CVT. Although not overly powerful – the mill produces 170 horsepower and 174 lb-ft of torque – it is fuel-thrifty with the CVT, returning 24 mpg in the city and 32 mpg on the highway.

A six-speed manual is standard on lower trim levels. It hastens acceleration and knocks a good chunk off the MSRP, but dings efficiency to 22/29 mpg.

Those in a hurry can also opt for a turbocharged 2.0-liter boxer four that pairs exclusively with the CVT and cranks out 250 horsepower along with 258 lb-ft of torque. Essentially a forced-induction version of the BRZ sports car’s motor, it’s good for 23/28 mpg.

The Forester is available in six different trim levels, ranging from the entry-level 2.5i to the decked-out 2.0XT Touring. Ours was a step-above-base 2.5i Premium, which starts at $25,820 with the CVT and includes niceties like a panoramic moonroof, a backup camera and a 4.3-inch info display mounted atop the dash.

It was further optioned with the $1,600 All Weather Package (heated seats, heated side mirrors and windshield wiper de-icer) + Navigation System bundle.

What’s it up against?

One of the quickest-growing and most hotly-contested segments in the market, the compact crossover class has no shortage of accomplished alternatives to the Forester. If you’re shopping for a cute-ute, the Honda CR-V, Ford Escape, Mazda CX-5 and Chevrolet should all be on your list.

Those willing to give up some interior space and put up with polarizing styling in order to attain genuine off-roading capability can also consider the Jeep Cherokee.

What’s it look like?

Essentially the opposite of the bizzaro, love-it-or-loathe-it Cherokee, the Forester plays things safe in the styling department. That’s not to say it’s bad-looking; touches like a chrome grille strip that aligns with the upswept headlights provide a cohesiveness that’s attractive in a understated way.

On the debit side, there’s little character to be found around back, and the extra-tall greenhouse seems slightly out of proportion to the rest of the body. We’ll happily live with the later, as the tradeoff is superb visibility that, in this troubled age of high beltlines and pillbox windows, is increasingly rare.

And on the inside?

The Forester’s interior – which is lifted from the Impreza compact – has a distinct “designed by committee” feel. There’s precious little risk taking evident in the dashboard’s simple, sober lines, although styling is of course subjective and we’re sure some will find the conservative look to their taste.

On the other hand, we think that all buyers will appreciate the care Subaru took in getting the cabin layout right. The instrument panel, HVAC controls and useful dashtop trip computer/info screen – all are conveniently located and quite user-friendly.

The one ergonomic downfall is the optional navigation system, which has a low-rent, aftermarket appearance and can be difficult to use due to its touchscreen display’s tiny, oddly-arranged digital buttons. Redundant conventional controls would be a big help, but frankly the entire setup could use a rethink.

We’d judge material quality as being right at or slightly above the class average, and that’s no slight to the Forester given the industry-wide strides in interior quality that have taken place in recent years.

In keeping with the crossover’s utilitarian focus, space is a decided strong suite. Passenger real estate is generous, and rear-seat dwellers in particular will be impressed with the acreage at their disposal. The cargo area is similarly commodious, offering 33.5 cubic feet of room, and stowing the 60/40 split-folding rear seats boosts capacity to a capacious 68.3 cubes.

But does it go?

Safe, predictable and comfortable are the key words for describing the Forester’s driving experience. After long hours at the office, its benign, vice-free dynamics and complaint suspension – which remains composed even over deeply cratered roads – provide a welcome respite from the day’s toils.

Though it doesn’t encourage spirited driving, the 2.5-liter delivers adequate power in most driving situations, and the CVT is largely invisible. We mean that in the best possible way – whereas earlier infinite-ratio transmissions drew the wrong kind of attention to themselves through a “rubber band” delay when the driver summoned more power, this unit is admirably linear in its operation.

Unfortunately, the same can’t be said for the Forester’s throttle response from a dead stop. Do anything more than breathe on the gas pedal, and the crossover leaps forward with head-jerking haste. With some practice and an especially light right foot, it’s possible to set off at a moderate pace, but overall this is definitely an area where there’s room for improvement.

Possessing a sizable 8.7 inches of ground clearance and a sure-footed all-wheel-drive system, it comes as little surprise that the Forester was more than equal to the task of riding out a serious late-winter snowstorm that occurred during its stay at Leftlane’s New England bureau. Light, accurate steering kept the Forester on course through weather foul and fair, but there was precious little feedback from the electric assist system – although, to be honest, that’s a complaint that could be lodged against the vast majority of new vehicles these days.

Leftlane’s bottom line

A subpar navigation system and touchy throttle aren’t enough to outweigh our respect for the Forester’s well-balanced blend of efficiency, practicality and all-weather capability.

For those who need a solid, hard-working crossover that, like that stoic coworker, will quietly go the extra mile, the Forester deserves a serious look.

2014 Subaru Forester 2.5i Premium base price, $23,495. As tested, $27,420.

CVT, $1,500; All Weather Package + Navigation System, $1,600. Destination, $825.

Photos by Nat Shirley.

Bad news for Ferrari and Volvo owners hoping to upgrade to Apple’s latest CarPlay infotainment system – neither automaker is currently working on a retrofit solution to bring older cars up-to-date.

Apple wowed the automotive world when it launched its latest CarPlay infotainment system at this year’s Geneva Motor Show, but owners of older vehicles might not as impressed. In order to get a Ferrari or Volvo with CarPlay, you’ll need to plunk down the cash for a new model.

“The new system CarPlay is available only on new range cars and cannot be installed on older ones,” Ferrari said in an emailed statement to AppleToolbox.

Volvo’s stance on retrofitting older cars isn’t as definitive, but the outlook still looks bleak for current owners.

“We have not announced any plans for an aftermarket solution for Apple CarPlay. While I cannot reveal any potential future products, I can say that there are major roadblocks for this, both from a technical as well as from a usability point-of-view,” a spokesperson for Volvo said.

Mercedes-Benz, meanwhile, is working toward a CarPlay solution for older vehicles. However, the German automaker hasn’t announced when such an upgrade might be available.

Infiniti has shed light on the internal debates that led engineers working on the Q50 Eau Rouge to finally settle on an adaptation of the GT-R’s engine to power the concept sports car.

The Eau Rouge was initially unveiled at the Detroit auto show, however the company waited until February to tease the GT-R powerplant ahead of an official confirmation earlier this month in Geneva.

“We could have chosen other Infiniti engines — the 5.0- and 5.6-liter V8 engines for instance — or one from our Alliance partners,” Infiniti senior communications manager Kyle Bazemore told Autoblog.

Engineers and product-planning teams are said to have considered an even wider range of potential options, including a “high-power sports diesel” and a hybrid system with “uprated” electrical components to serve as an “electric supercharger.”

On paper the Eau Rouge engine is a bit different than that of the GT-R, with 560 horsepower and 443 lb-ft of torque — up 15 ponies and down 20 lb-ft of twist compared to the Nissan. Bazemore suggests the new engine was remapped for a large sports sedan and “to feel like an Infiniti.”

The Eau Rouge is viewed as a conceptual competitor to the BMW M3 and Mercedes-Benz C63 AMG, however Infiniti cautions that it is still just a concept.

Porsche has announced that a full resolution to the 911 GT3 defect is in its final testing stages.

“We know the reason and the problem-solving measures,” said CEO Matthias Mueller at a press conference in Stuttgart, Germany, as quoted by Bloomberg.

The company suspended deliveries approximately four weeks ago after reports of five or more fires. In one instance, a brand-new GT3 with just 60 km on the odometer ignited after the driver received an oil-pressure warning on the dash.

The 2014 GT3 diverges from its predecessor’s “Mezger” engine and instead adopts an adaptation of the mill found in the 911 Carrera S. Track-focused tuning brings the horsepower up to 475, with 324 lb-ft of torque and a 9,000 rpm redline.

Porsche has insisted that the problem is limited to a very small number of vehicles, however it recalled all 785 vehicles that had been sent to showrooms or delivered to customers.

In the recent press conference, Mueller noted that engineers are currently testing solutions and plan to announce a resolution “shortly,” however the company has yet to fully detail the exact cause of the problems.

Nissan will follow up its 2013 Friend-ME concept with a new four-door show car at the upcoming Beijing International Automotive Exhibition.

Nissan is keeping the details of its latest concept sedan a secret until the start of the Beijing show, but the Japanese automaker says that the yet-to-be-named show car was designed for the “Chinese digital lifestyle.” That marketing angle follows the same general blueprint of the Friend-ME, which was aimed at the “Post-80s” generation.

The concept sedan was designed at Nissan Design China in Beijing, where the Friend-ME was also penned.

No word on what drivetrain will power the mystery car, but some kind of hybrid system seems likely. The Friend-ME was based on an existing Nissan platform, so it’s possible that the sedan concept is also rooted in reality.

Be sure to check back on April 20 for full details on Nissan’s latest concept.