2010 Subaru Legacy: A revamp to be proud of

JIM KENZIE FOR THE TORON TO STAR

The Legacy doesn’t hit the radar for most shoppers looking for a mid-size sedan, but the 2010 edition should be near the top of any new-car buyer’s list.

Jim Kenzie

SPECIAL TO THE STAR

ST. JOHN'S, NFLD.–Subaru has an image problem.

Not that it has a bad image – those who know the brand at all tend to value its four-wheel-drive cars for the all-weather traction they provide, their toughness, their success in motorsport (notably rallying) and their endearing character, bordering on quirkiness.

The problem is, not enough consumers know anything about the brand at all.

According to the company's research, a lot of people don't even know Subaru is Japanese. So the company doesn't always bask in the glow of that country's perceived automotive quality. That lack of identity may have hurt Subaru's Legacy, which has never broken through the big-volume mid-size sedan segment since its launch in 1989.

Again, Subaru's research looked for reasons, and found that those who did know and value four-wheel drive worried about excessive fuel consumption and higher initial cost – both valid concerns.

Also, on the showroom floor previous Legacys didn't prove to be as roomy or look as sporty as at least some of the other contenders.

So it is hard to argue with the conclusion the 2010 Legacy had to be larger, better looking, deliver better fuel economy and be priced more competitively.

Not that I don't want you to finish reading this review, but: check, check, check and check.

Way more car, for way less money with prices starting at $23,995 – that's three grand less than before.

The 2010 Legacy, which is in showrooms now, is as all-new as it gets these days.

The styling is claimed to be "distinctive," but "handsomely conservative" would be more accurate.

The new Legacy is offered only in sedan trim; the wagon has been dropped. A new platform increases wheelbase by 80 mm, yet overall length is up only 35 mm. The car is much taller and wider, yielding important increases in interior space.

For example, rear-seat legroom increased by 100 mm, thanks also in part to front seats whose rear faces have been scooped out.

Equally important is that the new chassis features double-wishbone rear suspension, which not only improves ride and handling but enables a much larger trunk, with a very wide pass-through in the standard split-fold rear seatback. Cargo capacity at 416 litres is among the class leaders.

Two heavily re-engineered engines follow Subaru's traditional "boxer" (horizontally opposed) configuration.

The 2.5 L four-cylinder is available in three versions. The 2.5i and PZEV variants both generate 170 horsepower; the difference is the PZEV is a Partial Zero-Emissions Vehicle, which isn't quite zero emissions, but is better for the environment than a normal car.

The 2.5i comes standard with a six-speed manual transmission; optional on the 2.5i and standard with the PZEV is a new "Lineartronic" continuously variable transmission (CVT).

The new Legacy has a 6 to 10 per cent reduction in fuel consumption, according to Transport Canada data – and that's with an automatic, compared to a manual in the previous edition.

Not only that, an AWD Legacy actually beats most of its four-cylinder front-wheel-drive competition in fuel-economy ratings as well. .

If going fast is your priority, opt for the Legacy GT. This brings a turbocharger into the picture. At 265 horses, this is sort of a slightly detuned mid-size sedan version of the compact Impreza's WRX/STi.

The 3.6 L flat-six, adapted from the Tribeca Crossover, is the range-topping choice. Better performance than the 3.0 litre it replaces, more fuel-efficient, less polluting and it runs off regular fuel.

It is fitted only with a conventional five-speed automatic with steering wheel paddle shifters.

Standard equipment includes electronic stability control, and four-wheel disc anti-lock brakes with electronic brake force distribution and (new for 2010) emergency brake assist.

Air bags all over the place, but vastly more important in the real world is the standard anti-whiplash front seat design.

Subaru also makes a big deal out of the standard electronic parking brake, as often seen now on high-end cars. I hate these things – I never really know when it is properly set.

Our first mount on our ride-and-drive test route around St. John's was a 2.5i with the Lineartronic CVT, which is expected to be the volume seller.

I'll bet most people will drive this car and never know there's anything unusual about it.

True, there are no "steps" in engine revs as the car accelerates.

But this one also has very little of the so-called "motorboating," the sense that the engine runs quickly up to whatever revs it's eventually going to sit at, and the road speed slowly catches up.

If you want to play, steering wheel paddles allow you to select from six pre-set ratios, just like a regular transmission.

The horizontally opposed four-banger engine has a distinctive exhaust note – those old enough to remember, think VW Beetle.

There was the occasional vagueness in the steering, but it worked well enough.

The turning circle, never a strong point with the wide boxer engine because it leaves less space for the front wheels to pivot, is up but only fractionally.

The ride is on the soft side – again, trying to appeal to that mainstream customer who'd probably prefer to not even know there is a road out there.

The all-new interior is handsome and well-finished. The front seats are perhaps a trifle short in cushion length. The rear seat is positively enormous. The trunk floor can be lifted up; a clever little hook latches on to the trunk sill to keep this in place while you access the hidden storage space.

Loads of equipment here too. The normal stuff includes air, cruise, power locks, mirrors and windows, a pretty good sound system. Unusual stuff at an entry-level price, like steering wheel controls for that audio system, heated front seats and a "Media Hub" with iPhone connectivity, a USB port and Bluetooth cellphone integration are standard on all but the most basic trim level.

Check a few boxes on the order form and you can get leather, a 440-watt Harmon/Kardon sound system and voice-activated sat-nav with a rear-view camera.

After lunch we hopped into a GT. This is a quick car, but not quite as frantic as a WRX or STi.

The suspension has been massaged as you would expect, with firmer springs, dampers and bars.

It not only handled better, but frankly, I thought it rode better too. Yes, you felt the bumps, but you only felt them once, and the car just got on with tackling the next one. Tauter, more connected.

We know readers love to see our opinions of new cars versus their obvious competition. But the reason the Automobile Journalists Association of Canada Car of the Year competition each fall demands that we drive competitive vehicles back-to-back, same day, same roads, is that it is impossible to make meaningful comparisons otherwise.

So, dealing only from memory (dubious at best), I'd suggest that shoppers for such as Accord, Camry, Malibu and Fusion will find the Legacy marginally more involving to drive, and probably find even a higher-quality interior finish.

Ride quality and outright performance will probably be similar across the board, unless of course you're talking winter, in which case you'll be ecstatic if you chose the Subaru.

Now that you can do so with virtually no penalty in purchase price or fuel consumption, well, it's as if they'd thrown in the full-time four-wheel drive for free.

Travel was provided to freelance writer Jim Kenzie by the automaker. jim@jimkenzie.com

Review: Outback perfect for 75% of Canadians

More videos from Wheels.ca and our partners