Since the launch of the road-rocket
Subaru Impreza WRX in 2002, car enthusiasts have justifiably ignored Subaru's senior Legacy line-up.
Sure, there was last year's Legacy GT model, with its upgraded suspension and sporty trim bits, but the overall handling and banal styling kept the previous generation Legacy off of many an enthusiast's wish list. In terms of making the Legacy a car worth considering if one loves to drive, (and with the added challenge of rising above the ubiquitous
Accord-
Camry-
Altima triplets) Subaru has targeted primarily two of the last generation's main weaknesses: unrefined ride and handling characteristics, and the last Legacy's downmarket driver's environment.
Even this lowest-rung-on-the-ladder Legacy 2.5i sedan (base priced at $27,995) has been tasked to compete against the ride and handling attributes found in other four-cylinder, entry-level sport sedans such as the
Acura TSX ($34,800), Audi A4 1.8T ($34,285), Mazda6 GT I-4 ($28,195) and Volkswagen's Passat GLS ($29,550).
As a starting point, and similar to BMW's approach with its new 5 Series, Subaru has attempted to make the 2005 Legacy more nimble by increasing the use of aluminum and high strength steel - specifically at the front of the car. To the point where a base Legacy sedan is now lighter than an Impreza WRX STi by 34 kilograms, gaining structural rigidity to boot.
The already low-centre of gravity inherent to the flat cylinder configuration of Subaru's boxer engines has been additionally enhanced by mounting the engine even lower, and further towards the centre of the chassis to reduce polar inertia when the car is turning. The track has also been widened 2.54 centimetres front and back. The aforementioned lightened front end, combined with an increase in the front wheel's castor angle to 6 millimetres from 3, means initial turn-in is much livelier than a Passat's, but not quite up to
Mazda6 standards.
The increased body rigidity obviously supports the new chassis's overall goals, as the Legacy is now a more willing dance partner when out for a spirited drive. The car is more balanced when approaching its not-so-modest grip threshold. Initial understeer can be shooed away if one has the patience to stay on the throttle through a curve. Don't get too excited, though. The Legacy 2.5i sedan has not tuned into an Audi A4-killer. In fact, the Mazda6 is still the fun-to-drive champ in this price class. However, it is an engaging leap forward compared to last year's base Legacy.
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Subaru employs various all-wheel-drive systems throughout the 2005 Legacy lineup - choice is determined by drivetrain selection - all marketed as "Symmetrical All-Wheel-Drive". Technically, my test car, with its base 2.5-litre engine combined with an automatic transmission, came with Active All-Wheel-Drive, an electronic all-wheel-drive system that checks wheel speed variances and the throttle position to forecast wheel slippage before you end up eating culvert dust. If dry roads are on the menu, the system doles out 90 per cent of the engine's grunt to the front wheels. Shift-for-yourself cars get a simpler mechanical system with a viscous-coupling centre differential that maintains a 50/50 split of power, assigning power only when slippage occurs.
My Legacy 2.5i sedan test car came with 16-inch alloys wrapped in 205/55 Bridgestone Potenza RE92 all-seasons. Ho, hum. Want more rubber and you will need to pimp for the new 2005 Legacy 2.5 GT sedan ($36,495) with its 17-inch wheel and performance tire combo, or simply give the Tire Rack a call.
