Mostly? Well, the way Subaru has designed the centre stack, similar to the Toyota Highlander/Lexus RX 330 in styling, causes
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| The Tribeca is driver-centric from a driving dynamics point of view. (Photo: Trevor Hofmann, Canadian Auto Press) |
the controls on its right-most side to face the passenger and not the driver. Therefore, while it's possible to see them without too much trouble, I found executing commands a bit awkward. I suppose I might get used to this, but I prefer a more driver-centric setup. Yet I have to admit that the Tribeca is driver-centric from a driving dynamics point of view. It handles curves surprisingly well, considering its substantial 1,885 to 1,936 kilo (4,156 - 4,268 pound) curb weight, my tester being a Limited and therefore paying the highest weight penalty. Nevertheless, it remained extremely flat to the road surface while tackling tight cloverleaves and managed transitional
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| It handles curves surprisingly well, considering its substantial 1,885 to 1,936 kilo (4,156 - 4,268 pound) curb weight. (Photo: Trevor Hofmann, Canadian Auto Press) |
response maneuvers on a nice, winding piece of mountain road with minimal body roll. This comes by sacrificing a bit in the ride comfort department, being that the Tribeca's suspension is set up a little more rigidly than the majority in this segment. For me, this is no issue, but I imagine that some others wouldn't like it. Jennifer, for one, thought it was a bit on the harsh side and complained of a fore and aft bouncing affect, ironically not unlike traditional SUVs. I could feel what she meant, but it was hardly disconcerting to me. What I noticed was an impressive feeling of solidity as it moved down the road. Yes, the Tribeca gives off the presence of a premium SUV when behind the wheel.
