Somerset Subaru

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Driving Impressions

We drove the all versions of the 2010 Legacy, including all three engines.

We tested both transmissions in the base Legacy 2.5i, which we chose as our test model because that's the biggest seller. We like the Legacy 2.5i with the optional Continuously Variable Transmission. Called a CVT, this transmission works automatically, with nothing to do but put it in Drive and go. It makes driving effortless and gets 4 more miles per gallon than the six-speed manual gearbox. The CVT model comes with paddle shifters on the steering wheel allowing the driver to shift into different ratios. Called Lineartronic, and driven by a chain (actually more of a metal belt) for durability, this compact CVT is Subaru's first CVT in recent years, but the company was an early leader in the technology, making CVTs some 20 years ago.

All three models have Subaru's Symmetrical All-Wheel Drive, but they are different systems. The manual transmission uses continuous awd with a viscous-coupling locking center differential to distribute power 50-50 at all times; the 2.5i with CVT uses Active Torque Split awd that electronically varies the front-rear distribution; and the 3.6R model uses Variable Torque Distribution which sends more power to the rear wheels but adjusts to the front when it senses the need.

The 2.5-liter four-cylinder engine has been revised with new pistons and ports, and a new cooling system. This boxer-4 produces 170 horsepower and 170 pound-feet of torque, which is about the same as before, but the torque peaks a bit lower at 4000 rpm. We challenged the engine and CVT during a day of driving in the Pacific Northwest, and only hot-rodders will need more acceleration than this 30-mpg sophisticated $21,000 midsize car offers.

The 2.5GT comes with a new six-speed manual gearbox. The 265-hp turbocharged engine gains 20 horsepower over the '09 model, but more importantly, because of a new larger turbocharger with a better location, lower and nearer to the exhaust, the 258 pound-feet of torque is all available from 2000 to 5000 rpm. And there's no lag. The new 2.5GT cuts 1.6 seconds off the previous 0 to 60 acceleration time, now at 5.9 seconds.

The new chassis features a front subframe with a cradle that lowers the engine even more. Subarus already handle well because of the inherent excellent weight distribution offered by the front-mounted boxer engine, and now that handling and responsiveness gets even better. With standard all-wheel drive, there isn't a better design for stability on the road, among sedans.

The suspension is all new, if not revolutionary: MacPherson struts in front with double wishbones in rear, and larger anti-roll bars than before. The wider track is part of the package for more stability, 2.7 inches wider in front and 3.3 inches in rear. That's a lot.

The steering ratio has been quickened on the 2010 Legacy to 14.5:1 on all models, and this is a positive change that you can definitely feel. We did our best on some back roads on a Puget Sound island, and the quickness put a smile on our face, even with the modest 2.5i.

There's also a redesigned brake booster that results in an improvement in response, which Subaru says is 20 percent. The brakes feel good and inspire confidence.

The 3.6R gets an engine displacement increased by 20 percent over the previous 3.0R. Its power and smoothness make it feel like a much more expensive car. The base 3.6R with cloth interior is only $25,000, and for another $3000 you get lovely perforated leather, the nine-speaker harman-kardon sound system, and a couple other luxury things. The 3.6R offers the same 265 horsepower as the hot-rod 2.5GT, delivered more smoothly with a sweet 5-speed automatic transmission, while getting 18 to 25 mpg on regular fuel. Don't forget it's all-wheel drive. Although maybe one reason it feels so right is because the Variable Torque Distribution leans toward rear-wheel drive. Quite a sedan, for less than 30 grand.

There doesn't appear to be an area of performance that Subaru has missed improving. More responsive power, better transmissions, redesigned suspension, wider track, more rigid chassis, quicker steering ratio, more responsive brakes. Kudos, we say.

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