By Megan Benoit
May 31, 2007 -
Let’s face it: Subaru isn’t known for building physically attractive automobiles. Their products are the automotive equivalent of the “butter face” girl: everything is great “but her” face. Fortunately, the new Legacy GT (LGT) avoids the brand’s heavy-handed airplane-inspired refreshes, or the new Tribeca’s po-faced Pacifica pandering. The Legacy GT’s not-so-B9 makeover puts the model in prime position for the legions of more mature automotive enthusiasts desperately seeking Subie.
With redesigned headlights and taillights and a larger, chrome-ified grille opening, the LGT looks like an edgier, more aggressive Camry (before Toyota beat it with an ugly stick). The LGT’s hood scoop is a restrained version of the STi’s gi-nomous nasal passage. The equally undemonstrative aerodynamic addendum doesn’t invite Civic-driving young’uns to a stoplight race.
More signs you’re in a Subie designed for grownups: the LGT’s portals close with a Germanic whumph. Subaru’s also replaced the nasty ass plastic blighting their rally replicars and off-roaders with soft touch polymers, though the quality has dropped slightly since the ‘05 update. The LGT’s eminently grippable, leather-wrapped steering wheel and moderately bolstered leather seats are a cut above the WRX’. In short, while the LGT’s cabin won’t keep Audi’s haptic hit squad up at night, Volvo knows who’s eating their lunch.
To help justify sticker escalation, Subie’s added a standard telescoping wheel, front/rear climate control and [optional] memory seats and navigation. More basically, the LGT’s astonishingly large front cupholders can accommodate your Big Gulp, sunglasses, cell phone and iPod with room to spare. The door’s equally outsized grab handles add a wikkid— and useful— touch.
The LGT’s 2.5-liter four-cylinder engine is a detuned (smaller turbo) version of the STi’s bonkers powerplant. Subaru attempted to remediate the sluggish nature of their five-speed automatic by providing the “Subaru Intelligent Drive” system, or rather, the “Slow, Interfering Drive” system. The frugal-friendly “Intelligent” setting generates a flatter torque curve. “Sport” and “Sharp” dial it up a notch, providing access to all 243 horses and more acceptable go-pedal response.
If you really want to see ‘er fly, stick to the manual. Even on Sport Sharp, the automatic is over a second slower to sixty from rest. Even shiny new paddle-shifters and rev-matched downshifting can’t fix the harsh reality of a sluggish slushbox. Subaru needs to take a cue from VW, call up Borg Warner and bless the LGT with a DSG paddle shift gearbox or similar.
Symmetrical all-wheel drive provides all-areas access to the four-door’s thrust, helping it to rapidly outpace similarly-powered FWD cars (I’m looking at you Mazdaspeed3). The LGT’s accelerative head rush and throaty exhaust growl are addictive enough to render turbo lag forgivable, if not forgettable.
Fast? During a trip through the mountains, only another LGT (with local knowledge) could show us a clean set of tailpipes. Fun? See: previous sentence. If the previous LGT stuck to the road like a sucker fish to a stone, the new model adds a dab of super glue. For ’08, Subaru fitted A-pillar braces and stiffer bushings. The more rigid body and tighter suspension endow the LGT with almost STi-quality handling– though the LGT’s long body occasionally gives corner carvers the unsettling feeling that the rear end is about to beat them to the finish line.
While there’s enough body roll at speed to encourage queasy passengers to check the rear seat pockets for a barf bag, daily driving is a doddle, with excellent composure over moderate lumps and bumps. The LGT’s steering is light and responsive, providing excellent road feel. The previously mushy brake pedal provides ample stopping power, but you won’t want to.
Speaking of Volvo, safety is now one of Subaru’s main selling points. While you can’t fault the LGT’s official crash test ratings (five stars all round), electronic alphabet soup (ABS, EBD, VDC, TCS, TPMS, plus LSD in the spec.B), passenger safety cell or full complement of airbags (side curtains for all), there’s a big old chink in the LGT’s armor: tires.
The LGT’s all-season Potenza RE92’s give pistonheads all the dry pavement death grip they’ll ever need. On snow pack or ice, it’s an entirely different story– without a guaranteed happy ending. This website has said it many times: even the world’s best four-wheel drive system– and Subie’s certainly qualifies for that honor– is no substitute for proper winter footwear. Full stop. Or not, as the case may be.
When the fourth-generation LGT was released, it was America’s best-value sub-$50k sporting sedan– especially when you considered its all-wheel drive. The LGT’s punch also made it a suitable STi alternative for penny pinching hoons. With laudable entries like the Mazdaspeed6 undercutting the LGT’s steadily-increasing price ($33k as tested), buyers may wonder if the LGT is worth the price of admission. It is. From the driver’s seat at least, the LGT is a genuine stunner.
Subscribe to Newsletter
More Reviews122 Responses to “ Subaru Legacy GT Limited Review ”
Pages: [1] 2 3 4 5 6 7 8 9 10 11 … 13 » Show All Reverse Order
Pages: [1] 2 3 4 5 6 7 8 9 10 11 … 13 » Show All Reverse Order
Leave a Reply 
Back to Top
You must be logged in to post a comment.
Digg
del.icio.us
Blinklist
Furl
Netscape
Google
NewsVine
Reddit
StumbleUpon
Technorati
YahooMyWeb
Windows Live
POWERED
May 31st, 2007 at 7:21 am
Note the article photos appear to be of ‘07 models. Here are a few pics of the ‘08. I forgive TTAC for using older photos, as the refresh is admittedly quite subtle.
May 31st, 2007 at 7:30 am
My bad.
Something's come up. I'll make the switch ASAP.
Thanks for your patience.
May 31st, 2007 at 7:49 am
Excellent review, hit all of the important points and didn’t get hung up on the composition of the plastics used to fabricate the dashboard.
Would love to read your review of a BMW, Porsche, Corvette, Lincoln, Cadillac and Mercedes.
May 31st, 2007 at 7:50 am
At that price point it is knocking on the door of the discountable G35X, also with AWD but with a standard RWD bias.
Although the X is available only with auto transmission, somehow the LGT does not have the panache in the minds of the customer.
More- at that price point the LGT is knocking on the door of the STI.
Bottom line, can it sustain a 33k price, or will it be heavily discounted?
May 31st, 2007 at 7:53 am
The engines in earlier LGTs with the automatic lulled and surged south of 3,000 rpm. (Well, maybe the engine did the same with the manual, but with the manual the engine spent very little time south of 3,000 rpm.)
Have they fixed this issue for 2008? Or is part-throttle acceleration at low rpm still lumpy?
Aside from that issue, I’ve always been a big fan of the LGT, especially the no longer with us stick-shift wagon. (The stick left after 2005, the wagon is gone altogether for 2008.)
I’ve been seeing low repair rates for these in my site’s reliability research. For pricing, fuel economy, and reliability info on this car:
http://www.truedelta.com/models/Legacy.php
May 31st, 2007 at 7:58 am
Reviews of the Aerio and Enclave have prompted concern over the long term viability of the Suzuki and Buick as surviving brands, and I think the same can be said of Subaru.
They have many models, and few sales, meaning that their platforms fail to earn the economies of scale that players like Toyota, GM and Honda do. This economic hardship is not sustainable.
GM dumped Subaru because they refused to give up on their beloved boxer engine, meaning Subaru couldn’t share platforms with the rest of the company.
I know there are a lot of Subaru fans who love the boxer, but if Subaru wants to survive, it needs to figure out that Legacy means AWD Camry and WRX means AWD turbo Corolla. Sorry.
May 31st, 2007 at 8:22 am
# SherbornSean:
“I know there are a lot of Subaru fans who love the boxer, but if Subaru wants to survive, it needs to figure out that Legacy means AWD Camry and WRX means AWD turbo Corolla. Sorry.”
I’m gonna pretend you didn’t say that.
May 31st, 2007 at 8:23 am
I love my ‘05 manual, it was the perfect option for me as I got it just before I got married, as the wife would not have appreciated an STi. The LGT gives me nearly all the performance that I can reasonably use in a much more attractive package. Now I just have to shake the urge to mod it…
May 31st, 2007 at 8:25 am
“GM dumped Subaru because they refused to give up on their beloved boxer engine, meaning Subaru couldn’t share platforms with the rest of the company.”
This is exactly why Subaru is a great company. I hope consumers don’t force them to dumb down.
May 31st, 2007 at 8:47 am
I feel like one of the lucky ones. My wife and I have a 2005 Legacy GT Ltd, black with beige interior, manual (five speed) WAGON! In ‘06 I know Subie canned the color/interior color combo and I believe that’s the year the five speed went the way of the dodo bird.
Early on we had plenty of “build quality” issues and a few engineering issues. Most of those seemed to have been taken care of. Unfortunately some of them you put up with because regardless of warranty you get tired of taking the car in. My biggest complaint is the durability of some of the materials - exterior sheetmetal, paint, interior pieces and parts (but my wife is brutal on some stuff with her nails).
Outside of that the car is an absolute blast to drive and looks great. There is nothing quite like taking the onramp at crazy speeds and feeling the awd pull you through and stick like no rear-wheel or front-wheel drive car could EVER do.
Yes, a bit pricey in my opinion but worth the individuality and performance.