First Drive: 2010 Subaru Legacy

Subarus have always been a bit peculiar. From their exclusive use of horizontally opposed "boxer" engines and standard all-wheel drive to their trail-friendly wagons and turbo compacts with gigantic hood scoops and rear wings, the vehicles from Fuji Heavy Industries roll to the beat of a different drummer. As the automaker puts it, those characteristics are what make a Subaru a Subaru. They're also what has helped make the small Japanese brand successful, especially during these current hard times. For 2009, Subaru's year-to-year sales, like all automakers,' are down, but only a scant 1.8 percent. Compare that to losses at Toyota (40.7 percent) and Honda (41.5 percent), and you can see why Subaru is feeling like the healthiest candy bar at the snack shop. With the launch of its all-new fifth-generation Legacy, Subaru is feeling even sweeter, as it finally has a flagship sedan that offers competitive performance, passenger volume, and fuel economy.

Since it's only grown 1.4 inches in length and around 50 pounds in curb weight, the 2010 Legacy doesn't look considerably bigger than its predecessor. But, thanks to a wheelbase stretched 3.2 inches, width pushed 3.6 inches, height raised 3.2 inches, and some clever packaging, including deeply scalloped front seatbacks, the 2010 boasts 9.5 cubic feet of additional passenger volume and 3.9 inches of extra rear legroom. Transporting five adults? This new Legacy is game. Further, the rear doors now offer 15 inches of additional entry/exit space; the trunk has swelled 3.3 cubic feet to 14.7; and the 60/40-split back seat folds flat.

To ensure the Legacy was noticeably solid, smooth, and quiet, engineers incorporated 39 percent more high-strength steel, a new control-arm rear suspension, and framed windows. Thus, this 2010 is the most robust, buttoned-down, and serene Legacy to date. Contributing to these welcome dynamics are standard four-wheel disc brakes, 16-inch wheels with 205/60 Bridgestone Turanzas, a quick 14.5:1 steering ratio, and front and rear tracks stretched 2.7 and 3.3 inches, respectively. Moreover, with help from front, front side, and curtain air bags, as well as dual rear-door side-impact beams, the Legacy, Subaru predicts, will earn top safety scores from both IIIHS and NHTSA.

Trim choices have expanded from seven to eight to better accommodate and attract a slice of the some 2 million annual midsize-sedan shoppers. At $20,690, the base 2.5i comes standard with a 2.5-liter 170-horse flat-4 and a viscous-coupling all-wheel-drive system mated to a six-speed manual, the same gearbox that debuted with Subaru's diesel in Europe. Naturally, standard equipment is aplenty and includes keyless entry, stability control, auto headlights, tilt/telescoping steering wheel, power windows with driver auto down, CD player with aux input, and electronic parking brake with hill holder.

Stepping up to the $21,690 2.5i Premium adds a 10-way power driver seat, 16-inch alloys (base 2.5s get steel wheels with plastic covers), driver window with auto up/down, and a leather-wrapped steering wheel. Opting for the $25,690 2.5i Limited nets four-way power passenger seat, 17-inch alloys with 215/50 Turanzas, leather, dual-zone auto climate control, and CVT. On base and Premium 2.5s, the CVT, which uses a continuously variable hydraulic clutch all-wheel-drive system, is a $1000 option. In heightening its greenness, Subaru will offer PZEV versions of the 2.5i CVT, available in all 50 states, at a premium of $300.

Unsurprisingly, given that it will account for roughly 70 percent of the sales mix, the 2.5i with the automatic best represents Subaru's development dollars. The all-new in-house "Lineartronic" CVT, which boasts a more durable chain rather than belt pulley system, is impressively smooth and responsive, and does an excellent job optimizing the 170 horses. It even delivers superior fuel economy compared to that of the manual (23/31 mpg versus 19/27) and offers shift paddles for full manual control of the 2.5's ratios. The six-speed, conversely, with its long throws and rather sloppy action, is more hampering than engaging. So unless you're a diehard manual lover who must row a shifter and work a clutch pedal, it's best to opt for the CVT.

Alas, the same cannot be said of the $28,690 2.5GT Premium and $30,690 2.5GT Limited, both of which come only with the manual and viscous-coupling AWD. It's a shame, really, because the six-speed is its Achilles heel, the weak link in an otherwise stout chain that includes a 265-horse turbo four, 18-inch alloys with 224/45 Bridgestone Potenza RE050A tires, and larger brakes. What about the STI's hand-built six-speed? Too expensive, Subaru says. Of note are the engine's larger intercooler, new exhaust, and relocation of the turbo below the engine, all of which contribute to less turbo lag and more power. Despite the industrial-feeling gearbox, the GT should hit 60 in around 5.5 seconds. Fuel economy, at 18/25, is respectable but premium gas is required.

News for the six-cylinder Legacy is bigger, as in literally. Gone is the old 245-horsepower 3.0-liter flat-6; in is the 256-horse 3.6 from the Tribeca. As with horsepower and displacement, torque, too, gets a boost, jumping from 215 to 247 pound-feet. Better yet, fuel economy, with the five-speed auto and planetary gear-type variable torque distribution (VTD) AWD, has improved from 17/24 to 18/25 and regular fuel, rather than premium, is all that's needed. Speaking of all that's needed, the 2.5i CVT seems to fit that bill more so than the 3.6, which is adequately quick but not speedy enough to warrant the price premium or mileage penalty.

Whereas the previous flat-6 Legacy came as the $27,290 3.0R and the $30,590 3.0R Limited, the 2010 comes in three trims, with the $26,990 3.6R Premium splitting the difference between the $25,690 3.6R and the $28,690 3.6R Limited. As you can see, there's newfound value with the 3.6, which costs $1600-$1900 less than comparable 2009s. Similar to the four-cylinders' Premium and Limited trims, the six-cylinders' come standard or available with harmon-kardon audio, Bluetooth with streaming audio capability, navigation, leather, and power moonroof.

Subaru sees the Mazda6 and VW Passat as the Legacy's main competitive set, with sales behemoths Accord and Camry on the periphery. No matter which midsize sedan it's challenging, the Legacy now delivers the interior room, refinement, and fuel economy to contend with the segment's mainstream leaders. Of course, the Legacy's standard Subaru-ness -- all-wheel drive and boxer engines -- continue to give it that quirky edge. Who says going mainstream has to be boring?