2013 Subaru Legacy: A heated challenge at -28 C
The Legacy sedan is different this year. What, you hadn’t noticed? Granted, the modifications are not exactly spectacular, but that’s because this sedan was entirely revamped in 2010. At any rate, flashy changes are not the Subaru way. Instead, this brand prefers to tweak the details that you notice in your day-to-day use.
In other words, they’ve made sure that this model – now in its fourth year – goes unnoticed in a ferociously competitive segment where change has been the name of the game for several years. Consider the fact that the big players – the Ford Fusion, Honda Accord and Nissan Altima – were all fully redesigned for 2013. Not to mention that the Hyundai Sonata, Kia Optima and Toyota Camry are just in their second year.
Suffice it to say that overwhelming success is something of a long shot for the talented-yet-discreet Legacy. Sales have plummeted in Canada since its launch three years ago.
Touch-ups across the board
Subaru has nonetheless given the Legacy a facelift for 2013. Sure, the changes are subtle: a new grille, bumper and headlight/taillight clusters, in addition to new 17-inch alloy wheels. They’ve also added new red, blue and gray paint options.
The same approach was taken on the inside, where you’ll find a redesigned instrument cluster, bold steering wheel and shifter, updated wood-grain accents, improved navigation system, satellite radio and a rear back-up camera. There’s also a combination of security systems collectively called EyeSight – but it’s only available on the 3.6R trim and for a cost of $1,500. Still, that’s not so expensive, considering that it includes automatic cruise control and six other systems, all reliant on cameras mounted on the center rearview mirror.
As is usually the case at Subaru, the changes made to the Legacy were not purely cosmetic. Its engineers reinforced its structure and tinkered with the suspension settings to reduce roll on corners by up to 40%. The 2.5 models have also had their 2.5L flat-four engine improved; it now produces 173 horsepower and 174 lbs.-ft. of torque at lower revs, on a wider curve.
The Legacy’s city/highway fuel consumption rates are 8.4L and 6.0L/100 km when equipped with Subaru’s next generation CVT. The first generation CVT was already one of the best available, but the new version is lighter, quieter and more compact and efficient. Plus, it includes wheel-mounted paddle shifters that connect to the engine brake. When it comes to fuel efficiency, the Legacy 2.5 is right up there with the best FWD vehicles and way ahead of its rivals with 4WD, including the Dodge Charger SXT, Ford Fusion, Ford Taurus and Suzuki Kizashi.
Off to Mécaglisse
Since it seemed unlikely that the Legacy would steal the spotlight at the Montreal International Auto Show (despite the previously described updates), we were invited to take this vehicle for a test drive, instead. But not on the smooth, sunny roads of California. We tried it in Quebec’s Laurentian Mountains and on the track at the Mécaglisse Complex: familiar territory for vehicles made for the challenges of winter weather.
We started the day by taking a Legacy 25i from the Estérel Hotel to the Mécaglisse Complex in Arctic cold temperatures – -28°C to be exact. The ride was firm, sometimes even hard, on the secondary roads covered in ice and packed snow. In fact, the surface was so hard and rough that we couldn’t really assess the modified suspension. That will have to wait for another occasion.
At Mécaglisse, we compared the Legacy to two of its top rivals: the new Honda Accord LX and the Toyota Camry LE. Our hosts had not invited the other great sedans that are the Hyundai Sonata, Kia Optima or the new Ford Fusion SE AWD. With 237 horsepower coming from its turbo engine and a starting price of $28,799, the latter could very well challenge the Legacy’s price/performance ratio, though it would not be able to match its fuel efficiency.
Hand-picked tests
The test exercises were carefully chosen to show off the house product’s capabilities, as is always the case when an automaker plays host. The various Legacy trims therefore demonstrated impeccable skill and dexterity in the first exercise, which involved a classic slalom with rectilinear lines and very tight lane changes. Reaching 60 km/h was easy in the unflinching Subarus. In the Camry, however, you had to carefully modulate the accelerator, as this vehicle seemed to lose its footing easily during the two exercises.
Taking on a series of curves, I noticed how differently the Legacy 3.6R responded. It offers 83 additional horses, is 69 kg heavier, and is equipped with a five-speed automatic transmission and an AWD system that distributes torque to the front and rear by 45% and 55% respectively. Meanwhile, the 2.5i is equipped with the optional CVT using a multiple-disc clutch limited-slip differential whose static distribution is 60/40%.
Plus, there’s the fact that the 3.6R has smaller, wider tires. Thus, it is more prone to oversteering and you can really feel its extra weight and inertia. Yet, it’s fun to drive, with the pleasant rumbling of its six-cylinder engine. In contrast, the 2.5i is stable and agile, more reassuring and at least as efficient.
Variable geometry and its results
The Legacy left the Accord sedan stuck in its tracks on an inclined acceleration test. Yes, it was literally stuck there. The test involved a cold start on what was actually a fairly minor inclination, but with or without its anti-skid activated, the poor Accord couldn’t even budge a centimeter. You had to be extremely gentle with it – and patiently try it a second and third time – in order to get it to finally move. Not very practical.
The Legacy’s wheels did slip a bit at first, but at least the vehicle jumped into motion right away. A hands-down victory for its all-wheel drive. Note that all the vehicles were outfitted with Bridgestone Blizzak WS70 winter tires, though these were of varying sizes and widths. The narrowest were the 185/60 on the Legacy 2.5i, and the widest were the 225/50 on its more athletic sister. The Accord’s were somewhere in the middle at 205 mm.
The Legacy also proved its superiority on the circular ice track. Since the torque is transmitted to the rear wheels, we were able to do a full lap in oversteer. To achieve this, however, we had to anticipate major variations in traction from one section to another. Although the Accord could not match the any of the Subarus in terms of pure dexterity, the Honda sedan nonetheless demonstrated excellent balance, and progressive and predictable reactions on this surface, where grip was essentially nil.
The Subaru vehicles finished the day on a high note by showcasing their skill on a rectangular track and by completing a few laps on a circuit rife with corners. Again, the Honda Accord scored points for its tremendous balance, a quality that is just as important as traction in winter conditions.
Trying one car after another, I was reminded of what I don’t like about all the current Legacy vehicles: the presentation and ergonomics of the console and center portion of the dashboard. These shortcomings are still present, despite this year’s improvements to the layout and the litany of new features such as Bluetooth connectivity, a plug for your digital devices, a USB port, a new navigation system and a back-up camera (depending on which options you choose).
Once again, there are too many buttons for the climate control, including two tiny buttons to adjust the fan. Then there’s the old-school mock-aluminum finish… These weaknesses are all the more noticeable when you compare it to the general ergonomics and presentation of the two rivals present at the test. Especially the Honda. Fortunately, the driving position and main controls are very decent in the Legacy, as always.
Exclusive assessment
Once these exercises were complete, we headed to the highway to consolidate our findings. I drove back to the Estérel Hotel in a Legacy 3.6R Limited, while my colleagues were taken back to the airport (or elsewhere) in limousines. I wanted to test the EyeSight system, as it is a contender for AJAC’s “Best New Technology” award, which I’ll have to vote on pretty soon.
This system works very well, but it wasn’t until this drive on such a narrow, icy road rife with tight, blind corners – each of which are different from each other – that I realized how confident I felt at the wheel of the 3.6R. The front tires slide gently as you head into corners, and the Legacy starts to pivot right away, without hesitation or jarring. I eased back onto the accelerator, the engine growled a little louder and the 3.6R was already looking for the next corner.
None of this was for show; rather it was a matter of efficiency. I simultaneously savoured the subtle pleasure of gliding down the road, in comfort and with a more than reasonable sense of security, despite unpredictable ice conditions. Whether you can find something more appropriate for this country, at this price, is something that remains to be seen.
