PRE-OWNED WHEELS
Capable and fun to drive, but Legacy, Outback had issues
2005-09 Subaru Legacy/outback
Whether you call it a Subie, Scooby, Scooby-doo or even a “Beaner” (outfitter L.L. Bean trimmed a version of the Outback), Subaru made a name for itself by obsessing over horizontally opposed engines, turbos and symmetrical all-wheel drive.
Rather than build an utterly normal mid-size car to compete with the Toyota Camry and Honda Accord, the wingnuts at Subaru insisted their fourth-generation Legacy and pumped-up Outback crossover for 2005 would remain staunchly different.
Not much longer than the outgoing models, the new Legacy/outback featured a wider track, lower centre of gravity and lighter weight, using aluminum for the hood, front bumper and liftgate to reduce mass and improve the car’s handling characteristics.
Subaru’s horizontally-opposed four-cylinder engines enjoy primary and second-order balance by design. The “boxer” architecture has other inherent advantages, including a shorter and stiffer crankshaft and space for equal-length driveshafts, hence the symmetrical boast.
Because the pancake engine lies low (remember when Subarus carried their spare tire on top of the motor?), the squat centre of gravity helps quell roll motions and improves the car’s ability to stick to the road, technically speaking.
Inside, the Legacy moved upscale with electroluminescent gauges, a dual-zone automatic climate control system, Germanic sport seats with Dockers-searing heat, a Momo-designed steering wheel and other luxury touches.
Unfortunately, what designers forgot to include was some additional space; owners have griped about the cramped accommodations both in front and back. The rattling, frameless doors were also a shortcoming.
There were three distinct engines: a 168-hp, 2.5 L flat-four powered base models, while the 2.5 GT/XT had the intercooled turbo version with 250 horses on tap. The luxury 3.0R featured a smooth 3.0 L flat-six with variable intake-valve timing and lift, also good for 250 hp.
All-wheel drive was standard and came in two forms: manual-transmission models used a viscous-coupling locking centre differential that split power 50/50 front and rear, while automatics got a planetary centre diff and a sophisticated computer-controlled continuously variable hydraulic transfer clutch.
A limited-edition Legacy “spec.b” for 2006 featured a sportier suspension, 18-inch wheels, unique trim and navigation. The 2008 Su- baru Legacy/outback received freshened styling inside and out.
ON THE ROAD
The regular 2.5 L four was no powerhouse; it propelled the big-boned Legacy and Outback to 100 km/h in about 9 seconds, and that’s with the stick. The turbo GT was a lot fleeter, taking just 5.7 seconds to get its speed up to highway velocity (add one second to both numbers if you’re partial to automatics). The Legacy delivered a refined, rather soft-sprung ride; the GT badge promising more than it delivered in terms of a grand touring experience. Enthusiasts were better off seeking the spec.b. Then there’s the fuel consumption. “As pathetically slow (as) this car is, the gas mileage is even worse. I average 18 mpg city (13 L/100 km),” posted one owner. Mileage may vary, as they say, but some are resigned to the fact they can’t wring great numbers from an overtaxed four-cylinder AWD automatic.
WHAT OWNERS SAY
Packed with unorthodox technology, the 2005 Subaru Legacy won Japan’s Car of the Year award, handily beating the Toyota Prius hybrid by a wide margin. Owners would be hard-pressed to disagree; they love the Subie’s refined and balanced drivetrain, its go-anywhere invincibility, luxury appointments and turbocharged verve.
However, the perception that the Indiana-built Legacy/outback is flawless is itself a faulty premise. We found evidence of owners paying big repair bills.
In 2005 and part of 2006, the 2.5 L turbo engine had a tiny banjo-bolt screen in the oil line. Unless owners were fastidious about oil changes, the screen would clog with sludge, starving the turbo impeller.
Some owners have replaced their turbos and entire engines postwarranty, usually after100,000 kilometres. Sometimes more than once. “My turbocharger has gone out three times in 25 months,” reads one chilling post.
Consequently, Subaru specified its severe-duty oil change interval universally. Enthusiast websites recommend turbos go no more than 5,000 kilometres between changes using synthetic oil exclusively. Monitor for oil consumption. There are other problems, too. Subie owners expressed alarm at the short life span of the clutch and clutch bearings, some requiring replacement in as little as 60,000 km. Automatic transmissions can be troublesome, too, with a few owners on their second slushbox.
Wheel bearings fail with such frequency that Subaru extended the warranty on them. The headlights can blow often, and CV joints are prone to wearing out quickly. Other maladies include short-lived oxygen sensors, head gaskets, air conditioners, catalytic converters and power-steering pumps.
Like some other made-in-america Japanese nameplates, the Legacy/outback has disappointed some loyal fans. Avoid the 2005 turbo GT/XT models. We would like to know about your ownership experience with these models: Jeep Liberty, Toyota Tundra and Mercedes-benz E-class. Email: toljagic@ca.inter.net.