2010 Subaru Legacy

2010 Subaru Legacy

Episode 2903
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Subaru’s all-wheel drive cars and utilities have always seemed a little out of the mainstream. But that’s changing with the newest Forester and WRX powering positive sales growth while rivals continue to battle recession. Well, now comes the most mainstream car Subaru has ever made, the new Legacy. Celebrating 20 years in America, the Legacy is all grown up. So let’s see if it’s ready to be a real player.

Subaru is very realistic about the all-new 2010 Legacy mid-size sedan. Rather than challenge stalwarts Camry and Accord in volume, they want to provide their very passionate owners-and hopefully a few of their neighbors-a four-door that keeps them in the family without compromising interior room or performance. 

The 108.3-inch wheelbase is up 3.2 inches. With larger body dimensions in all directions, it now takes up nearly the same pavement as its rivals. But Subaru designers have always excelled in packaging, and the interior is actually larger than the Camry. Indeed, Legacy’s rear leg room grows a full four inches over last year. And it’s not just bigger inside, it’s decidedly more upscale. The wider use of dissimilar shapes and metallic finishes adds distinction, as does a standard electronic parking brake with hill-holder-a segment first. And, as a sign of the times, the easy to scan instrument cluster includes a gauge for monitoring fuel economy.

Seats are nicely contoured, and easily the most comfortable in any Subaru yet. Our test 2.5GT had leather trim, 10-way power adjusters for the driver, as well as seat heat. A tilt/telescoping steering wheel is now standard. The spacious rear seat has a center armrest with cup holders.  It also splits 60/40 and folds to expand the 14.7-cubic foot trunk, again one of the largest in its class.

At first glance, the Legacy’s new exterior shape seems pretty generic, and maybe that’s the right comfort zone to attract Camry and Accord buyers. But then you notice the exaggerated wheel arches and side sill extensions; the oversized winged grille and “hawk-eye” headlights. So clearly you do know what car this is. Exclusive to our turbocharged 2.5GT is a functional hood scoop, and 18-inch alloys with performance rubber which really gave our Legacy a bit of a poser stance.

Like all Subarus, boxer engines reside under the hood. Standard is a revised 2.5-liter four-cylinder outputting 170 horsepower and 170 pound-feet of torque.  It pairs to either a six-speed manual or Subaru’s first CVT automatic since the tiny Justy back in the 80s.

Our sportiest 2.5GT’s turbo-intercooled H4, similar to the one used in the WRX, rates 265 horsepower and 258 pound-feet of torque. A six-speed manual is the only transmission. Here’s something odd, a manual gear indicator in the multi-function display. The 3.6R model adds the Tribeca’s 3.6-liter H6. It sends 256 horses and 247 pound-feet through a 5-speed automatic. With standard all-wheel drive traction, and despite its 3,440 pounds, we recorded a quick zero to 60 of 5.9 seconds, and quarter mile in 14.2 seconds at 104 miles per hour. Turbo lag is minimal, with a strong mid-range. Shifts, however, felt rigid, and the clutch vague.

With an all-new platform comes an all-new rear double-wishbone suspension, replacing the former multi-link.  Newly standard is electronic stability and traction control. Our Legacy 2.5GT also surprised us in handling with quick and precise turn-ins. Steering has plenty of feedback. Even lesser trims exhibited more handling prowess than Camry, with the Accord the closer rival here.

But none of its able track performance gets in the way of everyday driving comfort. All trims delivered a pleasant and smooth ride. But it could be quieter. Government Fuel Economy ratings for our Legacy 2.5GT are 18 city/25 highway on Premium Gas.  All non-turbo models use Regular.  We achieved 24.3 miles per gallon in real-world driving. The Energy Impact Score is 16.3 barrels of oil consumed per year, and its Carbon Footprint measures a moderate 8.7 annual tons of CO2.

Pricewise, the 2010 Legacy begins at $20,660 for the base 2.5i.  The 3.6R starts at $25,660. Our 2.5GT carries a base sticker of $28,660. The 2010 Subaru Legacy is now definitely a mainstream mid-size sedan. But gains in packaging and performance did not compromise the brand’s unique, owner-friendly character. For anyone shopping for a satisfying family four-door, the Legacy should be on their short list. It just might make you fall in love with Subaru, too.

 

Specifications

  • Engine: 2.5gt Turbo-intercooled H4
  • Horsepower: 265
  • Torque: 258 Lb Feet
  • 0-60 MPH: 5.9 Seconds
  • 1/4 Mile: 14.2 Seconds @ 104 MPH
  • EPA: 18 MPG City/ 25 MPG Highway
  • Mixed Loop: 24.3 MPG
  • Energy Impact: 16.3 Barrels Oil/Yr
  • CO2 Emissions: 8.7 Tons/Yr

Long Term Updates

Mileage: 1,500

No sooner did the Subaru Legacy find a spot on our lot, than we hit the interstates for a winter test session in Georgia. That roundtrip accounted for most of the Subaru’s 1,500 miles during its first month with us.

And, early seat-of-the-pants reports are good. The new Legacy’s larger interior is very livable, with the most comfortable seats Subaru has ever made.

You can fit a Legacy with the Tribeca’s six-cylinder, or a turbo-four. But, we opted for the standard 170-horsepower 2.5-liter flat-four, and so far have no complaints. Power is not overwhelming, but the CVT automatic manages it well.

And, we’re hopeful on fuel economy. So far our average is only 23 miles per gallon of regular. But, more than once the trip computer showed over thirty during cruise.

Plus, with Mid-Atlantic snowstorms now a weekly occurrence, the Legacy’s standard all-wheel drive is making it even more popular.

Mileage: 5,200

A snowy Mid-Atlantic winter is prompting lots of folks to consider all-wheel drive for their next car. Since the Subaru Legacy wrote the book on affordable family sedans with maximum traction, you can imagine our delight at having one on our lot.

We’ve managed about 5,200 miles in our Legacy Limited in just two months. We’re impressed with its slick road traction and the seamlessness of Subaru’s latest Symmetrical All-Wheel Drive system.

We opted for the standard 170-horsepower 2.5-liter 4-cylinder with CVT automatic. It has enough power for daily use, and it’s pretty efficient for a mid-sizer – 23.9 miles per gallon. Highway cruising breaks 30 with ease.

Mileage: 9,000

Its all-weather security, combined with the largest, most comfortable cabin of any Subaru sedan yet, really makes the Legacy appealing.

And we can say this with confidence after driving over 9,000 miles in only four months.

A big reason we selected a 2.5i was to take advantage of its four-cylinder fuel economy. We have not been disappointed: so far, 26.7 miles per gallon of regular. And the 170-horse flat-4 still provides good sprinting power.

Our Legacy Limited’s airy, well-appointed mid-size cabin is trimmed in a durable leather. Front seats are heated, but we miss position memory. We’re also not fond of the electronic parking brake, even if it is a class first. We’ll take a hand brake any day.

Still, the all-wheel drive Subaru Legacy is building a positive history with us.

Mileage: 11,200

Subaru sales are outpacing most other brands and this car is one reason why. Combined with the also new Outback wagon, this Midwest-made twofer will likely make it a record year for Subaru in America.

Its standard all-weather all-wheel drive security, roomy mid-size interior, and upscale styling have made the Legacy a legitimate option for Camry and Accord buyers, at least in more snow-prone states.

Our Legacy is also living up to Subaru’s durability heritage, with no faults after five months and 11,200 miles.

While some buyers may be tempted to go for the Legacy 3.6R flat six, we recommend the 2.5i four-cylinder with the CVT automatic. It’s smooth, plenty energetic, and delivers a respectable 26.7 miles per gallon of regular.

We do think our 2010 Limited scrimps on standards like no seat position memory and satellite radio. But, at least the radio feature is included for 2011.

Mileage: 13,700

We are often asked about this 2010 Subaru Legacy sedan, and given its robust sales, a lot of the curious must be buying this affordable all-wheel drive family car.

While a 6-cylinder is available, we opted for the 2.5 I-4 with CVT automatic. For passing, it sounds like it’s working pretty hard. But we’re not disappointed with fuel economy. On regular gas, we’re averaging a fine 26.3 miles per gallon at eight months and 13,700 miles.

We’ve had no mechanical faults, and our crew thinks long distance seating comfort is great. Only operating our car’s Bluetooth system seems to give them a problem.

More and more buyers are high on Subaru and the Legacy is a main reason why.

Mileage: 17,000

The Subaru Legacy Sedan, and companion Outback Sport Utility Wagon, were hits from the moment they hit the showrooms a year ago. Indeed, Subaru keeps raising their production at its Indiana assembly plant.

We’re very fond of this affordable, all-wheel drive sedan. We find its cabin roomy, climate and stereo systems first rate, and seat comfort is the best from Subaru yet. However, interior materials do seem to be wearing quickly.

We have also heard that some owners are enduring steering wheel shake above 60 miles per hour. There’s even Technical Service Bulletins on the problem. But, so far we’ve felt no sign of it in some 10 months and nearly 17,000 miles.

We’re pleased with the overall performance of our car’s 2.5 I-4 with CVT automatic. Passing power is acceptable, and fuel economy is quite good, rising to 26.6 miles per gallon of regular.

The Subaru Legacy, a great four-season alternative to the typical mid-size family sedan.

Mileage: 18,639

Wouldn’t you know it? All that holiday snow on the East Coast and hardly a flake for our all-wheel drive Subaru Legacy to play in before ending its stay with us. Too bad.

When snows do come, we’ll miss it, along with the Legacy’s roomy and nicely finished interior. The front seats are the best from Subaru yet, even if our Limited’s leather upholstery is wearing a bit fast. The premium stereo has great sound, while the navigation system could be easier to use.

We’ll also miss the fine gas mileage. For a mid-size sedan to deliver 26.5 miles per gallon of regular over a year’s time is pretty impressive. Especially since most of our 18,639 miles were for commuting.

But even on interstates, the standard 2.5-liter flat-4 engine managed well. The shiftless CVT automatic is one of the best of its type. Things do get a little noisy when passing, but not disturbingly so.

With zero problems to report, the workers at Subaru’s Indiana assembly plant should be proud of their Legacy. In affordable all-wheel drive family sedans, it’s our number one choice.

2024 Porsche Cayenne Turbo GT 1

2024 Porsche Cayenne Turbo GT

It’s An SUV On A Track, Deal With It

Episode 4325
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When we started testing cars 43-years ago, hot rod SUVs like this Porsche Cayenne Turbo GT were not on our radar. Back in those days, utility vehicles were trucks and Porsches were cars. But times have changed, and the only place to make sense of it all is at a racetrack, so hop in and join us for some high-performance haulin’.

Now, most would say the high-performance SUV is a relatively new phenomenon, but we’ve been testing them for over 30-years now, going back to the GMC Typhoon. If you don’t remember that one, we’d suggest Googling it, purely for the nostalgia of it, as this 2024 Porsche Cayenne Turbo GT is on a totally different level.

This SUV is an SUV in shape only, as a lot of its hardware as well as the driving experience are much more akin to a pure sports car… ah la the 911.

Starting with the Coupe version of Porsche’s largest SUV, which benefits from a mid-cycle styling refresh for ’24, the Turbo GT adds a carbon-fiber roof, big wing with side planes, rear diffuser, and a sport exhaust system with titanium tailpipes.

2024 Porsche Cayenne Turbo GT Dead Front
2024 Porsche Cayenne Turbo GT 1/4 Front
2024 Porsche Cayenne Turbo GT Profile
2024 Porsche Cayenne Turbo GT 3/4 Rear
2024 Porsche Cayenne Turbo GT Dead Rear
2024 Porsche Cayenne Turbo GT Exhaust
2024 Porsche Cayenne Turbo GT Carbon Fiber Roof
2024 Porsche Cayenne Turbo GT Engine
2024 Porsche Cayenne Turbo GT Badge
2024 Porsche Cayenne Turbo GT Badge 2
2024 Porsche Cayenne Turbo GT Dead Front2024 Porsche Cayenne Turbo GT 1/4 Front2024 Porsche Cayenne Turbo GT Profile2024 Porsche Cayenne Turbo GT 3/4 Rear2024 Porsche Cayenne Turbo GT Dead Rear2024 Porsche Cayenne Turbo GT Exhaust2024 Porsche Cayenne Turbo GT Carbon Fiber Roof2024 Porsche Cayenne Turbo GT Engine2024 Porsche Cayenne Turbo GT Badge2024 Porsche Cayenne Turbo GT Badge 2

Porsche Dynamic Chassis Control is also included, making body-roll almost non-existent; and with the help of a new two-valve air suspension setup it was all traction all the time through the high-speed turns of Savannah’s Roebling Road Raceway. Though unlike last gen, if you’re aggressive enough with the throttle, you can get the rear to step out on you a little. Rear-axle steering is also included and the best praise we could heap on steering feel and feedback through corners is that it feels like a Porsche.

Tires are also wider than before: 315/35 Pirelli P Zeros in back, mounted on 22-inch GT Design wheels. The brakes behind are comprised of enormous carbon-ceramic composite discs with monster yellow calipers…

…and they truly were impressive on track, hauling this 5,000-pound, luxury-minded performance utility down from triple-digit speeds lap after lap without wavering.

This SUV is an SUV in shape only, as a lot of its hardware as well as the driving experience are much more akin to a pure sports car... ah la the 911.

Equally impressive is the powerplant that initiates those high speeds, Porsche’s 4.0-liter twin-turbo V8 which cranks out 19 horsepower over last year for a total of 650; torque output remains the same, at 626 lb-ft. All-wheel drive is standard, as is an 8-speed automatic trans, which helps the Turbo GT get up to speed in a hurry; 3.1-seconds to 60, to be exact. That’s a couple of tenths slower than the first-gen Turbo GT we tested 2 years ago, but we’ll chalk that up to testing that one on a well-prepped drag strip versus this trip down Roebling Road’s slippery front straightaway on a 40-degree day. And it gained time back quickly, as our 11.3-second quarter-mile time was only a tenth slower, finishing at 124 mph.

Other notable changes for ’24 include a new dash and control layout for the interior. The highlight is a new 12.6-inch curved digital gauge display; it’s joined by a central touchscreen that sits higher up and is nestled into the dash more than before.

2024 Porsche Cayenne Turbo GT Dash
2024 Porsche Cayenne Turbo GT Front Seat
2024 Porsche Cayenne Turbo GT Cluster
2024 Porsche Cayenne Turbo GT Climate Controls
2024 Porsche Cayenne Turbo GT Center Display
2024 Porsche Cayenne Turbo GT Rear Seat
2024 Porsche Cayenne Turbo GT Trunk
2024 Porsche Cayenne Turbo GT Dash2024 Porsche Cayenne Turbo GT Front Seat2024 Porsche Cayenne Turbo GT Cluster2024 Porsche Cayenne Turbo GT Climate Controls2024 Porsche Cayenne Turbo GT Center Display2024 Porsche Cayenne Turbo GT Rear Seat2024 Porsche Cayenne Turbo GT Trunk

No more actual shifter in the console, as it’s been replaced with Porsche’s toggle switch gear sector which resides on the dash to the left of the touchscreen. That means a new console layout with additional storage space and new controls. While none of that helps lower lap times, it all provides a much more useful and better overall environment than before, for that time spent behind the wheel commuting or just sitting in traffic.

Front and rear seats are comfortable yet sporty feeling; and while it does do a lot of SUV-like things pretty well, the coupe body shape does limit rear cargo capacity to 20.3 cubic feet, expanding to 52.4 with rear seatbacks folded; and the central-mounted exhaust does negate adding a tow hitch.

No matter how you look at it, the Cayenne Turbo GT is an insane vehicle, but it also comes with an insane price tag, starting at $197,950. So essentially, that’s six-figures worth of high-performance hardware jammed into an already impressively capable standard Cayenne… an SUV made much better with comprehensive updates front to back for all ’24 Porsche Cayennes.

It easily remains the standard bearer for luxury-minded utility vehicles, evidenced by recently earning our Drivers’ Choice Award for Best Luxury Utility. But it’s this 2024 Porsche Cayenne Turbo GT that really impresses the most as the ultimate track-focused SUV money can buy. You may not need it, but you know you want it!

Specifications

  • Engine: 4.0-liter twin-turbo V8
  • Horsepower: 650
  • 0-60 mph: 3.1-seconds
  • Starting Price: $197,950
  • Transmission: 8-speed automatic
  • Torque: 625 lb-ft.
  • 1/4 Mile: 11.3-seconds at 124 mph