2015 Subaru Legacy

2015 Subaru Legacy

Episode 3404
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Subaru Legacy has been around long enough to actually have a legacy. That’s 26 years and counting as a comfortable, affordable, reliable family sedan choice. It’s also mirrored the legacy of the Subaru brand itself: delivering all-weather capabilities in a slightly quirky package. Well, an all-new Legacy is looking to update both histories, while also going a bit more mainstream. 

The Subaru Legacy sedan has always labored in the popularity shadow of the Outback Sport Utility Wagon with which it once again shares a platform. So, what does the 2015 Legacy bring to the table to warrant more of the spotlight? 

Well, for one thing, smoother, more mainstream styling. It looks like Subaru is taking a page out of the Honda Accord book by making the Legacy silkier, if also more conservative.

And that’s OK if, like the Accord, you design the car to be appealing as an entire package, and not just a shiny object of great desire that lacks good practicality and purpose. And, without a doubt, the Legacy has come a long way towards becoming that type of very desirable car.   

And perhaps that’s why they didn’t stretch too much on the powertrains as both engines carry over from last year. The 2.5-liter flat-4 sees a minor 2-horsepower gain to 175, and will still be the choice for most buyers. Our car’s very robust 3.6-liter flat-6 carries over unchanged with 256-horsepower and 247 lb-ft. of torque

No manual or traditional automatics are offered, as a CVT is the only transmission.  And it works surprisingly well this go around, being smoother with fewer…quirks! 

Plus, it has helped raise the 6’s fuel economy numbers, though they still aren’t stellar; perhaps that‘s because all-wheel-drive is still standard. Government Fuel Economy Ratings are 20-City, 29-Highway, and 23-Combined for the six. We averaged 25.5 miles-per-gallon of Regular in a mixed loop of driving. If you don’t mind sluggish acceleration the 2.5 four has 30% better fuel economy.  

At our test track, Subaru’s CVT performed quite well when combined with our snappy 3.6-six. The simulated shifting was strong and accompanied by a nice surge of power as the RPMs dipped ever so slightly. 0 to 60 was dispatched in a reasonable 7.3 seconds, and we ended the quarter-mile in 15.7-seconds at 92 miles-per-hour.    

A much stiffer chassis and some honest to goodness heft to the wheel helps the Legacy also perform with more composure and sportiness than most rivals. Things are way more fun to drive than last year, with a definite hike in chassis feedback, and an overall demeanor that’s more Mazda6 than Camry.   

Steering is quick and precise for both inputs and corrections, and handling prowess is aided by brake intervention Active Torque Vectoring. Overall braking performance fell back to about average, however, with some minor fade. Stops of 125-feet from 60 were smooth and straight.  

Things are well above average inside, particularly in Limited trim……and now we pause from this road test to say thank you, thank you, thank you to Subaru for finally putting in a non-frustrating navigation system. With this latest infotainment system, they’ve went from absolutely one of the worst units to one of the best.  

Everything is clear, the colors really pop, and the street names are highly legible. Even the variable touch buttons work well. It’s a huge improvement both visually and functionally, and as much grief as we’ve given them over the years, we’d better spend some time praising, now that they’ve gotten it right.  

Gauges are also both more informative and clearer, and again, thank you Subaru, for bringing back a real coolant temperature gauge. A backup camera is now standard on all Legacy’s too, but the feature packed Limited also gets leather heated seating front and rear, a 576-watt Harmon Kardon audio system, and blind spot detection.

Seats all-around deliver great comfort and most interior measurements are up just slightly; even trunk capacity climbs a little to 15.0 cubic-ft before you fold the split rear seats.  

Legacy base pricing also climbs slightly to $22,490 for the 2.5i.  The 3.6R comes in top tier Limited trim only, and stickers for $30,390.  

It’s clear to us that Subaru has listened to current owners and changed only what needed to be changed. The new Legacy may be less quirky, but in it stead is a high quality car that’s not nearly as sedate as it looks. Plus, even though it’s more mainstream, it still offers standard all-wheel drive, something still unique to the affordable mid-size family sedan segment. The 2015 Subaru Legacy deserves it’s time in the spotlight. We’re very favorably impressed with the result.  

Specifications

  • Horsepower: 256
  • Engine: 3.6 liter
  • Torque: 247 lb-ft.
  • 0-60 mph: 7.3 seconds
  • 1/4 mile: 15.7 seconds @ 92 mph
  • EPA: 20 mpg city/ 29 mpg highway
2025 Nissan Kicks 18

2025 Nissan Kicks

More Kicks To Kick Around In

Episode 4436
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.

SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.

What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.

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This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.

Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.

There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.

Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.

All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.

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Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.

Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.

The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!

Specifications

As Tested

  • Engine: NA 2.0-liter I-4
  • Transmission: CVT
  • Horsepower: 141
  • Torque: 140 lb-ft.
  • EPA: 27 City | 34 Highway | 30 Combined
  • 0-60 mph: 10.7 seconds
  • 1/4 Mile: 18.0 seconds at 78 mph
  • Braking, 60-0 (avg.): 106 feet
  • MW Fuel Economy: 30.4 mpg