It was the previous-generation Legacy that first received Subaru’s unique boxer diesel engine, although only as recently as 2008. However, despite the identical headline power and torque outputs of this engine, it now features a series of modifications to its internals, principally to make it meet tougher Euro 5 emissions standards but also to reduce weight and improve economy.
As we have reported previously, Subaru’s first diesel is a fine effort,
with adequate performance and good refinement. It is, however, different in character from diesels that arrange their cylinders more conventionally in line. If anything, the boxer diesel shares more with a petrol engine, such is its willingness to rev. Peak power of 148bhp is produced at a relatively low 3600rpm, but the engine will happily rev to its 4600rpm limiter without feeling strained or coarse.
That is a good thing, because in town driving you can find yourself revving the Legacy more than seems normal for a diesel. This is because of a seemingly odd spacing of first, second and third gear ratios. First and second are relatively close, but the gap to third is such that, to achieve peak torque as you change to third (at 1800rpm or 32mph), you need to rev to 2980rpm in second. Which, when just pottering along, seems unnecessarily high.
Change too early, though, and you’re met with, at best, a dull response and, at worst, an awkward judder. This is a shame, because it suggests a flaw with the engine, whereas the problem lies with the gear ratios. At higher speeds – on the motorway in sixth gear, for instance – the Legacy responds smoothly from low revs.
The gearshift itself isn’t satisfying to use, either. The action is positive enough but occasionally notchy, and the gearlever is not especially comfortable to grip (the position of the reverse lockout collar is to blame).
The brakes have a recognisable Subaru quality of a firm pedal, with almost zero dead travel, and the need for a fraction more pressure than with some other systems. Once accustomed to this (which takes very little time) the Legacy stops very well, although their performance drops off quickly under prolonged hard use.
For those trading up from this car’s predecessor, the latest Legacy’s handling might come as quite a shock. With all-wheel drive, the Legacy retains excellent all-weather traction, but whereas the previous car turned with a nimbleness that few estate cars could match, this one produces a surprising amount of body roll while suffering from a lack of steering precision – a combination that gives the impression that the Legacy is going to understeer badly in hard cornering and discourages attempts to drive the car with any enthusiasm.
The truth is actually quite different – at the extreme, the Legacy grips strongly and remains neutrally balanced – but it doesn’t matter because you have to drive the Legacy beyond what feels comfortable in order to discover this.
You could conclude that such a set-up has its merits – namely, an underlying reserve of ability but with a soft set-up providing a comfortable ride. And this would make sense if the Legacy rode sufficiently well, but it doesn’t. It is certainly not firm or bouncy, but over rough surfaces – and especially at slow to medium speeds – the suspension vibrates loosely and noisily.
Furthermore, over roads that ask tough questions of a car’s body control, the Legacy’s soft set-up can too easily be caught out. In its dynamic abilities the Legacy is far from a bad car and in some ways it continues to impress, particularly with its ability to carry speed regardless of road conditions.
But in its efforts to bring the Legacy to a broader audience, Subaru has sacrificed some of the Legacy’s driver appeal. It isn’t as entertaining
to drive as its predecessors, but nor is it significantly (or sufficiently) more comfortable.
