In some circumstances such as pulling into fast-moving traffic it could be dangerous. Nothing can make up for a 1st gear that’s way too tall. Step on the gas from a full stop, and the car commences a-moseying for full seconds before it really begins to accelerate. The problem is it’s geared for high-speed acceleration and passing.
Then there’s the automatic, which seems great on paper: five speeds, both automatic and Sport automatic modes and a clutchless-manual mode controlled by either the gear selector or up/down buttons on the steering wheel. The clutch pedal is forgiving without being soft. By working the shifter, you can keep the heat on as long as you want. There’s something exciting about waiting for the tachometer to hit that hot zone and then taking off like a shot. Even though the engine doesn’t start kicking until close to 3,000 rpm and the transmission has five speeds rather than six, there’s enough torque to get you off the line, and the gear ratios are well spaced. The manual gearbox is well matched to this car. They share a turbocharged, intercooled 2.5-liter horizontally opposed four-cylinder that generates 250 horsepower at 6,000 rpm and 250 pounds-feet of torque at 3,600 rpm. This is a tale of two very different cars: one manual, one automatic only one of which I can recommend. If it’s good enough for the WRX rally cars, it’s good enough for me. This could theoretically improve the car’s balance in aggressive driving, but I didn’t have any problem with the simpler all-wheel drive. The automatic comes with more sophisticated electronically controlled Symmetrical AWD that’s claimed to apportion more torque to the rear wheels. Being a manual, this GT had the simpler of two standard all-wheel-drive systems, which uses a viscous coupling combined with the Legacy GT’s standard rear limited-slip differential. Front-heaviness is what causes many front-wheel-drive cars to push, or understeer, in turns. In so doing, all-wheel drive minimizes the influence of weight imbalances between the front and rear of the car. Its ability to transfer torque between the front and rear prevents wheelspin, a condition that promotes lateral sliding. Porsche and Audi aficionados were among the first to recognize that all-wheel drive isn’t just for inclement weather or off-roading. The Legacy GT’s poise and controllability are truly surprising. Where some Subarus are wanting for stickier tires, these seem perfectly matched. I took nearly every corner in a graceful four-wheel drift and completed the track’s long sweeper curve, called the carousel, at the limits of the car’s traction. I still can’t quite believe how well this car handled. This is one of the premier racetracks in the country, designed for racecars and speeds higher than most people will ever experience in a car. Coincidence put me behind the wheel of this car at Road America in Elkhart Lake, Wis. The ride is firmer than average but unlikely to put off any sport-sedan shopper. Out on the street, the GT feels effortless to drive.
In place of the regular Legacy’s 16-inch wheels are 17-inch alloy wheels with lower- series, Bridgestone Potenza RE 92 tires rated P215/45ZR17 ( tire codes). It also makes the steering feedback firmer. One modification over the regular Legacy is a faster steering ratio, so the steering wheel requires less of a turn to achieve the same steering angle. I found the Legacy GT’s handling to be very natural and confidence inspiring. The “sport utility wagon” concept drew buyers to the Outback, but the quiet, comfortable ride and road manners made them devotees. Even so, artful engineering aided by standard all-wheel drive for years has endowed even the more pedestrian models with impressive ride and handling. Until Subaru introduced the WRX version of its Impreza, the brand wasn’t known for sportiness. I drove both the manual and the automatic, but only in the GT version, not the regular Legacy sedan or wagon. Recently redesigned, the 2005 Legacy GT sedan combines sharp looks with performance that surprised even me for how good it could be, and how bad. The country is full of buyers who will do anything to avoid buying a Toyota Camry a perennial Best Bet and an excellent car overall, but one that’s not sporty or compelling to behold. I’ve long considered Subaru’s Legacy GT sedan the dark horse among midsize sedans, particularly those labeled sport sedans.