Tested – 2010 JDM Subaru Legacy GT tS

I absolutely love Pugs and French Bulldogs. I don’t know what it is about their smashed up, snuffling little faces or their cross eyed, tongue lolling grins that makes me adore them. Maybe its just because I’m a dog person. Whatever the case, allow me to introduce you to the fifth generation, 2010 Legacy B4 GT tS, the automotive equivalent…of the Pug.

Like the furry little snort boxes, you either love the way the new Legacy looks or you don’t. There is no Switzerland in this discussion. The front end and its mess of grills, chromed slashes and bulging lights is an assault on the senses, not least of all because it looks nothing like its fourth gen cousin. The first time I laid eyes on it, I didn’t know what to think. But then, thanks to Subaru, I got a much closer look.

Subaru Japan has handed me the keys to this limited edition GT tS Legacy, 1 of only 600 made and resplendent in WR blue; the only color fit for a Subaru if you ask me. The color suits the Legacy well, standing out amongst a very typical Japanese sea of greys, whites and…well, more greys.

It’s much bigger in every way, this car; you notice that immediately. It has grown into American or German sized proportions. Where the previous car was designed to be practical on the home market, where streets are narrower and space limited, the new car was a clean sheet design aimed at taking shares away from the Toyota’s, the GM’s and the Ford’s of the world.

Design wise, you’ll find the car has more palatable lines toward the rear, taking on a “Lexus-ish” rump; in particular, the much larger rear lights not looking too far off something you would find on the GS Lexus.

Make no mistake, this car is trying its best to look Upper Statesman. European influences extend into the cabin, and the best place to start is with the seats. The electronically adjustable, red stitched Leather and Alacantara STi pews are attractive and very comfortable on long journeys but lack lateral support when the wick is turned up a few notches, especially around the legs.

In the dash you get an STi 260kph speedometer, electronically limited to 180kph.

Looking around the cabin reveals the S Drive command nodule with its economy, sport and sport# settings.

For highway cruising, i Mode is best with Sport # reserved for anything twistier. The S IDrive dial needs to be changed into a button with only 2 settings because Sport mode is unnecessary and is neither here nor there.

The driver has everything where he or she needs it to be and it is obvious a lot of thought went in to the design process of the interior and instrument layout.

The optional McIntosh 10 speaker 5.1 channel active surround sound system delivers great acoustics.

And in a nod to Audi, the parking brake handle has given way to a button. Indeed, everything inside the Legacy feels chunky and well thought out. It’s a very comfortable place to be.

The tS Legacy easily manages to score good points with an interior build quality that is above average; boasting a materials selection both exotic and to be expected.

There’s enough leather to satiate a sadist, enough carbon fiber to soothe the savage boy racer and enough space to occupy 4 very large adults fresh from an all you can eat Chinese buffet. There are STi logos everywhere too; including this candy red starter button with an STi logo on it. Too bad you have to be a contortionist to reach it.

And this is where the car becomes a little confusing. Is it an STi to the Legacy, like the legendary “M” is to a 3, 5 or 6 Series BMW? Because if it is, then something is amiss. You see, it’s neither here nor there; it’s not hard core like the Impreza STi, stripped and purposeful like a bulldog ready for the next fight. Rather, it’s soft porn, the kind where you don’t really get to see everything.

To be fair, this is a “tuned by STi” car; something between the full monty and the standard fare. Tuned by STi cars receive virtually no drive-train or engine upgrades. Commonly, this level of tuning will include various braces and suspension upgrades to deliver a more responsive ride and a host of interior parts to help the car look more exclusive. They combine well in lifting the Legacy to a different level of comfort and performance but there is still something missing.

Under the bonnet, the 2.5 liter, AVCS equipped, multi-point injected EJ25T does its best to propel the car forward but with 1775kg to shift for the sedan ( add another 40kg for the wagon ), is having to work hard and in typical EJ25 fashion, performs poorly in the efficiency stakes. Sharing the same engine as its GT S brother means the GT tS receives 261bhp ( 285ps/210kw ) @6000rpm of thrust and 350N/m @2000rpm of twist. With the automatic set to Manual and the engine map set to Sport #, this all adds up to a slightly sluggish 0-100 timed run of 6.8 seconds. No doubt the manual is quicker.

I know this engine very well. I have one made by STi in the Forester and while I have loved the power delivery and the useful torque spreads of the EJ25, the Forester STi only has to move 1500kg. The performance difference is conclusive. The EJ25 is an engine that isn’t really suited for the size and bulk of the Legacy. The Legacy is saloon big and I would have thought the prerequisite for a big saloon was 3 liters and up. An engine like this performs best when the cars weigh around the magic 1500kg mark. The Impreza and Forester prove the point for this balance. The Legacy is just too heavy.

That said, the tS delivers a comfortable, compliant and communicative ride, thanks to the Bilstein shock absorbers but the spring rates need revision. The Legacy GT tS will seemingly float over bumps and compress much more stiffly into dips in the bitumen.

I have to admit to being a little disappointed with the absence of the Brembo name adorning a set of calipers behind the tS only set of 18 inch STi rims. To many, Brembo and STi are about as ubiquitous a combination as you can get in Japan but the brakes on the tS do have a firm bite and fade progressively, slightly surprising considering its weight.

I am being hard on the car but there is a point. You see, Subaru would do well to always remember where its roots for the Legacy are; in rallying. While they may not be hurtling through forests in the WRC anymore, the very letters S, T and i, conjure up images of Grist, McCrae and Burns; of WRC victories in hardcore rally cars that directly inject their tech into road cars.

The recipe for the all wheel drive, 6 speed manual, frantic turbocharged boxer 4 seems to have been misplaced in the tS Legacy. There is nothing frantic about this car at all. That said, I was driving the 5 speed CVT auto and there is the tasty option to choose the masterfully precise and satisfying 6 speed manual. It’s the same price but I would tick this box without a moments thought and I have no doubt the manual is a completely different car to drive. The final question?

So how much is that doggy in the window? All up, after taking the base grade Legacy GT S and adding the tS options, a shade over 4 million yen ($46,500). And it seems the Pug is as interesting to the general public as it is to me with half of the 600 cars made already sold within a month of its June 2010 release.

7tune can’t wait to see what STi can really do with this car – Legacy STi S403 anyone?

Photos – Adam Zillin

Words – Adam Zillin