Subaru Legacy

In the melee that is the midsize sedan segment, Subaru's Legacy stands out with its standard all-wheel drive and rich selection of engine options. Although less popular in the sunshine states, it is a major player in the snowbelt. Historically AWD has defined Subaru, but other characteristics, such as its roomy cabin and generous standard content, should appeal to buyers in sunnier regions. It doesn't enjoy the degree of recognition of competitors like the Honda Accord and Toyota Camry, but it is certainly a viable alternative to them.

Legacy is divided into eight trim levels that vary in content and engines. Trim designations, like "Premium" and "Limited," feature somewhat different standard content according to the engine. Prices increase from the $20,690 of the base 2.5i to $30,690 for the 2.5GT Limited. Situated about halfway along this range is the $25,690 Legacy 2.5i Limited like my test Subaru.

Varying degrees of punch are delivered by the three engines powering the Legacy lineup. In addition to the 170-horsepower horizontally opposed four-cylinder engine found in the 2.5i, 2.5i Premium and 2.5i Limited, is the 256-horsepower horizontally opposed six-cylinder that powers the 3.6R, 3.6R Premium and 3.6R Limited. A 265-horsepower turbocharged version of the 2.5-liter engine supplies the go for the 2.5GT Premium and 2.5GT Limited.

Three different transmissions hustle engine production to the wheels. Standard in the 2.5i, 2.5i Premium, 2.5GT Premium and 2.5GT Limited is a six-speed manual transmission. A $1,000 option in the 2.5i and 2.5i Premium is a continuously variable transmission (CVT) with a manual-shift mode that is the standard tranny in the 2.5i Limited. The R-designated six-cylinder versions all come with a five-speed automatic.

Earning the best fuel economy numbers are the "i" versions equipped with the CVT. The EPA estimates their fuel consumption at 23 mpg city and 31 mpg highway. When the manual tranny is teamed with the same engine, the estimates drop to 19 mpg city and 27 mpg highway. Going with one of the other two more powerful engines drops the numbers even further to 18 mpg city and 25 mpg highway.

Even the normally aspirated four-cylinder bound to the CVT delivers very respectable acceleration. Goosing the accelerator won't press you into the seat back, but it will initiate an immediate and measurable response. Either of the other two engines is more spirited, and consequently, more fun to drive. But, of course, the trade off is a significant drop in fuel economy.

Four-wheel disc brakes monitored by an antilock system are standard on every Legacy, as are traction control electronic stability control, emergency braking assist and electronic brakeforce distribution. Also included in the base price of every Legacy are six airbags.

Delivering a pliant ride, the four-wheel independent suspension consists of MacPherson struts up front and a double-wishbone setup in the rear. This is a suspension focused on passenger comfort more so than high-speed cornering.

Subaru redesigned Legacy for 2010. In doing so, it has added in about 60 more pounds. This isn't really much when you consider the newer Legacy is 1.6 inches longer, 3.6 inches wider and 3.2 inches taller than last year's edition. Exterior styling is more refined on the new Legacy. Longer headlamps follow the outside lines of the more chiseled hood. The tail lights are longer as well and now extend into the trunk lid. The profile is more coupe-like with a more curved roof line.

Not a radical departure from last year's design, interior styling, however, is more sophisticated than in last year's sedan. Some of this comes from a center stack that appears less busy. The lines and shape of the dashboard also add to the enhanced look.

The seating is arranged for five. Offering moderate lateral support, the front bucket seats are firm and comfortable. In the 2.5i Limited, the driver's seat has eight-way power adjustment while the passenger seat has four-way. They are heated as well. The 60/40 split folding backseat has some definition and is more inviting than might be expected.

Simple to operate, the controls for the nine-speaker harman/kardon-imbued audio system in the Limited with its in-dash, six-disc CD changer and iPod integration are perched atop the dual-zone automatic climate controls in the center stack. Standard in every Legacy, redundant audio controls are also located on the tilt-telescoping steering wheel.

Front- and rear-seat occupants alike find plenty of head and legroom. At 37.8 inches, legroom is up significantly from the previous Legacy. The redesigned sedan has slightly more rear legroom than Accord and slightly less than Camry. The same goes for Legacy's 14.7 cubic feet of trunk space: The Camry has slightly more and the Accord slightly less.

Decently equipped, even the base Legacy 2.5i comes with full power accessories, air conditioning, and a four-speaker audio system with CD player and iPod integration.

Subaru's Legacy might not leap to mind when considering midsize sedans, but its value and user-friendly demeanor shouldn't be ignored. Roomy, comfortable and affordably priced, it can go toe to toe with the big dogs of the segment. Sure AWD isn't as big a draw in Miami as it is in Buffalo; but even on rain-soaked streets, AWD's added stability provides some extra peace of mind.

By Russ Heaps
MyCarData

Subaru Legacy - there are reasons for success

For many years Subaru with its standard across-the-lineup all-wheel drive has been popular in the colder climates, but a slow seller in the rest of the country. Quirky styling, also kept Subaru a niche brand, something like Saab but in less expensive clothes.

Things started to change more than a decade ago when the Japanese company began producing vehicles — led by the small and endearing Forester crossover — that captured the interest of the mainstream population.

With the introduction of the all-new 2010 Outback crossover and Legacy mid-sized sedan, Subaru has seemingly entered a new era of mass appeal. These vehicles are more spacious, more attractive and more desirable than the iterations that came before them — and they still feature an all-wheel drive system across the lineup.

The new Subaru popularity is vividly pointed up by 2009 sales figures. In one of the worst sales climates in a quarter century, Subaru managed to increase sales and gain market share. Amazing but perhaps not as amazing as you might think if you spend time in an Outback or Legacy.

We just finished seven days in a 2010 Legacy sedan and it seems every bit the equal of the Honda Accord, Toyota Camry, Hyundai Sonata, Ford Fusion and Chevrolet Malibu. That’s some pretty good company.

We noted in our review of the Outback that Subaru engineers seemed to take to heart every customer criticism and made it their primary objective to correct those things that turned people off. The same thinking and action applies to the Legacy as well. Subaru has done a masterful job upgrading the sedan in all the right places.

One of the biggest complaints with previous editions was lack of interior space. Rear passenger room was tighter than the aforementioned rivals. No problem, Subaru said. And the 2010 Legacy is now longer and wider than its predecessor gaining significant passenger and trunk room.

It’s bigger where it matters most. Passenger volume has risen to 103 cubic feet, a big increase over 2009’s 93.5 cubic feet. Rear leg room is now a healthy 37.8 inches, up nearly four inches from last year; now comparing favorably with Accord (37.2 inches), Fusion (37.1 inches) and Camry (38.3 inches). Trunk space has increased from 11.4 cubic feet in 2009 to a more competitive and useable 14.7 in 2010.

Improvements have been made to the three available drivetrains. The old, outdated four-speed automatic is gone in favor of a new continuously variable transmission, now paired with the base 2.5-liter horizontally opposed 4-cylinder engine. Horsepower has been increased from 243 horsepower to 265 in the turbocharged 2.5-liter engine paired only with a six-speed manual. A new 3.6-liter horizontally opposed six packs 256 horsepower compared to 245 in the previous 3.0-liter. The six gets a five-speed automatic.

Mileage is up about a mile to the gallon for both the turbo and six, at 18 mpg city and 25 mpg on the highway. The smaller 170-horsepower 2.5-liter engine with the CVT is rated at a very competitive 23/31.

Styling has been considerably upgraded, although we agree styling is very subjective. We like the sedan’s wedge-shaped stance highlighted by a slight flare of the fenders. Unlike some of the new entries that come with high belt lines and narrowed side glass, the Legacy has a big greenhouse with great sightlines in all directions; and for those with long torsos ingress and egress is achieved without getting knocked in the head. Overall, the Legacy’s styling is sleek and appealing from all angles. It has a well-designed instrument panel and gauge layout, a vast improvement over the prior model and highly competitive. Controls are generally well thought out and we appreciate a radio with old-fashioned knobs for volume and tuning. We found the seating position excellent. The power driver’s seat is amazing with the ability to hoist you to the ceiling or drop you to sports-car level; and it’s comfortable.

To make things even more attractive, Subaru has cut prices from last year. The base 2.5 model is in the neighborhood of $1,000 less expensive, and other models are correspondingly lower.

Although we are undisputed lovers of horsepower, we were happy when given a 2.5 version for testing. It afforded us with the opportunity to discover that the 170-horsepower “boxer” four is up to the task of pulling the 3,379-pound Legacy while delivering a solid 30 mpg.

The Legacy performed in an entertaining manner on some winding roads as its handling proved surprisingly good all while displaying a comfortable ride. The Legacy merged and passed without drama and has been measured at around 9 seconds from 0 to 60.

And you don’t have to give up any of the Legacy's amenities when you opt for the smaller engine. All three engine choices can be purchases in well-outfitted Limited and Premium editions. Our Premium test car with a base of $25,690 included leather, heated power driver and passenger seats, dual climate control, upgraded 440-watt Harmon/Kardon audio system, and full power accessories. Another $3,000 added a power moonroof and voice-activated navigation with rearview camera.

A base 2.5i starts at $20,690 with standard features including full power, tilt and telescoping steering wheel with audio controls, air conditioning, and a four-speaker audio system with CD player. If you desire the horsepower of the six-cylinder, prices begin at $25,690. The turbocharged edition begins at $28,685 in Premium trim. The six-cylinder has been measured at about 7 seconds from 0-to-60, and unlike last year, it will burn regular gas.

Safety starts with all-wheel drive, and includes on all models four-wheel antilock brakes with brake assist, stability control, front side airbags, and side curtain airbags.

Our test car with navigation, sunroof and Sirius satellite radio upgrade carried a bottom line of $29,211; and that solved the mystery of Subaru’s exceptional sales statistics over the past year — build cars people want at a fair price and they will come.

By Jim Meachen and Ted Biederman
MyCarData

Subaru Outback - the wagon SUV

Everyone's talking about crossover vehicles, those clever undefinables that combine SUV and car attributes into versatile and easy-to-drive packages. Lately it seems like every other vehicle I drive is a crossover of one kind or another, in fact, from the Lincoln MKT to the Chevrolet Equinox. Crossovers are clearly the Next Big Trend in automobiles. That, and fender vents.

Subaru must be feeling pretty bemused about the whole trend, because its Outback has been here the whole time, and it's the very epitome of what crossovers are trying to accomplish. The Outback first appeared in 1995 to compete with the growing tide of truck-based SUVs. Since it didn't build trucks, Subaru simply applied its already-proven all-wheel drive expertise to a toughened-up version of its Legacy wagon, and the rest is history. Now in its fourth generation, the Outback gets larger, bolder and tougher. If anything the Outback's more like an SUV than most crossovers are.

Compared to its taller, more trucklike competitors, the Outback looks sleeker than ever. The silhouette is still that of a classic station wagon, with a long hood and a capacious 71.3 cubic-foot cargo area out back. The wheelbase has been stretched by just under three inches, but overall length is about the same as before. As a result, front and rear overhangs are reduced, which improves off-road maneuverability. This car isn't all business, though; the Outback's new face aims for higher style as well. "Hawk's eye" headlamp forms give the Outback an adventure-ready squint, while the upright grille provides brand identification. Waves and curves dominate the design, with subtle cues like functional protective side cladding to remind onlookers that the Outback is ready for just about any abuse one cares to throw at it. The Outback seems to get taller with each redesign, but a big part of its charm is that it's a high-riding car, but still clearly a car.

My complaints about Subaru's interior treatments have been vociferous in the past, but Subaru has taken steps to put those disagreements behind us once and for all. The Outback's interior materials have finally caught up with its price tag, and luxurious surfaces (even wood trim) are now the order of the day. Luxury-car touches like exterior approach lighting and ambient interior lighting. Optional equipment includes a moonroof, Subaru's familiar all-weather seat-heater package dual-zone climate control and a navigation system with a huge 8-inch full-color display. The ample cargo space in the rear is welcome, and the longer wheelbase and other packaging improvements translate to an additional four inches of legroom for rear-seat passengers. The rear seats also recline, for additional comfort.

There are more high-steppin' cars with tall seating positions and high roofs these days, so the Outback doesn't stand out like it used to. This is one of the few that can really go just about anywhere, however. The Outback is also one of the few crossovers that can live up to the promise of its rugged looks.

That racing experience is paying off as well; the Outback gets up and goes in a very satisfying manner. It's no sports car by any stretch, but stepping out ahead of traffic isn't that difficult with the available torquey six-cylinder under the hood. The Outback is available with a choice of 2.5 liter four-cylinder and 3.5 liter six-cylinder engines. Both engines use Subaru's trademark horizontally opposed layout. The four-cylinder produces 170 horsepower and its Active Valve Lift system has been tweaked for improved fuel economy; the 256-horse 3.6 liter is the powerhouse of the family. It replaces the smaller-displacement 3.0 liter six, and its relaxed freeway manners are coupled with the ability to run on regular gas. The 3.6 liter six-cylinder also features variable valve timing and a broad torque curve that never leaves this Subaru feeling underpowered. The Outback 2.5i can be had with a six-speed manual transmission or a continuously variable transmission (CVT). The "Lineartronic" CVT isn't Subaru's first--the brand was one of the first companies to offer one in the U.S., way back in the early 1990s--and it's well suited to the Outback, enabling the big wagon to reach 29 mpg on the freeway. Six-cylinder Outbacks are less economy-oriented, and get a five-speed automatic gearbox. All-wheel drive is standard across the board.

The Outback's weight is evident in turns, and its handling seems more confident on dirt than on pavement. MacPherson struts are used up front, and at the rear the multilink setup has been replaced with a more responsive double wishbone suspension. Stability control is standard, so the Outback's ultimately sure-footed, but there's enough roll in the turns to remind you that you're sitting up higher than you would in a regular car. The 8.7 inches of ground clearance allow it to creep over parking blocks without damage--the two-track out to a remote cabin should be no trouble at all. The Outback brakes confidently, even in hard stops.

The Outback remains one of the few vehicles that can realistically boast an ability to do anything. It's got road-trip comfort, camping-trip cargo and rough-road ability, fears no bad weather and it's even moderately entertaining to drive on twisty roads. Dial up the options list, and a well-equipped Outback is priced like a serious luxury car--the $23,690 starting price climbed to $35,630 for my 3.6R Limited tester with a navigation system and satellite radio--but in the end that still seems to be worth it.


Specifications:

All specs are for the 2010 Subaru Outback 3.6R Limited
Length: 188.2 in.
Width: 71.7 in.
Height: 63.9 in.
Wheelbase: 107.9 in.
Curb weight: 3658 lb.
Cargo space: 34.3 cu.ft. (seats up); 71.3 cu.ft. (seats folded)

Base price: $30,995
Price as tested: $35,630

Engine: 3.6 liter horizontally-opposed six-cylinder
Drivetrain: five-speed automatic transmission, all-wheel drive
Horsepower: 256 @ 6000
Torque: 247 @ 4400
Fuel capacity: 18.5 gal.
Est. mileage: 18/25

By Chris Jackson
MyCarData

Subaru Legacy 2.5i CVT PZEV - frugal, comfortable family sedan

Everyone hopes they leave a legacy behind to their children, something that those who follow can appreciate, whether it’s money or just a heritage of something done well.
Well, since the first Subaru Legacy appeared on our U.S. shores in 1990, it has become the most mainstream of the once quirky car company’s products, and a legacy itself as it now appears in its fifth generation.

Maintaining the all-wheel-drive prowess and horizontally-opposed engine of Subaru’s past, the latest version of this Legacy gained a more mainstream look than ever when introduced for 2010, plus a longer wheelbase. Its three Porsche-like flat engines also offer 170 to 265 horsepower.
I’ve been sporty in the past year with the turbocharged 265-hp Legacy 2.5GT with 6-speed manual. Now it’s time to look at a more luxury-oriented mileage-leader, the 170-hp Legacy 2.5i Limited PZEV, or partial zero-emission vehicle model, with a continuously variable transmission.

* Subaru shape – My first vision of this generation Legacy was when I met Subaru of America CEO Tom Doll at a dealership groundbreaking, and he drove up in a red 2.5i Limited. Now we have one to ourselves in a nicely-done Caramel Bronze Pearl (brown metallic) paint job planted on 17-inch Bridgestone Turanza radials with pretty 10-spoke alloy wheels. It has more sculpting to its body shape than previous generations. That begins with a big winged Subaru emblem in a squared-off chrome grille mounted on a more upright nose due to new pedestrian safety standards. Big curved headlights sweep up off the grille into the fender design lines, with prominent fender flares framing the Bridgestone rubber. A design line angles gently up pf the front fenders and under the chrome-trimmed side windows to the tail, adding a slight wedge shape to the sedan. The lower door sills flow outward, emphasizing a Legacy wheelbase that’s grown 3.2 inches to 108.3 inches. Door windows that had always been frameless on past Legacys get frames for better weather- and soundproofing, with blacked-out B-pillars. Wrap-around taillights sit on a higher rear deck, our test car’s single exhaust tip peeking out on one side. Overall, a more interesting shape than in the past, if a bit similar to other mid-size imports. And not everyone liked the color.

* Legacy living – The living space in a Legacy has always been a nice, if not entirely luxurious place to be. Our Legacy Limited does a nice job of changing that with a brown over tan scheme with warm fake wood and buff silver accents. It well laid out in quality materials that had nice feel, and fit and finish. Front buckets were comfortable, 10-way power-adjustable with dual heat settings and power lumbar that worked well on a long trip. The leather-wrapped three-spoke tilt/telescope wheel hosts audio, cruise and voice command buttons, framing a hooded hard plastic binnacle with prominent four-dial (central 150-mph speedometer and 8,000-rpm tach) gauge package with a top-center odometer/trip odometer. Oddly, there is an analog mpg gauge, and only an idiot light temperature gauge.

Dashtop center, a display for the clock, trip computer and outdoor temperature. Dash center, a large touch screen heads the alloy-accented navigation/audio/dual-zone climate control unit, some of the red-lit buttons framed in an LED-lit frosted white panel that looked cool. The touch-screen unit also housed a calculator and calendar. Our test car had a powerful and solid-sounding 440-watt harman-kardon AM-FM-Sirius Satellite-CD sound system, plus a quick-to-connect Bluetooth cellphone system and voice command of navigation and audio. In the center armrest storage area, a 12-volt power outlet plus an MP3 and USB/iPod port, while Bluetooth audio rounds out the portable music choices. The quick-acting heat was appreciated on a chilly morning drive, and the rubber-padded center console nook with 12-volt power outlet, plus decent dual-level center armrest storage area and glove box were solid for storage too. The longer wheelbase, with almost four inches of added rear legroom, made it easy to pack two adults in back, headroom no problem since this generation Legacy is 3.2 inches higher. In back, a 14.7-cubic-foot trunk that expands by flipping and folding rear seats via trunk-mounted handles, with a segmented storage tray under the floor.

The push-button electronic parking brake button means no regular lever in the center console, so there’s more room for cup holders and the seat heater buttons. We liked the back-up camera and moonroof, but had to duck and squint for the trunk release and traction control button mounted low and to the left of the steering wheel.

* Subaru street sense – Subaru’s former quirky design and engineering is still apparent in the engine room of the latest Legacy - a Boxer (opposing cylinder) four-cylinder engine on our 6,600-mile-old test model. The 170-hp 2.5-liter 4-cylinder Boxer engine (with PZEV rating) also came with the new Lineartronic Continuously Variable Transmission, where chains and pulleys do the job of gears. This is a first use of a longitudinally mounted CVT in an all-wheel-drive production car, says Subaru. It has smaller pulley cores for a compact design and supposedly offers better gas mileage with its infinite gearing, with paddle shifters to select from six pre-selected steps to "shift." If I turned the stereo off and listened, I could hear its chain while driving, and there was a bit of wind noise at highway speed.

The real-world result is the engine finds the sweet spot in revs for the job you want it to do, and stays around there while the CVT does the gearing. Our 3,451-lb sedan gave us a leisurely start as the engine went to 5,000- to 5,200rpm, then stayed there until we hit 60-mph in an average 9 seconds. Passing power was adequate. With an active valve lift system and an 18.5-gallon (vs. 16.9 in 2009) fuel tank, we averaged a nice 27-mph and did a six-hour round trip on a tank of regular. The PZEV part means very low emissions that meet California standards. The $34,000 2.5GT we tested a year ago with a 265-hp turbocharged, intercooled four hooked to an accurate, but notchy six-speed manual hit 60 mph in 6 seconds and averaged a decent 22 mpg.

The MacPherson-type strut front suspension and a new double-wishbone rear suspension resulted in a comfortable ride for our Legacy Limited. The all-wheel-drive system's viscous-coupled locking center differential splits power 50/50 front to rear as needed, so we had great traction and confidence in exit ramps and turns, with a bit of body roll. Push harder and there was understeer, although the all-wheel-drive was apparent. The car was distinctly softer in feel that the 2.5GT we tested last year, nice for a trip and responsive enough in normal driving, but a bit too soft for my tastes and a bit bouncy over some bumps. The power steering was very direct; the all-wheel disc brakes had progressive bite and good stopping power with no fade after some tough use. Along with stability control and ABS, there’s front and side-impact airbags up front, and outboard head air curtains for all four main seating positions.

* Legacy finances - A base 170-hp Legacy 2.5i with 6-speed manual transmission starts at $20,690; our 2.5i Limited PZEV was based at $26,020. It had standards like heated side mirrors, wood-grain interior accents, cruise control, remote entry, 440-watt harmon-kardon sound system, iPod and MP3 audio inputs, dual-zone climate control, leather interior and leather-wrapped steering wheel. Options included $300 for the PZEV, and $2,995 for the power moonroof/navigation system package, which made the final price $29,315. A Honda Accord EX automatic starts at about $25,000, and has 190-hp four. A base Nissan Maxima S has a 290-hp V-6 and about a $30,000 base price. The very stylish Hyundai Sonata SE, with 200-hp four, based at about $23,000, and the new Buick Regal CXL starts at about $27000 with a 182-hp four. All of those hit 60-mph about a second faster, or more, and most were a bit more nimble and athletic in feel, some not as nicely loaded with equipment for the price.

* Bottom line – Subaru has established a legacy with its line-up of vehicles, going from a quirky car company that appealed to folks who needed all-wheel-drive to almost mainstream in the past decade while still offering value and innovation. The newest Legacy is an example of a comfortable, roomy, fuel-efficient family sedan with all-wheel-drive security, a more pleasing look and a level of near-luxury inside. It is nice choice in a crowded world of mid-size family sedans, but I’d go for the GT myself.
2011 Subaru Legacy 2.5i Limited PZEV

Vehicle type - 4-door, 5-seat all-wheel-drive sedan
Base price - $26,020 ($29,315 as tested)
Engine type - DOHC boxer 4-cylinder
Displacement - 2.5 liters
Horsepower (net) - 170 @ 5,600 rpm
Torque (lb-ft) - 170 @ 4,000 rpm
Transmission - 6-speed CVT automatic
Wheelbase - 108.3 inches
Height - 59.3 inches
Overall length - 186.4 inches
Overall width - 71.7 inches
Front headroom - 38.1 inches
Front legroom - 43 inches
Rear headroom - 37.5 inches
Rear legroom - 37.8 inches
Cargo capacity - 14.7 cu. ft.
Curb weight - 3,451 lbs.
Fuel capacity - 18.5 gallons
Mileage rating - 23 mpg city/30 mpg highway
Last word - Frugal, comfortable, sure-footed family sedan

By Dan Scanlan - MyCarData

Subaru Impreza WRX STi - pocket rocket par excellence

With most manufacturers, the vehicle that’s considered the flagship and image leader of the lineup is the largest and most luxurious. Subaru, however, does things a little bit differently. The brand has made its mark with all-wheel drive and more recently with high-performance vehicles, and so the top-dog of the Subaru family is one of its smallest members. The Subaru WRX STi is the performance champion as well as the media darling of the brand.

Although it shares its basic structure with the Subaru Impreza, the WRX STi is more than just a hot-rodded economy car. This car takes Subaru’s rallying experience and applies it to a production car. Nearly every mechanical part of the WRX STi is unique to the model. For 2011, the WRX STi raises its performance ante with a new suspension and lightened equipment.

It's clear from the first glance that the WRX STi is spoiling for a fight. In rally-car style, the STi is available as a four-door sedan or five-door hatchback, just like the roadgoing version, but freakishly blistered fenders and a massive spoiler make it clear that there's some serious driving business to be taken care of. The deep chin spoiler has a low air intake, fog lights and brake cooling ducts at the outer edges, while the grille and headlamps are contained in an efficient, dark-trimmed slash. A gaping hood vent feeds the engine and offers additional brake cooling. The STi's side aspect is dominated by the rear fender flares which give the car muscular, athletic haunches, like a sprinter ready to explode off of the blocks. The front and rear spoilers aren't just for show; they are a system designed to reduce lift at high speeds, and the eighteen-inch wheels are lightweight racing-style units. Deep underneath all of that go-fast gear, the Impreza's crisp character lines are just barely visible.

On the interior, the overwhelmingly black and silver STi features Alcantara seats that are bolstered for spirited driving and a unique dashboard and console. All of the trim is done in shades of dark and light metal. For 2010 Subaru offered an STi "Special Edition," with some of the interior appointments that the sporty kids don't need taken out and a few go-faster goodies added, and for 2011 the Special Edition tweaks are standard on all STi models. The industrial-felt headliner, made of the material that lines the trunks of cheap economy cars, isn't all that bad, really, and Subaru left the soft-touch surfaces and Alcantara steering wheel intact so it doesn't feel like they've cheapened it at all. Bluetooth, satellite radio and a navigation system are available.
Under the hood, a 2.5 liter turbocharged and intercooled “boxer” four-cylinder produces 305 horsepower and 290 pound-feet of torque. Those numbers go a very long way, even in a 3400-pound car. Subaru’s Dual Active Valve Control System (DAVCS) variable valve timing is used to boost response. The electronic engine control can be tweaked while driving with Subaru’s unique SI-DRIVE system. "SI" stands for "Subaru Intelligent;" with this system, a rotary knob on the console allows the driver to select between three levels of powertrain responsiveness: Intelligent, Sport and Sport Sharp. The STi does torque-y, point-and-squeeze joy very well, on account of its rally-car heritage, and the burble of the massively turbocharged flat-four is intoxicating. All-wheel drive and limited-slip differentials front and rear are standard equipment, and a six-speed manual transmission is the only gearbox offered. The STi features a multi-mode center differential that enables the selection of up to nine different levels of torque balance, so that the WRX STi driver can fine-tune the car’s handling to his or her preference.

A faster steering rack and new double-wishbone rear suspension set the WRX STi’s suspension apart from the Impreza. Subaru has further improved handling for 2011 with a lower ride height and stiffer suspension bushings. Stiff inverted struts and a double wishbone suspension are used in the front, and double wishbones at the rear. The WRX STi features Brembo brakes and a race-bred Super Sport anti-lock brake system that is sensitive enough to control braking at each individual wheel. This system reduces understeer in high-speed turns. Vehicle Dynamic Control stability control is standard equipment, and on the STi the driver can select the level of intervention, or turn it off completely.

The WRX STi proves that a car doesn’t have to be the biggest vehicle in the showroom to be the most impressive. High horsepower, light weight and tenacious handling make it one of the premier sports cars available today. Getting the best of the best carries a price premium, of course. WRX STi pricing starts at $34,720 for the four-door sedan and $36,720 for the five-door. That represents a seven or eight-thousand dollar price walk over the WRX…and if you're looking for performance, it's worth it.

All specifications are for the 2011 Subaru WRX STi 5-door
Length: 173.8 in.
Width: 70.7 in.
Height: 57.9 in.
Wheelbase: 103.3 in.
Curb weight: 3373 lb.
Cargo space: 19.0 cu.ft. (seats up); 44.4 cu.ft. (seats folded)
Base price: $36,720
Engine: 2.5 liter turbocharged horizontally-opposed four-cylinder
Drivetrain: six-speed manual, all-wheel drive
Horsepower: 305 @ 6000
Torque: 290 @ 4000
Fuel capacity: 16.9 gal.
Est. mileage: 17/23

By Chris Jackson - MyCarData

Subaru Forester - Sunshine, rain, snow, mud, dirt or pavement

Some light tinkering with trim level content, a new grille and a major revision of its smaller engine highlight the 2011 model-year enhancements for Subaru's Forester.

Subaru has never shied away from its tradition of quirkiness. It hitched its wagon, reputation and future to all-wheel drive before most American consumers even knew what AWD meant. Its all-weather prowess paid off, attracting a devoted following in the snow belt. Over the years, and particularly during the last decade or so, Subaru has broadened its appeal through leaps of quality and expansion of its product offering.
Because of its commitment to fuel efficiency and its reputation for value, Subaru was well positioned when the economic meltdown hit in 2008. In a year when total U.S. vehicle sales dropped by more than 21 percent, Subaru had a jump in sales in 2009 over 2008 of more than 15 percent. Nearly doubling the industry's 11 percent growth in 2010, Subaru's sales momentum has continued into 2011.

Arguably one of its more mainstream offerings, Forester is anything but quirky. Exceptional passenger space, AWD, solid fuel economy and peppy performance band together creating a well-balanced family wagon.

Close to the bottom of the pecking order, my test $23,920 Forester 2.5X Premium is one of six trim levels. Anchoring the Forester lineup is the $21,220 2.5X; while the $30,000 2.5XT Touring sits atop the bunch.

Although there are a few content distinctions between the X and XT versions, the primary differences are the engine and transmission. The 2.5X uses the competent, but less enthusiastic 170-horsepower 2.5-liter horizontally opposed four-cylinder boxer engine. Subaru gave this four-banger a good going over for 2011. The result is a small boost in torque and a 1-mpg improvement in fuel economy for both the city and highway measures. It delivers acceptable acceleration and turns in EPA-estimated fuel economy of 21 mpg in the city and 27 mpg on the highway.

Posting less impressive mileage numbers, but generating more dynamic acceleration is the 2.5XT's 224-horsepower turbocharged edition of the 2.5-liter boxer engine. Fuel economy takes a bit of a hit, though, with the EPA rating it at 19 mpg city and 24 mpg highway.
My test 2.5X Premium replaced the standard five-speed manual tranny for the optional $1,000 driver-shiftable four-speed automatic transmission to hustle engine production to all four wheels. The automatic is the standard transmission for the 2.5X Limited, as well as the 2.5XT versions. Perhaps the only real nit to pick with the Forester is the automatic transmission. It would be better served with a five- or even six-speed automatic. Such an improvement would certainly translate into better fuel economy numbers.

Engineered for foul weather, the AWD system operates transparently. OK for trail running, it doesn't have a 4-Low gear for crawling over boulders; however, with a minimum of 8.7 inches of ground clearance, it can ignore minor obstacles.
Ride quality is excellent. Its four-wheel independent suspension features MacPherson struts in front and a double-wishbone arrangement in the rear. Despite its overall height and noteworthy ground clearance, Forester has a lower-than-expected center of gravity. This is due, in no small part, to the flat construction of its engine. Its low center of gravity doesn't totally eliminate leaning during hard cornering, but it is less than expected. Steering control is also very good.

Bringing Forester to more controlled stops is achieved by its four-wheel disc brakes monitored by an antilock system. It's standard on every Forester, and includes traction control and stability control. Electronic brakeforce distribution and emergency braking assist are also part of the package. Among interior safety features are six airbags and anti-whiplash front-seat head restraints.

In this segment, seating for five is the standard. Forester provides generous living space for front- and rear-seat passengers alike. Among key competitors, such as Mazda CX-7, Toyota Rav4, Chevrolet Equinox and Hyundai Tucson, Forester delivers more front-seat legroom than any in the group and about the same rear-seat legroom as the Rav4 and Tucson. Only Equinox treats rear-seat passengers significantly better.
Forester also fares well against the competition in cargo capacity whether measuring it with the second-row seat in place or folded flat. Its maximum cargo space is 63 cubic feet; this is much more than Tucson or CX-7. In all but the base trim, the 60/40 split rear seat reclines.

Tastefully styled, the cabin is attractive, carefully assembled and comfortable. The seats are supportive and the controls simple to operate. The high seating position provides a clear view of the road. Standard in all but the entry-level trim, the tilt-and-telescoping steering wheel combined with the height-adjustable driver's seat encourage the driver to secure the ideal driving position.
A bit pricier than most of the competitors listed here, Forester's bottom line reflects the added cost of standard AWD and a comprehensive list of standard equipment. Every Forester comes with full power accessories, air conditioning, remote keyless entry, auto-on headlamps, cruise control, and a four-speaker audio system with CD player and auxiliary input jack. Stepping up to the 2.5X Premium, like my test Subaru, adds a sunroof, eight-way power adjustable driver's seat, Bluetooth, iPod integration and 17-inch alloy wheels.

If you want flashy, there are better choices than Forester; however, if competent, dependable, comfortable and practical are included on your must-have list, this Subaru demands to be considered. Sunshine, rain or snow, mud, dirt or pavement, it will get you where you need to go.

by Russ Heaps - MyCarData

Subaru Impreza WRX Limited - cheap fun that costs a bit more

I could get to love a traffic circle in this car.
The 2011 Subaru WRX combines a lightweight compact sedan with a turbocharged, intercooled 265-hp engine driving all four wheels with a decent manual gearbox, leaving me hunting for traffic circles to go roundabout.

While the third generation of this little rally car-in-training was criticized when it came out in 2008 as too bland, Subaru has taken pains to address those issues over the past few years. And for 2011, more changes have been made to make the WRX look more like its gnarly 305-hp STI cousin as well.
Let’s see if Subaru has WRXed a favorite rally car-lite.

· WRX watch – The formula for the WRX is a simple one that goes back ages – take your econo-car and add performance to it, while still keeping it basic. So the base Impreza compact 4-door sedan (a 5-door hatchback is also available) is massaged with a body design that now looks more like the more macho STi, right down to a functional hood scoop. Subaru calls it a "wide and low" concept for an aggressive street presence, the changes over the 2010 model adding only 33 more pounds to the design. The simple grille is framed in dark graphite with a blacked-out Subaru wing, while upswept headlights also getting black framing. A deep center lower air intake shows off the turbo’s intercooler. There are front air dam winglets under inset fog lights with fake brake ducts. A design line that starts under the HID headlights curves up the more aggressive front fenders after designers gave the WRX an STI-like 1.5-inch wider stance. Fake air extraction ducts in front of flat-edged fender flares frame meaty P235/45R17-inch unidirectional Dunlop rubber on gunmetal gray 15-spoke alloy wheels. Fender air vents get alloy accents with “WRX” on it, while the fender flows into a flared lower door sill and into a wider flared rear fender. A sharp design line runs off the fender’s upper edge and aft, incorporating the body-colored door handles in a bit of BMW-like side detail. Our sedan roof line is simple, as are blacked-out side pillars and a dash of chrome on the lower window. The short rear deck ends in a big rear spoiler over large taillights and a buff alloy design bar. The rear bumper gets a lower valance with aero ducting and four meaty exhaust pipes. Our Lightning Red sedan sat low and looked racy, a number of folks gazing and commenting on it when I took it to a hot rod cruise-in. One said his day “was a lot better” for seeing it, another said the WRX “looked better” with the STI-style fenders. I prefer the 5-door shape for overall smoothness and muscle, but the WRX 4-door certainly had presence as well as decent body panel fit and finish.

· Subaru seating – Inside, the stock black hard plastic Impreza interior greets the driver, with some welcome upgrades. First, we had nicely bolstered high-back leather bucket seats with WRX embroidered in red on the seat backs and red stitched accents – there was an air of racing seat to them. The driver’s seat had manual height adjustment, but the lever was a bit stiff to use. A thick-rimmed leather-clad three-spoke steering wheel with dark graphite accents framing its cruise control and stereo buttons tilts and telescopes, with red stitching accents. It neatly frames a racy-looking set of gauges - an 8,000-rpm tachometer dead center with 150-mph speedometer on the right and gas and temperature on the left, under a small hard plastic cowl. Their red needles sweep the gauge faces when you fire up the car. A dark, shiny graphite accent band V’s off the center stack, while buff silver frames the wide LCD touch screen dash center, which has a six-speaker AM-FM-CD-Sirius Satellite Radio system with solid sound and Bluetooth cellphone and audio streaming with hands-free calling. It doesn’t have an iPod or MP3 audio input, but there’s a set of RCA audio/video inputs in the center armrest storage area to play back videos, with another 12-volt outlet. The center console is hard plastic with two cup holders and a red LED-lit front storage tray with 12-volt outlet, framed in a lighter alloy plastic accent. Aluminum alloy-faced pedals and a driver's footrest brighten the footwell, and all of the controls are backlit in red at night. The glovebox is big, with a damped door that opens slowly. We also had a power moonroof overhead, and some flimsy-feeling sun visors. In back, room for two, the legroom OK for two adults with a fold-down center armrest. The seatbacks split 60/40 and fold to open up the decent-sized trunk (the 4-door is 4 inches longer than the 5-door) – we fit a suitcase and folded wheelchair back there. But despite the alloy accents and leather seats, it’s still an inexpensive plastic interior that showed its compact car roots.
· WRX on the road – The heart of this sedan, which had my teenage son so pleased to co-pilot that he said he was “in love with the WRX and wants to marry it,” is its 2.5-liter, 265-hp boxer four (horizontally-opposed) engine with intercooler and a real hood scoop. Paired with a responsive 5-speed manual transmission and all-wheel-drive, our 8,000-mile-old WRX dug in all claws and snarled to 60-mph in a good 5.9 seconds in second gear. Its closest competitor is the Mitsubishi Lancer Ralliart, with a turbocharged, intercooled 2-liter four with 237-hp, Twin-Clutch Sportronic Shift and all-wheel drive – it hit 60-mph in 5.8 seconds. A front-wheel-drive Mazdaspeed3’s turbocharged four, with 263-hp and a manual tranny, does it in 6.3 seconds. Our Subaru handed back an average 20-mpg on $4.03 premium, though. Two notes – at low revs, the boxer four still sounds like an air-cooled VW Beetle, and if you choose to drive at 45-mph in fifth gear, the 1,600-rpm engine drone just echoes. But spool the WRX’s engine up above about 2,500-rpm, and the flat little four gets excited and offers a gentle turbo whistle replete with one of the most fun enthusiast engine notes that almost every passenger loved. In fact, there was some nice mechanical music when the car was at play, from the engine and turbo sounds to a slight gear whine. Passing power thanks to the turbo is there when you need it, the WRX even pulling strong in fifth gear. But there was some tire and wind noise at highway speed. Under the wider body is a 1.5-inch increase in front and rear track, with firmer rear sub-frame bushings, slightly wider rubber and lighter 17-inch wheels. The suspension was a joy on most roads, soaking up bumps with controlled rebound, just right in its sporty feel yet good for everyday driving. The car exhibited minimal body roll as it tackled turns, and that suspension’s initial softness swallowed mid-turn bumps. That said, there was some floatiness on higher speed runs when we hit a wallow or rounded mound. The all-wheel-drive had a viscous coupling locking center differential that gave us a 50/50 split under most situations, but also put power to the wheels that needed it when we had some fun. Expressway ramps could be taken flat and neutral, while traffic circles were just a right and left and right in second gear. Suicidal squirrels were avoided with a brake tap and a stable swerve. On our skid pad, the WRX, with stability control off, circled neutrally until understeer came in, then we could play with the tail via throttle input, getting a bit of tail out when needed. Stability control on, it reined in understeer. That said, I think Mitsu’s Lancer Ralliart may have had an edge in handling when you can select the all-wheel-drive mode. Nice note – there’s a two-second hill holder on the WRX that kept us from rolling back when we started on an incline. The power steering is very accurate if a bit light in feel sometimes, while the disc brakes had a reassuring pedal feel and good stopping power, although we had fade after a bit of hard play use. For safety, front and side-curtain airbags, plus ABS with Electronic Brake-force Distribution and Brake Assist.

· WRX wallet – A base WRX starts at $25,495, while our WRX Limited was $28,995, all listed above standard except the $2,000 option package with 7-inch navigation touch-screen and Sirius satellite radio, for a total $31,720. For comparison, a slightly roomier, more jet fighterish looking Mitsubishi Lancer Ralliart starts at $27,695 with keyless entry/start and an active center differential with three settings. The one we tested a year ago had a $3,100 touring package with leather seats, 710-watt audio system, HID headlights (height adjustable), rain-sensing wipers, heated seats and moonroof. For less, a MAZDASPEED 3 starts at a bit over $23,000, and is a lot of fun and practical too. Or pay $33,000 base for a 291-hp EVO or $33,500 for a 305-hp WRX STI.
· Bottom line – This is just about the way a car should be – alive to drive, with agile road manners, just the right amount of power and slightly snarling looks. Yes, the fuel mileage could be better from a four-cylinder engine, and just north of $31,000 for a car with an econo-car interior and no MP3 or USB audio input is something to think about. But for a light 4-door car with a trunk, this Subaru wouldn’t “WRX” your weekend or your weekday commute.

2011 Subaru WRX Limited
Vehicle type - 5-passenger compact all-wheel-drive sports sedan
Base price - $28,995 ($31,720 as tested)
Engine type – Turbocharged, intercooled DOHC, 16-valve in-line horizontally-opposed four
Displacement – 2.5 liters
Horsepower (net) - 265 @ 6,000 rpm
Torque (lb-ft) - 244 @ 4,000 rpm
Transmission – five-speed manual transmission
Wheelbase – 103.3 inches
Overall length – 180.3 inches
Overall width – 70.7 inches
Height – 58 inches
Front headroom – 39.3 inches
Front legroom – 43.5 inches
Rear headroom – 37.4 inches
Rear legroom – 33.5 inches
Cargo capacity – 11.3 cu. ft.
Curb weight – 3,208 lbs.
Fuel capacity – 16.9 gallons
Mileage rating – 19-mpg city/25-mpg highway
Last word – Cheap fun that costs a bit more

By Dan Scanlan - MyCarData

2011 bentley azure convertible cars pictures and reviews

2011 bentley azure convertible cars pictures and reviews
Bentley Motors revealed the production version of the new Azure at the 2005 IAA Motor Show in Frankfurt. The luxurious four-seater Bentley Azure, which went on sale in Spring 2006, is the latest in a portfolio of wonderfully desirable 'dropheads' stretching back many decades and reaffirms Bentley's reputation as creator of the world's most elegant convertibles.
Aston Martin Car News: http://wheelx.blogspot.com/search/label/Aston%20Martin%20Cars

2011 chevrolet cruze car wallpapers and previews

2011 chevrolet cruze car wallpapers and previews
This Chevrolet Cruze WTCC car will replace the Lacetti as Chevrolet’s entry in the World Touring Car Championship for the 2009 series, powered by a 2.0 liter petrol engine. It will be prepared by RML Motorsport, who have looked after the Chevy WTCC car since 2005.

2011 Chevrolet beat car wallpapers and previews, prices

2011 Chevrolet beat car wallpapers and previews, prices
The Chevrolet Beat was introduced as a concept car in 2007. Although it was planned to be introduced everywhere else, GM did not originally want to bring it to the U.S. market. Executives at GM thought Americans would not want a city car that was smaller than the Aveo.

The 2011 Chevy Spark is being designed in Korea by GM’s Daewoo brand. It should compete directly with the Smart Fortwo and Toyota iQ and hopefully will appeal more to the young, minicar, urban consumer than the current Chevy Aveo does. Let’s face it though it would be hard not to beat the customer appeal of the current Aveo.
Aston Martin Car News: http://wheelx.blogspot.com/search/label/Aston%20Martin%20Cars

2011 chevrolet blazer cars pictures and reviews

2011 chevrolet blazer cars pictures and reviews
The Chevrolet Blazer (4WD model T-10) and the similar GMC S-15 Jimmy (4WD model T-15) were mid-size SUVs from General Motors. Production began alongside the larger K5 Blazer and Jimmy in 1983 and lasted through 2005. In the United States retail sales after 2001 were limited to two-door Blazer models, all other models being sold to fleets, until April 20, 2005. Retail sales of the (two-door) Jimmy were limited to the Canadian market after 2001.
Acura Car News: http://wheelx.blogspot.com/search/label/Acura%20cars

2011 chevrolet brochures car wallpapers and previews

2011 chevrolet brochures car wallpapers and previews

2011 audi a6 prestige cars pictures and reviews

2011 audi a6 prestige cars pictures and reviews

2011 Audi A6 4.2 Prestige Sedan quattro Tiptronic specifications | Brief review of 2011 Audi A6 4.2 Prestige Sedan quattro Tiptronic features and images| 2011 Audi A6 4.2 Prestige Sedan quattro Tiptronic best priceWe can find parts like vehicle Power Decklid Lock/Unlock, Selective Unlocking

Via Card Key, Valet Lockout, Vehicle Anti-Lockout, Hill Start Control, Traction Control, Brake Drying, Brake Assistance, Diversity Radio Antenna, Subwoofer, Digital Signal Processing (DSP) Pre-Programmed Equalizer, Wireless Communication Access For 

2011 Audi A6 Specifications

Standard Engine 4.2L V8
Standard Transmission 6 Speed Automatic
Cylinders 8
Horsepower -RPM 350-6800
Fuel Economy Cty/Hwy 16mpg / 23mpg
Combined Fuel Economy 18
EPA Class Mid-Size
Number of Valves 32
Fuel Type System Gas Engine / Sequential Electronic Fuel Injected,
Sequential Port Fuel Injected Sequential, Multi-Port Fuel Injected

2011 audi a4 quattro car wallpapers and features reviews

2011 audi a4 quattro car wallpapers and features reviews
Audi A6 allroad quattro - At home on all roads and tracks: Audi A6 .
The very first generation of the allroad quattro proved to be a great success for Audi. . The new A6 allroad quattro is even more spacious, luxurious, Geneva Preview: 2010 Audi A4 allroad quattro ready for its closeup

While the A6-basded allroad quattro had to hold down the fort all by itself . The A4 allroad quattro is right at home on any road – and offroad

2011 audi a4 wagon car wallpapers and features reviews

2011 audi a4 wagon car wallpapers and features reviews
The new wagon features Quattro permanent all-wheel drive, increased ground clearance, and a reinforced underbody, letting you cruise the backroads like you do main street. Three engine options will be available at launch — a gasoline engine and two diesels, all turbocharged.

Choose from a 211-hp 2.0-liter TFSI, 170-hp 2.0-liter TDI or 240-hp 3.0-liter TDI in six-speed manual or seven-speed dual-clutch transmission.

only two engines are available - a 1.8-litre turbo petrol and a 2.0-litre turbo diesel - which consume fuel at 7.4 litres/100km and 6.0L/100km according to the rating label on the windscreens.