2015 Subaru Legacy Review |
| Posted: 29 May 2014 05:00 PM PDT  Share this Article The Subaru Legacy has become the forgotten family sedan. Currently, the Legacy is outsold by every other mainstream mid-sizer on the market.
To gain some insight as to why, Subaru went straight to customers and found the key issues with the car were its exterior styling, interior quality and lackluster infotainment system. To cure these shortfalls, the company embarked on a plan to add "emotional value" to the sixth-generation Legacy. There needed to be more style and higher quality materials. Beginning with the exterior, the new Legacy is finally wrapped in contemporary sheet metal. It isn't exactly gorgeous or cutting edge, but it is as modern as most other mid-size sedans on the market. Riding on the same size wheelbase, the Legacy has grown slightly and now features a choice of 17- or 18-inches wheels. Like the Impreza and XV Crosstrek, the Legacy's side-view mirrors are installed on doors to improve visibility. All models feature LED rear tail lamps while the top-of-the-line 3.6R Limited version receives HID low-beam headlights. More Room Inside
With a bigger exterior comes a larger interior. In fact, Subaru claims it's the largest interior based on total passenger volume in the mid-size sedan segment. The trunk has been enlarged to 15 cubic feet and rear seat legroom has grown to now measure 38.1 inches. That's enough for our six-foot-tall tester to easily stretch his legs out, but headroom isn't quite as generous. Anyone over the six-foot mark will brush against the headliner. As well, the C-pillar slopes down towards the door at a sharp angle that blocks outward visibility for rear passengers, much like the Mercedes-Benz CLA.
Finally, Modern Infotainment
Standard in the Legacy is a 6.2-inch touchscreen radio loaded with Subaru's STARLINK smarthphone integration software and a rear view camera. Optional is a larger seven-inch touch screen display. As much as we appreciate the new infotainment system, we found it slow to respond much like MyFord Touch.
Of course the latest version of Subaru's EyeSight technology is available and is still one of our favorite adaptive cruise control systems. But as we discovered in a torrential downpour, it will not operate during monsoon-like conditions. It turns out if our eyes can't see the road ahead, neither can EyeSight's cameras. All-Wheel Drive with Torque Vectoring
The heavy rain may have stopped the cameras, but it isn't going to stop the Legacy. It remains the only car in the class to come standard with all-wheel drive. To help it corner better in slippery conditions, the car now features standard active torque vectoring in all trim levels that will apply braking to the inside front wheel when turning. During testing at Subaru's SIA plant in Lafayette, Ind. we found the system works well when entering a corner too fast in the Legacy. We can feel the car pull slightly towards the inside of the corner was understeer slip is detected.
No More Tractor Noises
Power for the Legacy continues to come from a 2.5-liter four-cylinder engine and 3.6-liter six-cylinder. Although the flat-six is essentially a carryover unit making 256 HP and 247 lb-ft of torque, the four banger has received substantial updates. Now making 175 HP and 174 lb-ft of torque, the 2.5-liter is lighter, more efficient and quieter. Best of all, it sounds far more pleasant. The tractor-like noises that plagued virtually all non-turbocharged Subaru four-cylinder engines is absent in the Legacy. The manufacturer's engineers first reduced overall engine noise and then worked to tune out the harsher, more unpleasant sounds. The result is a horizontally opposed four-cylinder that sounds like most other four-cylinder engines on the market. With the four-cylinder engine, there is a noticeable CVT whine when hard on the accelerator, but none of the mechanical thrash found in older CVTs. The six-cylinder's CVT is so smooth and seamless in its simulated steps, we would wager the vast majority of consumers would never know there wasn't a conventional automatic under the hood. The horizontally-opposed six-cylinder pulls harder under acceleration than the numbers suggest. But those who want a little more cornering response and steering feel should opt for the small 2.5-liter as the weight savings in the front end are felt every time the Legacy enters a turn. Now More Efficient
Another stigma Subaru wants to eliminate with the new Legacy is that just because it has standard all-wheel drive doesn't mean it's less fuel efficient. For 2015, four-cylinder models are rated at 26 MPG city and 36 MPG highway. Those numbers match the most efficient front-wheel drive Ford Fusion and actually beat the Toyota Camry. With the addition of the CVT, the six-cylinder's fuel economy numbers are no longer pathetic and register at 20 MPG city and 29 MPG highway. Three quarters of all Legacy sales worldwide occur in North America so pricing in this market is important. Even with standard all-wheel drive, the Legacy begins at $22,790 after destination charges while the top-of-the-line Legacy 3.6R Limited begins at a mere $30,390.
The VerdictSubaru has performed quite the magic trick with the Legacy. Here is a car that offers AWD without any of the usual sacrifices made to fuel economy, price or trunk space. The fact the Legacy has all-wheel drive is almost an afterthought now as it's so competitive in the mid-size sedan market as a whole. Subaru doesn't need to rely on the AWD crutch to sell the car anymore. This sixth generation model should reverse the Legacy's declining sales trend and may be enough to return it to its high-selling glory days.
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| 2014 Cadillac CTS vs 2015 Hyundai Genesis Posted: 28 May 2014 05:00 PM PDT
World Class Luxury from Unlikely Sources Share this Article Back when record turntables and two-speed automatic transmissions were considered premium, Cadillac ruled the luxury car world. But a lot has changed since then. Leaded gasoline is gone, tailpipe emissions aren't as toxic as cooking methamphetamine and the Germans have taken over the luxury car market. When it comes to mid-size luxury sedans, this is especially true. The Mercedes-Benz E-Class and BMW 5 Series dominate the segment in terms of sales. But Cadillac hasn't gone away because the all-new 2014 CTS poses a serious threat.
Serious About Luxury Cars
But build it they did and the Genesis proved to be a good car. Although it couldn't quite match the best the segment had to offer, the Genesis was a solid first effort and cost several thousand less than its competitors. Now for 2015 Hyundai has introduced a second generation Genesis sedan that promises to be every bit as good as anything on the market, while still costing a lot less. V8 vs. Twin-Turbocharged V6
For our test, we grabbed fully loaded, top-of-the-line models from Cadillac and Hyundai. That means the CTS Vsport Premium and Genesis V8 with the Ultimate package. Under hood, the cars have the right specs to compete against the E 550 and the 550i. Instead of using turbocharged V8s like the Germans, Hyundai has a naturally aspirated 5.0-liter V8 while Cadillac opts for a 3.6-liter twin-turbocharged V6. Both cars make 420 HP while Cadillac has a decided torque advantage with 430 lb-ft. compared to the Genesis's 383 lb-ft. SEE ALSO: 2015 Hyundai Genesis Review
With excessive weight and a large V8, the Genesis isn't efficient. Yet, fuel economy ratings of 15 MPG in the city and 23 MPG on the highway, only trail the CTS Vsport by one mile per gallon in both scenarios. Sports Sedan
The CTS Vsport is more than just an engine. It's the total package. To reel in all that twin-turbo power, the car is equipped with a set of powerful brakes. Steering is excellent, with a progressive feel that, depending on the drive mode, is appropriately heavy. Body motions are kept in check thanks to GM's magnetic ride suspension that is far better at transforming the CTS into a sporty ride than the adaptive dampers on the Genesis. To exploit the magnetic ride suspension, the CTS Vsport features a 50/50 weight distribution and a standard electronic differential in the rear. This all adds up to a well composed, fun to drive car that doesn't just embarrass the Genesis around corners, but easily rivals the BMW 550i. Comfort King
The much mocked term road hugging weight comes to mind when driving this car, but it really feels like it's made out of a slab of granite coated in a protective concrete shell. It's solid, smooth, comfortable and everything a luxury highway cruiser should be. Classy vs Modern
As attractive as the new Genesis is, the CTS is stunning. Using hard edges, sharp headlights and low-slung styling elements, it may very well be the best iteration of Cadillac's Art and Science design theme to date. Compare Specs
Spacious vs. Stylish
SEE ALSO: 2014 Cadillac CTS Review - Video When it comes to technological wizardry, the cars are pretty even. Both have adaptive cruise control, heated/cooled seats, rear powered sunshade, powered trunks, three-zone climate control and head-up display. The Genesis does trump the CTS by offering an active lane-keep assist, but the CTS has the more sophisticated CUE infotainment system. Each car is stuffed full of safety technology including rear traffic alert and crash detection. Easy Choice for Rear Seat Passengers
Legroom is said to only be 35 inches in the Genesis, which is tiny. That's half a foot shorter than a Toyota Corolla and half an inch shorter than the CTS. But in real world testing, the Genesis has all the room in the world compared to the cramped CTS. Six foot tall passengers easy fit in the back of the Hyundai while their heads will be touching the roof of the Cadillac. The two cars have manual side window shades along with the aforementioned powered rear window shade, but only the Genesis comes with heated rear seats. If luggage is accompanying the passengers, the Genesis can swallow more gear with 15.3 cubic feet of trunk space compared to the CTS at only 13.7 cubic feet. |
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2015 Hyundai Genesis
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Posted: 27 May 2014 05:00 PM PDT
Fear not wagon lovers, everything is right in the world again; the Scandinavian Estate has returned.
FAST FACTS |
| Engine: 3.0-liter turbocharged inline-6, 325 hp, 354 lb-ft. Transmission: Six-speed automatic Fuel economy: 19 MPG city, 28 MPG highway, 22.6 MPG observed. Price: The V60 begins at $36,225 after destination charges, while a fully loaded, R-Design T6 AWD comes in at $51,775. |
After years without a proper non-crossover wagon, Volvo bestows something new to drool over for the American niche of wagon lovers, the 2015 V60.
But this isn't like Volvo wagons of old. It's no box on wheels – the new V60 is simply gorgeous. Using a lot of marketing hyperbole, the manufacturer claims the V60 has a coupe-like silhouette, which makes no sense at all for a five-door, two-box design.
Three Flavors of Boost
Three trim levels of the V60 will be offered initially: the T5 FWD, T5 AWD and R-Design T6 AWD. Each trim comes with a different engine, all boosted in four-, five- or six-cylinder flavors. Our top-of-the-line R-Design T6 AWD comes equipped with the 3.0-liter turbocharged inline six featuring the Polestar tune good for 325 hp and 354 lb-ft of torque. All four wheels receive power through Volvo's older six-speed automatic transmission because the new-for-2015 eight-speed automatic is currently only available in front-wheel drive models housing the new Drive-E engines.
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Top-spec models also receive the R-Design treatment inside and out. That includes a matte black grille, LED daytime running lights, rear diffuser and R-Design tailpipes. Optional 19-inch wheels are available, but the standard 18-inch wheels look great and combined with the bright passion red paint, really sets the car off.
Drives Like a Volvo
The V60 is based on the S60 platform and predictably drives a lot like the sedan. The car has relentless torque at nearly any RPM and is fast in a straight line. Volvo claims it can sprint from 0 to 60 MPH in 5.5 seconds. The six-speed automatic responds well in normal driving, but will hasten its shifts when the car is put into sport mode. Like any boosted 3.0-liter Volvo, stepping off the accelerator produces a nice turbo hiss that can be faintly heard from the engine compartment.
Official fuel economy ratings for the 3,790-lb. wagon are set at 19 MPG in the city and 28 MPG on the highway. During our week with the car, we achieved an observed average of 22.6 MPG. Those numbers aren't spectacular, but there is the less-powerful, far more efficient T5 FWD version of the V60 that is rated at 25 MPG city and 37 MPG highway.
SEE ALSO: 2015 Volvo V60 T5 Drive-E Review
The R-Design retains a rack and pinion steering system unlike new T5 four cylinder's electric assist. The amount of steering effort can also be adjusted manually through the vehicle's settings and unlike Kia and Hyundai's adjustable steering; this one doesn't feel artificial.
Pass on the Sport Suspension
The R-Design comes standard with the sport chassis that lowers the ride height and stiffens the suspension for better cornering. It gives the V60 reasonably improved handling, but it still isn't a sport wagon. That title will go to the forthcoming Volvo V60 Polestar version, which is a completely Polestar-developed edition of the V60 not to be confused with the mild Polestar engine tune equipped to our test vehicle.
Since there isn't much of a performance gain, we'd gladly trade the R-Design's sport suspension for the touring set-up we sampled on the T5 Drive-E V60 earlier this year. It is still sporty enough, but much more comfortable and doesn't crash over road imperfections like the sport suspension does. Regardless of which suspension is equipped, the V60 is capable of towing 3,300 lbs. which is something few cars can claim.
Crammed Full of Safety Technology
Sightlines aren't great in the V60 as the thick B-pillar blocks rearward three-quarter visibility. Thankfully there is Volvo's BLIS blind spot monitoring system, which is just part of the full safety treatment Volvos are known for. Other safety technology crammed inside the V60 includes crash detection, City Safe, cross traffic alert and lane departure warning.
The interior is the typical Volvo design, which means high quality materials, but a somewhat tired design. The front seats are very comfortable and look as good as they feel. Of special note are the thick, supportive bolsters.
SEE ALSO: Volvo's Confusing New Trim Levels Explained
Included in our test vehicle is the Premium Sound System, which is crisp and clear, but not as good as some high-end units found in Audis, BMWs and Mercedes-Benzes. The gauge cluster follows the recent trend of being completely digital and programmable. In this case there are three different themes.
Small Rear Seat, Good Cargo Flexibility
The rear seats are a bit cramped with only 33.5 inches of legroom. But there is ample headroom thanks to the wagon body style, even if it does taper down at the rear. When not transporting passengers, the rear headrests can be folded down with the touch of a button to help with rearward visibility. The back seats can be folded down three ways to expand cargo capacity to a maximum of 43.8 cubic feet. There's also a flip-up trunk divider that can keep smaller items from rolling around in the cargo hold.
The V60's main competition will be the BMW 3-Series Sport Wagon and Audi Allroad, even if the latter is a pseudo crossover. While the T5 trim line matches up well with these wagons power and content wise. Step up to the more powerful R-Design T6 version, and Volvo currently has no equal in the luxury wagon segment.
Volvo trumps the two Germans when it comes to price. The front-wheel drive V60 T5 with the new Drive-E engine starts at $36,225 after destination charges; much lower than the BMW or Audi. Even with the addition of all-wheel drive, the T5's price of $37,725 still undercuts the Allroad and 3-Series. At the other end of the spectrum, our fully loaded, 325 hp R-Design T6 AWD came in at $51,775. The Bimmer and the Audi can both be optioned higher than that.
The Verdict
With great looks and a pleasant drive, the new V60 is a solid package. Add in a variety of engine and drivetrain options along with class-leading pricing and Volvo may just bring specialty luxury wagons a little closer to the mainstream.
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