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Story by Dubspeed Driven Sr. Editor, Carl Modesette
Photos by Manufacturer

Due to the popularity of the introductory 2006 Legacy spec.B, this year Subaru execs have chosen to make the spec.B a regular production model rather than limiting production to a scant 500 copies. Carrying the same $34,620 sticker price, we had a chance to sample what the same money buys one year later. Last time around, we concluded that the spec.B model offered “outstanding performance at a low price” and called the Legacy GT lineup “a true bargain.” Does the same hold true this time around? Follow the jump to find out…

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Exterior

On the outside, little has changed from 2006 save for the exterior color – meaning that Subaru has chosen to stick to the Henry Ford paradigm of paint choices: “You can have any color you like, so long as it’s Diamond Gray Metallic” (last year’s color was Titanium Silver Metallic). The same spec.B-specific side moldings with chrome trim carry over, along with the 18” 10-spoke alloy wheels shod with Bridgestone Potenza RE050 summer rubber. Aside from paint color, the only other change is the addition of a tasteful spec.B badge on the trunk lid instead of the individually-numbered plaque on the shifter surround.

Interior

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On the inside, the obvious difference is the change from Brick Red leather upholstery to Charcoal Gray leather-trimmed seats with Dusk Blue Alcantara inserts and spec.B-specific floormats. These new Subie-blue seats help link the spec.B to its big little brother, the Impreza WRX STi. The MOMO steering wheel and aluminum alloy pedal covers carry over from last year, as does the Subaru Navigation System, which otherwise can only be had on Legacy GT Limited models with automatic transmissions (for $2500).

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Other changes for 2007 include the addition of a 60/40 split fold-down rear seat for all Legacy models, 2-position memory function for the driver’s seat on the spec.B, and a new stereo system which “features SRS WOW technology for new sonic performance and quality, plus MP3 and WMA playback and an auxiliary audio input jack for iPods and other portable audio devices,” according to Subaru.

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In 2006, we noted a moderate level of gear whine from the Subaru corporate 5-speed, but this whine is all but absent this go-round. Comparing spec sheets, the 2007 spec.B hits the scales 115 pounds heavier than the outgoing model, and 100 pounds heavier than a 2007 Legacy GT (with the older 5-speed). Whether some of that extra mass comes in the form of sound deadening material, we’re not sure, but the lack of gear whine certainly elevates the luxury factor.

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Unfortunately, none of our smaller gripes about the previous model’s interior have been addressed, most notably the jab-you-in-the-thigh emergency brake handle which still draws repeated four-letter condemnations from this author. While the added grip of the alcantara seat inserts is a welcome change, this time around it seemed nearly impossible to get the driver’s seat adjusted “just right.” Even with the lever-operated lumbar adjuster fully retracted, it felt like there was too much cushion in the lumbar area, such that the upper back and shoulders are left largely unsupported. Perhaps my 90th percentile frame just doesn’t fit these seats, but longer trips left me with an aching back.

Engine/Drivetrain/Suspension

Aesthetics aside, the most notable changes for the 2007 spec.B are found in the drivetrain. Astute observers will note an apparent decrease in power, from 250 horsepower and 250 pound-feet of torque to 243 and 241, respectively. As nothing else has changed – the 2.5 liter boxer turbo still makes 13.5 psi of boost – the decreases happen only on paper according to new SAE power measurement guidelines.

New, however, is the addition of Subaru Intelligent Drive (or SI-DRIVE for short) on all turbocharged Legacy models, which offers three driver-selectable modes of operation: Sport, Sport Sharp, and Intelligent. The Sport mode is essentially the same level of performance from the 2006 model. Sport Sharp “modifies the engine’s electronic throttle mapping to deliver lightning-quick throttle response and more power sooner (emphasis added),” according to Subaru. The Intelligent mode “reduces engine torque and maximum power and switches to a more relaxed throttle response curve” by restraining peak output by about 20% and limiting peak torque to 228 pound-feet.

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Control of the SI-DRIVE system is manipulated by a rotary dial on the center console – turn the knob left for Sport, right for Sport Sharp, and push down for Intelligent mode. While the differences in performance are noticeable, the knob and its placard seem largely gimmicky; a “me-too” response to the more complex rotary-encoded systems offered on German luxury sedans. Due to the knob’s location, it’s all too easy to inadvertently land an errant palm on the knob, which sends you into the low-performance Intelligent mode. Suggestion to Subaru: ditch the knob and cheesy shifter placard, and move the switch somewhere else. iDrive isn’t exactly something you want to emulate – in name nor function.

The best addition for 2007 is a modified version of the 6-speed manual transmission borrowed from the Impreza WRX STi, which replaces the standard 5-speed manual. Besides adding an extra cog for highway cruising, the 6-speed shifter looks and feels far better than the rubbery old 5-speed stick. If there’s a singular reason to opt for the spec.B over the standard Legacy GT, this is certainly it.

Also new is a Vehicle Dynamics Control (VDC) system and a new TORSEN limited-slip rear differential, but the same namesake Bilstein Sport Suspension system with inverted front struts and aluminum suspension components remains. Other authors have criticized the Bilstein Sport Suspension for its softness, but we stand by our original praise. Sure, one would almost expect a firmer, riding-on-rails experience from a sport suspension package, but that would totally betray the character of the Legacy – this is a sport luxury sedan, after all. The ride quality is on the softer side and body roll, dive and squat are pronounced, but the Symmetrical All Wheel Drive system and the sticky RE050’s help the spec.B corner with absolute authority. In short, the spec.B handles when it needs to, yet remains plenty comfortable in between.

Summary

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New paint, alcantara, and kitschy gewgaws aside, the 2007 spec.B is essentially the same car with a much improved 6-speed manual transmission. And while we were (and still are) impressed with how easily one can acclimate to driving the spec.B to its limits, we’ve become a bit more critical of the car overall.

Few would fault the power output of the venerable 2.5 liter turbocharged engine, however the fact remains that 2.5 liters is on the big end of the 4-cylinder displacement scale, and those deeper lungs paired with boosted breathing create an insatiable appetite for fuel. Unfortunately, the addition of a tall 6th gear didn’t seem to help much, as our observed mileage was about the same as the 2006 model’s at around 17-18 mpg in mixed driving. The EPA figures actually took a small hit on the city side, returning 19/26 for 2007 compared to 20/26 in 2006. In real-world driving, we saw 13-15 mpg in the city and 18-21 on the highway. If your daily commute doesn’t include a decent stretch of highway, plan on filling up early and often.

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Apparently we aren’t the only ones concerned with fuel consumption, as the spec.B’s instruments offer seemingly endless ways to monitor its thirst. New for 2007 is a vacuum-driven, unit-less “MPG” gauge under the speedometer similar to those found in a BMW. Further, a small driver information display below the tachometer can display instantaneous consumption, as well as average consumption for each of two trip counters. If that wasn’t enough, the Navigation system can also display average and instantaneous consumption in several graphical formats. So in essence, you can monitor the same information in no fewer than three different places on the dash. Overkill much? Really, the Beemer-style gauge is what pushed us over the edge – if the other instruments can show real-time fuel usage measurements with understandable units attached, then what good is a redundant gauge that can only tell me “+” or “-“? We’d much rather have a boost gauge instead, as they’re similar in operation and would provide information that’s actually useful. For what it’s worth, a 3-gauge cluster including a boost gauge is available for $775 (!) on regular Legacy GT models sans Nav, as it resides in the space occupied by the screen.

We also took note of what appears to be a drawback to the under-hood intercooler location – heat soak. Despite a functional hood scoop (albeit smaller than those found on the Impreza and Forester models) to force cool air over the intercooler, it doesn’t seem to be effective until moderate speeds are reached. The result is sluggish low speed acceleration punctuated by short interruptions in power delivery as the engine control computer dials back the boost. An odd knocking sound at idle also concerned us once the engine was warm, but both of these concerns may be simply due to the fact that press vehicles tend to get treated worse than most airport rent-a-cars.

And yet, despite our criticisms, nothing has changed – when it comes to the bottom line of value, the spec.B is still a winner. Few manufacturers offer a true sport luxury sedan with AWD, plentiful power, and a manual transmission – at a reasonable price. The only close competitor is the Mazdaspeed 6, which undercuts the spec.B by $1400 when similarly equipped. AWD offerings from the German and Japanese luxury brands all reach close to, if not above $40,000 when optioned similarly to the spec.B. And yet, everything changes if AWD isn’t a necessity – in which case, quite frankly, there are better cars out there for the same or less money. — DD