When I wrote the 2.5GT's Long-Term Arrival story well over a year ago, I wondered if Motor Trend's staff would deem it "a WRX for grown-ups" by the time its tenure was up. You see, the midsize Legacy 2.5GT borrows the compact WRX's turbocharged 2.5-liter, 265-hp flat-four engine and so-called Symmetrical All-Wheel-Drive system, but packages them in a bigger body designed more for the mature family man than the gung-ho rally fan. Some 26,740 miles later, we have answers: yes and no.
First, let's discuss the GT's WRX-ness. Armed with identical output and all-wheel-drive technology, the GT comes across quick (0-60 mph in 5.3 seconds), surefooted (0.86 g lateral acceleration), and compliant--similar to its smaller sibling, just not quite as quick (we've seen as low as 4.5 in a WRX hatch). And similar to the rally-bred WRX, the GT's suspension exhibits moderate roll and provides ample travel, both of which combine to deliver a forgiving but still sporty chassis that refrains from beating up the driver. Per executive editor Edward Loh, "It covers ground like a rally car: nice suspension with a bit of roll when you turn in, but it grips like crazy and swallows up bumps from road seams and broken pavement." Further, the GT's observed fuel economy of 22.7 mpg was actually better than that of our 302-pound-lighter, 224-horse long-term 2008 Impreza WRX sedan (21.2 mpg)--proof that going bigger doesn't have to mean the same for the fuel tab. The GT's 60-0 braking, too, at 108 feet, proved superior to even the Brembo-equipped STI's 109.
Now let's go over the GT's lack of WRX-ness. On the plus side, its cabin is roomier, quieter, nicer, and more comfortable than that of its little bro. Its trunk, at 14.7 cubic feet, holds a lot more gear than the WRX's 11.3-cubic-foot bin. And if what you want is a sedan that suggests maturity over adolescence, the GT's subdued style--not the WRX's bulging boy-racer bod--fits the bill. On the minus side, the GT just isn't as rewarding to drive, and it should be. Sure, the GT will never be as entertaining as the WRX per se, but that doesn't mean it can't offer added refinement to make up for its fun-factor deficiency. It doesn't. I'm referring mostly to the GT's six-speed manual, the only transmission offered. As the sole gear shifter, the 6M is what makes the 2.5GT unique in the Legacy lineup, and as such, should be memorable for its excellence. Sad to say, the opposite is true. The transmission is clunky and irritating, and seems better suited to a truck than a sport sedan. Associate online editor Nate Martinez notes, "The vague gearbox's long and slushy rows threw me off twice, resulting in annoying mis-shifts."
Associate editor Mike Febbo gripes, "First time in the Legacy, and after 5 minutes I was wishing for a dual-clutch gearbox. After 10 minutes I was wishing for a first-gen SMG, and by the time I got home I would have settled for a CVT." We even gave Subaru's optional short-throw shifter kit ($654 including installation) a try. As advertised, it shortens shift throws, but only by a little, and it made no discernible difference in the box's precision.
During its 25,000-plus miles of service, the Legacy required three maintenance visits. The first (7500 miles, $163.62) and second (15,000 miles, $167.79) included an oil change, full inspection, tire rotation, and replacement of the cabin air filter, while the third (22,500 miles, $155.99) featured the same sans the air-filter swap. All said and done, the GT racked up a $487.40 maintenance tab, more than those of our long-term 2009 Acura TL SH-AWD ($434.92) and 2009 Mazda6 GT ($368.64). The Legacy had two recalls--examination of a steering-column electrical connection and ABS hydraulic control unit cover--but required no new parts or necessary fixes, as everything passed inspection. And early on in its stay, the GT treated us to an airbag light resulting from a faulty airbag module and B-pillar crash sensor, both of which were replaced under warranty.
Besides a few other complaints -- frumpy styling, frustrating audio and nav units, and noisy electronic parking brake -- the Legacy received mostly compliments for its gutsy turbo engine, solid chassis, excellent visibility, and luxurious ride. On one hand, the 2.5GT is a WRX for grown-ups, offering all the go-fast goodies in a roomy four-door that doesn't prompt the question, "Is that your son's car?" On the other hand, it's not, as it fails to deliver the same levels of driver enjoyment and value. If the GT's going to be offered exclusively with a manual, that transmission must be smooth and crisp, capable of high-rev upshifts and easily rev-matched downshifts. And at nearly $35,000, the GT needs more refinement and pizzazz to justify a price that could net an Acura TSX or Infiniti G25. The solution is simple: Plop in the 305-horse STI's slick six-speed stick. Then you'd have an STI for grown-ups. Now that would be a Legacy worthy of a GT moniker.
