Think of it as a larger WRX STi
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Think of it as a larger WRX STi
Think of it as a larger WRX STi
http://www.sportcompactcarweb.com/ro...306scc_legacy/
By Paul Hansen
Photography: Paul Hansen
The new Subaru Legacy GT Spec B is powered by a 276-hp single twin-scroll turbocharged and intercooled 2.0-liter flat-four. No, it's not yet sold in America, but we hear it will be in 2005.
The GT Spec B receives a more aggressive front bumper than the standard Legacy and significant aerocladding underneath. Inside, a driver-oriented cockpit features a small, sporty airbag-equipped three-spoke MOMO steering wheel similar to the new WRX STi. Both 4AT and 5AT sport models are blessed with tiptronic-style upshift/downshift buttons on the steering wheel.
Inside, the tachometer and speedometer are equally emphasized, clear and informative with a subdued classy style. Seating is top-notch, managing to coddle you on long trips while giving you a measure of control while canyon carving. Hurtling the car around Fuji International, however, reveals the car exhibits higher limits than the side bolstering.
Handling is far more neutral than most Subaru's of late. A quick 15:1 steering ratio matches up well with the smaller three-spoke steering wheel, a combination that enables quick reflexes. When you enter the corner at speed, there's a tiny bit of initial resistence that transforms into eye-opening amounts of turn-in through to apex. There's even some throttle-on oversteer on tap if you keep on the gas, allowing you to steer through the apex with all four tires howling as you power-drift on through.
The front MacPherson strut suspension is nearly identical to the Spec C STi, with significant strengthening around the wheelwell and the same forged-aluminum lower-arm, and even more caster than the Spec C STi. The rear continues with the multi-link, but this is a brand-new version that features a hefty forged one-piece aluminum trailing arm and hub carrier for vastly improved resistance to changes in toe. The upper link is also forged aluminum, and suspension hard points have been totally revamped.
The suspension is helped by 18-inch wheels and Bridgestone RE050A rubber - of Ferrari Enzo fame - with the rubber compound tuned for the Legacy. Although the Legacy's 2.0-liter bears a strong resemblance to the 2.5-liter STi motor on paper, it's in fact the motor STi appropriated for the WRX STi 8 (not sold in America). And it makes the same amount of horsepower as that car, but not quite the same amount of torque -250 lb-ft vs. 285 lb-ft.
Initially, the Subaru higher-ups had doubts that a single turbo setup could offer the low-end torque of the sequential twin-turbo setup used in top-line Legacys since 1993. But Kazuharu Ichikawa, a manager in the Engine Design Department, felt it could, and then proved it with the development of a twin-scroll EJ20 2.0-liter for the Legacy. Quick spool up was further enhanced by a new, specially designed 4-2 exhaust manifold.
To reduce weight, plastics make up the unique intake manifold and the intercooler end-tanks. The intercooler is a high-flow unit, smaller and angled for maximum efficiency with the hood scoop. Manual transmission models weigh 22 lbs less than a WRX STi, though the Spec B variant weighs 22 lbs more thanks to the heavier wheels, tires and brakes.
Throttle response is amazing thanks to the high-response turbo system and a dual-mass flywheel. Extra-strength engine and transmission mounts help get the power to the wheels.
The braking system has also been whacked with a very big performance stick. Similar to the STi is the ABS with EBD to keep things straight, and also similar to the STi on the Spec C is the huge ventilated brake rotors in the front. Along with that is a much larger and far more rigid 2-pot sliding caliper clamping down some rather large brake pads. Rear ventilated disk/one-pot sliding caliper finish off the job in the rear. All that translated into intense, fade-free stops even after several laps around the track.
Fundamental changes is an apt phrase for this car. Subaru made the decision to abandon the old and come out with something new from the ground up. This is a very important car for Subaru, literally it's future here in Japan and overseas. They went for a big roll of the dice here. We'd say they won this dice roll, and won it in a big way.
http://www.sportcompactcarweb.com/ro...306scc_legacy/
By Paul Hansen
Photography: Paul Hansen
The new Subaru Legacy GT Spec B is powered by a 276-hp single twin-scroll turbocharged and intercooled 2.0-liter flat-four. No, it's not yet sold in America, but we hear it will be in 2005.
The GT Spec B receives a more aggressive front bumper than the standard Legacy and significant aerocladding underneath. Inside, a driver-oriented cockpit features a small, sporty airbag-equipped three-spoke MOMO steering wheel similar to the new WRX STi. Both 4AT and 5AT sport models are blessed with tiptronic-style upshift/downshift buttons on the steering wheel.
Inside, the tachometer and speedometer are equally emphasized, clear and informative with a subdued classy style. Seating is top-notch, managing to coddle you on long trips while giving you a measure of control while canyon carving. Hurtling the car around Fuji International, however, reveals the car exhibits higher limits than the side bolstering.
Handling is far more neutral than most Subaru's of late. A quick 15:1 steering ratio matches up well with the smaller three-spoke steering wheel, a combination that enables quick reflexes. When you enter the corner at speed, there's a tiny bit of initial resistence that transforms into eye-opening amounts of turn-in through to apex. There's even some throttle-on oversteer on tap if you keep on the gas, allowing you to steer through the apex with all four tires howling as you power-drift on through.
The front MacPherson strut suspension is nearly identical to the Spec C STi, with significant strengthening around the wheelwell and the same forged-aluminum lower-arm, and even more caster than the Spec C STi. The rear continues with the multi-link, but this is a brand-new version that features a hefty forged one-piece aluminum trailing arm and hub carrier for vastly improved resistance to changes in toe. The upper link is also forged aluminum, and suspension hard points have been totally revamped.
The suspension is helped by 18-inch wheels and Bridgestone RE050A rubber - of Ferrari Enzo fame - with the rubber compound tuned for the Legacy. Although the Legacy's 2.0-liter bears a strong resemblance to the 2.5-liter STi motor on paper, it's in fact the motor STi appropriated for the WRX STi 8 (not sold in America). And it makes the same amount of horsepower as that car, but not quite the same amount of torque -250 lb-ft vs. 285 lb-ft.
Initially, the Subaru higher-ups had doubts that a single turbo setup could offer the low-end torque of the sequential twin-turbo setup used in top-line Legacys since 1993. But Kazuharu Ichikawa, a manager in the Engine Design Department, felt it could, and then proved it with the development of a twin-scroll EJ20 2.0-liter for the Legacy. Quick spool up was further enhanced by a new, specially designed 4-2 exhaust manifold.
To reduce weight, plastics make up the unique intake manifold and the intercooler end-tanks. The intercooler is a high-flow unit, smaller and angled for maximum efficiency with the hood scoop. Manual transmission models weigh 22 lbs less than a WRX STi, though the Spec B variant weighs 22 lbs more thanks to the heavier wheels, tires and brakes.
Throttle response is amazing thanks to the high-response turbo system and a dual-mass flywheel. Extra-strength engine and transmission mounts help get the power to the wheels.
The braking system has also been whacked with a very big performance stick. Similar to the STi is the ABS with EBD to keep things straight, and also similar to the STi on the Spec C is the huge ventilated brake rotors in the front. Along with that is a much larger and far more rigid 2-pot sliding caliper clamping down some rather large brake pads. Rear ventilated disk/one-pot sliding caliper finish off the job in the rear. All that translated into intense, fade-free stops even after several laps around the track.
Fundamental changes is an apt phrase for this car. Subaru made the decision to abandon the old and come out with something new from the ground up. This is a very important car for Subaru, literally it's future here in Japan and overseas. They went for a big roll of the dice here. We'd say they won this dice roll, and won it in a big way.
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very nice, they're also making a Legacy STI...lemme find the link...
Legacy STI
there we go...i'll never be able to afford either of em, but hey, they're nice to dream about
Legacy STI
there we go...i'll never be able to afford either of em, but hey, they're nice to dream about
Guest
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according to the Car and Driver recieved today, the new Legacy will be coming here in May or June of next year, with the 2.5 N/A engine standard(with some engineering upgrades), and a 2.5 turbo (similar to forester motor, but with bigger turbo) and 3.0 N/A engines optional. Both turbo and flat six will be @250 HP.
Turbo will be well under 6 sec 0-60
Turbo will be well under 6 sec 0-60
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WTNM? [welcome to next month]
Huh, this turned up in a recent google search. C&D 2005 Legacy: September 2003
"We spent a day at Fuji Raceway trying to make these cars cry. The turbo model claims a 0-to-62-mph time of 5.8 seconds, and it gets there with a vibrant, singing exhaust note. It has great balance, steering that is light and progressive, and an absence of oversteer owing to the all-wheel drive. It was great fun to toss around. It should cause concern for a lot of pricier cars, and we think the U.S. car's power sacrifice shouldn't dissuade anyone. With any luck, the turbo car should sell in the $27,000-to-$29,000 range, with the blown wagon going for $3000 more."
2005
-tp
"We spent a day at Fuji Raceway trying to make these cars cry. The turbo model claims a 0-to-62-mph time of 5.8 seconds, and it gets there with a vibrant, singing exhaust note. It has great balance, steering that is light and progressive, and an absence of oversteer owing to the all-wheel drive. It was great fun to toss around. It should cause concern for a lot of pricier cars, and we think the U.S. car's power sacrifice shouldn't dissuade anyone. With any luck, the turbo car should sell in the $27,000-to-$29,000 range, with the blown wagon going for $3000 more."
2005
-tp
Last edited by Teep; Aug 18, 2003 at 10:18 PM.
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