Subaru Liberty 2006 Review

Not so much
>> Tight rear space
>> Confusing model lineup
>> Light lifeless steering

OVERVIEW
Subaru has always occupied a distinctive space in the medium sized car market. The Liberty's major points of difference -- trademark all-wheel drive and horizontally-opposed engines across the range -- have set the brand apart. The current generation was launched back in late 2003, along with stated aim to head more upmarket and conquer buyers from the likes of Audi, BMW and Mercedes-Benz.

Whether it has stolen buyers from these European brands remains unclear, nonetheless, the range remains a consistent seller.

Part of this may be due to Subaru's practice of updating its cars every year ushering in various major and minor "model year changes". These don't occur at the end of the year but usually around September with the latest 2007 Model Year Liberty and Outback cars going on sale this Friday (September 8).

The latest round of changes are reasonably significant coming mid-life in the model's cycle --the all-new Liberty is due in 2009. That said, you might be pushed to notice the difference from the outside with very minor changes to the grille, front bumpers, headlights and wing mirrors.

The big news for customers is the reduction in price on many models, the increased level of equipment, a new Subaru Intelligent Drive (SI-Drive) system on turbo and six-cylinder models and return of the GTs.

The Liberty is now priced from $31,990 for the manual Liberty 2.0R sedan through to $58,980 for the Liberty GT automatic wagon with Satnav. In between there's no less than 24 different versions of engine, transmission, spec and body style.

The six-model Outback wagon lineup is priced from $36,990 for the 2.5i manual through to $52,990 for the 3.0R Premium automatic.

FEATURES
While many of the Liberty and Outback models have had either a price cut or remain the same as the outgoing model, there has been an upgrade in spec across the range.

The first thing you notice as you slip behind the wheel is that the steering column now adjusts for both rake and reach and the cruise control buttons along with audio controls are now located on the steering wheel. The audio system has also been upgraded with a six-stacker CD and MP3/WMA compatibility standard across the range.

But with 25 per cent of buyers now opting for the 3.0R six-cylinder models and the addition of the 2.5-litre turbo GT versions expected to provide more upper-end appeal, it is these models that have benefited from more content upgrades.

As well as the increased features mentioned above on the 2.0-litre and 2.5-litre naturally-aspirated four-cylinder models, the sixes and turbos also gain bi-Xenon headlights, dual-zone climate control, paddle shifts for automatic transmission models, power driver's seat, a "multi-function" steering wheel (with no less than 14 separate buttons), tinted privacy glass for rear windows, an improved 14-speaker McIntosh CD audio system and the much hyped SI-Drive system.

SI-Drive is basically an upgraded computer control for the engine and transmission that offers three modes of driving. In order to get the best out of each mode, it requires a co-operative partner in the driver.

The three modes adjust engine power and torque outputs, electronic throttle response and transmission shifts for the automatic models to deliver the benefits of economy or performance driving depending on how your mood takes you. More on that later...

COMFORT
In addition to the extra kit mentioned above, the Liberty is well specced with standard equipment including climate control air, power windows and mirrors, remote locking and a good quality sound from the audio system across the range. The 2.5i model gains a sunroof while the Premium version of the bigger four-cylinder model also gets leather trim and a power-adjustable driver's seat.

The GT models up the ante again with a choice of either vehicle dynamic control (VDC) or Satnav. The aircon moves to a dual-zone system and there's the excellent McIntosh audio system. The six-cylinder models also get power adjustment for the front passenger seat on top of all the rest.

With plenty of adjustment for the driver's seat and steering column, getting a good driving position is easy and the seats are comfortable and supportive. There is plenty of space up front although rear legroom is a bit tight for adults. The Liberty is also a fairly narrow vehicle and three adults across the back is quite a squeeze.

There are plenty of cupholders and storage cubbies and while wagons feature a 60/40-split rear seat back to increase luggage space, the sedans only offer a ski hatch.

SAFETY
All Liberty and Outback sedans and wagons have received a five-star ANCAP occupant protection rating and there is no shortage of safety equipment across the range.

It starts, Subaru would point out, with the standard all-wheel drive system. Other active safety measures across the range include ABS brakes with Brake Assist and electronic brakeforce distribution. GT models get the option of Subaru's vehicle stability control system (VDC) which is standard on the 3.0R models.

The airbag count across the range is six with dual front, front side and side curtain airbags all standard while all five seatbelts are three-point with pretensioners and load limiters on the front.

MECHANICAL
Subaru offers a choice of four engines across the Liberty and Outback ranges with two naturally aspirated flat fours, a turbo flat four and the flat six.

The entry level 2.0-litre flat four generates 121kW/187Nm while the bigger 2.5-lite four-cylinder engine offers the same power with an increase in torque to 226Nm. Both these models are offered with a choice of either five-speed manual gearboxes or four-speed automatic transmissions.

The GT models get a new turbocharged version of the 2.5-litre engine (as seen in the Impreza WRX) that increases power and torque to 184kW and 339Nm respectively with drive delivered via a five-speed automatic transmission (with manual shifts on offer via steering wheel mounted paddles).

The bigger 3.0-litre flat six also mates to the five-speed auto and generates maximum outputs of 180kW and 297Nm.

Spec.B versions of the GT and 3.0R ride on a sports-tuned Bilstein suspension and bigger 18-inch alloy wheels and also have the no-cost option of an STI-derived six-speed manual gearbox.

The higher riding Outback wagon models are powered by either the 2.5-litre four-cylinder engine with a choice of manual or auto transmissions, or the auto-only 3.0-litre six. All models bar the 2.5i require 95RON fuel.

Apart from the availability of the new GT and spec.B models, little has changed on the mechanical front except, of course, the introduction of SI-Drive.

As mentioned the system uses electronics to alter the power and torque outputs and throttle response according to how you want to drive.

In the "intelligent" mode, maximum outputs are cut by about 27 per cent for the 3.0-litre engine and 19 per cent in the 2.5 turbo down to 147kW/200Nm and 148kW/275Nm respectively. With a corresponding reduction in throttle response, this, according to Subaru, provides the sort of economical performance of a 2.0-litre engine.

The "sports" mode offers full power and normal operation, while the sports sharp (#) mode improves throttle response and if mated to an automatic transmission, holds gears longer to extract the most out of the engine.
COMPETITORS
Subaru pitches its Liberty into two separate market segments with the four-cylinder models aimed at the Japanese $30-$40K models including Toyota Camry, Mazda6 and Honda Accord.

For the six-cylinder and turbo models, however, it has much loftier aspirations naming cars like entry-level BMW 3 Series, Mercedes C-Class, Audi A4, and Lexus IS250 as potential rivals.

Subaru might not have the brand cache but according to the press blurb it "would ask consumers to trade off a prestige badge for the smarter choice of performance, feature content, improved safety and value (including resale value)."

The Outback is almost in a class of its own but offers compact/medium five-seater SUV buyers a soft-roader alternative that will still get a little way off the beaten track without raising the hackles of the urban anti-SUV lobby.
ON THE ROAD
With such a range of models and a relatively short press launch drive, CarPoint's taste test was limited to time behind the wheel of just the 3.0R five-speed manual Liberty and a 2.5i Outback automatic.

On the highway, the 3.0R proved a comfortable and very quiet conveyance. At cruising speeds the low levels of noise and vibration and quiet hum of the engine give the Liberty a refined ambience.

There is a decent feeling of strength beneath the bonnet and off the line the 3.0-litre engine delivers plenty of urge, however, it really only offers its full potential higher in the rev band.

With the SI Drive in sports # mode, the 3.0R's throttle response is quick and with regular shifts of the solid-feeling five-speed manual gearbox, you can keep the engine revving above about 4000rpm (max outputs are listed at 4200rpm and 6600rpm) and truly get some forward thrust.

The suspension is firm but never harsh and offers plenty of control and stability. You can throw the car into a corner with enthusiasm and with the assistance of the all-wheel drive and a well-balanced chassis, it simply follows your desired line through the corner. The only real disappointment in the handling equation is the steering which is fairly light and lifeless.

Flip the switch to intelligent mode and there is a discernible drop in peak outputs. You don't so much notice the reduced power and torque until you rev the engine hard  (which is against the whole concept). You  do notice the slower throttle response.

We can't help thinking that the whole thing is a bit of overkill. If you want to drive for economy, it really is a simple case of keeping the revs reasonably low which means regular shifts and a light load on the loud pedal. Do you really need electronics to assist you in that?

The 2.5-litre engine in the Outback offers noticeably less power and torque, however, it is still up to the task of getting the all-wheel drive wagon off the line in a reasonably strong fashion. It doesn't feel as though it needs to be revved as hard as the six-cylinder to wring the most out of it but it doesn't offer the sporting drive of the 3.0-litre either.

The ride in the Outback feels a touch more compliant (probably largely due to the higher profile tyres) and there is a little more roll through corners but the handling remains fairly neutral and as with the rest of the range, the all-wheel drive system works a treat.

The four-speed auto may lack the extra ratio of most its competitors these days but it is still a smooth shifting responsive transmission that ensures the Outback offers a fuss-free drive experience.

Like the Liberty we drove, the steering still lacks feel and while its lightness is a bonus around town, we would prefer a little bit more weight to it out on the open road.

The writer did spend a very brief 20km in the automatic GT, however, before I got to slide in behind the wheel, a gremlin had worked its way into the electronics and the car gave up the ghost refusing to start or shift out of neutral requiring a flat bed to remove it from the launch drive. Exactly what went wrong is unclear at this stage but we will keep you posted.

With the extra kit and reduced prices, the Liberty and Outback ranges remain very good value in the mid-sized market with a nice compromise between ride comfort and sporty performance (especially in the six-cylinder) and  a reasonably involving drive experience available when you want it.

However, while a sports mode is always appreciated in the drivetrain for better throttle and auto transmission response, we would question the value of the overall SI-Drive package.