Subaru Tribeca 3.6R 2007 Review

What we liked
>> Good engine response
>> Decent ride
>> Improvements to exterior styling

Not so much
>> Rear access still awkward
>> Premium not quite premium enough
>> Restyle could be more conclusive

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 2.0/5.0

OVERVIEW
Subaru didn't have to build a high-riding SUV. Known for neat off-roadable all-wheel-drive wagons, the SUV version was generated by and for Subaru's US interests. Thus the company tells other markets the Tribeca is its premium offering -- a vehicle for those moving up and out of Liberty and Outback.

In July this year, Tribeca only just managed to outsell (with 109) the gone and not-to-be-replaced Hyundai Terracan (102 units) and was pipped by the blocky Dodge Nitro (124). Currently, the likes of Territory, Captiva and Pajero fair flog Subaru's efforts in the increasingly tough medium SUV segment. Tribeca's best month was August with 142, but even the equally odd-looking Murano managed 143.

Nonetheless, with 1500 slow, steady local sales (since its release late last year) Subaru Australia says Tribeca was a "worthwhile addition" to the line-up.

What wasn't perhaps as "worthwhile" was the widespread criticism the brand wore for the Tribeca's unusal styling and lacklustre performance. And Aussie consumers weren't alone in their thumbs-down appraisal.

The company admits the outgoing B9 Tribeca received criticism from reviewers and customers alike for exactly the issues the MY08 update addresses. To help make the distinction, the new model is released without the B9 prefix and will be identified as Tribeca 3.6R to denote an increase in engine size.

Tribeca's 'prompt' update is important as the model is the company's best hope to lure buyers of the likes of Territory and Murano, and other wagons -- high and low-ride.

Not all of those boast 'premium' inclusions, however. You'll see evidence of how lofty Subaru's ideals are for Tribeca in the latest advertising campaign, with its grave strings, a flash of Mont Blanc, The Westin… The quick stint between the vines at Laura's Paddock to check on the fruit is as off-road as it gets.

Subaru figured the Tribeca's fit was already good enough and focussed on rectifying negative feedback regarding performance and styling. The MY08 version gets mechanical updates including a bigger donk and a revised transmission, and stylists have toned down B9 Tribeca's unpopular exterior design -- all good reasons now not to look away.

PRICE AND EQUIPMENT
Pricing for the MY08 Tribeca remains unchanged, starting at $53,990 for the entry-level five-seat 3.6R model. The Tribeca 3.6R Premium five-seater starts at $58,990 and now includes roof rails standard.

The MY08 update includes Xenon HID headlights and new 10-spoke 18-inch alloy wheels for the base model Tribecas up. The space saver spare stays, however.

Tribeca's equipment is long -- as you'd expect for its premium-level pricing. Included in the 3.6R's spec sheet are sat-nav, dual-zone climate control, MP3-compatible six-stack nine-speaker in-dash CD stereo and electrically adjustable (eight-way) front seats.

The Premium model adds front seat heating and dual memory function for the driver's seat; electric sunroof and a rear DVD system with wireless headphones.

Two-place third-row seating is offered on both the 3.6R and 3.6R Premium models as an option. It costs $2000. The seven-seat Premium is expected to continue to wear the mantle of the range's top-seller.

MECHANICAL
Subaru has increased the capacity of the Tribeca's six-cylinder boxer engine by 631cc. The 3.6-litre version of the 'H6' flat-six is Subaru's "largest ever" engine, says the maker.

External dimensions remain the same as the previous 3.0-litre six and the engine weight has decreased -- marginally. The bore and stroke have increased from 89.2 x 80mm to an almost square 92 x 91mm. Though it has been noted the 3.6R shares its reciprocating dimensions with the 2.5-litre Subaru fours, this is not the case.  Those engines are significantly over square with a 99.5mm bore and 79mm stroke.

The engine uses Subaru's Active Valve Control System (AVCS) for variable valve timing on both the intake and exhaust valves (the 2.5-litre four gets inlet only). Power gain over the 3.0R is slight (up 10kW to 190) but torque output is significantly better -- up from 297Nm to 350Nm and arriving earlier at 4000rpm (previously 4200rpm).

The engine can now run on regular (91 RON) unleaded, unlike the 95 RON PULP-only 3.0-litre version.

Subaru Australia is also claiming improvements in fuel consumption for the 3.6-litre H6: 11.6L/100km compared to 12.4L/100km, but that is while using Premium unleaded. The company did not have fuel figures for ULP available at the launch but says the difference would be "a small change; around 2 per cent".

Power output is unchanged when using ULP but low-speed torque is degraded by around 3 to 6 per cent, says Subaru Australia.

Tribeca's five-speed Sportshift automatic transmission has closer ratios to "suit the torque characteristics" of the 3.6-litre engine, according to Subaru. The transmission's gearshift timing has improved through the use of new software for the control unit to "reduce the number of busy up and down shifts" -- a fault identified by our reviewer of the outgoing B9 model.

Subaru says the Tribeca MY08's transmission is also lighter than the old unit, having lost the low coast brake and one-way clutch for a new torque converter slip lock-up control system.

The wagon's multilink rear suspension has been revised with new bushes which, according to Subaru, improve ride comfort and control. Up front Tribeca uses MacPherson strut-type suspension.

Tribeca's braked towing capacity remains at 2000kg but its ball-load capacity has increased from 100 to 160kg for the MY08 version. This should be a plus for those who tow locally-built caravans and boats with their traditionally higher ball weights.

Like all Subarus offered in Australia, the Tribeca uses constant all-wheel drive. No low range is offered and the front-rear static torque distribution is 45.7:54.3. The centre differential is a Variable Torque Distribution unit to "assist turn-in characteristics and maintain straight line stability".

Tribeca uses ventilated disc brakes front (316mm) and rear (320mm) and rides on 18 x 8-inch alloy wheels. The new alloys wear Goodyear Eagle LS2P 255/55 R18 rubber.

PACKAGING
The model restyle isn't for looks alone: the fixed rear three-quarter windows are larger by 30 per cent making the third-row experience less claustrophobic.

Access to the third row has also been "simplified" with an assist spring to help move the second-row seat forward and additional grab handles fitted to the C-pillar. The second-row seat can be folded from either the left or right-hand side of the vehicle and the second and third rows fold flat for optimum cargo space.

The front and rear bumpers have been freshened and the tailgate is no longer so edgy, giving the Tribeca a tidier behind.

Tribeca's taillights have been redesigned for "greater visual recognition" of Subaru's biggest model. Otherwise, the Tribeca is actually now less distinct as the restyle has softened the B9's angular 'aero-inspired' front-end.

Overall length is now 4865mm (compared to 4855mm) but otherwise dimensions are 1880mm wide, 1685mm high (or 1720mm with Premium's roof rails) and wheelbase is 2750mm, as for the B9 model.

Minimum ground clearance is stated as 210mm.

SAFETY
The new Tribeca retains the B9's five-star ANCAP rating. Tribeca has not been tested for pedestrian safety.

Standard safety equipment includes active head restraints, rollover sensor and dual front, side and curtain airbags.

Tribeca uses Subaru's variant of stability control dubbed Vehicle Dynamics Control and its four-wheel disc-brake system has ABS and brake assist.

Subaru argues its constant all-wheel-drive system also provides inherent safety benefits.

The display for the rear-view camera incorporates guidelines to assist reversing and the bumper bar edge is visible in the screen.

COMPETITORS
The medium SUV segment has bulged of late, but arguably the Tribeca is really only competing in the top end of it. We'd count upper-level Kluger models along with the likes of Ford Territory Ghia, five-seater-only Nissan Murano and Mitsubishi Pajero as key opponents.

While in the (almost) conventional wagon arena Volvo's XC70 will likely fight it out for customers as well.

At the premium end of town, Tribeca's direct Honda counterpart, the MDX is no more. Volkswagen's lower-end Touraegs and the new BMW X3 2.0d may compete in terms of dollars, but again neither offers a seven-seat solution.

If seven seats are on the must-have list, some buyers may even look Captiva's way and pocket the change. Mazda's brand-new CX-9 may have come late to spoil Subaru's party with its high levels of equipment, plenty of space and seats for seven.

From standstill, engine response is decent considering the Tribeca's bulk. It still feels heavy, however the 3.6's power comes reasonably quickly and maintains driveability across the normal range of speeds and conditions. No, Tribeca won't win any quarter-mile dash but neither can it be blamed for lumbering away from the lights.

While the restyle has dulled the big wagon's 'individual' features, we think it looks good, if anonymous, on the move.

Inside, the cabin is spacious with good legroom and headroom through to the second row. No surprise that quarters are more confined for rearmost passengers but a short trip would be tolerable for teenage children and even average-sized adults. Littlies will be happy all day.

While access to the third row is improved, it remains awkward with minimal foot space to help egress. The new grab-handles help the climb and seat belts and so on are kept out of the way.

Tribeca's ride is soft; absorbing broken bitumen surfaces and even rippled gravel roads quietly and with a good sense of control. In our tester, at least, there was an incessant rattle at the rear: we presume from the third row which was folded for cargo space.

Steering is adjustable only for rake and not reach (still!) but the dashboard's circular design, as well as ample adjustability for the front seat, make for a good driving position.  The seating itself is somewhat flat and hard but proved comfortable after a full day in situ.

Tribeca goes where pointed and has reasonably quick-witted handling but there's no escape from the feeling you're finessing two-tonne of family truckster. Hard cornering uncovers some body roll. Steering feel is also heavier than some of the other SUVs -- not necessarily a fault.

Forward vision for the driver is good. While the A-pillars are kept reasonably slim, the Tribeca's large side mirrors obstruct vision at intersections. This, however, is much like our long-term tester Touareg and a few too many medium and large SUVs we could mention.

Tribeca does well as a wagon with safe, comfortable accommodation for five or even seven passengers, but it could do with more finery for its price premium and objective.

The up-spec model gets attractive leather trim choices but there's no power open-close for the big tailgate, for example, and the seating, at least up front, could be more plush.

The fact the Premium model thoroughly outsells the entry Tribeca means Subaru could probably add to its price and extend the luxury fit list. For the Tribeca's premium role, Subaru should live it up some more.