Before you read this, and if you are considering purchasing this car, then don't
despair, this is a great car and damn good value, however there are many ways it
can be further improved MRT can solve
many of the problems writer mentions!
Click the link for more data.
For exact story click here
Jonathan Hawley
Thursday September 23 2004
Jonathan Hawley reports on the Subaru Liberty GT ... a wolf in sheep's clothing.
Jonathan Hawley reports on the Subaru Liberty GT ... a wolf in sheep's clothing.
Prospective buyers of the Subaru Liberty can now choose between more than just
one performance model -- there are three more from which to
choose. Launched last year with a turbocharged four-cylinder GT model in
automatic form only, it has been joined by two six-cylinder Libertys, along with
a manual gearbox for the GT.
Slotting a manual into the GT might seem like a small move, but it's an
important one. Subaru has built itself a reputation for cult performance
cars such as the Impreza WRX and would no doubt want that image to rub off on
the larger Liberty. But it hasn't worked previously with the
deeply flawed Liberty B4, and although the automatic GT might be amply swift, it
still begged the question of what might be if it had a sportier transmission.
The answer has arrived in the form of a five-speed manual, but it's not the only
change. Apart from the introduction of the 3.0-litre, flat-six
3.0R and 3.0R-B models, prices have also been adjusted. In the GT's case, that
means the base model has been dropped, with the turbocharged
model now available in the same specification as what was previously called the
Premium model.
Not only that, the price has dropped by $1000, so the GT sedan now comes with
powered leather seats, a sunroof, climate-control air-conditioning,
cruise control, an audiophile-grade McIntosh stereo system and plenty more gear
for the price of $52,990. The five-speed auto adds another $2000, and the GT
wagon is $2000 more expensive. It's not a small amount of money all up, but not
a lot for what you get in terms of equipment and ability.
The GT auto is already a strong seller for Subaru, with some 150 finding homes every month, and about 25 percent of all Libertys sold in the $50,000 price range.
The GT manual's engine power has been increased with the 2.0-litre boxer engine,
fitted with a single, twin-scroll turbocharger generating 190kW,
compared with the automatic version's 180kW at the same 6400rpm mark. There's
also more torque, with the manual version gaining 20Nm, taking
its peak to 330Nm at 2400rpm. That's a fair bit of mumbo for a sedan weighing
less than 1500kg, and it shows in the way the Liberty GT performs. Power builds
swiftly through the rev range and the engine cut-out doesn't activate until 7500
rpm hovers into view.
Acceleration through the middle part of the rev range is more than enough for overtaking or climbing hills, and even in fifth gear it pulls hard. Things aren't so rosy at the bottom of the rev range, where there's a distinct lack of torque, and it is here that the manual version of the GT distinguishes itself from the auto, which has a converter that masks a lack of low-speed torque.
There's just enough turbo lag to keep the driver waiting for some urge after pressing the throttle. So if revs drop below 2000rpm, say, when turning a suburban corner in second gear, it can be an annoying wait for something to happen. It's not what you'd expect from a naturally aspirated performance car that, funnily enough, Subaru also provides for much the same money in the Liberty 3.0R-B.
Most of the time though, it works just fine, and better. The gearshift is fast and accurate, the engine smooth and willing to rev, and the engine note muffled but pleasant.
The whole Liberty GT driving experience is one of refinement, without the rough-house tactics you'd expect from a more powerful WRX. Despite low-profile 17-inch wheels and tyres, the ride is adequately comfortable yet firm, and noise levels are low.
This is also a particularly agile car, quite compact in dimensions and with a
well-sorted four-wheel-drive system that channels power to the
ground without fuss on seemingly any road surface and grips through corners
while maintaining a nicely balanced, rearward bias to the
handling. With all this and a turning circle of less than 11 metres, the Liberty
is manoeuvrable around town. The packaging is much the same as any
Liberty, meaning the back seat has adequate although hardly commodious leg room,
the boot is of average size and the back seat can't be folded
to accept bigger loads.
The front seats are excellent for their lateral support, and the all-black leather colour scheme looks classy, even if the dashboard looks a little plain. There's plenty of storage space for odd-and-sods, an auxiliary power outlet in the centre console and exceptionally clear and logical controls for the stereo and ventilation.
The Liberty GT manual could be described as a WRX for grown-ups but it's much
more than that. The Liberty manages to mix refinement with a
potential for acceleration and effortless cruising that are highly impressive.
It is well equipped and sensibly priced, and unlike the WRX, could fade into the
crowd, given its subdued styling.
But getting the best out of the GT manual at low speeds can be frustrating and the temptation is to lean more towards the auto for its added driveability, or the sixes for their flexibility. The main thing is, there's a choice.
Nuts 'n' bolts
Subaru Liberty GT
Ford Falcon XR6 Turbo -- $45,205 -- 4 stars (out of 5). A different sort of car: large, rear drive, with heavy gearshift and
less luxury equipment but also lower price. Performance and presence cannot be argued with however.Subaru Liberty 3.0R-B -- $51,990 -- 4 stars (out of 5). Same car, different engine. The flat six lacks the turbo's ultimate performance but it makes up with extra flexibility. A little cheaper, and has a six-speed manual.
Prices and details correct at publication date.
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