2012 Subaru Tribeca Touring review notes: Still a reasonable SUV despite its age

 Still a reasonable SUV despite its age

There's nothing majorly wrong with the Tribeca, but there's nothing here that will make you want this over the plethora of other sport/ute/crossovers Photo by Subaru.

From the looks and feel of this tester, it is clear Subaru got the message and is now just playing out the string until the Tribeca ends production af Photo by Subaru.

The shortcomings, like what seems like an antiquated five-speed transmission, and the non-telescoping steering column, put it considerably behind othe Photo by Subaru.

The 2012 Subaru Tribeca Touring has plenty of rear cargo space. Photo by Subaru.

It's a sporty driver, with a strong engine and tried-and-true all-wheel drive. - Executive Editor Bob Gritzinger Photo by Subaru.

This was a car I liked better the more I drove it. - Editor Wes Raynal Photo by Subaru.

EXECUTIVE EDITOR ROGER HART: This Tribeca has to be one of my least favorite Subaru vehicles, despite some good memories riding in one while chasing rally cars in Wales a few years ago. There's nothing majorly wrong with the Tribeca, but there's nothing here that will make you want this over the plethora of other sport/ute/crossovers on the market today, especially looking at the $40,000 sticker. Although it does have seating for seven if you're looking for that.

The lack of a telescoping steering wheel made it difficult to find a comfortable driving position, which makes any drive somewhat irritating. And the center stack and instrument panel has an old, dated feeling to it.

EDITOR WES RAYNAL: This was a car I liked better the more I drove it. Initially, I felt it was just another midsize ute, with tight seating in the second and third rows, little power, and sluggish responses.

Over time, however, I grew to appreciate it for being a nice urban vehicle: The softish suspension soaks up the Detroit potholes beautifully—it's one of the more pleasant cars for Detroit I can remember in a while. There's not too much lean in the corners as the suspension firms up decently and the steering felt good.

All that said, I'd take a Mazda CX-9 over this in a heartbeat and maybe one of the GM Lambda vehicles.

EXECUTIVE EDITOR BOB GRITZINGER: Though I understand the basic need of car companies to chase hot market segments—in this case, the crossover SUV zone—the Tribeca has always been a square peg from a company that only makes round holes. With such good vehicles like the Forester and Outback models, which attract buyers who might otherwise buy some typical larger crossover, why pander?

From the looks and feel of this tester, it is clear Subaru got the message and is now just playing out the string until the Tribeca ends production after the 2013 model year. Reports have it that the Toyota-Subaru partnership that spawned the BRZ/FR-S sports car might also lead to joint replacement of the Highlander/Tribeca.

Bottom line is that the Tribeca is getting long in the tooth and offers nothing new for 2012. The shortcomings, like what seems like an antiquated five-speed transmission, and the non-telescoping steering column, put it considerably behind other $40,000 vehicles in the market.

All that said, at a fire-sale price, the Tribeca could be a screaming buy in the coming 24 months or so. It's a sporty driver, with a strong engine and tried-and-true all-wheel drive. The tranny shifts are sometimes clunky and the throttle tip-in is touchy, but overall it's a strong driver, with a reasonable ride and good interior room.

Base Price: $36,670

As-Tested Price: $40,730

Drivetrain: 3.6-liter H6; AWD, five-speed automatic

Output: 256 hp @ 6,000 rpm, 247 lb-ft @ 4,400 rpm

Curb Weight: 4,256 lb

Fuel Economy (EPA/AW): 18/19.2 mpg

Options: Option package 18 including GPS navigation with LCD touch screen, auxiliary AV input jacks and rear-seat entertainment package with wireless remote, two wireless headsets and nine-inch DVD display screen ($4,000)

For more information: Check out the 2012 Subaru Tribeca Touring at shopautoweek.com.

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BMW 328i Touring driven

£30,400 Driven August 2012

Is this really a new 3-Series Touring? It's so big. It's like it wants to be a 5-Series. But, if you walked into a BMW dealer, you'd never get confused about which to buy. The current 5 Touring isn't just big, it's enormo-humungo-colossal. Which is why there's a definite slot in the line-up for an estate that can carry a family and their chattels, but which doesn't require a pair of tugboats every time you want to moor up alongside your house. The new 3-Series Touring is that car.

Some numbers. The Touring's wheelbase is up 50mm from the last generation, and the overall length by nearly double that margin. Actually, it's exactly the same size as the 3 saloon on which it's based, so no news there. But the stretch in size matters more in the Touring's case because it translates into usefully more space in the back seat and boot. There's more headroom in the back than the saloon because the roof is higher. Still, it avoids a furniture van look by having a rear window that's angled more towards the horizontal.

But here's a strange thing. It doesn't feel big. In common with the saloon, BMW has actually made this 3 Touring (the F20 generation) feel smaller and more nimble than the old E90 - more like the sports-compact car the 3 always was in our imaginations. The steering is sharper and emphatically higher-geared, and the body seems to roll and heave less. It just encourages you to throw it about. This makes us happy. The 3 has become a distinctive car again, separating itself in character from the C-Class. It's fun. Though, as I'll come to in a minute, you need to choose the right engine.

But first, more of the Touring-ness. As standard on the new car, the tailgate is electrically operated and optionally has one of those sensors where you wave your foot under the bumper to open it. Both these devices often have minds of their own, and, on every car I've ever used that has them fitted, they've driven me bonkers. Why have these idiotically over-complicated solutions to a problem that didn't exist? To be fair, most other people like them, but you have been warned, my friend. More sensibly, in normal BMW practice, the rear windscreen opens independently of the tailgate to let you drop small stuff in.

The seat is split 40:20:40 so two people can sit one on either side of, say, skis or snowboards or a piece of flatpack onits briefly sunlit journey from furniture superstore to buyer's remorse. Also useful is a deep bin under the floor - it's so big because it's the same floor pressing that accommodates the high-voltage battery in the forthcoming hybrid version of the 3 saloon. The outer two seat-backs fold and return easily without fouling the seat belts. All good. Less special: the quality and deployment of the boot's roller-blind cover, the luggage net and the load-retaining gadgetry is no better than industry standard. And the main bootfloor itself is high because it has to clear the rear diff and complicated BMW suspension, so the whole space is shallower than in the more luggage-hungry front-drive estates.

But the 3-Series is RWD, so it can use high-performance engines yet maintain sweet steering untroubled by torque-steer. It delivers. The steering is beautifully judged, stable at speed but agile in bends, and the car pivots through curves by sharing the effort in ideal balance between front and rear. If you choose a manual, the position of the gearbox under your elbow helps the shift.

The chassis isn't only lithe, it's supple. Maybe the Touring's ride is a fraction sharper than the saloon's, as it has stiffer rear springs. But the test car had 18-inch wheels, so perhaps they were the culprits. Whatever, it's a small matter. This car feels sophisticated. Engineered by those who love what they do.

Except the test car's engine is a bit more mixed. I had the 328i. This is the 4cyl direct-injection Valvetronic turbo, and a great idea on paper: it's light, torquey and fuel-efficient. Trouble is, at medium throttle openings and medium revs, it sounds uninspired. I've driven the 28i engine in a 5-Series, where it's quieter so you don't worry, and in a Z4, where the exhaust sound is more inspired. But here it's just a dull mechanical drone. So, turn the radio up, and enjoy the lag-free torque. And actually, when you floor it and go for the red line, it finds a more interesting voice. And it goes well, partly because it's 40kg lighter than the old Touring. Clever to lose weight while gaining size.

Look at the saloon range, and you can see more engines will be added, but, for the moment, the 328i is the only petrol. Anyway, most people buy their BMWs in diesel flavour these days. For them, there's the super-logical 320d and the fast, sweet six-pot 330d.

Paul Horrell

The numbers
1997cc, 4cyl, RWD, 245bhp, 258lb ft, 44.5mpg, 159g/km CO2, 0-62mph in 6.0secs, 155mph, 1500kg

The verdict
Good-sized wagon that's huge fun to drive. If we used half-points, it'd lose one for the missing straight-six noises.