A bit short in too many areas
Written: May 26 '05 (Updated Oct 05 '06)
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Pros: Comfortable front and second-row seats, interior styling and materials, smooth ride, safety features
Cons: Just about everything else; too cramped in back in seven-passenger form
The Bottom Line: Another couple inches of total legroom would work wonders. A quick styling revision wouldn't hurt, either.
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| mkaresh's Full Review: 2006 Subaru B9 Tribeca |
I'm going to need a vehicle like the B9 Tribeca about a year from now. But it won't be the Tribeca.
You see, a couple months ago I made a deal with the...with my wife. I can get a sports car if I also get something larger and more functional to replace my Protege5. Something with seating for more than five people, that can carry the larger items I currently borrow her car to carry, and that stands a better chance in the event I am run down by a full-size SUV.
I have decided not to make this switch until spring 2006 or so to give vehicle manufacturers a chance to make a three-row vehicle I'd actually like to own. The Ford Freestyle is currently the front runner. I like the size and versatility of its interior, but would like to give it a year to prove the durability of its CVT and depreciate (I tend to buy lightly used.) Also, at the time this deal was struck both Subaru and Mazda were on the verge of introducing innovative three-row vehicles with at least the hint of being more driver-oriented than the typical minivan.
The Mazda5 is still a month or so away, but the Subaru B9 Tribeca just arrived at dealers. For those who don't know, the B9 Tribeca is, well I'm not sure what it is. Something between an SUV and a minivan, it's about the same size as a pre-1999 Honda Odyssey. Like that Odyssey it has four conventional doors. Like all Subarus it has standard all-wheel-drive.
Because the B9 Tribeca was a vehicle I might have actually ended up buying, I drove a B9 Tribeca as soon as the dealer could get one prepped. I later took a second, longer test drive, to confirm and enhance my evaluations. Finally, I received a very helpful comment. All three sources are reflected in the following review.
Styling
First, the name. The "B9" has got to go. I suspect it shall by the 2007 model year, if not sooner. It's gone in this review as of now.
As for the styling, any fears that Subaru might only introduce tasteful designs following the Impreza nose job and clean-lined 2005 Legacy can rest easy. The Tribeca is quite possibly the oddest-looking Subaru ever, which is quite the achievement of dubious distinction. The nose appears cribbed from an Alfa and the overall shape strongly resembles that of the Nissan Murano. I'm not sure from whom Subaru stole the protrusions upon which the taillights rest.
I find the sum total downright hideous. The Murano might have a similar shape, but its curves (especially around the wheels) are more dynamic and its proportions are tighter, with a longer wheelbase and shorter overall length.
One interesting detail: Traditionally Subarus' door windows have been frameless. Though common on sports cars, such windows are rare in other vehicle types. Here the Tribeca is more conventional. Because of their size, the its side windows required frames.
The interior styling, while also out there, is far more to my liking. There's more than a bit of Toyota Previa in here, with a very swoopy instrument panel, but the execution is exemplary. The materials are all suitable to a vehicle priced in the mid-30s, about level with those in an Acura TL.
The first Tribeca I drove had the beige interior, while the second had the gray. The latter, a high-contrast two-tone, is very sharp. Aside from the absence of wood it would not look out of place in a Lexus.
Accommodations
The front seats are very comfortable, with proper support for this type of vehicle. Lumbar support is manually adjustable in both seats. Both seats also include power adjustments, but only the driver's seat adjusts for height and tilt.
The driving position is a throwback to the days when manufacturers didn't realize people actually wanted to see out of a minivan. The steeply raked windshield is supported by a pair of obtrusive pillars. In a futile attempt to mitigate the impact of these huge pillars small windows are included at their base. Similar windows once graced many minivans. But they went away. There was a reason for that--they're useless. Okay, not quite totally useless. That Subaru fitted these tiny windows with their own defroster vents made me chuckle. And I always appreciate a good chuckle.
The view rearward is even worse. Huge front seat headrests mean you can't see a thing with a glance over your shoulder, especially not to the left. You'll just have to trust the mirrors. Be sure to adjust them well.
Moving to the second row, the seats manually recline and are very comfortable. I like the three-section three-person bench configuration as I need to be able to hold my three kids on a trip to CostCo. (Hence the absence of the Chrysler Pacifica from my consideration list.)
The reat seat adjusts eight inches fore and aft. Much of this travel is of limited use, as there is only a minimum amount of knee room for the average adult when the seats are about five inches back. In the seven-passenger Tribeca the seats hit a safety stop at this point, as going any further rearward eliminates third row legroom (with possibly painful consequences). Only beyond this point will taller than average adults have enough room. Only with the seat nearly all the way back was I able to stretch out my legs enough to fully enjoy the comfort of the seats. Further forward I must sit partially knees up.
Barely enough room in the second row would be okay if the third row wasn't very tight with the second row at the safety detent. To fit anyone larger than small children back there it's probably best to slide both the first- and second-row seats forward. This is where a height adjustment for the front passenger would be handy, as it would enable that person to get by with less rearward travel.
Like the third row seats in most midsize SUVs, that in the Tribeca is very low to the floor and thinly padded. Adding insult to injury, the second row doesn't slide forward very far for entry and exit. Gotta squeeeeeze in. One bright spot: there is plenty of room for feet beneath the second row.
In terms of passenger space the Tribeca isn't a match for the Honda Pilot, but isn't far off the Toyota Highlander. I suppose I'm being too hard on the Subie, but cannot ignore how much more useful it would be with just a couple more inches of total legroom.
With the third row up there is enough space behind it for an upright suitcase or two, or at least a trip to the grocery store. Folding all of the seats opens up about as much cargo volume as you'll find in a midsized wagon. One problem: a gap remains between the second and third rows when they are folded if the former is positioned at the safety stop. To keep small items from disappearing beneath the seat it's necessary to slide each part all the way back. So fully converting the Tribeca to cargo use isn't as convenient as in many competitors.
On the Road
I could (almost) have forgiven the Tribeca its faults if it performed like the Legacy on which it is based. It doesn't. Though fitted with the same 250-horsepower 3.0-liter H6 that powers the top-of-the-line Legacy Outback, said six is moving much more mass here. The Tribeca tips the scales at over 4100 pounds. While about what you'd expect from an SUV of this size, it's a bit much for a 3.0-liter engine. (Ford's Freestyle faces the same issue, but my expectations are lower for that vehicle because of its larger, more useful size.)
It doesn't help that the engine yields those 250 horses at a lofty (for this sort of vehicle) 6600 RPM. The transmission does a good job of getting the engine into its sweet spot, and the engine sounds good enough when up there. But this duo is obviously working hard. Even with a light foot on the throttle shifts occur between 3500 and 4000 RPM. I wouldn't expect fuel economy above the mid-teens. I averaged 14 MPG during my second test drive, so 16-18 should be possible in more normal driving.
The Tribeca is fitted with 255/55-18 Goodyear Eagles, implying that it is meant for enthusiastic drivers. It didn't take much time at the wheel to dispel my high hopes. This thing handles better than, say, a Honda Pilot or Toyota Highlander, but that's not saying much. It does not encourage aggressive driving in the slightest. Nothing about its chassis dynamics suggests a common lineage with the Legacy GT. With handling like this, you might as well buy something else with more room inside.
During my second test drive I was able to more thoroughly evaluate the Tribeca's handling. The chassis is actually pretty good for this sort of vehicle. Lean and understeer are moderate and the tires grip well. When pushed the Tribeca manages nicely. So what's the problem? That would be the hopelessly vague steering. On-center feel is especially poor. A shame given the capabilities of the chassis.
A few commenters have pointed out that some magazines have stated that the Tribeca handles as well as an X5. It seems that Subaru provided journalists with the BMW as a comparison vehicle. Well, the Subaru might match the X5 3.0 in terms of test track numbers, but it simply doesn't steer as crisply or feel as sporty. A Nissan Murano also has a somewhat sportier feel.
On the flip side, the Tribeca rides well and noise levels on the highway are almost luxury-car low. Subaru is attempting an upscale move, and the Tribeca's high level of refinement (and standard content) reflects this strategy. This it does share with the Legacy.
Subaru Tribeca Price Comparisons and Pricing
Compared to the Murano, the Tribeca is about $1,000 less expensive after adjusting for differences in features. Base to base, on the other hand, the Tribeca is much more expensive because it includes far more as standard equipment (including a sunroof and power passenger seat).
Compared to a Lexus RX 330, perhaps the most similar vehicle to it, the Subaru is about $6,000 less expensive. However, it should be noted that Lexus dealers have unusually large margins. Invoice to invoice the Subaru's advantage shrinks to $4,500.
Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)
TrueDelta's page for the Tribeca:
http://www.truedelta.com/models/Tribeca.php
Last Words
At this point it should be clear that I was disappointed by the Tribeca. Frankly, I cannot imagine how this vehicle came to be. It's ugly, too cramped for anyone's comfort, and drives much like a good minivan. Oh, yeah. It starts at $31,000 and goes up from there. I'm seeing sizeable incentives in this one's future.
I initially gave the seven-passenger Tribeca one star, but have boosted this to two after learning that the second row can be adjusted past the safety stop if the third row is not needed. I'd just about give it another, but I was expecting so much from it after driving the Legacy. And it let me down.
Generally, if I'm going to buy a vehicle too large to handle well I want it to have three rows suitable for adults. That said, everyone isn't like me. It's quite possible that the same people buying luxurious five-passenger SUVs like the Nissan Murano and Lexus RX 330 will also throw some business Subaru's way, at it offers nearly all the luxury of the latter at a price similar to the former's. The Subaru performs about as well as the Lexus, but not as well as the Nissan. Its interior is much nicer than that in the Nissan, though.
I can even imagine that if the Subaru wasn't so hard for me to look at I'd throw another star its way. Put another way, if you're leaning towards the Lexus and don't mind the styling of the Subaru you should take a look at the latter. But if, like me, you want a vehicle with three useful rows, look elsewhere.
A Note on Subaru Tribeca Reliability
I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.
Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Tribeca rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Subaru Tribeca reliability comparisons.
Before I can report results, I need data on all cars--not just the Tribeca--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.
For the details, and to sign up, visit www.truedelta.com.
A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.
Some of my reviews of related vehicles:
Acura MDX review
Chrysler Pacifica review
Ford Freestyle review
Honda Pilot review
Nissan Murano review
Pontiac Aztek review
Subaru Legacy GT wagon review
Toyota Highlander review
Recommended:
No
Amount Paid (US$): 38,320
Model and Options: Seven-passenger Limited with DVD and nav
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