2006 Subaru B9 Tribeca Review

Specifications

Good Enough to Stave Off the Savvy Sharks in the Crossover Segment?

Although Subaru is a “little guy” among car giants, it has an enviable history in all-wheel-drive (AWD) technology. Until now, the bantam car company manufactured mostly compact cars, with the Legacy/Outback wagons comprising their largest offering at 188.7 inches in overall length. At best the Legacy/Outback duo, with a maximum seating capacity of five, is classed as a mid-size wagon. Well that impediment has now been abolished.

The availability of a third row seat in the all-new seven-seat B9 Tribeca casts Subaru like fresh bait into a whole new shark tank. At 189.8 inches in length, the Tribeca isnt small in size, but it is a small fish in a big pond stocked with many very capable SUVs and crossovers. Subaru definitely has its work cut out for it if it is to survive in this highly competitive food chain. Is the B9 Tribeca SUV-enough to swim with fishes, or will it flounder belly side up? Well lets have a candid look.

In my view the Tribeca exhibits a decidedly European appearance, more French or Italian than Japanese. Interestingly though, all this Mediterranean flair is assembled in the good old USA - Indiana to be exact. Some folk furl their brow at the Tribecas three-piece front grille arrangement, designed to appear as the wings and fuselage of an approaching plane. This concept is intended to pay homage to Subarus aeronautic history. Other folks admire the controversial design for its artistic quality; either way credit must be given to Subaru for not cookie-cutting, although the Tribecas side profile is somewhat similar to that of Nissans sporty Murano thanks to a reverse raked “C” pillar, which may look dramatic but hinders rearward visibility when reversing.

well placed and easy to operate, if not a touch glitzy due to thThe uniqueness of the Tribecas sweeping exterior lines flow through its airy cabin as well. A double cockpit-style dashboard melds seamlessly into a prominent center stack and console, which together dominate the Tribecas somewhat futuristic interior styling. Pictures fail to do this arrangement adequate justice. I was quite impressed with its eclectic theme and straightforward functionality. Controls and switchgear in the center stack areree circular HVAC switches each surrounding a small function-display screen; its different and it works. Overall the Tribecas cabin feels open and spacious, except in third-row seating.

The front seats are quite firm and suitably supportive. As with some other vehicles without power adjustable pedals and a telescoping steering wheel, I found myself positioned too far from the steering wheel when the drivers seat was set to accommodate my legs. This isnt a problem exclusive to the Tribeca. I have encountered it numerous times before, leading me to question the normality of my limb length ratio. Second-row legroom in the Tribeca is very generous when the 3-person bench is positioned fully rearward, and thats great except doing so entirely eradicates legroom in the 2-person third-row bench. If both the second and third rows are occupied, expect a bit of fore and aft second-row jostling before the available legroom is fairly distributed.

As with most SUVs and crossovers of similar size to the Tribeca, third-row seating is awkward to access and very confining for anyone large enough to shop in the adult section of the local haberdasher. When the third row seat is stowed, the Tribeca reveals generous cargo-handling capacity, which increases to a substantial 74.4 cubic feet when the second row is also flattened. Along with this bulk space is a dandy collection of tuck-away cubbies and cup holders that can be so handy during long trips.

And you can bet that long trips in the B9 Tribeca will be most pleasurable. Supplying power to all four-corners is a 3.0-liter (183 cu in) DOHC aluminum-alloy, 24-valve 6-cylinder horizontally opposed Boxer engine, supplemented with Subarus Active Valve Control System (AVCS) and Active Valve Lift System (AVLS). This smooth operator spins out 250-horsepower at 6,600 rpm and 219 foot-pounds of torque at 4,200 rpm. A benefit of Boxer engines is their compactness, which contributes to a lower hoodline and front-end profile. This also improves the vehicles centre of gravity by keeping engine mass low in the chassis, something Subaru refers to as “engineering symmetry.” Boxer engines are very good at canceling out vibration by firing opposing cylinders simultaneously. Within normal driving parameters the Boxer-6 is very smooth and quiet, only announcing its presence with any sort of glee when pushed hard and revving high.

Despite the massive power Porsche derives from its Boxer engines, Subarus version is fairly anemic until the revs build to 4,000 rpm or more. There is plenty of punch in the upper reaches of the rev band but a lack of it down low, resulting in the need for the autobox to gear down more often than should be necessary to maintain constant speed on inclines or follow the ebb and flow of traffic. A boost in low-end torque would alleviate this deficiency. Apart from this deficiency, the 6-cylinder powerplant goes about routine duties very satisfactorily.

The singular transmission currently available in the Tribeca is a 5-speed autobox featuring Subarus Sportshift manual mode. This unit works well but can be slow to kick-down into a passing gear. The Tribecas Variable Torque Distribution (VTD) AWD system is normally configured with a rear-wheel-bias of 45/55. With feedback from Vehicle Dynamics Control (VDC) sensors, Subarus AWD technology evaluates road conditions by continually estimating surface friction while adjusting torque distribution front-to-rear to optimize traction. Incorporated into this sophisticated technology is an all-speed traction control system bolstered by a vehicle stability program. Combined, these electronic aids work to help keep the Tribeca on the intended path.

Based on the preceding technical drivel plus an impressive 8.4 inches of ground clearance, one can certainly expect the Tribeca to excel off-pavement, recognizing of course that its not equipped with low-range gearing. In terms of real world driving… you know… kids to practices, shopping runs to the mall, 9-5 commutes and the like, the Tribeca is a standout. It is as driver-friendly as the best wagons out there, easily making it one of the most nimble crossover SUVs on the market.

The Tribecas ride is smooth, without exposing its considerable maximum bulk of 4,237 lbs when hectic cornering and stopping demands are issued. Thanks to its impressive dynamic stability, high-speed evasive maneuvers can be undertaken with confidence, albeit the softness in the Tribecas suspension calibration contributes to moderate body lean. When tossed about the Tribeca tracks extremely well while remaining entirely predictable, largely due to the Subarus low centre of gravity - symmetrical engineering.

Complementing the B9s handling prowess is a full set of antilock disc brakes fortified with Electronic Brake-Force Distribution (EBD). Like the porridge eventually eaten by Goldilocks, these binders were perfect for my brake palate: not too sensitive and not too numb. Emergency stops came-on instantly, with nary a hint of control loss. But Subarus commitment to safety goes beyond excellent braking and electronic control programs. Their upscale crossover is equipped with driver and passenger dual-stage front airbags, front seat side-impact airbags and side-curtain airbags as standard equipment. Bravo Subaru, for taking occupant protection seriously.

Whether or not the B9 Tribeca features the leather upholstery and premium audio system distinguishing its Limited edition from the base model, its a very well equipped ride, as it should be given its rather steep pricing. Standard amenities in the lavish cabin include power adjustable heated front seats, remote keyless entry, power windows, heated power foldable side mirrors, climate control with rear seat venting, cruise control, leather wrapped gear selector and steering wheel, tilt steering, tire pressure monitoring, moonroof, projector beam halogen headlights, fog lights and more.

Elevating the Tribeca to the pinnacle of hedonism is the availability of a GPS-based navigation system and a DVD entertainment unit with two wireless headphones. Ah, theres nothing more blissful on a long trip than the sight of content kids in the rearview!

Nevertheless, the B9 Tribeca is wading into some heavily shark-infested waters. It had better learn how to fight off the circling predators in a hurry, because one sniff of its anemic low-end torque may be enough to initiate an attack by a fierce competitor. Subaru needs to put more propulsion into the Tribecas tail to keep it clear of such jaws. While at it, the design team may want to rethink the fuselage-and-wing design; I am not confident itll be widely embraced by the North American market. Apart from these vexations, the B9 Tribeca is a very pleasurable ride and a good initial effort at surviving a shark attack.