Employing a new version of Subaru’s ring-shaped reinforcement safety frame design, engineers increased the use of aluminum and high-strength hydroformed steel to craft a stiffer Legacy architecture for 2005. Furthermore, by employing aluminum in the hood, the front bumper beams, and the wagon’s tailgate, Subaru says more mass is concentrated near the Legacy 2.5 GT’s center of gravity for enhanced handling response.

Outside, the Subaru Legacy 2.5 GT receives a wheelbase stretch of .8-inch over the previous-generation model, and length is bumped almost two inches. Though we think there’s too much front overhang, the Legacy boasts a handsome look not yet marred by the new wings-and-fuselage corporate Subaru schnozz. The 2.5 GT’s dual exhaust outlets are sexy, the kink in the rear roof pillar recalls that of a BMW, and the handsome 17-inch wheels sit flush with the body so that the car doesn’t look under-tired. The hood scoop is functional, feeding fresh air to the intercooler, and the rear glass is recessed in “sail panels” for a distinctive look and better aerodynamics.

Inside, Subaru has crafted a driver-centric cabin with improved materials for an upscale ambience. We see lots of Germanic influence in the Legacy, with vent designs that could have been lifted right out of a previous-generation 3 Series, sturdy angled door grips, and four-stage seat heater dials that recall Audi or Volkswagen. The Subaru Legacy 2.5 GT is equipped with better-bolstered sport seats, electroluminescent gauges, aluminum side sills, and titanium metallic plastic trim – but oddly there’s no turbo boost gauge. Though the dash trim doesn’t even try to convince you that it’s real metal, most interior bits and pieces provide an appropriate upscale look thanks to the mesh cloth headliner and pillar trim, luxurious leather, and matte-finish plastics. Build quality also impressed us, inside and out.

While the Subaru Legacy 2.5 GT looks good, in many ways its beauty is only skin deep. When it comes to using the Legacy as a daily driver, there are several sources of frustration that would lead us to recommend a thorough examination of the competition. For example, designers goofed by choosing to install a circular rocker button to control AM/FM/CD mode rather than a tuning knob to the right of the stereo display. You might think this is a minor issue, but over time it grows into a major irritant, especially when dashboard real estate and design themes dictate that a tuning knob is not only possible, but logical. Here’s another frequent source of aggravation. White control markings on a titanium background are hard to read and the white displays for the stereo and climate control wash out easily on bright days. The basic designs of the stereo and climate controls are sound, but the details are poorly executed making them harder to use than they should be. And shouldn’t a $30,000 sedan offer auto-down operation for more than just the driver’s window? Don’t get us started on the glacial pace at which the power windows lower and raise.