Full Test: 2006 Subaru B9 Tribeca

The ever-shrinking list of SUV-free automakers has shrunk again. With the introduction of the 2006 Subaru B9 Tribeca, the list is down to eight: Audi, Ferrari, Jaguar, Lamborghini, Maserati, Mini, Scion and Chrysler if you don't count the Pacifica. We admire their resolve, although Audi will cave next month and introduce its SUV, the Q7, at the Frankfurt auto show.

Subaru has come close to losing its SUV-free status in the past with its Legacy Outback models and its Forester, but the B9 Tribeca is undeniably a sport-utility vehicle. And for Subaru's sake it has to be a good one.

This isn't only the company's first SUV, it's the largest and most expensive Subaru ever, the first Subaru with an available navigation system, and the first Subie to wear the company's new design philosophy. Subaru is even calling it its flagship. In other words, the B9's 18-inch wheels and tires are carrying quite a burden in addition to the truck's 4,225 pounds.

After living with a Subaru Tribeca for 10 days, we think Subie's brass can kick back and relax. We like this oddly named truck. We're still wondering why it's named twice, once for a bingo call and once for the trendy Manhattan neighborhood, but we like it.

High Luxury, High Price
Our test truck, a loaded-to-the-gills seven-passenger Limited model with DVD and navigation, costs $38,320. That's $7 grand more than a base five-passenger B9 costs and about the same as a loaded Toyota Highlander Limited or a midlevel Acura MDX will run ya.

For your $38 thou you get a truck that's about the same size as a Lexus RX 330. You also get three rows of seats, perforated leather, rear air conditioning, stability control, front-seat side-impact airbags, side curtain airbags, "smart" dual-stage-deployment front airbags, four-wheel disc antilock brakes, power seats, an in-dash six-disc CD changer, tri-level heated seats, and keyless entry. Foglights and a sunroof, too. The only thing our tester didn't have was satellite radio, which was disappointing at this truck's sticker price.

Both rows of rear seats fold flat very easily, which opens up a maximum of 74.4 cubic feet of cargo room. When just the third seat is folded there's about half that, and with seven people aboard, pack light. These are average numbers for the class, but the Toyota, the Acura and the Honda Pilot do hold more.

Subaru has also packed the B9 with small details that help justify its price. Things like ambient interior lighting that illuminates the footwells, center console and cupholders at night; the two wireless headsets and remote control you get when you order the optional rear-seat entertainment system; and the extra heft of the clamshell doors on the center console are all nice touches that take this truck up a notch on the luxury-o-meter.

Flies in the Pudding
As jam-packed and luxurious as the B9 is, there are a few flies in its pudding. They aren't deal breakers, but Subaru should have done a few things differently.

Although visually striking, its interior design does have a few usability shortcomings, starting with rear-seat room. The third row is nearly useless for people with two legs and a head, which we kind of expected, but the short legroom of the second row was disappointing. It seems the second row was shoved a few inches forward to make room for the basically useless third row just so the marketing guys can say the truck can seat seven. And it can, but only for a few minutes, then those riding in the third row begin to choke on their kneecaps.

Weak air conditioning will also kill a good time, and the B9's is barely adequate to cool its large cabin on a 95-degree day. It gets the job done, but always seems to be on full blast and recirculation to do so.

The navigation system itself works wonderfully, easily finding the Santa Barbara Zoo and a gas station with an ATM for one family and Angel Stadium during the Yankees series for another. It's some of the other functions the nav system shares its screen with that come up short, like its trip computer, which somehow doesn't have a fuel-range feature.

We also found it maddening that the map screen never displays a clock or the radio station you're listening to. Most systems have the time in a corner of the map screen, and the radio station pops up in a smaller window when you change it, but in the B9 you must go to the "Info" or "Audio" displays for that data.

Power to Wait
All Tribecas are powered by a 3.0-liter double-overhead-cam horizontally opposed six-cylinder that makes 250 horsepower at 6,600 rpm and 219 lb-ft of torque at 4,200 rpm. And all Tribecas use a five-speed automatic transmission with a Sport mode and a manual mode Subaru calls SportShift.

The B9 isn't underpowered, but another 30 hp and torque that peaks a little sooner in the rev range would be nice. At the test track, it accelerated from zero to 60 mph in 9.5 seconds, and covered the quarter-mile in 17 seconds flat at 77 mph, which is about the same performance as we've measured for a V6 Highlander.

When the Tribeca is loaded down with family, friends and all their fitment, however, the 3.0-liter is taxed, especially up grades. Keeping the transmission in Sport mode helps the engine stay above 3,500 rpm, which is where it makes its power, but you still have to plan way ahead if passing is on your agenda.

The engine also gets a little rough, a little noisy and a little thirsty when it's on boil, and it drinks premium. We averaged 21 mpg on the highway, 16.5 mpg during normal driving and a dismal 13.4 mpg driving like the Duke boys.

More of a Cruiser
Like most of its competition, including the Toyota, the Acura and the Lexus, the B9's foundation is car-based. Subaru enlarged and strengthened its Legacy platform to build the Tribeca, but replaced the Legacy's multilink rear suspension with a more sophisticated and smoother-riding double-wishbone design.

All-wheel drive is standard, as it is on every Subaru. The system, which Subaru calls Variable Torque Distribution (VTD), is tuned to normally send 55 percent of the engine's power to the rear wheels, but it responds to driving and road conditions on the fly, continuously redistributing power to the car's four tires as needed.

The B9's structure feels tight and its around-town ride is pleasant, but this truck isn't the sporting drive we've come to expect from Subaru. Despite its big wheels and tires and aggressive stance, it's more of a cruiser. Slow steering, a fair amount of body roll and a mushy brake pedal keep you from wanting to drive it with any kind of zeal.

Lateral grip was also less than expected. Despite its big tires, stability control and all-wheel drive, the Tribeca felt soft and slow to respond in the slalom, negotiating the cones at only 54.5 mph. The last Highlander and Pilot we tested ran the 600-foot course faster.

The Tribeca stops better than it turns. Despite a soft pedal and the B9's big curb weight, its brakes get the job done. They resist heat well and stop this SUV from 60 mph in only 123 feet.

Puts a Premium on Style
Subaru says the Tribeca's "dose of high style" will "shake up" the SUV segment, and we agree. As are most of its competitors, the B9 is well built, well contented and comfortable, but unlike its long list of foes, it's cool-looking.

Although that look was pirated from the good folk at Alfa Romeo, it's the only and obvious reason to buy this B9 instead of its more staid Asian competition. Subaru not only knows this, it's counting on it.

So if you put a premium on style, then the 2006 Subaru B9 Tribeca, no matter how silly its name, is the midsize SUV to have. Nice going, Subaru.