BD/BG was also the chassis that introduced the Outback — a raised, cladded BG wagon variant that became a separate model line within a generation. For collectors today, the BG5 GT-B wagon is the headline car: factory twin-turbo, Bilstein, BBS, and a stripped-down spec that has aged well. Watch for sequential twin-turbo plumbing aging out, EJ25D head gasket issues on the 250T, and rust on rear quarters and subframes — these cars are now 25-30 years old and salt-belt examples often need significant underbody work.
Buyer's guide
Subaru Legacy BD — Buyer's Guide & Specs
The second-generation Subaru Legacy (BD sedan, BG wagon, 1993-1999) is the chassis that built the Legacy's enthusiast reputation. Subaru tightened the body lines, stiffened the chassis, made symmetrical AWD standard across nearly every trim, and added the EJ25 2.5L alongside the EJ20 and EJ22 from the BC/BF era. The base BD/BG ran an EJ20 making 135-155 hp, plenty for a 3,000-pound car. Above that sat the Legacy GT wagon (EJ20H sequential twin-turbo, 250 hp), the GT-B (Bilstein, larger brakes, comfort delete to drop weight), the Legacy RS sedan (200 hp single-turbo EJ20), the TS Type-R (sport profile with the NA EJ20), and the 250T (the first Legacy to use the EJ25).
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Key Takeaways
The Legacy ran from 1989 through to today, and the enthusiast story really sits in the BC/BF, BD/BG, BE/BH, and BL/BP cars. Each chassis kept symmetrical AWD as standard or near-standard, but the trims, the engines, and the body styles shift around a lot. The BG5 wagon and the BP5 wagon are the headline cars, and the sedans like the B4 RSK and the Spec.B sit close behind them.
- Turbo GT/Spec B trims lead demand and pricing
- Wagons command premiums vs sedans in clean condition
- Rust and head gaskets are the biggest ownership risks
- Manual + unmodified cars sell fastest at auction
- JDM twins (Legacy GT-B/RSK) are niche but rising
- Parts support is strong, but trim-specific bits are hard
Technical Specifications
Every enthusiast Legacy runs a Subaru boxer. The base cars used EJ18, EJ20, or EJ22 naturally aspirated, and the fast ones used turbo or twin-turbo EJ20 variants like the EJ20G, EJ20H, EJ20R, and EJ20X. The BL/BP era added the EJ255 single-turbo 2.5 and the EZ30 flat-six. Transmissions ran from a 4-speed automatic up to a 6-speed manual, and the 6-speed in the Spec.B is the one most people want.
Engine Options
| Engine | Displacement | Power | Boost | Notes |
|---|---|---|---|---|
| EJ22 | 2.2L | estimated | N/A | USDM NA; market/year dependent |
| EJ25D | 2.5L | estimated | N/A | DOHC NA; output varies by year/market |
| EJ20H | 2.0L | estimated | estimated | JDM sequential twin-turbo (early) |
| EJ20R | 2.0L | estimated | estimated | JDM sequential twin-turbo (late) |
Transmission Options
| Type | Ratios | Availability | Notes |
|---|---|---|---|
| 5-speed Manual | estimated | Gen1-Gen4 select trims | Market/year dependent gearing |
| 6-speed Manual | estimated | Gen4 Spec.B, Gen5 2.5GT (some) | Performance-oriented applications |
| 4-speed Automatic | estimated | Gen1-Gen3 select trims | Early 4EAT; ratios vary |
| 5-speed Automatic | estimated | Gen4-Gen5 H6/GT select | 5EAT; market/year dependent |
| CVT (Lineartronic) | estimated | Gen5-Gen7 most trims | Chain CVT; final drive varies |
Livability
- Headroom
- 39.5"
- Good front space; sunroof trims ~1"
- Rear Seats
- Usable for adults
- Legroom decent; center seat is narrow/hard
- Cargo
- 15.0 cu ft
- Sedan trunk is solid; wagon much better if found
Variants & Trims
JDM Legacy trims like TS-R, 250T, Brighton, B4 RSK, GT-B, RS, and Spec.B are the ones to know. The TS-R is the sport profile with the NA EJ20. The 250T is the first Legacy with the EJ25. The Brighton is the budget BE sedan. The GT-B is the wagon with Bilstein and BBS, and the Spec.B is the BL/BP 6-speed manual at the top of the range. In Australia the whole car was sold as the Subaru Liberty, but it's the same Legacy underneath.
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| Gen2 (BD/BG) 1994-1999 | Legacy L (USDM) | EJ22 NA | Base trim, AWD option, cloth interior |
| Gen2 (BD/BG) 1994-1999 | Legacy LS (USDM) | EJ22 NA | Upgraded trim, AWD, power accessories |
| Gen2 (BD/BG) 1994-1999 | Legacy GT (USDM) | EJ25D NA | 2.5L DOHC, sport suspension, AWD |
| Gen2 (BD/BG) 1994-1999 | Legacy Outback (USDM) | EJ25D NA | Raised ride height, cladding, AWD |
| Gen2 (BD/BG) 1994-1999 | Legacy GT-B (JDM) | EJ20R Twin-Turbo | Twin-turbo, Bilstein, AWD, sport seats |
| Gen2 (BD/BG) 1994-1999 | Legacy RS (JDM) | EJ20H/EJ20R Turbo | Turbo, AWD, sport suspension, 5MT option |
Should You Buy a Subaru Legacy BD?
The Legacy is a car where the give and take has been about the same across every generation. You get great symmetrical AWD, a low center of gravity from the boxer engine, and a usable wagon body. You give up some ground clearance, some fuel economy on the turbo cars, and you sign up for head gasket work eventually. None of that is hidden.
Why You'll Love It
- All-weather AWD usability Subaru AWD traction and stability make it a true year-round sedan/wagon choice.
- Turbo trims have real pace Legacy GT/2.5T and JDM GT-B/RSK offer strong midrange and easy tuning headroom.
- Wagon practicality Legacy wagons blend cargo space with car-like driving; clean ones are increasingly scarce.
- Strong enthusiast ecosystem Shared Subaru parts and knowledge base help with mods, maintenance, and troubleshooting.
- Value vs performance rivals Often cheaper than Evo/STi-type icons while still delivering AWD grip and turbo torque.
- Manuals are engaging 5MT/6MT cars feel analog and desirable; best for long-term enthusiast ownership.
Why You Might Not
- Rust is a deal-breaker Rear quarters, subframes, and strut towers can rot; repairs quickly exceed car value.
- Head gasket reputation Some NA EJ25 eras are known for gasket issues; verify history and cooling system health.
- Turbo upkeep costs Boosted cars need strict oiling, timing, and tuning; neglect leads to expensive failures.
- Twin-turbo complexity (JDM) Sequential twin-turbo plumbing and vacuum lines age poorly; conversions are common.
- Modified car risk Many GTs were tuned; poor maps and cheap parts can hide engine/transmission damage.
- Trim-specific parts scarcity Wagon, Spec B, and JDM-specific interior/exterior pieces can be hard to source.
Who Should NOT Buy This
- Anyone who won't check oil level every 1-2 weeks
- Buyers who refuse CVT fluid service on principle
- Rust-belt shoppers without lift inspection access
- People who need zero-drama cooling system reliability
- Owners who ignore tire matching and rotations
- Those who can't budget $2k+ surprise repairs
- Drivers who tow heavy without adding cooling capacity
- People who won't use OEM-quality gaskets/seals
- Shoppers needing best-in-class fuel economy
- Anyone expecting cheap AWD maintenance like FWD
- Buyers who can't handle intermittent electronics quirks
- People who do short trips only and skip warm-ups
- Those needing quiet cabin; road noise can be high
- DIYers without Subaru-specific scan tool access
- Anyone in CARB states buying JDM swaps/engines
- Shoppers who won't do pre-purchase compression test
Common Issues & Solutions
The Legacy is a pretty reliable car, but the EJ engine has known weak points and you should know them before you buy. Head gaskets leak. Twin-turbo plumbing on the BG5 and BH5 gets cranky. Oxygen sensors age out. The fuel pump can get tired on high-mileage cars. None of these are deal breakers if the car has the paperwork to back up the work.
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| EJ head gasket failure | OEM gasket design + heat cycles, poor coolant care | MLS gaskets, machine heads, new bolts, full reseal | $1800-3500 |
| FB oil consumption | Piston ring design, long OCI, stuck oil control rings | Short OCI, PCV, leakdown; short block if severe | $200-6500 |
| CVT valve body failure | Solenoid wear/contamination; heat; neglected fluid | Replace valve body, update TCM, CVT fluid service | $1200-2500 |
| CVT chain/bearing whine | Internal bearing wear; prolonged low/old CVT fluid | CVT rebuild/replace; add cooler if towing/hills | $4500-8500 |
| Torque bind (AT/CVT) | Transfer clutch wear or AWD clutch control issues | Diagnose duty solenoid/clutch pack; repair trans | $800-3500 |
| Wheel bearing failures | Water intrusion, rust belt corrosion, heavy loads | Replace hub/bearing; use quality parts, torque right | $350-900 |
| Rear subframe rust-through | Salt exposure; trapped mud; poor undercoating | Replace subframe; address lines; rustproof annually | $1200-3500 |
| Brake line corrosion leaks | Salt rusts hard lines near rear crossmember | Replace sections/entire lines; flush system | $600-1800 |
| Control arm bushing tear | Aging rubber; potholes; oil contamination | Replace arms or press bushings; align afterward | $400-1200 |
| Steering rack leaks | Seal wear; torn boots; contaminated fluid | Replace rack, flush system, new tie rods if worn | $900-2200 |
| Cooling fan failure | Fan motor wear or relay failure; heat cycling | Replace fan assembly/relays; verify temp sensor data | $250-700 |
| Radiator end tank crack | Plastic tank aging; heat; pressure spikes | Replace radiator, cap, thermostat; bleed properly | $450-900 |
| Catalytic converter failure | Oil burning or misfires overheat catalyst | Fix root cause; replace cat/O2; verify fuel trims | $900-2500 |
| Misfires (coils/plugs) | Overdue plugs; coil breakdown; oil in plug wells | Plugs, coils as needed; fix valve cover leaks | $250-900 |
| Valve cover oil leaks | Gasket shrink; PCV pressure; heat cycles | Replace gaskets/tube seals; clean and recheck PCV | $300-900 |
| Timing belt component failure | Skipped idlers/tensioner/water pump at service | Full timing kit; inspect valves if belt failed | $700-3500 |
| A/C compressor failure | Internal wear; low refrigerant; debris in system | Compressor + drier + flush; evacuate/recharge | $900-1800 |
| Infotainment/head unit bugs | Software glitches; failing touch digitizer | Update firmware; replace head unit if dead | $150-1200 |
| Sunroof drain leaks | Clogged drains; disconnected drain tubes | Clear drains, reseat tubes, dry carpets, treat mold | $100-600 |
| ABS/VDC warning lights | Wheel speed sensor or tone ring corrosion | Scan, replace sensor/hub; repair wiring | $200-900 |
| Seized alignment eccentrics | Rust bonds cam bolts to bushings | Cut out bolts, replace arms/bolts; align | $400-1500 |
| Oil pan/cover seepage | Sealant aging; road debris; improper prior reseal | Reseal pan/cover; inspect pickup and RTV quality | $300-900 |
Differences between JDM & USDM
The Subaru Legacy was sold in nearly every market, but the JDM Legacy got hardware the US Legacy never received. JDM-only variants include the BD-era Legacy GT-B (EJ20H sequential twin-turbo wagon, Bilstein, BBS, comfort-feature delete), the BE-era B4 RSK sedan (EJ20R twin-turbo, up to 280 hp on the manual), the limited-run Gen 3 Legacy STI (286 cars, 6-speed manual, twin-turbo EJ208), the BL-era 2.0 GT and 2.0 GT-B (EJ20X turbo, 6-speed manual on Spec.B), and the 402-unit Gen 4 Legacy STI with Brembo brakes from the WRX STI. JDM cars also got Bilstein and BBS as factory options on more trim levels, frameless doors that survived later in the model run, and the JDM-specific TS-R, 250T, and Brighton trims that have no US equivalent. The USDM Legacy was tamer: the 2.5i and Outback NA cars dominated the volume, the Legacy GT didn't get its 2.5T turbo until later years, and the Spec.B was the only US variant that approached the JDM enthusiast spec. In Australia the same car was sold as the Subaru Liberty.
Pre-Purchase Inspection Checklist
Walk this list with the seller, not in front of them. The Critical items mean walking away if the paperwork isn't there. Head gaskets, timing belt history, and turbo system condition are the three you really can't skip on an EJ Legacy. The High items can usually be priced into the deal. A 30 minute drive with cold and hot operation will surface most of what you need to know.
Critical Priority
- Service Records Verify timing belt/chain service proof by mileage
- VIN/Title Check for salvage, flood, odometer rollback
- Oil Level/Condition Check low oil, fuel smell, glitter, sludge
- Head Gaskets Look for coolant smell, bubbles, oily residue
- Coolant System Check overflow for exhaust smell, oily film
- Timing Belt (EJ) Inspect sticker; ask for idlers/water pump too
- Exhaust Smoke Blue on decel = rings; white sweet = coolant
- CVT Operation Shudder, flare, delay, whine; test hot & cold
- Tires Match All 4 same brand/size/tread within 2/32"
- Underbody Rust Inspect subframes, pinch welds, brake lines
- Rear Subframe Check for rot at mounts; probe with pick
- Brake/Fuel Lines Rusty lines near rear; look for wetness
- Dash Warning Lights Ensure no taped bulbs; scan all modules
- Airbags/SRS SRS light off; scan for stored crash codes
High Priority
- Cold Start Listen for piston slap, knock, loud valvetrain
- Oil Consumption Ask qt/1k mi; check tailpipe soot & plugs
- Radiator/Cap Inspect end tanks, cap seal, crusty seepage
- Thermostat/Temps Confirm stable temps in traffic and highway
- Heater Output Weak heat can indicate air pockets/head gasket
- Front Timing Cover Oil behind cover suggests cam/crank seal leak
- Timing Chain (FB) Listen for chain rattle; check oil change history
- Catalyst Health Check P0420 history; rattles; sulfur smell
- CVT Fluid Ask for CVT fluid service; check for leaks
- 4EAT/5EAT AT Check harsh shifts, bind on tight turns
- Manual Clutch Check slip in 4th/5th; chatter; high pedal
- Center Diff Bind Tight-turn hopping indicates AWD bind issues
- Axles/CV Boots Torn boots, clicking on turns, vibration
- Wheel Bearings Growl/hum that changes with steering input
- Steering Rack Check for leaks, torn boots, dead spots
- Brakes Pulsation, seized calipers, uneven pad wear
- ABS/VDC Lights Scan codes; wheel speed sensors fail often
- Strut Towers Check for rust bubbles/cracks at towers
- Floor/Trunk Wells Lift mats; check water intrusion and rust
- Cooling Fans Verify both fans run; overheating in traffic
- OBD Readiness Check monitors set; recent reset hides issues
- Test Drive Load Full-throttle merge; watch for misfire/knock
- Tight Parking Turns Listen for binding, clicking, clunks
- Post-Drive Check Look for fresh leaks; sniff coolant and ATF
Medium Priority
- Upper Engine Leaks Check valve covers, cam carriers for seepage
- Spark Plugs Misfire under load; plugs overdue are common
- PCV System Check PCV valve; stuck PCV worsens oil use
- Intake/Vac Leaks Hunting idle, lean codes, cracked hoses
- O2 Sensors Scan for pending codes; lazy sensors hurt MPG
- Front/Rear Diffs Check seepage; listen for whine on coast
- Suspension Bushings Clunks over bumps; check control arm bushings
- Struts/Shocks Bounce test; look for oil seep and uneven wear
- Power Steering Whine, foamy fluid, leaks at pump/lines
- Alignment Wear Inner tire wear suggests bent arms/poor align
- Windshield Cowl Check for leaves/clogs causing cabin leaks
- Sunroof Drains Test drains; wet headliner/A-pillars
- HVAC Operation Blend door issues; verify hot/cold both sides
- A/C Performance Check compressor noise; vent temps; leaks
- Battery/Charging Check alternator output; dim lights at idle
- Starter Slow crank hot; listen for grinding
- Keyless/Immobilizer Test both keys/fobs; immobilizer issues costly
- Adaptive Cruise If equipped, test EyeSight calibration & function
- Wheel Speed Sensors Intermittent ABS/VDC; inspect wiring at hubs
- Highway Cruise Check vibration, steering pull, CVT drone
Low Priority
- Door Seals Check wind noise, water trails, torn seals
- Audio/Screen Test head unit, BT, backup cam, speaker crackle
- Windows/Locks Slow regulators; check all switches
- Seat Heaters Verify heat both seats; elements fail
Generation History
1st Gen BC/BF (1989-1994)
- Early AWD sedan/wagon; simple, light feel
- EJ-series engines; easy DIY, aging plastics
- JDM RS/GT trims set early sport image
2nd Gen BD/BG (1994-1999)
- Better chassis; popular wagon body
- JDM GT-B twin-turbo becomes cult favorite
- US 2.5L grows; head gasket era begins
3rd Gen BE/BH (1998-2004)
- Refined interior; strong wagon demand
- JDM B4 RSK/GT-B twin-turbo; complex upkeep
- US GT gets turbo later; manuals sought
4th Gen BL/BP (2003-2009)
- US Legacy GT 2.5T; big tuner following
- Spec B adds 6MT; peak enthusiast US Legacy
- Wagon rarer; clean examples appreciating
5th Gen BM/BR (2009-2014)
- Larger body; comfort focus, less tossable
- 2.5GT turbo continues; CVT appears on NA
- Spec B ends; manuals become scarce
6th Gen BN/BS (2014-2019)
- Mainstream sedan; wagon largely ends in US
- 3.6R smooth torque; strong daily-driver pick
- Safety tech boosts; enthusiast appeal drops
7th Gen BW (2019-present)
- Global Platform; better NVH and safety
- XT turbo returns briefly; then NA focus
- Best as modern AWD commuter, not collector
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| Gen1 (BC/BF) | 1989-1994 | estimated | Global production not consolidated here |
| Gen2 (BD/BG) | 1994-1999 | estimated | High-volume global model; exact totals vary |
| Gen3 (BE/BH) | 1998-2003 | estimated | Twin-turbo JDM variants are comparatively rare |
| Gen4 (BL/BP) | 2003-2009 | estimated | Spec.B and 3.0R lower volume than 2.5i |
| Gen5 (BM/BR) | 2009-2014 | estimated | 2.5GT manual is low-volume in US market |
| Gen6 (BN/BS) | 2014-2019 | estimated | 3.6R limited share vs 2.5i |
| Gen7 (BW) | 2019-present | estimated | Touring XT lower volume vs NA trims |
How It Compares
Among the AWD sedans and wagons of the era, the Legacy is the one that combines symmetrical AWD with a usable wagon body and a serious enthusiast turbo option. The Galant VR-4 is rarer and harder to keep running. The Forester is taller and easier to live with. The table below leans toward the Legacy's strengths because that's where it actually wins, on AWD balance, wagon practicality, and parts support.
| Feature | BD | BMW 3 Series E46 | Audi A4 B6 Quattro |
|---|---|---|---|
| Layout/Drivetrain | AWD, boxer I4/H6 | RWD, I6 | AWD, I4 turbo |
| Power (common trims) | 165-250 hp (US) | 170-235 hp | 200-255 hp |
| Turbo performance | 2.5T ~250 hp (LGT) | 2.0T 200 hp | 2.3T 260 hp |
| Handling character | Neutral AWD, safe | RWD balance, sharp | FWD/AWD, nose-heavy |
| Wagon desirability | High; rare clean cars | High; premium pricing | Moderate; niche |
| Manual availability | 5MT/6MT on key gens | Common 5/6MT | Limited; many autos |
| Reliability risk areas | HG, turbo, rust | Cooling, VANOS, bushings | Oil sludge, coils, timing |
| Tuning headroom | Strong on 2.5T | Strong but pricey | Strong; AWD limits parts |
| Interior/comfort | Practical, mid-pack | More premium feel | Sporty, tighter cabin |
| Running costs | Moderate; AWD wear | Higher parts/labor | Moderate; FWD simpler |
| Collector upside | Spec B, wagons rising | ZHP/330i already up | S-line/Avant niche |
Comparable Alternatives
If the Legacy isn't the right car, the natural alternatives are the Subaru Forester for more ground clearance with the same drivetrain, or the Impreza WRX if you want more power in a smaller body. The Mitsubishi Galant VR-4 is the other AWD turbo sedan from the same era. The Honda Accord is the comfortable alternative if you don't need AWD.
Subaru Outback
Legacy wagon cousin; more clearance, similar AWD feel
Mazdaspeed6
AWD turbo sedan; fast, rare, but parts can be tough
Audi A4 Avant B6
Premium AWD wagon alternative; higher upkeep, nicer cabin
Volvo V70R
Turbo wagon with character; expensive suspension and AWD repairs
BMW 330xi E46
AWD sport sedan feel; less utility, more RWD-like dynamics
In Pictures
The Buyer's Read
If you're buying a Legacy, the safest place to start is a documented BG5 GT-B wagon or a BP5 Spec.B. Those two cars are the ones that have held value, and they're the ones with the strongest enthusiast support if something breaks. The BG5 gives you the sequential twin-turbo EJ20H, Bilstein dampers, and BBS wheels in a wagon body that has aged really well. The BP5 Spec.B gives you the EJ20X turbo, the 6-speed manual, and the cleanest-looking BL/BP body. Both cars do over 250 horsepower out of the box and both will keep up with modern traffic.
Skip anything under $5,000. A cheap Legacy almost always means deferred maintenance, and the EJ engine doesn't forgive that. Head gaskets are the headline cost. If the car you're looking at has 150,000 miles and no head gasket history, budget for it. The twin-turbo BG5 and BH5 cars add another layer because the sequential turbo plumbing, the solenoids, and the vacuum routing all need to be inspected together. Plenty of these cars have been converted to a single turbo by previous owners, which is fine if it was done well, but you need to see the receipts.
The one Legacy to be careful with is a salt-belt BD or BG. The chassis itself is fine, but rust on the rear quarters, the subframes, and the strut towers is common, and those cars are now over 25 years old. If you find a dry Western US or Japanese-import BG5 with a documented head gasket job and a sorted timing belt, that's a great buy. A rough BG with rocker rust and no paperwork is a parts car, not a daily driver.
For a starter Legacy, a BL 2.5i or a BH 250T in clean condition will do everything you need without the turbo maintenance bill. The Australian Liberty cars are the same underneath if you're shopping there.
Frequently Asked Questions
- Which Legacy generations are most collectible?
- BL/BP Legacy GT, Spec B, and clean wagons lead. Rare JDM GT-B/RSK also trend up.
- What are the biggest mechanical risks to check?
- Look for rust, cooling system health, oil leaks, and on turbos: compression, turbo play, and tune quality.
- Are head gaskets always a problem on Legacy?
- Not always. Risk varies by engine/era; verify service records and watch for overheating or coolant loss.
- Is a modified Legacy GT a bad buy?
- Not automatically. Demand proof of a reputable tune, quality parts, and logs; avoid unknown maps and cut corners.
- What trims should buyers target for value?
- Unmodified NA cars are cheapest; best value fun is a clean Legacy GT with maintenance and stock-like setup.
- Are wagons worth the premium?
- Usually yes if clean. Wagons are scarcer, more usable, and often hold value better than comparable sedans.
- How does the Legacy compare to WRX ownership?
- Legacy is more mature and comfortable. WRX has bigger aftermarket and sport focus; Legacy GT is the sleeper choice.
- What should I budget after purchase?
- Plan for timing service, fluids, tires, brakes, and on turbos: up-pipe/downpipe leaks, vacuum lines, and sensors.
Sources & References
- Subaru Legacy Wikipedia overview — WikipediaVerified
- Subaru EJ engine family — design, variants, applications — WikipediaVerified
- Subaru Legacy (second generation, BD/BG) — WikipediaVerified
- Subaru Legacy (third generation, BE/BH) — WikipediaVerified
- Subaru Legacy (fourth generation, BL/BP) — WikipediaVerified
- Subaru Liberty — Australian-market Legacy naming and history — WikipediaVerified
- LegacyGT.com — owner forum, BL/BP buyer and tech archive — LegacyGT.comVerified
- Bring a Trailer — Subaru Legacy auction results — Bring a TrailerVerified
- Kelley Blue Book — Subaru Legacy used-car values — Kelley Blue BookVerified
- Edmunds — Subaru Legacy model overview and pricing — EdmundsVerified
- Car and Driver — Subaru Legacy reviews and reliability — Car and DriverVerified
- MotorTrend — Subaru Legacy long-term and comparison tests — MotorTrendVerified
- IIHS — Subaru Legacy 4-door sedan crash ratings — Insurance Institute for Highway SafetyVerified
Sources last verified: