Americans love midsize cars.

We buy more of them than any other kind of car. Last year, more than 3 million midsize cars were sold, outselling every segment except crossovers -- but that's probably because no one really knows what a crossover is.

And out of all of the midsize cars sold, five nameplates made up nearly half of them. Thirty-seven other models made up the rest. See, there are more than a few alternatives to the popular choices.

Take the 2010 Subaru Legacy as just one example. Few other midsize sedans come with a big hood scoop, high-pitched turbocharger and all-wheel drive as standard. Oh, wait: No one else does.

Redesigned for the 2010 model year, the Legacy grows up (and out) with a slightly bigger body, more passenger space and improved performance. It is the antithesis of most midsize sedans: charming and fun.

It's also very complex, which could be one reason people avoid cars like the Legacy. They don't want to actually admit they have no idea how all-wheel drive works or why it's good to have if you're trying to drive up an icy hill.

And just the variety available with the new Legacy can leave many consumers intimidated.

Subaru has created a midsize conundrum with the choices available. From the base model 2.5i to the 3.6R Limited, there are eight versions of the Legacy available at dealerships.

To confuse consumers a little more, the most powerful model is the turbocharged four-cylinder 2.5GT, while the most luxurious comes with a six-cylinder Boxer engine. Of course, that's not to be confused with the three different transmissions available, a high-tech CVT, five-speed automatic and six-speed manual.

Don't even get me started on the Legacy's all-wheel drive system.

Actually, I should start there, because these systems are great.

Subaru is the only brand today that makes all-wheel drive standard on all of its models, though it technically offers three different types of all-wheel drive systems for the Legacy.

Named Symmetrical All Wheel Drive, the systems are specifically designed for the transmission and engine. Whether using a viscous coupling locking center differential (fluid that gets thicker when wheel slippage begins and then locks the diff ) or the electronically managed cautiously variable transfer clutch (for the continuously variable transmission) or the variable torque distribution system for the automatic, the results are the same.

Power from the engine is pushed to all four wheels. If one wheel slips, the power shuts off at that wheel and moves to either the other wheel on the same axle or to the other two wheels. Think of a person crawling on ice: if his leg slips, he pulls harder with his hands. But the Subaru does this faster and with lots more power.

So what should a person choose? That's easy: The 2.5i GT. Of course, I'm going to pick the model with the letters GT in it.

Powered by a 2.5-liter turbocharged boxer four-cylinder engine, the GT roars on the road and off, if you dare. It's the enthusiast's family sedan. Subaru has tweaked this fabulous engine and moved the turbocharger below the engine to help it become more efficient.

It produces 265 horsepower -- nine more than the 3.6-liter six-cylinder engine in the Legacy -- and 258 pound-feet of torque. It's an absolute blast with quick acceleration and a seat-of-your pants double wishbone rear suspension that helps you cut sharper corners than Patrick Bateman with a Ginsu on a bad hair day. The reason you see so many psycho moves in the GT is because the car can. It will certainly get your passengers to white knuckle the door handle while pushing their right foot out for that imaginary brake.

Just laugh and hit the gas. If you slow down and just enjoy the ride, you'll be rewarded with a surprisingly quiet and balanced ride.

It doesn't matter which model Legacy you jump into, the vastly improved interior has moved from adequate to pretty nice. When Subaru redesigned the Legacy, it stretched some of its dimensions -- increasing its wheelbase by 3.2 inches to 108.3, it also made it 3.2 inches taller and 3.6 inches wider. Meanwhile, the Legacy only grew 1.4 inches longer -- to a total of 186.4 inches.

However, all of these moves make the Legacy very spacious: There is 43 inches of legroom in the front and 37.8 inches of legroom in the back. At 6 feet tall, I could easily fit three of me in the second row.

Additionally, the trunk offers 14.7 cubic feet of space, making it very spacious.

Subaru has also added a much more comfortable, but still driver-focused interior. The optional 440-watt, nine-speaker Harman Kardon stereo could certainly play the necessary soundtrack for any commute. My test vehicle also came with 10-way power adjustable driver's seat and four-way adjustable power passenger seat -- both of which were headed. There was also Bluetooth connectivity for hands-free phone operation and dual climate controls.

Other cars may offer more options, but my feeling was those cars are for commuters. The Legacy is for drivers.

Now, I heard some complaints about the big hood scoop on the GT. If it's really that embarrassing, you could always opt for the slightly less powerful 3.6R, trading out the turbocharged fun for naturally aspirated fun. But the scoop gives the Legacy a distinctive look and the car still has a sharp profile, aggressive front end and crisp backside. It's a well-oiled and well-proportioned machine.

Mileage numbers suggest it won't really matter which car you pick. If you select the base 2.5-liter four-cylinder engine, the EPA suggests you'll get about 23 miles per gallon in the city and 31 mpg on the highway. The turbocharged four-cylinder engine and the six-cylinder engine both come in with 18 mpg in the city and 25 mpg on the highway. I managed 20 mpg in a mix of both driving -- though, admittedly, I may have been pushing the car harder than most drivers and expected slightly worse numbers.

The $29,995 starting price tag on the GT seems a little high, until you start to drive it. Then it feels like a deal. And with a starting price for the base model just a few greenbacks under $20,000, there's lots of options.

The Legacy may never be a top-five seller in the midsize segment, but it provides a little respectability to the segment and gives people a reason to actually love midsize cars.