Who knew that raising the suspension of a rather innocuous station wagon and adding some plastic body cladding would result in a vehicle that has seen a subsequent three generations and which is now an integral part of Subaru’s lineup?
Such is the Outback, which, as a derivation of the lowly Legacy wagon, first debuted in the mid-1990s with the promise of providing the go-anywhere, four-season capability of a sport-utility vehicle and the comfort, safety and fuel efficiency of a compact-sized car.
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Here’s the irony: Back then, the Outback was a practical, sober alternative to the increasingly bloated sport-ute — lightweight and easy to drive, yet still offering the benefits of all-wheel-drive grip. Each successive generation of the Outback has gotten larger and more ungainly. Meanwhile, having reached excessive proportions a decade ago, SUVs (at least the best-selling ones) have slimmed down as well as spun off the car-based crossover segment.
The Outback provides plenty of cargo room: 857 litres (30.3 cubic feet) with the rear seats upright and 2,019 litres (71.3 cu. ft.) when they’re folded.
PHOTO: Brian Harper for Driving,
So, the Outback is no longer the rebel, but an aged, less-than-stylish member of the status quo (the fourth-generation version came to market for the 2010 model year). As wagon-shaped, mid-sized SUV-alternatives go, Toyota’s Venza — arguably the Outback’s closest competition— is a far more attractive proposition. And when ultra-conservative Toyota can produce a more pleasing model, it’s time for Subaru’s constipated designers to sharpen their pencils and find inspiration.
Despite initial appearances, however, this is no hate-on for the Outback. Though I believe my appraisal is realistic, I also happen to have an irrational appreciation of the car. OK, it’s no looker, but it has an honest functionality to it that shines through. Think of the Outback as the modern embodiment of the nearly indestructible and ruggedly anti-establishment Volvo 240 wagon (of which several still wheeze around my neighbourhood, 20 years after last rolling off the assembly line).
Beyond Subaru’s sophisticated, full-time all-wheel-drive system, the Outback comes with a generous 220 millimetres of ground clearance that makes it ideal for traversing rutted cottage roads and plowing through snow drifts without getting hung up. Yet, entry and exit is no worse than that of a typical sedan, a benefit sure to be appreciated by those who are of shorter dimensions.
The Outback comes equipped with a 2.5L four-cylinder, which produces 173 hp and 174 lb-ft of torque. Also optional is a six-cylinder, 3.6-litre boxer engine that produces 256 horsepower.
PHOTO: Brian Harper for Driving,
Unless you feel like forking over an extra $6,000 for the privilege of six-cylinder power (the Outback 3.6R and its 256-horsepower, 3.6-litre boxer engine), the more affordable models ($28,495 to start) are fitted with the workmanlike 2.5L four-cylinder, which produces a usable if less than scintillating 173 hp and 174 pound-feet of torque. Moving a relatively trim 1,621 kilograms, the Outback 2.5 is still somewhat leisurely in its march toward terminal velocity — 10.8 seconds to hit 100 kilometres an hour, while accelerating to 120 km/h from 80 takes 8.2 seconds. Puttering around town, however, the wagon has more than enough oomph to keep up, the typical boxer growl keeping one apprised of the situation.
A six-speed manual is standard, though the Lineartronic continuously variable transmission will prove the more popular option. Perhaps as a nod to its rally heritage, Subaru supplies the transmission with paddle shifters for those who feel the need to play Speed Racer. The self-shifting mode does come with a downshift blipping feature, but that’s about it for the sporty fun part. Given the nature of the beast, I left the lever in Drive and let the CVT do its thing.
The virtue of the powertrain setup is quite acceptable fuel economy for a (sort of) sport-ute. While the government figures of 6.5 litres per 100 kilometres on the highway and 8.6 L/100 km in the city are hopelessly optimistic, the 9.1 L/100 km I saw during my week with the tester is as good as if not better than many gasoline-powered compact SUVs I have driven over the past couple of years.
The Outback comes with a six-speed manual as standard, but the Lineartronic CVT transmission will prove to be the more popular option.
PHOTO: Brian Harper for Driving,
Handling is equally as good, with a well-weighted steering wheel and a flatter, less-tippy feel when cornering thanks to the car’s lower centre of gravity and double-wishbone rear suspension. More noteworthy, however, is the fact Subaru loads the Outback with a full menu of dynamic safety technology that does its utmost to make the daily drive safe and incident-free. Beyond the de rigueur four-wheel disc brakes and ABS are VDC (Vehicle Dynamics Control, the electronic stability system), symmetrical full-time AWD and brake assist. (VDC comes with an “off” switch for driving out of slushy roads or deep snow, etc. The off position deactivates the system’s torque-reduction control, while the ABS and traction control remain active.) Electronic brake-force distribution is also standard.
And, for those who place passenger safety high on their list of priorities, the Outback is an IIHS (the United States’ Insurance Institute for Highway Safety) “Top Safety Pick.”
In base Convenience trim, the Outback’s cabin is definitely skewed toward the functional, with a lot of plastic and a fairly non-descript dash panel. That said, the front seats support those broad of beam, there’s plenty of legroom for six-footers both front and back and headroom is quite acceptable. Plus, it’s not as if the Convenience trim means the car is devoid of standard features. The base model still comes with items such as air conditioning, 10-way power driver’s seat, heated front seats and exterior mirrors, and the usual power doodads.
Cargo room is impressive as well — 857 litres (30.3 cubic feet) with the rear seats upright, 2,019 litres (71.3 cu. ft.) when they’re folded. And the low lift-in height means fewer trips to the chiropractor.
If cars were judged on looks alone, there would be few, if any, second dates for the Outback. Fortunately, it has a devoted following who recognize the inherent logic behind the wagon’s design and intent. Safe, functional and reliable, the Outback, like most of Subaru’s models, is family-friendly transportation that is particularly well-suited for Canada’s climate.
2014 Subaru Outback 2.5i Convenience
PHOTO: Brian Harper for Driving,
The Specs
Type of vehicle All-wheel-drive mid-sized wagon
Engine 2.5L DOHC boxer four-cylinder
Power 173 hp @ 5,600 rpm; 174 lb-ft of torque @ 4,100 rpm
Transmission Continuously variable (optional)
Brakes Four-wheel disc with ABS
Tires P225/60R17
Price (base/as tested) $28,495/$29,795
Destination charge $1,650
Natural Resources Canada fuel economy (L/100 km) 8.6 city, 6.5 hwy.
Standard features Automatic dual-zone climate control with rear-seat heating/ventilation/AC ducts, cruise control, tilt/telescopic steering wheel, power windows, door locks and heated mirrors, 10-way-adjustable power driver’s seat, heated front seats, cruise control, AM/FM/CD/MP3/WMA audio system with four speakers and Bluetooth mobile phone connectivity with steering wheel-integrated controls, information display, front fog lights, automatic headlights, roof rack, roof spoiler with integrated brake light, front and rear variable intermittent wipers, hill holder
Options Continuously variable transmission
