Everyone’s talking about crossover vehicles, those clever undefinables that combine SUV and car attributes into versatile and easy-to-drive packages.  Lately it seems like every other vehicle I drive is a crossover of one kind or another, in fact, from the Lincoln MKT to the Chevrolet Equinox.  Crossovers are clearly the Next Big Trend in automobiles.  That, and fender vents.

Subaru must be feeling pretty bemused about the whole trend, because its Outback has been here the whole time, and it’s the very epitome of what crossovers are trying to accomplish.  The Outback first appeared in 1995 to compete with the growing tide of truck-based SUVs.  Since it didn’t build trucks, Subaru simply applied its already-proven all-wheel drive expertise to a toughened-up version of its Legacy wagon, and the rest is history.  Now in its fourth generation, the Outback gets larger, bolder and tougher.  If anything the Outback’s more like an SUV than most crossovers are.

Compared to its taller, more trucklike competitors, the Outback looks sleeker than ever.  The silhouette is still that of a classic station wagon, with a long hood and a capacious 71.3 cubic-foot cargo area out back.  The wheelbase has been stretched by just under three inches, but overall length is about the same as before.  As a result, front and rear overhangs are reduced, which improves off-road maneuverability.  This car isn’t all business, though; the Outback’s new face aims for higher style as well.  “Hawk’s eye” headlamp forms give the Outback an adventure-ready squint, while the upright grille provides brand identification.  Waves and curves dominate the design, with subtle cues like functional protective side cladding to remind onlookers that the Outback is ready for just about any abuse one cares to throw at it.  The Outback seems to get taller with each redesign, but a big part of its charm is that it’s a high-riding car, but still clearly a car.

My complaints about Subaru’s interior treatments have been vociferous in the past, but Subaru has taken steps to put those disagreements behind us once and for all.  The Outback’s interior materials have finally caught up with its price tag, and luxurious surfaces (even wood trim) are now the order of the day.  Luxury-car touches like exterior approach lighting and ambient interior lighting.   Optional equipment includes a moonroof, Subaru’s familiar all-weather seat-heater package dual-zone climate control and a navigation system with a huge 8-inch full-color display.  The ample cargo space in the rear is welcome, and the longer wheelbase and other packaging improvements translate to an additional four inches of legroom for rear-seat passengers.  The rear seats also recline, for additional comfort.

There are more high-steppin’ cars with tall seating positions and high roofs these days, so the Outback doesn’t stand out like it used to.  This is one of the few that can really go just about anywhere, however.  The Outback is also one of the few crossovers that can live up to the promise of its rugged looks.

That racing experience is paying off as well; the Outback gets up and goes in a very satisfying manner.  It’s no sports car by any stretch, but stepping out ahead of traffic isn’t that difficult with the available torquey six-cylinder under the hood.  The Outback is available with a choice of 2.5 liter four-cylinder and 3.5 liter six-cylinder engines.  Both engines use Subaru’s trademark horizontally opposed layout.  The four-cylinder produces 170 horsepower and its Active Valve Lift system has been tweaked for improved fuel economy; the 256-horse 3.6 liter is the powerhouse of the family.  It replaces the smaller-displacement 3.0 liter six, and its relaxed freeway manners are coupled with the ability to run on regular gas.  The 3.6 liter six-cylinder also features variable valve timing and a broad torque curve that never leaves this Subaru feeling underpowered.  The Outback 2.5i can be had with a six-speed manual transmission or a continuously variable transmission (CVT).  The “Lineartronic” CVT isn’t Subaru’s first–the brand was one of the first companies to offer one in the U.S., way back in the early 1990s–and it’s well suited to the Outback, enabling the big wagon to reach 29 mpg on the freeway.  Six-cylinder Outbacks are less economy-oriented, and get a five-speed automatic gearbox.  All-wheel drive is standard across the board.

The Outback’s weight is evident in turns, and its handling seems more confident on dirt than on pavement.  MacPherson struts are used up front, and at the rear the multilink setup has been replaced with a more responsive double wishbone suspension.  Stability control is standard, so the Outback’s ultimately sure-footed, but there’s enough roll in the turns to remind you that you’re sitting up higher than you would in a regular car.  The 8.7 inches of ground clearance allow it to creep over parking blocks without damage–the two-track out to a remote cabin should be no trouble at all.  The Outback brakes confidently, even in hard stops.

The Outback remains one of the few vehicles that can realistically boast an ability to do anything.  It’s got road-trip comfort, camping-trip cargo and rough-road ability, fears no bad weather and it’s even moderately entertaining to drive on twisty roads.  Dial up the options list, and a well-equipped Outback is priced like a serious luxury car–the $23,690 starting price climbed to $35,630 for my 3.6R Limited tester with a navigation system and satellite radio–but in the end that still seems to be worth it.

Specifications:
All specs are for the 2010 Subaru Outback 3.6R Limited
Length:  188.2 in.
Width:  71.7 in.
Height:  63.9 in.
Wheelbase:  107.9 in.
Curb weight:  3658 lb.
Cargo space:   34.3 cu.ft. (seats up); 71.3 cu.ft. (seats folded)
Base price:  $30,995
Price as tested: $35,630
Engine:   3.6 liter horizontally-opposed six-cylinder
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 256 @ 6000
Torque:  247 @ 4400
Fuel capacity:  18.5 gal.
Est. mileage:   18/25

Print This Post Print This Post