Subaru Outback 2009 review

Whenever a new Subaru hits the roads, Carsguide gets bombarded with questions about them. Of all the Japanese brands, the range produced by Fuji Heavy Industries, has an incredibly loyal following.

So when the new mid-sizers arrived several weeks ago, we started receiving plenty of comment and inquiry from both existing owners and prospective buyers, particularly for the Outback.

Critics may dismiss the Outback as just a jacked-up Liberty wagon with a higher price-tag. But Subaru has managed to position it as a separate entity and the new one further pushes the boundaries.

There's no denying they share much, from engines to suspensions and interiors. But over the years, Subaru has successfully pitched the Outback as a distinct brand and this is reflected in the buyer profile, which is full of more active buyers both rural and city, who tend to hit the bush more.

Appearance

The latest Outback looks a whole lot chunkier, bigger and even more robust than the previous model. Visually it looks more grown up, with less plastic cladding while retaining the darker protection panels around the bumpers and sills.

The newcomer's quirky styling and bulging wheel-arches also seem to work better on the Outback than the Liberty. Like the Liberty, it has grown in size and is now 65mm longer, 50mm wider, 70mm higher and the wheelbase is up 75mm. What this translates into is significantly more interior room, particularly out back.

Drivetrains

Like before there is a choice of ‘boxer’ four cylinder and six-cylinder power, with the bulk of sales expected to be the 2.5i. The 2.5-litre four develops 123kW at 5600 revs and 229Nm at 4000 revs while the 3.6R - which replaces the superseded 3.0-litre unit - develops 191kW at 5600 revs and 350Nm at 4400 revs.

Fuel economy has improved with the 2.5i now getting a combined economy figure of 8.9 litres/100km for the six-speed manual and 10.3 for the 3.6R auto.

Equipment and fit-out

The Outback shares its five-star crash rating with the Liberty and full complement of safety features. There is a suite of airbags, including a driver's knee airbag, as well as traction and electronic stability control. Subaru's trademark symmetrical all-wheel drive is another safety bonus.

Inside there is the usual attention to detail. A new dual centre console has side-by-side cupholders and more storage space. There's the expected AUX input and 12-volt power outlet as well as information display on the top of the dashboard.

Steering wheel paddle shifters are standard on all automatic models with either the 2.5-litre or 3.6-litre engines - CVT on the 2.5 and a conventional five-speed auto on the 3.6R.

The Outback 3.6R joins the Mitsubishi Outlander, Hyundai Tucson, Kia Sportage, Toyota RAV4 and Suzuki Grand Vitara as being the only ‘compact’ SUVs with the choice of a six-cylinder engine. But it also commands a higher entry price than the other sixes.

Pricing

With a starter for the boxer six cylinder of $48,490, buyers will not only be cross shopping against the compact segment but also some formidable six-cylinder rivals like the Ford Territory, Holden Captiva, Hyundai Santa Fe, Toyota Kluger and Nissan Murano in the medium off-roader segment.

What helps the Subaru is its pedigree. Subaru buyers tend to be a loyal lot and the company has one of the most envious retention rates among buyers. The Outback should be no different.

And those longing for a turbo-diesel will not have to wait long. A six-speed manual only 2.0-litre turbo-diesel joins the Outback range next month.

Driving

Where the Outback - and its Liberty wagon sibling - have made big gains is in ride comfort and interior space. The previous model was popular with skiers and rural folk. The new one will certainly impress these hard-core fans mainly because of the extra legroom in the back, better cargo space and wider opening doors.

Comfort levels too are a notch up over the old model. The electric front seats are better shaped and more supportive and rear seat passengers will reveal in the room.

On the road the 3.6R is particularly quiet at highway speeds. We suspect the new "cradle" housing the engine, which improves rigidity and isolates engine noise, is playing a big part here. There is also little wind or road noise from the tyres and the car's all-wheel drive means gravel roads are dispatched with ease.

Grip levels are high when encountering slippery conditions. The Xenon low-beam headlights deliver a strong spread of light.

The 213mm ground clearance also means there is plenty of space between you and potential hazards but sometimes there is a wallowy sensation through sharp corners brought on by the car's raised ride height. Its soft-road credentials are aided by higher-profile tyres that provide a comfortable ride over most surfaces.

The Outback's double wishbone rear suspension is clearly an improvement over the old car in isolating both noise and improving ride comfort.

The 3.6-litre "boxer" engine is a sweet unit. It is very smooth, reasonably powerful and the five-speed automatic works in well. The paddle shifters are are welcome addition. The 3.6R gets the gimmicky SI-Drive system, which we left in the default Sport setting most of the time.

The three-mode SI-Drive system allows for Intelligent economy driving, Sport and Sport-plus. As the name suggests, Intelligent ensures gentle and smooth power delivery.

Around town in stop-start traffic it worked a treat and helped bring economy down to 11.6 litres/100km. However, if you need more mumbo, Sports is the best setting and is also the default mode.

There are some areas where Fuji Heavy Industries engineering thoroughness comes at the expense of some of the car's tactile senses .Take a closer look at some parts of the car and there is evidence of a thrifty approach to minor details. The temporary spare is a step backwards, particularly when there appears to be room enough for a full-size one.

Subaru once crowed about having full-size spares - when so many other rivals get by with a spacesaver - so it's a backward step to see them fall into line with such shortcuts.

Apart from the spare, the blank switch covers next to the gearshift in the 3.6R - where we assume the heated front seat switches are in American versions - are a constant reminder you're missing out on something.

Subaru has also moved to save costs by replacing the light-weight aluminium bonnet with a steel unit. We also would have preferred a temperature gauge in place of the ‘eco’ meter, as well as reversing sensors and/or a camera on the base 3.6R. To get a reversing camera you have to spend extra for the satnav system.

Subaru plugs its vehicles as ideal towing machines but as experienced caravaners or off-roaders know, a temperature gauge is not just cosmetic. The electric handbrake and its positioning low and to the right of the steering wheel also looks like an afterthought. We accidently hit the traction control switch one time searching in the dark for the handbrake switch. It may be a lack of familiarity but it is not intuitive.

There is no doubt the Outback is a clear technical and engineering improvement over the old car. It is refined, reasonably classy and thoroughly well sorted. But for the price, the 3.6 R is facing increased competition from other commendable soft-roaders.

However, there is no ignoring the bullet-proof build quality and the badge. And for many buyers that's enough to guarantee a sales hit.

Overall, the design will polarise buyers, but the Outback is a strong effort from a company that builds bullet-proof cars.

Score 79/100