Subaru Outback Reviews

The city-smart Liberty and its country cousin, the Outback, have been given a mid-life styling freshen and a much more significant injection of smarts with the SI-Drive (Subaru Intelligent Drive) technology on all 3.0-litre and turbo models."SI-Drive gives the driver three cars; a performance version or an economical version depending on the road, the conditions or the driver's emotions," Subaru Australia managing director Nick Senior says."We are particularly excited about being able to offer this technology as it has previously been the domain of much more expensive vehicles."SI-Drive is the culmination of almost two decades of determination and belief in an idea Liberty project general manager Toshio Masuda had as a young engineering student."When I was a student I imagined the day when you would not have to change the engine in your car to get very different characteristics," Masuda says at the Australian launch of SI-Drive. "I kept a belief in my idea and when I became a senior engineer with Subaru I knew it was time to introduce this idea to the world."But although the theory of SI-Drive was sound, he says resistance from some sections of the company was difficult to overcome. "Many in the company thought this (SI-Drive) was not possible because of the technical challenges ... challenges we have been able to overcome," he says.Operating through a simple dial situated on the central console behind the gear shift, the driver can select an economy mode (Intelligent), general driving mode (Sport) or aggressive attack mode (Sport Sharp).From the 3.0-litre engine, Intelligent mode provides performance like a 2.0-litre non-turbo, Sports mode raises the stakes to a 2.5- to 3.0-litre non-turbo equivalent, while Sports Sharp ensures maximum engine response.The reduction in engine output in Intelligent mode - with its consequent fuel saving - is 27 per cent in the 3.0-litre engine, down from 297Nm and 180kW to 200Nm and 147kW.For the 2.5-litre turbo engine, it reduces maximum torque by 19 per cent and power by 20 per cent down to 275Nm and 148kW."It is essential, however, that the driver also matches driving style to the engine output," Subaru's Derek Ashby says. "Aggressive driving techniques will only make the fuel consumption worse."To help drivers stay in the most efficient engine range, SI-Drive cars have what Subaru calls an Eco Gauge in the dash display.Manual models also come with a shift light indicating optimum time to change gears."Real-world testing by Subaru Australia in Australian conditions has shown significant fuel-consumption improvements in I mode compared to S mode," Ashbury says."For example, a Liberty GT manual transmission vehicle in I mode showed a 14 per cent improvement in the city cycle with the highway cycle achieving a gain of 6 per cent over the S mode."The facelift also marks the return of the turbo-charged GT model, this time with the superb 2.5-litre unit from the Impreza STi.With 184kW and 339Nm on tap, the GT comes as a base with a five-speed manual or a pair of Spec-B models with a five-speed auto or the STi's sublime six-speed manual. Spec-B cars also benefit from a Bilstein sports suspension package from the 3.0R Spec-B - and add 18-inch alloys and low-profile rubber.Specification levels across all models have been improved, with one of the key gripes against both Liberty and Outback (the lack of telescopic steering adjustment) answered.There is also brake assist and six-stacker in-dash CD. Higher up the model tree, the turbo and 3.0-litre cars also add a multi-function screen for trip, fuel and SI-drive information, high-intensity discharge lights, dual-zone climate control, expanded multi-function steering wheels and power seats with memory.Subaru has held prices for the 2.0-litre cars ($31,990 manual and $33,990 auto) and trimmed $1000 from the 2.5-litre range ($34,990 manual). The 3.0R remains at $50,990, the 3.0R-B is up $500 to $52,990, while the range-topping GT Spec-B starts at $55,990 (manual).

Liberty GT/GT Spec BMotoring journalists spend a good portion of their time on launches sifting through the marketing hype to find the hard facts. When Subaru claimed their SI-Drive gave the Liberty owner 'three engines in one', an eyebrow was raised in skepticism rather than surprise.But all that was needed to prove Subaru’s point with SI-Drive was a steep hill.Of the three SI-Drive modes, it is the 'Intelligent' (economy) mode that makes the biggest impact. Subaru claim the Intelligent setting reduces engine output to that of a 2.0-litre naturally aspirated car, regardless of the actual engine under the bonnet.The first steep hill in a turbo GT model was met with the appropriate minimal enthusiasm from the engine, slowly pulling up the incline before reluctantly kicking up a gear - and sipping a little more fuel.A similar incline in the default setting of Sport (the setting on which the Liberty’s fuel figures are based) brings a completely different response from the engine; the hill disappears behind familiar dollops of mid-range turbo torque.The frugal Intelligent setting is excellent on downhill and long highway stints, still providing enough power to accelerate around slower traffic, but drinks slightly more than Sport mode on the hills and feels frustratingly limited when the going gets tough.The best result from the SI-Drive was to leave it in Sport until a long flat highway stretch, then remembering to return to Sport through the bends.On the other end of the scale, the Sports Sharp mode picks up the throttle and gear changes in the automatic models with noticeable speed.The shifts are further hastened by a new blip function that briefly raises the rpm on the upshift, resulting in a smoother gear change and minimal shift shock.Shifting itself in the autos is a more involving prospect thanks to the excellent wheel-mounted paddles, easily allowing the driver to select gears even when in full Auto mode when the twists tighten.The manuals are still the pick for sports enthusiasts, particularly the GT spec B with its excellent new suspension, sublime symmetrical all-wheel-drive and newfound flat torque churning through the STi gearbox.SI-Drive is also available on the manuals, leveling its fuel consumption to a claimed 10.9L/100km; the same consumption as the auto, and only fractionally higher than most of the tiny turbocharged hot hatches on today’s market despite four doors, a boot and all that extra booty...Outback 3.0RAs a crossover car, the Outback has been a raging success for Subaru.The Outback has caught up to the Liberty a little in the looks department, with the revised corporate grille producing a more integrated and modern look that still stands apart from the Liberty wagon, but shared its sloped-roofed, understated style.Now riding on 17-inch alloys, the turn in is sharp and the wheels and suspension communicative, though it does not share the Liberty’s neutrality under pressure.On the twisted roads around Healesville in Victoria, a place well known to Subaru from its Rally of Melbourne days, the top-shelf Outback kept pace with the Liberty nat-atmo cars, but suffered more bodyroll on the tight bends.Not surprising, considering its higher clearance for off-road and towing ability (and it still drinks the same as Liberty at a respectable 11.1L/100km).Buyers would be hard-pressed to find a more capable all-wheel-drive with this much standard kit and five-star safety for the asking price.Samantha Stevens is a reviewer on the CARSguide test team. Her work appears here and in the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis appears in the Sunday Telegraph.

The 4WD wagons it makes are not noted for their ride height and chiselled dimensions.Subaru believes that a wagon can go off-road without having to look like a scaled-down truck.It believes that buyers don't want to look like truck drivers either – and it's a point of view that has carried the company since it started making all-wheel-drive wagons in 1975.Though that was 30 years ago, I have an inkling that the first 1.4-litre wagon was just as capable in the dirt as the latest three-litre version, now called the Outback.But in other areas, the Outback boasts European luxury-car quality, dynamic on-road performance, outstanding levels of comfort and features, and a pleasantly styled exterior.The wagon drives like a conventional wagon, with little hint that it has all-wheel drive, a raised ground clearance – though 200mm doesn't look like it's on stilts – and heavy-duty suspension.Subaru Australia's Derek Ashby said local cars received more suspension work than those destined for other parts of the world.We must be tough on cars.The bonus is that the Outback is quite a strong machine which has been given a boost in its towing rating to 1800kg.The six-cylinder version gets a meaty dose of power and torque, and drives all wheels through a slick five-speed automatic gearbox.On the road the acceleration is brisk but the engine's quietness and smoothness are more impressive.The engine has a good amount of the low-down torque necessary for some light off-road duties, though the fact that the engine has the ability to keep pouring out the power at higher revs really makes it a surprising vehicle to drive.Of course all this comes at a cost. The fuel economy is a reasonable 11-litres/100km if you keep the acceleration light, though the car will climb into the 14 litres/100km area if the driver gets overly physical with the accelerator pedal.Comfort levels rate higher than most traditional 4WDs, primarily because of more compliant suspension and the quiet cabin.The seats are impressively tailored in alcantara and leather, and are comfortable despite perhaps needing more support.Cabin room rates highly and, because the Outback is quite long, cargo-carrying ability is excellent. Roof rails add to its adaptability.The base-model Outback has a five-star safety rating despite not having side or curtain airbags. The Outback versions equipped with the extra bags rated slightly above the cheaper model.Goodies within the price include climatic airconditioning, electric windows and mirrors, CD player, cruise control and alloy wheels.But the best thing about the Outback is its flexibility – to carry cargo and people, to cruise the highway and reach the beach, to tow a small caravan and drive to work. It's a very nice, if not especially cheap, wagon.

"Make it all the way into Palm Valley?" he asks.After years of pumping diesel into heavyweight Outback workhorses such as Toyota LandCruisers and Nissan Patrols, he doesn't want to believe the Subaru Outback has done the same job as the bush battlewagons in getting to Palm Valley in the Northern Territory.He's not convinced, even after we assure him we've made it right to the end of the rocky 21km track into the beautiful valley.Palm Valley is an oasis, the sort of attraction that lures tourists from all over the world. They come to marvel at the escarpments, the ghost gums that mark the dry riverbed, and the lushness of the palms themselves.It is also a destination for "grey nomads" – cashed-up baby boomers making a once-in-a-lifetime trip around Australia.It's estimated as many as 15,000 Australians are touring their wide brown land at any one time.These days, doing a lap of the country isn't a testing task if you stick to the bitumen. And there is a lot of bitumen in the Outback.But if you want to tow a caravan or camper trailer and explore the most beautiful sites, you need a vehicle capable of negotiating rough tracks.Buying a brawny 4WD such as a LandCruiser or Patrol is one option. The biggest are capable of hauling a caravan and getting to the most out-of-the-way destinations with minimal fuss and no fear of getting stranded.But they're not the most comfortable for highway cruising. They guzzle fuel – and that's painful at Outback prices – and when the trip is over, you're stuck with a leviathan unsuitable for city use.The alternative is one of the newer softroaders or crossovers such as the Subaru Outback 3.0R.We are in the tougher jacked-up version of the AWD Liberty wagon as we bounce along to Palm Valley.Subaru Australia has done a lot of work to boost the Outback's reputation in the bush, including lifting its towing capacity progressively from a miserable 1200kg to 1800kg.This was more involved than just bolting in a bigger motor, though going to the six-cylinder "boxer" engine and enlarging it to 3.0 litres were the final steps to 1800kg. It now has 16 per cent more power but, just as importantly, 297Nm of torque at 4200 revs.Subaru engineers have also improved the engine's cooling passages to increase coolant flow and upgraded the radiator and suspension. As well, they have developed a factory-approved towing pack.When you add the pack to the Outback you get a towbar developed by Hayman-Reese, a wiring loom to power the trailer's electrics and, on automatic versions, an oil cooler.The towing increase moves the Outback up the scale of contenders when it comes to choosing a 4WD for the big trip, but there's nothing like getting a feel for it first-hand.That's why we are leaving Alice Springs in a convoy of Outback 3.0R wagons hitched to various Jayco camper trailers.Jayco is Australia's top-selling brand when it comes to poptop caravans and camper trailers.They're simple to erect at the end of a day's driving, and with practice they can be set up in less than five minutes and taken down just as quickly.With Jayco's optional Outback pack, poptops such as the Flamingo can go with you when you leave the beaten track.Still, we drop the trailers at Hermannsburg before we leave for Palm Valley. The valley is 21km from Hermannsburg, an old Lutheran mission famous for once being home to artist Albert Namatjira.The bitumen ends soon after we leave Arapinta Drive, the main road from Alice Springs 133km away to the east, and it's replaced by the red dirt road so common in the Outback.A few kilometres later we drop down to the dry bed of the Finke River and continue along a rocky track. Negotiating a few deep, sandy stretches is no problem, and neither is the odd waterhole. Not until the last 6km is the Outback put to a more serious test over rocky ground with deep washaways and drop-offs. Its 200mm clearance, up 50mm from the Liberty wagon, allows it to get over every obstacle.With Subaru's AWD system, the Outback goes much farther than its urban looks suggest.But the news isn't as good on the camping front, and it's no surprise that towing in the Outback has a price.The Outback's fuel consumption, normally about 12 litres/100km, climbs to 16 when towing a 3m, 960kg Finch camper trailer.When it has to haul the larger Expanda poptop, which weighs about 1260kg, fuel consumption jumps to 20 litres/100 km.Our trek to Palm Valley proves the Outback can get to out-of-the-way destinations, but back on the highway it is as comfortable and as cultured as any in the latest Liberty lineup.

We of the 4WD fraternity thought the divorce papers might be a burned-out engine away, but on the hot tar and gravel of the Red Centre, we were to be proved wrong.The Outback 3.0R behaved with a faithful husband's controlled enthusiasm while hitched – but does the dirty with pleasure once the wedding band is off, and indulges in van-free, off-road fun.For three days, the Outbacks were pushed, ploughed and pummelled – with and without vans – in various conditions, by its unrelenting drivers.The red earth was slung sideways from six wheels as flies swapped shifts with mosquitoes and the temperature raged at 40 degrees. This car would be working hard to perform.It's no easy task for a sport-type vehicle to haul a 1600kg caravan loaded with a score of heavy swags and air-con blasting full bore.Climbing over the tarred switchbacks, the Outback's engine didn't complain. It carried the burden with unsettling ease.Unsettling, because there's no guttural diesel grumble nor any high-riding, ground-crawling 4WD weight (and matching high-riding fuel bill).For big trips, the big 4WDs still win. There's no room in the Outback for spare batteries or long-range fuel tanks, and a low-range crawling gear would be useful to curb the eager sports-shift automatic transmission.But the Outback proved a perfectly capable and versatile vehicle for shorter trips and a medium-sized van in harsh Australian conditions.The Outback 3.0R was designed for this purpose: to look good in the city, where most of its road use will be, but still housing the capabilities of a light, off-road bush-basher.Its three-litre, six-cylinder, horizontally opposed engine is shared with Subaru's popular Liberty.Even with a towing burden, the 180kW (accessed at a high 6600rpm) try their best to respond in sports-car fashion to a toe on the throttle.Over time, the Outback's towing capacity has increased from 1200kg in 1990 up to 1800kg in the current model.Self-levelling suspension adds stability. If it senses the ride is lower on therear wheels from the van, it automatically pumps oil from the suspension reservoir to the main chamber within a few kilometres of travel.The towing pack – a Hayman Reese heavy-duty towbar, a slightly clunky Tekonsha brake controller and the vital transmission cooler – is a $1034 factory-fitted extra.Clearance of 200mm is maintained because the towbar runs inside the chassis rails instead of being bolted to the undercarriage.On the first day, we clocked more than 200 klicks with the 1200kg Jayco Finch pop-top, averaging 17l/100km – about the same as a frugal 4WD in city traffic.Stepping up to the 1600kg Freedom model, the automatic box's gear of choice was third, lag was noticeable and the Outback drank 21.8l/100km.The 1500kg Flamingo, however, ran head-to-head with the 1200kg Finch. Over the 140km with this trailer, the gearing proved ideal, without bouncing back and forth between lower gears.Size still does matter. The Flamingo's longer wheelbase and its Outback Pack, with higher, off-road-rated suspension, nudged the Subaru's nose forward on heavy downhill slopes. Although it never felt out of control, the side-to-side bounce resulting from a too-sharp re-adjustment of direction was noticeable.Vehicle Dynamics Control, available in the Premium-Pack Outlander, is said to have been tested for Australian towing conditions to help curb impertinent nudges from behind.The 3.0R model has shed some pounds, weighing in at 1540kg. Although this is less weight to carry around in everyday driving, the vehicle feels light with a near-capacity weight on the towball.The track has been widened by 20mm at the front and 30mm at the rear, splaying the symmetrical AWD system in a more sturdy position, helped by 50/50 weight distribution hitches (about $600).Making use of the roof rails with a rooftop box to carry spare tyres and heavy, messy equipment may marginally add to stability and decrease any aerodynamic drag at speed. But the effect would probably be minimal and would decrease off-road ability – an area where the Outback is surprisingly capable.Tell-tale scrapes of metal on red rock on "4WD only" roads were only occasionally wince-worthy. Even with pumped-up tyres, the Outback slithered through deep tracks of slippery sand.With a full load of four passengers and luggage, it tackled the jutting rock formations with apparent ease.With 297Nm of torque at our disposal for the tricky situations, we returned to tar, boasting only a superficial scrape or two and having knocked the top cover off the trailer pin plug.Among the lifted 4WD rock-crawlers, the Subarus held up well, bouncing happily and drinking 22l/100km.Rocks should not be taken on with reckless abandon, as some major organs run unprotected under the vehicle.On the could-be-better list: the abrupt lock of the wheel in the turning circle is another reminder that this car is not solely built for hauling, and more feeling in the vague steering would be useful.On downhill gravel, the ABS kicks in with a sickening thump, but to its credit pulls the Outback up short.And though it's a useful city safety feature, the warning beeps when front-seat passengers are slow to buckle up are crying out for a pair of wire-cutters.A vacant space at the top of the console also begs for a GPS system, and Subaru will be testing several platforms over the next few weeks.It's also testing deeper towing waters for the next generation of Outbacks, attempting to overcome engine temperature issues so it can move further into the field of caravans, horse floats and trailers.We can expect to see a two-tonne tow rating with the release of the next Outback model late next year.So the Subaru-and-dirt-road relationship has been strengthened by yet another vehicle, with renewed vows less than a year away.Losing my silent bet that this Outback/caravan combination would fall in an unromantic heap has left me with no choice but to eat my Akubra.

The silky smooth running Sooby drives like a luxury limo' with sporty car performance and handling and using it like a heavy duty 4WD battering ram in the boonies. Well.But Subaru was intent on demonstrating just how tough this good lookin' wagon is and we speared off into the scrub in convoy hooked up to a wagon train of Jayco campervans of various sizes.Must have looked a sight to the T/Os (traditional land owners) as we cruised out of The Alice.The medium size 3.0R is blessed with a powerful 180kW/297Nm six cylinder engine driving all wheels symmetrically through a five speed automatic trans- mission.It is a good powertrain for towing as gear changes are imperceptible and the transmission adapts almost immediately to towing mode with quick flicks between the gears to maintain any given pace.The sequential change system is also handy if you want a more hands-on style of driving.Subaru has engineered the 3.0R for towing with particular attention to cooling and component re- liability under extreme conditions.Though lighter than the previous Outback due to various aluminium chassis and body components, the 3.0R will comfortable tow a van weighing up to 1800kg. This will move up to 2.0 tonnes in the next model or possibly before as progressive changes are made on the production line.Subaru Australia, has raised the towing profile with Subaru Japan engineers and they are responding with improvements and necessary modifications.Very little towing is done in Japan but plenty of testing is done in Australia.Particular attention has been paid to cooling the rear differential and the transmission, spring rates, airflow through the car and the engine bay as well as bolstering other components to take the added pressure of towing.The 3.0R has an automatic suspension levelling system using hydraulics that pump up or down according to load. Towing campervans was like child's play for the 3.0R though the big one, about 5 metres long made it work hard. The smaller vans had minimal effect on performance, ride or fuel economy.We drove long distances over rough corrugated dirt roads at 100kmh with no problems, the ABS worked a treat in loose gravel and the cars stayed tight as a drum and easy to drive – with the aircon on full and everything else operating. It made me change my mind about going bush in such a suave vehicle.Certainly more comfy than rattling around in a Troopie.

Subaru delivered the goods with the H6 Outback and continues the trend with a more powerful version of the flat "boxer" engine in the 3.0R Outback.Those waiting for a six-cylinder Liberty, however, will have to bide their time, at least until the end of the year.That's when the new MY2005 model is due.If you can't wait you will not find the Outback wagon disappointing and, of course, there is always the turbocharged Liberty GT to consider, if you are looking for even more performance.The Outback's previous 3.0-litre flat six-cylinder engine produced 154kW at 5600rpm and 282Nm of torque at 4400rpm.Power in the 3.0R is up to 180kW at 6600rpm and torque to 297Nm at 4200rpm – a 16.9 per cent increase in power and 5.3 per cent increase in torque.It is odd talking about the performance of what is essentially an off-roader, but the Outback 3.0R is a real jet, putting power to the ground through all four wheels, with strong performance across the entire engine range.The sprint from 0-100km/h takes just 8.5 seconds, as the wagon rockets to a top speed of 224km/h.Off road it can bang its way down the bumpiest dirt tracks, but is not designed for serious four-wheel driving.In terms of towing, the Outback can pull a 1800kg load, an increase of 200kg from the previous model.A five-speed ``tipshift'' style automatic transmission is standard.The driver can elect to leave the car in D, flick the lever across for Sport or nudge it up and down to change gears manually.Whichever way it offers strong performance.We found the transmission a little slow to respond and sometimes clunky as it switched gears. It could do with some refinement.Stylewise the Outback is a huge step forward from the previous model, with dramatic lines and a macho set of 17 inch five-spokers.Inside too, the makeover is a major one, although we felt there was room for improvement.The console is better organised and easier to use but the instrument dials are small and unimaginative.The trip computer and other information readouts can be difficult to read in bright light.The silver metallic look fascia has attracted comment because it looks like it is easily scratched.Fuel economy is good with a claimed consumption figure of 10.9L/100km from the 64-litre tank.During our test the car returned about 12.2L/100km or just more than 500km from a tank.Standard equipment includes just about everything, including self-levelling rear suspension and some very nice suede leather upholstery.The Subaru Outback 3.0R is priced from $45,990 before on-road costs.

The world was rocked when Subaru unleashed its first Outback.The high-rider Liberty wagon with the macho bodywork was a worldwide hit, doing almost as much as the hot-rod Impreza WRX to establish the Subaru brand.It even boosted Paul Hogan's career as he took the Aussie-tough Outback name into America.The latest Outback is more of the same, and better again, but faces new challenges and newer-age rivals.The Toyota Kluger and Lexus RX330 are the best examples of the shift in the four-wheel-drive scene. They look bigger and tougher than the Outback, but are really just a high-rider Camry wagon with plenty of custom work and equipment.There are plenty of 'crossover' all-wheel-drive wagons on the way to make life tough for the Outback.But that won't hurt a car which is the right size, price and package for Australian families.Subaru says its rivals include the latest Holden Adventra wagon, Toyota's Prado four-wheel drive, and even the BMW X5 3-litre and Volvo XC90. That spread gets even bigger when you add the Kluger, RX330 and classy Honda MD-X.They don't line up neatly on price, size or features, but the growth in four-wheel drives – we still don't like the trendy Sports Utility Vehicle label used by carmakers – means many people are shopping in a wide range of size and price brackets.The new Outback is based on the all-new Liberty lineup, with the usual toughened bodywork, taller, firmer suspension, and the option of a punchy H-6 engine.Upgraded suspension and steering means improved safety – even for pedestrians – and a full package enhancing quietness and comfort.The new look for the Outback features a bolder nose with huge lamps in the bumpers, flares over the wheels which are better integrated, new-shape alloy wheels and –: inevitably – chunkier tyres.Outback prices start at $38,180 with a 2.5-litre four-cylinder engine. The H6 starts at $45,990, jumping to $53,440 for the fully loaded 3.0R Premium Pack with leather trim and five-speed automatic gearbox.On the roadWe tried the Outback as a four and a six, and found plenty to like.We went seriously off-road in the four and it handled incredibly tough challenges with plenty of grip and enjoyment. More torque for low-end pulling power would have been nice, but that's there in the pricier H6.We didn't miss the "crawler" gears that come with heavyweight off-roaders, and the basic suspension set-up worked well in dirt and mud.The H6 Outback was even better, although we question the value of a car that jumps beyond $50,000.We also wondered, several times, how the test car's tan leather trim and carpets would survive the sort of abuse that's almost inevitable.Still, the 3.0R Luxury Pack is a lot of car for the price, and it can do almost anything a family asks, without compromising on luxury.The new Liberty is a fairly roomy machine and the Outback is just the same, with good luggage space in its wagon tail and a roomy back seat.One driver complained that the seat was too narrow, but it could have been that they were too broad in the beam.The Outback is very well equipped, with classy sound and all the usual electrical assists, but it's the basics that make it impressive.The H6 Outback is a very refined machine that gets along well, thanks to 180kW of power and 297Nm of torque, all fed through a smooth-shifting five-speed automatic. There is a touch-change manual mode, but the wheel-mounted buttons fitted to the Liberty GT are missing in the Outback, and replaced by sound system controls.It is quiet, very comfortable, and a car that shrinks any drive down to L-size.The Outback flagship rides and handles more like a sports car than a four-wheel drive. The suspension is set firm, with very little rock or roll, and plenty of grip even without low-profile sports rubber.It also stops well, is easy to park, and relatively light on fuel.Even the headlamps, a let-down in previous Subarus, are good. The spread is wide and the lamps bright, a plus point for after-dark work.Lined up against a variety of rivals, we believe the Outback stars. It looks a lot better than the Kluger, is more affordable than the RX330, is more car-like than an MD-X, and undercuts all of its European rivals.The new Outback is a great car. And, just as importantly, it's the four-wheel drive that more Australian families should be choosing ahead of hulking trucks.It will face tougher and tougher rivals in coming years, but right now it's a definite favourite.