Subaru XV vs Subaru Outback

What's the difference?

Even years on from its initial launch and with only subtle changes to its main range, it’s really to Subaru’s credit that the XV feels just as capable and modern as any of its rivals.

This is not to say it’s perfect. We can’t recommend the base model, the maths don’t really work out on the hybrids, the only available engine is breathless, and it has a small boot.

But the XV’s excellent safety suite, driving dynamics, all-wheel-drive capability, quality finish and comfortable interior mean it’s hard not to be charmed by this little lifted hatch.

Our pick of the range? While the 2.0i-L is great value, we’d recommend you splurge to the 2.0i-Premium to get the full safety suite and extra garnish.

The Subaru Outback Sport Touring XT is what you get when you want a beefed-up station wagon masquerading as an SUV that can handle adventuring and haul the family around in comfort. The limited edition has all of the great features you'd expect from a top model and a reasonable price tag but its fuel thirst will turn some people off.

The key to the XV’s fun and adventurous appeal is perhaps the fact that it’s not really an SUV at all. It’s rather obviously a lifted version of the brand’s Impreza hatchback, and this is to its credit.

It’s simple but tough, cute but capable, and really everything many consumers are looking for when it comes to a small, all-wheel-drive SUV. Not only does this design philosophy (of lifting wagons and hatches rather than creating bespoke “SUVs”) match Subaru’s family of products, but the ride height, plastic claddings, and tough-looking alloys offer hints of the all-wheel-drive capability that lies beneath.

Little has changed for the 2021 model year, with the XV most recently receiving a tweaked grille, updated front bumper, and a new set of alloy wheels. The XV range is also available in a fun array of colours, which Subaru hopes will help it win more of a youth vote. As an added bonus, none of the colour choices carry an extra charge.

The interior of the XV continues the fun and adventurous theme with Subaru’s signature chunky design language noticeably different from its rivals. My favourite element of this has always been the bumper-car steering wheel, which feels great in your hands in its leather-clad finish, but there are also nice soft claddings throughout the doors and big seats with nice bolstering and design.

While we like how big and sharp the main 8.0-inch screen is, if there’s one thing Subaru gets wrong it’s how busy the whole cabin package is. The visual assault of three screens seems unnecessary, and as much as I like the wheel, it is also completely adorned in somewhat confusingly labelled buttons and toggles.

Still it’s an attractive, fun, and unique design amongst its small SUV peers. Subaru fans, at least, will be sure to adore it.

The Sport Touring XT model is only available in the exclusive Geyser Blue paintwork (you'll either love it or hate it), has green accents scattered across the body and sports sharply styled and dark 18-inch alloy wheels.

The rear gets black badging and a spoiler but the black plastic moulding that Subaru is well known for is well and truly present.

There are some small design differences between the limited edition and it's siblings but at the end of the day it looks like an Outback.

Head inside and you'll find a solid and well-built cabin. The dashboard features a flashy 11.6-inch tech screen but the instrument cluster is still mostly analogue with a small 4.2-inch screen.

There are heaps of buttons and dials to play with and you also get a proper gear-shifter. The design will make this a winner for folks who want a car to look like a car, with its controls where they expect them to be.

Overall, the cabin feels premium but isn't fussy.

In some ways the XV is very impressive when it comes to its interior practicality, but in other ways it disappoints.

The front seats offer heaps of room for adults with good adjustability, and while the seating height is very high by default, there’s still lots of headroom and adjustability, with the added benefit of a very commanding view of the road for such a small SUV.

As mentioned, the doors, dash, and transmission tunnel are all clad in soft materials, and front passengers also benefit from no less than four USB ports in every grade except the base 2.0i, a huge centre console box, comfortably large bottle holders in the centre with a removable divider, a small bay under the climate unit that also houses a 12v outlet and auxiliary input, and a single large bottle holder in the doors with a small adjoining bin.

A surprise comes in the rear seats, which offered enough head and knee room for a particularly tall friend of mine. It’s rare for the small SUV segment to offer such space, but behind my own (182cm tall) seating position I had ample airspace for my knees and decent airspace for my head too, even despite the Premium and S grades having a sunroof fitted.

Rear passengers get a flip-down armrest with bottle holders, a small bottle holder in the doors, and pockets on the backs of the seats. The seat cladding is just as good as it is in the front, and the width in the rear seats is notable, however the centre seat suffers from the existence of a tall transmission tunnel to facilitate the all-wheel-drive system, and there are no adjustable air vents or power outlets for rear passengers either.

Finally, one ongoing weak point for the XV is the amount of boot space on offer. Boot capacity is 310-litres (VDA) for non-hybrids or 345 litres for hybrid variants. This is decent when compared to smaller light SUVs but definitely leaves room for improvement when it comes to the XV’s main small SUV competitors.

Space can be boosted to 765L in non-hybrid or 919L in hybrids with the seats down (again, not great), and the hybrid model loses the underfloor space-saver spare wheel, instead leaving you with a very compact puncture-repair kit.

The cabin of the Outback has always been practical but the premium features this grade comes with ensures proper comfort for all occupants.

Seat comfort is high with the powered front seats that have heat and ventilation functions but the driver benefits the most with the extendable lumbar- and under-thigh supports.

The rear row is almost as comfortable as the front where passengers feel secured by the padded side bolsters, while taller occupants will love the head and legroom on offer. The heat function for the outboards is appreciated and the directional air vents are easy to position.

The 213mm ground clearance means it's easy getting in and out of the model but access to the back row is a little annoying. The footwell lip sits high and catches unsuspecting feet but it's the doors that made my eight-year-old grumble this week because they're heavy to operate.

Storage up front isn't class-leading but you get a glovebox that fits a manual, a dual-opening middle console, two cupholders and drink bottle holders, as well as a sunglasses holder and small cubby in front of the gear-shifter (which is annoying to access).

Storage is much better in the rear with four map pockets, storage bins in each door, two cupholders and two drink bottle holders to choose from.

The boot has 522 litres of capacity available, which is plenty of room for a road trip or a big grocery haul and the level loading space makes it easy to slide things in and out. You get a proper full-size spare tyre, which is rare nowadays and the powered tailgate is always a handy feature.

Technology feels well rounded and the touchscreen multimedia system is responsive and easy to use. However, the portrait position makes the icons and text on the wireless Apple CarPlay look small and I may have made a few accidental calls this week because of it.

The satellite navigation is easy to use and there's also wireless Android Auto. Charging options are decent with each row getting a single USB-A and C port but the front misses out on a wireless charging pad.

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There are usually five variants available for the Subaru Outback but the model on test for this review is a special edition that blends the qualities and features of the top Touring XT but with some exclusive design changes.

Did we need it? Probably not but Subaru has wisely kept the price increase to a minimum, so the AWD Sport Touring XT is $57,490 before on-road costs, just $500 dearer than the usual top grade.

Despite looking more like a station wagon, the Outback sits in the large SUV segment and when it comes to an 'apples to apple' comparison, there's nothing really to compare it to.

With that in mind, the Skoda Superb Sportline wagon costs $74,990 drive-away, and a more traditional SUV like the Volkswagen Tiguan Allspace 162TSI R-Line is priced from $60,590 MSRP.

The standard premium equipment for the Sport Touring XT model includes Nappa leather upholstery, eight-way powered front seats with the driver enjoying additional lumbar and under-thigh support, as well as two-position memory function.

Also included are heating and ventilation functions for the front seats, heat function for the rear outboard seats, a heated steering wheel and sunroof with manual blind.

Technology is well-rounded with an 11.6-inch touchscreen multimedia system with satellite navigation, dual climate control, wireless Apple CarPlay and Android Auto, digital radio, AM/FM radio, two USB-A ports, two USB-C ports, two 12-volt sockets, and a nine-speaker Harman Kardon sound system.

Practical features include dusk-sensing LED headlights, rain-sensing windscreen wipers, keyless entry/ start, a full-size spare tyre and hands-free powered tailgate.

The limited-edition model is well-specified and while it lacks the extra two-seats that its rivals have, it still offers solid value.

The XV now has two drivetrain options in Australia. One is the carryover 2.0-litre petrol engine, now with a smidge more power, and a hybrid version of the same layout with an electric motor housed in the continuously variable transmission. There is no manual variant in the XV range.

The 2.0i models produce 115kW/196Nm, while the hybrid produces 110kW/196Nm from the engine and 12.3kW/66Nm from the electric motor. All variants are all-wheel drive.

The hybrid system is powered by a lithium-ion battery pack under the boot floor, and in practice functions a bit differently from Toyota’s popular system.

We’re sure Subaru die-hards will be dismayed to know a version of the XV packing the larger Forester’s 2.5-litre petrol engine (136kW/239Nm) will not be making it to Australia for the foreseeable future.

The Sport Touring XT gets a 2.4L four-cylinder turbo-petrol boxer engine that produces a hefty 183kW of power and 350Nm of torque.

The re-tuned continuously variable transmission (CVT) system feels like it is changing gears but it's smooth and punctual, no matter the speed.

It’s not such a great story for the hybrid variant here, as even on the official numbers it only saves a tiny amount of fuel.

The official/combined number for 2.0i variants is 7.0L/100km, while the hybrid variants trim this to 6.5L/100km.

In practice it only got worse on my test. Over similar driving conditions consisting of several hundred kilometres over the course of a week, the 2.0i-Premium non-hybrid produced 7.2L/100km, while the hybrid actually used more fuel at 7.7L/100km.

It’s worth noting we’ll be holding on to the hybrid for a further three months as part of a long-term urban test. Check back in to see if we can trim this number down to something closer to its claim in the coming months.

All XV variants can drink base-grade 91RON unleaded and 2.0i variants have 63-litre fuel tanks while hybrids make use of a 48-litre tank.

Unfortunately, the turbo-petrol engine is thirsty and the official combined fuel cycle figure is 9.0L/100km.

With its 63L fuel tank, you have a theoretical driving range of up to 700km, which is best-case scenario but expect less range if you’re a city dweller.

After doing a mix of open road and city driving this week, my real-world usage came out at 9.3L, which is better than I expected.

No matter which XV you choose, you’ll be getting a very comfortable and easy-to-steer small SUV, and the drive experience has only improved with this year’s updates.

The XV’s newly re-worked front suspension and tall ride height make for a package more than capable of dealing with anything the suburbs will throw at it. This is the kind of car that scoffs at speed bumps and potholes.

The steering is light enough to be comfortable, but provides just enough feedback to keep it engaging, too, and the always-on all-wheel-drive system provides a sense of constant security in corners and even on loosely sealed or wet surfaces.

The XV has better SUV cred than almost every other car in its class on the capability front, enough at least to make it a decent companion for seeking those unsealed campgrounds or vantage points.

Where it’s not as good is its engine options. We’ll get to the hybrid in a moment, but the standard 2.0-litre engine is underpowered for a relatively heavy small SUV, with the added burden of all-wheel drive, and it feels it. This engine doesn’t have the follow-through of its turbocharged rivals and is very thrashy when much is asked of it.

This experience isn’t really helped along by the rubbery-feeling continuously variable automatic transmission, which is at its best in stop-start traffic. It strips the fun out of trying to drive this car with a bit more vigour.

Unlike Toyota's hybrid alternatives, the hybrid XV isn’t a significantly different experience behind the wheel. Its electric motor doesn’t really have enough strength to get it up to speed, but it does assist when it comes to acceleration and coasting to help take the stress partially off the engine. The XV also doesn’t provide a hybrid indicator like Toyota does, so it’s much harder to understand the effect your accelerator input is having on the motor.

The centre screen does display the energy flow, though, so it is good to have some kind of feedback that the hybrid system is helping on occasion.

Hybrid variants also add something called “e-Active Shift Control”, which uses input from the car’s sensors and all-wheel-drive system to better tune the hybrid assistance to the CVT. In general driving terms, this lets the electric motor pick up the slack of the petrol engine when it's most needed in the corners and in low-torque instances.

On a final note, all of these moments of electrical assistance do make the hybrid versions notably quieter than the non-hybrid ones. I still wouldn’t recommend choosing the hybrid on its driving experience alone, but it will be interesting to see how Subaru can build on this technology in the future.

The Sport Touring XT model is nice to drive. The best word to describe the on-road experience is ‘smooth’.

Power delivery is prompt and getting up to speed feels effortless. It's a great open roader but also feels spritely in the city.

The ride comfort is excellent and it’s only when you hit the highway that the wind noise starts to creep up, otherwise, the cabin is quiet and you can chat with back passengers without raising your voice.

The higher ride doesn’t translate to a bumpy suspension and while you’re aware of the road, you’re never bothered by it.

The steering is on the right side of firm for it to feel agile and competent no matter what you’re throwing at it. Visibility is also pretty good but the headrests in the back seat, when up, can hinder your rear-view vision.

The Outback sits at 4870mm long and 1875mm wide, so it fills out a car space but the higher ground clearance means you’re not worried about scraping on ramps and it’s relatively easy to park.

However, it feels cheeky to not have a 360-degree view camera system at this grade level. The reversing camera it comes with is sufficient, but you miss out on front parking sensors.

The Outback has a maximum five-star ANCAP safety rating from testing done in 2021 and features eight airbags which includes a front centre airbag.

It also scored highly across its individual assessment scores with ANCAP. It got 88 per cent for adult protection, 91 per cent for child protection, 84 per cent for vulnerable road users, and 96 per cent for its safety assist systems.

Standard safety equipment includes blind-spot monitoring, tyre pressure monitoring, LED daytime running lights, rear and forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, emergency lane keeping aid, emergency autonomous steering, lead vehicle start alert, traffic sign recognition, adaptive cruise control, reversing camera and front parking sensors.

The driver monitoring system has been improved from previous models and while still sensitive, it no longer chimes at you all the time, which is a welcomed change.

The Outback has two ISOFIX child seat mounts and three top-tether anchor points. The rear seat is wide enough to accommodate three child seats if they're not too large.

The auto emergency braking (AEB) has car, pedestrian, cyclist and back-over detection and is operational from 1.0 to 160km/h but it's usual to see this system operate from 5.0km/h, which is excellent.

Subaru remains on par with other Japanese automakers, with a five-year and unlimited-kilometre warranty promise. There’s 12 months of roadside assist included, and the XV is also covered by a capped-price servicing program for the life of the warranty.

Services are required once every 12 months or 12,500km, and while this is a welcome improvement on the six-month intervals this car used to have, these visits are far from the cheapest we’ve seen with an average price of nearly $500 per year.

Subaru offers the Sport Touring XT model with a five-year/unlimited kilometre warranty but it’s becoming more common to see longer warranty periods being offered now.

You can pre-purchase a three- or five-year servicing program and the three-year program costs $1406.57 (average of $469).

The five-year option costs $2646.17 (average $529 per service) which is reasonable for the class.

Servicing intervals are good at every 12 months or 15,000km, whichever occurs first.