Subaru Outback 2.5i (A) Review
18 Nov 2009|15,422 views
I am 100 per cent sure that you are aware that the Subaru Outback is derived from the Legacy. (Oh, you’re not? Well, now you know.) However, I am quite sure that you aren’t aware of how the concept of this crossover vehicle came about.
Back in the middle of the 1990s, Subaru wanted to develop an all-new model for the then-booming sport utility vehicle (SUV) segment but it lacked the funds for the development. Determined not to miss out on the golden opportunity, this Japanese car maker decided to increase the ground clearance of its Legacy station wagon, and fitted it with body cladding in a vague attempt to create a semblance of an SUV – the birth of the Outback.
In 2004, Subaru saw it fit to move the Outback from being a part of the Legacy to its very own model line. Despite what this move might suggest, the Outback is still largely based on the Legacy.
Launched as a 2010 model, the new Outback is available in two variants, namely the 2.5i and the 3.6R. Our subject for this road test is the former.
On the outside
Up front, the Outback shares the same face as the new Legacy. However, to differentiate it from the Legacy wagon, it has a distinctive tri-bar grille in between the angular, swept-back headlamps.
Back in the middle of the 1990s, Subaru wanted to develop an all-new model for the then-booming sport utility vehicle (SUV) segment but it lacked the funds for the development. Determined not to miss out on the golden opportunity, this Japanese car maker decided to increase the ground clearance of its Legacy station wagon, and fitted it with body cladding in a vague attempt to create a semblance of an SUV – the birth of the Outback.
In 2004, Subaru saw it fit to move the Outback from being a part of the Legacy to its very own model line. Despite what this move might suggest, the Outback is still largely based on the Legacy.
Launched as a 2010 model, the new Outback is available in two variants, namely the 2.5i and the 3.6R. Our subject for this road test is the former.
On the outside
Up front, the Outback shares the same face as the new Legacy. However, to differentiate it from the Legacy wagon, it has a distinctive tri-bar grille in between the angular, swept-back headlamps.
 |
Looking at the side and the rear, one could mistake the Outback for the Legacy wagon if not for the higher ground clearance and the black plastic trim on the former. On closer inspection, the wheel arches on the former are more strongly accentuated and the side windows are a little shorter.
Compared to the outgoing model, the new Outback is wider and taller, but slightly shorter in length. Its new proportions make it look a little more like a proper SUV than a station wagon with jacked-up suspension. On the whole, the styling is fresh and the look is cohesive.
 |
Climbing in
The interior of the Outback has a stylish design, complete with a nicely trimmed dashboard. But in executing that, it would seem that the interior design team at Subaru overlooked the gear knob, sticking out like a sore thumb with a design that’s almost crass.
As the cabin is shared with the Legacy, it has an upscale feel about it, particularly with the centre console that has a brushed metal-like trim. Only upon closer inspection will one discover the hard plastics used in certain areas which some might think is cheap, but adds to the utilitarian reach of this vehicle.
Something else that everyone looks out for in a people mover such as this are those pockets of space where we can slot all our different belongings in. And that’s not an issue with the Outback with availability the mini-selection of cubby holes littered all around.
Controls are all logically laid out within easy reach of the driver, further complemented by the multi-function steering wheel. The dials in the instrument cluster are clear and concise, and the visibility all round is excellent.
While both the front seats come with electrical adjustments (10-way for the driver, 8-way for the front passenger – the difference being the lumbar support), only the driver gets the seat memory function. As for the rear seats, not only can they be folded away in a 60:40 split, but their seatbacks are also reclinable.
Space is more than adequate in both front and rear sections, thanks to the increase in width, height and wheelbase as compared to the new Outback’s predecessor.
Using the one-touch folding feature of the rear seats, the maximum capacity of the boot is 1,690 litres.
The interior of the Outback has a stylish design, complete with a nicely trimmed dashboard. But in executing that, it would seem that the interior design team at Subaru overlooked the gear knob, sticking out like a sore thumb with a design that’s almost crass.
As the cabin is shared with the Legacy, it has an upscale feel about it, particularly with the centre console that has a brushed metal-like trim. Only upon closer inspection will one discover the hard plastics used in certain areas which some might think is cheap, but adds to the utilitarian reach of this vehicle.
Something else that everyone looks out for in a people mover such as this are those pockets of space where we can slot all our different belongings in. And that’s not an issue with the Outback with availability the mini-selection of cubby holes littered all around.
Controls are all logically laid out within easy reach of the driver, further complemented by the multi-function steering wheel. The dials in the instrument cluster are clear and concise, and the visibility all round is excellent.
While both the front seats come with electrical adjustments (10-way for the driver, 8-way for the front passenger – the difference being the lumbar support), only the driver gets the seat memory function. As for the rear seats, not only can they be folded away in a 60:40 split, but their seatbacks are also reclinable.
Space is more than adequate in both front and rear sections, thanks to the increase in width, height and wheelbase as compared to the new Outback’s predecessor.
Using the one-touch folding feature of the rear seats, the maximum capacity of the boot is 1,690 litres.
From behind the wheel
When you’re looking to improve the handling of your own car, one of the first things you’d change is the ride height. If you raise the ride height, you in turn, increase the centre of gravity which retards the very intention of making your car’s handling better.
So how does the Outback fare?
Sure it’s no Impreza WRX when it comes to the twisties but it handles relatively well when you take into consideration its 1,520kg heft shifting from side to side.
Beneath the bonnet lies a naturally aspirated 2.5-litre, four-cylinder boxer engine that pushes out 167bhp at 5,600rpm, and a peak torque of 229Nm at 4,000rpm, sent to all four wheels via Subaru’s always impressive full-time symmetrical AWD system.
Mated to this power plant is the Lineartronic CVT transmission – complete with paddle shifters – that enables the Outback to rush up to 100km/h from a standstill in 10.4 seconds, and then onto a maximum speed of 198km/h.
Though its on-paper performance figures might not seem like much, the engine has been tuned to deliver more oomph at the lower end– addressing a complaint of the outgoing model.
This is clearly demonstrated by the insistent acceleration at the low end. Strangely though, the Outback displays a slight hesitation when moving off…
The characteristic beat of the boxer unit can be heard faintly only under hard acceleration. In all other circumstances, the engine stays pretty much unobtrusive – a sign of the good cabin refinement in the Outback. And I’m positive that the loss of the frameless side windows is a significant factor contributing to that. Unfortunately, the Outback does generate a noticeable amount of road noise at expressway cruising.
When you’re looking to improve the handling of your own car, one of the first things you’d change is the ride height. If you raise the ride height, you in turn, increase the centre of gravity which retards the very intention of making your car’s handling better.
So how does the Outback fare?
Sure it’s no Impreza WRX when it comes to the twisties but it handles relatively well when you take into consideration its 1,520kg heft shifting from side to side.
Beneath the bonnet lies a naturally aspirated 2.5-litre, four-cylinder boxer engine that pushes out 167bhp at 5,600rpm, and a peak torque of 229Nm at 4,000rpm, sent to all four wheels via Subaru’s always impressive full-time symmetrical AWD system.
Mated to this power plant is the Lineartronic CVT transmission – complete with paddle shifters – that enables the Outback to rush up to 100km/h from a standstill in 10.4 seconds, and then onto a maximum speed of 198km/h.
Though its on-paper performance figures might not seem like much, the engine has been tuned to deliver more oomph at the lower end– addressing a complaint of the outgoing model.
This is clearly demonstrated by the insistent acceleration at the low end. Strangely though, the Outback displays a slight hesitation when moving off…
The characteristic beat of the boxer unit can be heard faintly only under hard acceleration. In all other circumstances, the engine stays pretty much unobtrusive – a sign of the good cabin refinement in the Outback. And I’m positive that the loss of the frameless side windows is a significant factor contributing to that. Unfortunately, the Outback does generate a noticeable amount of road noise at expressway cruising.
 |
With traction and straight-line stability being top notch, the composed ride is a reassuring bonus in driving the new Outback. The long-travel dampers work well with the springs to soak up most, if not all, the bumps and ruts on the roads.
Summing it up
If you want a SUV, you would never have considered the Outback for it’s not really a true SUV but rather a station wagon on stilts.
For those of you looking for a station wagon, you probably wouldn’t have considered the Outback either, for it’s more of an SUV rather than a station wagon.
Summing it up
If you want a SUV, you would never have considered the Outback for it’s not really a true SUV but rather a station wagon on stilts.
For those of you looking for a station wagon, you probably wouldn’t have considered the Outback either, for it’s more of an SUV rather than a station wagon.
However, with its newest styling and a properly good amount of standard equipment, the Subaru Outback has its own plus points.
Combine these with its strong low and mid-range performance, cosseting ride and outstanding cabin refinement, it becomes a genuinely appealing proposition.
Especially if you’re still sitting on the fence, undecided between snapping up an SUV or a station wagon.
Combine these with its strong low and mid-range performance, cosseting ride and outstanding cabin refinement, it becomes a genuinely appealing proposition.
Especially if you’re still sitting on the fence, undecided between snapping up an SUV or a station wagon.
I am 100 per cent sure that you are aware that the Subaru Outback is derived from the Legacy. (Oh, you’re not? Well, now you know.) However, I am quite sure that you aren’t aware of how the concept of this crossover vehicle came about.
Back in the middle of the 1990s, Subaru wanted to develop an all-new model for the then-booming sport utility vehicle (SUV) segment but it lacked the funds for the development. Determined not to miss out on the golden opportunity, this Japanese car maker decided to increase the ground clearance of its Legacy station wagon, and fitted it with body cladding in a vague attempt to create a semblance of an SUV – the birth of the Outback.
In 2004, Subaru saw it fit to move the Outback from being a part of the Legacy to its very own model line. Despite what this move might suggest, the Outback is still largely based on the Legacy.
Launched as a 2010 model, the new Outback is available in two variants, namely the 2.5i and the 3.6R. Our subject for this road test is the former.
On the outside
Up front, the Outback shares the same face as the new Legacy. However, to differentiate it from the Legacy wagon, it has a distinctive tri-bar grille in between the angular, swept-back headlamps.
Back in the middle of the 1990s, Subaru wanted to develop an all-new model for the then-booming sport utility vehicle (SUV) segment but it lacked the funds for the development. Determined not to miss out on the golden opportunity, this Japanese car maker decided to increase the ground clearance of its Legacy station wagon, and fitted it with body cladding in a vague attempt to create a semblance of an SUV – the birth of the Outback.
In 2004, Subaru saw it fit to move the Outback from being a part of the Legacy to its very own model line. Despite what this move might suggest, the Outback is still largely based on the Legacy.
Launched as a 2010 model, the new Outback is available in two variants, namely the 2.5i and the 3.6R. Our subject for this road test is the former.
On the outside
Up front, the Outback shares the same face as the new Legacy. However, to differentiate it from the Legacy wagon, it has a distinctive tri-bar grille in between the angular, swept-back headlamps.
|
Looking at the side and the rear, one could mistake the Outback for the Legacy wagon if not for the higher ground clearance and the black plastic trim on the former. On closer inspection, the wheel arches on the former are more strongly accentuated and the side windows are a little shorter.
Compared to the outgoing model, the new Outback is wider and taller, but slightly shorter in length. Its new proportions make it look a little more like a proper SUV than a station wagon with jacked-up suspension. On the whole, the styling is fresh and the look is cohesive.
|
Climbing in
The interior of the Outback has a stylish design, complete with a nicely trimmed dashboard. But in executing that, it would seem that the interior design team at Subaru overlooked the gear knob, sticking out like a sore thumb with a design that’s almost crass.
As the cabin is shared with the Legacy, it has an upscale feel about it, particularly with the centre console that has a brushed metal-like trim. Only upon closer inspection will one discover the hard plastics used in certain areas which some might think is cheap, but adds to the utilitarian reach of this vehicle.
Something else that everyone looks out for in a people mover such as this are those pockets of space where we can slot all our different belongings in. And that’s not an issue with the Outback with availability the mini-selection of cubby holes littered all around.
Controls are all logically laid out within easy reach of the driver, further complemented by the multi-function steering wheel. The dials in the instrument cluster are clear and concise, and the visibility all round is excellent.
While both the front seats come with electrical adjustments (10-way for the driver, 8-way for the front passenger – the difference being the lumbar support), only the driver gets the seat memory function. As for the rear seats, not only can they be folded away in a 60:40 split, but their seatbacks are also reclinable.
Space is more than adequate in both front and rear sections, thanks to the increase in width, height and wheelbase as compared to the new Outback’s predecessor.
Using the one-touch folding feature of the rear seats, the maximum capacity of the boot is 1,690 litres.
The interior of the Outback has a stylish design, complete with a nicely trimmed dashboard. But in executing that, it would seem that the interior design team at Subaru overlooked the gear knob, sticking out like a sore thumb with a design that’s almost crass.
As the cabin is shared with the Legacy, it has an upscale feel about it, particularly with the centre console that has a brushed metal-like trim. Only upon closer inspection will one discover the hard plastics used in certain areas which some might think is cheap, but adds to the utilitarian reach of this vehicle.
Something else that everyone looks out for in a people mover such as this are those pockets of space where we can slot all our different belongings in. And that’s not an issue with the Outback with availability the mini-selection of cubby holes littered all around.
Controls are all logically laid out within easy reach of the driver, further complemented by the multi-function steering wheel. The dials in the instrument cluster are clear and concise, and the visibility all round is excellent.
While both the front seats come with electrical adjustments (10-way for the driver, 8-way for the front passenger – the difference being the lumbar support), only the driver gets the seat memory function. As for the rear seats, not only can they be folded away in a 60:40 split, but their seatbacks are also reclinable.
Space is more than adequate in both front and rear sections, thanks to the increase in width, height and wheelbase as compared to the new Outback’s predecessor.
Using the one-touch folding feature of the rear seats, the maximum capacity of the boot is 1,690 litres.
From behind the wheel
When you’re looking to improve the handling of your own car, one of the first things you’d change is the ride height. If you raise the ride height, you in turn, increase the centre of gravity which retards the very intention of making your car’s handling better.
So how does the Outback fare?
Sure it’s no Impreza WRX when it comes to the twisties but it handles relatively well when you take into consideration its 1,520kg heft shifting from side to side.
Beneath the bonnet lies a naturally aspirated 2.5-litre, four-cylinder boxer engine that pushes out 167bhp at 5,600rpm, and a peak torque of 229Nm at 4,000rpm, sent to all four wheels via Subaru’s always impressive full-time symmetrical AWD system.
Mated to this power plant is the Lineartronic CVT transmission – complete with paddle shifters – that enables the Outback to rush up to 100km/h from a standstill in 10.4 seconds, and then onto a maximum speed of 198km/h.
Though its on-paper performance figures might not seem like much, the engine has been tuned to deliver more oomph at the lower end– addressing a complaint of the outgoing model.
This is clearly demonstrated by the insistent acceleration at the low end. Strangely though, the Outback displays a slight hesitation when moving off…
The characteristic beat of the boxer unit can be heard faintly only under hard acceleration. In all other circumstances, the engine stays pretty much unobtrusive – a sign of the good cabin refinement in the Outback. And I’m positive that the loss of the frameless side windows is a significant factor contributing to that. Unfortunately, the Outback does generate a noticeable amount of road noise at expressway cruising.
When you’re looking to improve the handling of your own car, one of the first things you’d change is the ride height. If you raise the ride height, you in turn, increase the centre of gravity which retards the very intention of making your car’s handling better.
So how does the Outback fare?
Sure it’s no Impreza WRX when it comes to the twisties but it handles relatively well when you take into consideration its 1,520kg heft shifting from side to side.
Beneath the bonnet lies a naturally aspirated 2.5-litre, four-cylinder boxer engine that pushes out 167bhp at 5,600rpm, and a peak torque of 229Nm at 4,000rpm, sent to all four wheels via Subaru’s always impressive full-time symmetrical AWD system.
Mated to this power plant is the Lineartronic CVT transmission – complete with paddle shifters – that enables the Outback to rush up to 100km/h from a standstill in 10.4 seconds, and then onto a maximum speed of 198km/h.
Though its on-paper performance figures might not seem like much, the engine has been tuned to deliver more oomph at the lower end– addressing a complaint of the outgoing model.
This is clearly demonstrated by the insistent acceleration at the low end. Strangely though, the Outback displays a slight hesitation when moving off…
The characteristic beat of the boxer unit can be heard faintly only under hard acceleration. In all other circumstances, the engine stays pretty much unobtrusive – a sign of the good cabin refinement in the Outback. And I’m positive that the loss of the frameless side windows is a significant factor contributing to that. Unfortunately, the Outback does generate a noticeable amount of road noise at expressway cruising.
|
With traction and straight-line stability being top notch, the composed ride is a reassuring bonus in driving the new Outback. The long-travel dampers work well with the springs to soak up most, if not all, the bumps and ruts on the roads.
Summing it up
If you want a SUV, you would never have considered the Outback for it’s not really a true SUV but rather a station wagon on stilts.
For those of you looking for a station wagon, you probably wouldn’t have considered the Outback either, for it’s more of an SUV rather than a station wagon.
Summing it up
If you want a SUV, you would never have considered the Outback for it’s not really a true SUV but rather a station wagon on stilts.
For those of you looking for a station wagon, you probably wouldn’t have considered the Outback either, for it’s more of an SUV rather than a station wagon.
However, with its newest styling and a properly good amount of standard equipment, the Subaru Outback has its own plus points.
Combine these with its strong low and mid-range performance, cosseting ride and outstanding cabin refinement, it becomes a genuinely appealing proposition.
Especially if you’re still sitting on the fence, undecided between snapping up an SUV or a station wagon.
Combine these with its strong low and mid-range performance, cosseting ride and outstanding cabin refinement, it becomes a genuinely appealing proposition.
Especially if you’re still sitting on the fence, undecided between snapping up an SUV or a station wagon.
Car Information
Subaru Outback 2.5i (A)
CAT B|Petrol|11km/L
Horsepower
125kW (167 bhp)
Torque
229 Nm
Acceleration
10.4sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Subaru Outback
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