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The Outback estate has been around for three decades. James Batchelor has a test drive to see how it stands up in the face of the current SUV trend
Estate cars with raised ride heights and four-wheel drive were once a popular trend in the UK, with most high-end manufacturers offering one or two in their ranges. However, with many Brits favouring chunkier SUVs, the traditional go-anywhere wagon has become a rarity. The Subaru Outback is one of just a tiny handful still offered, but is it a good towcar?
Comfort – 75%
The Outback has been a mainstay of the Subaru’s range for 30 years. Piquing the interest of caravan owners, through to farmers and the country set, the Outback has had off-road capability at the top of its priorities list.
Subaru may well have added a more glitzy grille, sleeker headlights and plenty of silver-painted garnish in recent times, but the Outback is still designed with one large eye on ruggedness.
At 213mm, its ground clearance is more than most family-sized SUVs, it has a chunky pair of roof rails and the body features plenty of hardwearing black plastic.
But, of course, the car’s trump card is its four-wheel drive system. The ‘Symmetrical All-Wheel Drive’ system – to give it its proper name – is a little different from the types found in most cars of this ilk. The name is derived from the horizontally opposed four-cylinder engine and the equal-length driveshafts. While many cars with four-wheel drive are predominantly two-wheel drive and only send power to the rear axle when the technology detects some slip, the Subaru’s system is active all of the time, with a front-biased 60:40 torque split. Different driving modes also tweak the set-up if you find yourself on tricky gravel roads, or in deep mud or slushy snow.
Gallery
There’s only one engine on offer – a 2.5-litre petrol with the cylinders mounted horizontally, or in a ‘boxer’ configuration. Subaru has recently tweaked this engine and claims it’s 90% new, and yet it delivers 5bhp less power than before and doesn’t have any form of electric assistance, despite the current trend by manufacturers for hybrid engines. The gearbox, meanwhile, is a CVT (Continuously Variable Transmission) but Subaru has added fake ‘steps’ to mimic gear changes.
The interior feels a bit old-fashioned. There is a pair of big dials in the instrument panel, and while there is an enormous, 11.6in vertical touchscreen, it looks dated with uninspiring graphics. Annoyingly, most of the car’s functions are controlled through it, but there are physical buttons for temperature control. Apple CarPlay and Android Auto come as standard.
The inside may have a whiff of an earlier time, but it’s impressively well made. There are plenty of soft and durable materials used, and the front seats are particularly comfortable. The rear bench is equally luxurious and there’s plenty of knee- and headroom at the back too. Boot space (561/1,750-1,822 litres) is very good, with a wide opening and numerous hooks and lash-down points. Usefully, the load cover can be raised to access items in the boot without having to be rolled back. In our car, the tailgate could be opened just by waving your hand in front of the Subaru badge, while fixed and removable tow hooks are offered.
Driving – 60%
It’s a shame we only get one engine choice in the UK, as other markets have access to a turbocharged 2.4-litre unit, and at times you cry out for more ‘oomph’. With 167bhp and no turbo at its disposal, the 2.5-litre unit has its work cut out to haul 1,674kg (kerbweight) in a sprightly fashion.
Admittedly, the CVT ’box does a good job at keeping the engine spinning at 3,000rpm under moderate acceleration, and the ‘fake’ gear-changes are very convincing. Indeed, like with any CVT car, if you ease off and take a more relaxed approach to driving then the whole experience is fine. But ask more from the lethargic engine and naturally languid gearbox, and there’s a riot of revs and not much progress – getting up to speed on motorway slip roads can be a noisy and tedious task.
That jacked-up suspension translates into a soft, cosseting ride and the body leans through corners – a sporty car it isn’t. But it would be foolish to think otherwise, and during my test on sodden roads the Outback had plenty of traction and felt very surefooted. The steering is nicely weighted and accurate, too.
During my test, I also tackled some pretty severe roads in a disused quarry, and while the Outback doesn’t have the axle articulation of a serious off-roader, it would embarrass many a conventional family SUV. The Outback would have no trouble manoeuvring on a wet and slippery caravan site.
Towing – 67%
Setting off with caravan hitched
Once hooked up on our test route, the Outback felt a little strained at times, while during the Caravan and Motorhome Club’s Towcar of the Year 2024 competition the test car struggled on the steeper sections of Millbrook Proving Ground’s hill route. It also took 17.3 seconds to get from 0-60mph.
Unfortunately, even at constant speeds on a flat motorway, the CVT gearbox can’t settle on how many revs it wants the engine to spin at, leading to a feeling of hesitancy.
That said, while the Outback takes its time and the engine and gearbox combo feel a little overwhelmed on occasion, it does get there in a safe and assured manner – the constant four-wheel drive gives a great balance and a sense of confidence, and the car kept the van in check at all times, with barely any movement.
Verdict – 67%
There is much to like about the Outback, such as the classy exterior, quality interior materials and genuine off-road ability. If only there was more torque from the engine, the Outback would be highly recommendable for those who want the benefits of an SUV but in an all-round package that only a 4x4 estate car can offer.