2005 SUBARU OUTBACK Review - Base Price $23,995
New design brings room, refinement and performance.
Introduction
The Subaru Outback has been redesigned for 2005. Exteriors are sharper, more stylish, less boxy. More important, the new models are larger outside, and roomier in many dimensions inside. The interior design is more contemporary, more attractive, more comfortable and more luxurious than before.
The cars are lighter and more stable than before. They handle well on winding roads, yet the ride is smooth and soft. The headlamps are higher tech, more upscale in appearance, and the lighting is better managed, with improved coverage. All come with a full complement of safety equipment, including curtain-style airbags and all-wheel drive. In short, these are terrific cars when the weather turns nasty and roads turn slippery.
New to the Outback lineup is the XT, powered by a new, 250-horsepower, turbocharged intercooled four-cylinder engine. It's designed for people who like to drive. The engine surges with power at high rpm making the car fun to drive on winding mountain roads.
The top models are still powered by a 3.0-liter flat six, but horsepower has been increased to 250. The six-cylinder delivers strong torque, giving it plenty of power on mountain roads without having to work at it. It's designed for people who like to travel, to get where they want to go with minimal fuss and bother, but want upscale trim and plenty of power.
Continued is the base 2.5-liter flat four-cylinder engine, now with 168 horsepower, a slight increase over last year's base model. These are the most popular models due to their price point. They deliver adequate power but are geared more toward frugality and practicality than performance.
The Outback offers slightly more ground clearance than the Legacy models and is better suited to gravel roads and deep snow. Yet the center of gravity has been lowered on the 2005 models for improved handling and safety. Wagons are most popular by far and are the best choice for venturing into the Outback with a load of outdoor gear, but there is a well-trimmed sedan available. The 2005 models cost more, and not just a little bit. But there's a good argument they're worth it.
Interior
Front seats in the Outback 2.5i base model are comfortable, but definitely short of plush, upholstered in a durable fabric that's reasonably grippy, more so than the leather in the 2.5i Limited. Rear seats are bolstered about the same as the fronts, with a minimal rise in the center in recognition of the driveline hump.
The leather in the Limited isn't especially kid glove-like, but it is richly surfaced. The front seats in the XT and above have fuller bolsters and better overall support; the lumbar adjustments at their least aggressive setting accommodate sensitive, surgically altered lower backs, while at the opposite extreme can brace a classic ramrod spine. Bottom cushions are deeper than many but lack the ultimate in thigh support achieved by the standard-setting BMW seats. The perforated leather insets in the XT Limited adds some grip that the smooth-finished leather lacks and allows the barest amount of air flow that's refreshing on hot and cold days.
The dash is topped with mildly textured, high quality, seamless vinyl, low-gloss to minimize reflected glare in the windshield. The instruments are rimmed in black in the 2.5i and XT, in chrome in the 3.0 R. Gauges are large and round, positioned directly in front of the driver and easy to scan through the three-spoke steering wheel. Cruise controls are contained in a stubby stalk attached to the steering wheel at about the 4 o'clock position.
In the upper half of the dash to the left of the gauges are two vents, one small for defogging the driver's window, the other large, with four-way directional vanes and a roller knob that varies the air flow from full to off. Below these are controls for dash light intensity, outside mirror adjustment and remote gas filler cover and a small storage bin. At the opposite end of the dash, matching vents fulfill the same functions.
Topping the center stack are two large, tall vents, again with four-way directional vanes but no air flow adjustments. Between these vents is a large storage bin with retracting cover. Directly below this is the trip computer display. Next down the C-stack is the stereo control head, and at the bottom is the climate control panel. With the exception of the stereo's tuner, all these features are managed by large, round knobs and intuitive, easy-to-use buttons and switches; tuning the stereo other than by way of the start-and-stop of seeking or scanning, though, requires pressing a lateral rocker switch and scrolling up or down through the frequencies until the desired one is reached. The C-stack and forward portion of the center console are covered in a metallic-look, matte-finish plastic with chrome-like accents. In models so equipped, seat heater controls are set in the center console directly forward of the slider covering the two front cup holders.
Inside door pulls are ergonomically designed, almost vertical and open, easily grasped. The opening lever is chrome, the accent surrounding the power window buttons and door pull, a metallic matte finish. Headliner has a soft nap, with assist grips over the doors. The sedan's trunk and trunk lid are finished, and the wagon's tailgate clears a six-footer when open and a pull-down spares hands contact with the exterior's collected road dirt and grime.
Forward visibility is above average, aided by the sloping hood. Side and rear vision is excellent in the wagon, which is no surprise, but better than expected, too, in the sedan, thanks to good-sized rear quarter windows and trim C-pillars.
The glove box is adequate, if not voluminous. Two rear seat occupants have their own cup holders and a place to store magazines on the back of the front seats. Both sedan and wagons have a compartmentalized storage tray hidden beneath the floor and on top of the spare tire. The wagons have two covered storage bins in the cargo area.
Walk-Around
Contrary to conventional expectations, jacking up a car's suspension by two or three inches needn't leave it looking top heavy or tippy. Smartly crafted fender blisters, a deeper front bumper and properly proportioned tire and wheel combinations can make even a tall car look confidently planted, as the 2005 Subaru Outback illustrates well when contrasted with its fraternal twin, the 2005 Subaru Legacy.
Two honeycomb-like bars split the Outback's grille horizontally, clearly distinguishing it from the Legacy's and highlighting its extended, octagonal shape. Large round fog lamps both emphasize and soften the aggressive lower fascia. A low-rise air intake on the XT's hood hints at the power lurking beneath. On the XT and the 3.0 R, the clear-lens turn indicators on the lower edges of the outside mirrors minimize their mass. Wide cross-section tires visually stretch the car's stance.
From the side, the hood's aerodynamic slope gives the car a look of motion even sitting still. In the sedan, the silhouette rises gradually to the A-pillar, then loops up over the geometrically arched side windows and back down behind the upscale, BMW-like C-pillar where it merges with the shoulder-like beltline before wrapping around an equally aerodynamically tapered boot. The wagon's roof line drops steadily rearward from the front doors, combining with the increasing inward tilt of the rear side windows to ease the air's passage beyond the wagon's tail end. Clearly outlined, circular fender blisters make the gap between tire and wheel well look less than it is. Minimalist splashguards behind both wheel wells and cladding along the bottom of the doors pull the body down even more around the tires.
The back end of the sedan traces the rounded shape of the car, with visible shoulders connected by a smoothly arcing trunk lid, concave below the trailing top edge. Inset in the center is the license plate. Large, trapezoidal taillights wrap around the rear fenders. On the wagon, all the lines (roof, rear window outline, beltline, bumper and rocker panel) draw inward, toward the car's center, giving it a taut, neat finish. Large, geometric taillights cover the upper corners of the rear fenders. Small, almost demure backup lights are embedded in the liftgate on each side of the chrome eyelid over the recess for the rear license plate. The secondary, high-mounted stop light is centered in the roof-high spoiler behind a stylish, crystal clear lens.
Impressions
The long-time knock on station wagons, that they're land yachts, with bad handling and suburban-hauler looks, is passe. Today's wagons can be fun to drive and functional to own. And the new 2005 Subaru Outback is a prime example of this.
The base 2.5i model is adequate transportation, if a bit short of exciting. Still, with the five-speed manual and optional short-throw shifter, it should be fun on winding roads. With the automatic, which returns the same EPA-estimated miles per gallon as the manual, it'd be a perfect commuter and weekend workhorse for homebody do-it-yourselfers. The diet Subaru put the Outback on helps; as much as 180 pounds have been trimmed from the 2004's mass, adding to the new Outback's responsiveness across the line, but especially in the base 2.5i with the lowest horsepower numbers.
Subaru increased the ground clearance across the line by about an inch, so it'll venture a bit farther off-road on camping trips, too, and quite competently. Fitted with the manual transmission, the 2.5i (as does the similarly geared XT) gets an all-wheel drive system using a viscous-coupling center differential that distributes power where it can best be used; the default is 50/50 front/rear but can reach 100 percent to either end if conditions warrant. With the four-speed automatic comes an electronically managed, continuously variable transfer clutch that splits the power as needed, but not to exceed 50 percent to one end.
The Outback XT is much more fun to drive. The turbo spools up with minimal lag, and when it hits its stride, at a relatively low 3600 revolutions per minute, it comes on in a linear surge that pulls all the way up to redline. Changing up a gear 500 or 600 rpm before that point delivers more power quicker, however, as it drops the engine back into the deep part of the torque curve sooner. Shifting the manual isn't as intuitive or as crisp as it could be, but with acclimation, this should become more reflexive. The five-speed automatic, called Sportshift, is a friendly manu-matic, with gear changes accomplished as they should be: push the lever forward to shift up, pull it back to shift down. It upshifts on its own well before the engine hits its rev limiter, however, depriving manual gearbox lovers a degree of control over their car that they consider essential to enjoying the driving experience.
Steering is light and responsive in the XT, with good on-center feel. The suspension is properly calibrated to absorb pavement irregularities and undulations without disturbing directional stability, whether in a straight line or on winding roads. There's some body lean in hard cornering, but nothing untoward. All of this is a credit to a lower center of gravity in the 2005 over the 2004 achieved by an added inch in track front and rear, by lowering the engine in the chassis about an inch and by a redesign of the rear suspension that lowered the roll center.
The Outback XT accounts for itself surprisingly well off the pavement, especially when fitted with the five-speed automatic. In the XT, the automatic gets the Variable Torque Distribution version of Subaru's three all-wheel-drive systems. The VTD uses a planetary center differential managed by an electronically controlled, continuously variable hydraulic clutch to distribute the engine's power. Ideal conditions see the power split 45/55 front/rear to deliver more of a sporty, rear-wheel-drive dynamic; under less than ideal conditions, the split can reach a maximum of 50/50. And under those less-than-ideal conditions, like in deep ruts around curves over seriously uneven ground, the VTD delivers, catching the rear end just as it begins to drift wide and tucking it back in line. The system is almost counterintuitive, as most drivers will want to lift off the power, while keeping the power on actually helps the VTD do its job.
The 3.0 R sedan and wagon are for people who like to travel, to get where they want to go with minimal fuss and bother. To this extent, these two don't fit the Outback mold, as the original inspiration for the car was to involve the driver, to invite participatory driving, on road and off, or at least in rough, unpaved and slushy stuff. This seeming gap aside, the 3.0 R in either configuration is comfortable, competent and cooperative, and more.
The 3.0-liter flat six-cylinder engine is almost as smooth as a V8 and puts its V8-like power and torque to the road smoothly and willingly, without much ado. Its VTD will take it off road where few will think of going, even to the extent of occasionally hanging a wheel out in the air while transiting an ungraded ridge, and bring it back. It'll gobble up straight stretches of pavement at high rates of speed, then endure hard braking before carving around curves at speeds well above posted advisory limits, with easily anticipated understeer when pushed. But where it shines for the targeted buyer is on the interstate and traipsing to the country club for a round, a set, or dinner. The valet might not park it ostentatiously by the front door, but neither will it be spirited away condescendingly into the night.
The top-of-the-line 3.0 R VDC Limited is more of an image car for Subaru, a showcase for the company's technological advancements. The VDC stands for Vehicle Dynamic Control, a system that combines electronic four-wheel traction control with VTD in a system intended to step in when needed to keep the car under control in emergency maneuvers, or if an overly exuberant driver decides to test the laws of physics.
Nary a buzz, squeak or rattle was noticed in the test cars, comprising a 2.5 XT Limited with manual transmission and a 3.0 R wagon. Little wind noise was apparent, confined mostly to rushing air around the roof rack. More tire and road noise makes its way into the cabin in the 2.5i than in the 3.0 R, but not to any disturbing degree in either.
Summary
The Outback was already good. Better than good, in fact, unique. Right-sized on the outside, roomy and comfortable on the inside, a go-almost-anywhere wagon with a dedicated following.
The new 2005 Outback improves on everything about the previous one, especially in styling. It looks richer, more expensive, and it is, about $2000 more than the 2004 models it replaces.
But it delivers tangibles, too, in power, comfort, amenities. It may not be a bargain, by common definition, but it's a good buy, and there's at least one that's a joy to drive, too.
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