2005 Subaru Outback Midsize Car Reviews & Ratings

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.

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.

Subaru builds its Outback in two body styles, sedan and station wagon. Two four-cylinder engines and one six-cylinder engine are available. Standard across the line is Subaru's all wheel-drive, which comes in three versions, each matched to a specific combination of engine and transmission.

The 2.5i and 2.5i Limited, both wagons, get a 168-horsepower 2.5-liter four-cylinder engine with a choice of five-speed manual or four-speed automatic transmission ($1000).

Next up are the 2.5 XT and 2.5 XT Limited, again, both wagons, with a 250-horsepower, turbocharged and intercooled version of the same four-cylinder engine. The five-speed manual transmission is beefed up to handle the additional power, and a five-speed Sportshift automatic is available ($1200).

The top of the line 3.0 R comprises three iterations: the sole sedan wearing the Outback badge and two wagons, the R L.L. Bean Edition and the VDC Limited. The standard powertrain in these three is a 250-horsepower six-cylinder engine coupled to the same five-speed Sportshift automatic that's an option in the XT. The VDC stands for Vehicle Dynamics Control, an electronic stability control system.

Buyers of the base 2.5i ($23,995) get a respectable feature set. The driver enjoys an eight-way power seat, tilt steering wheel, auto-off headlights and cruise control. There's the usual complement of power windows, outside mirrors and door locks and remote keyless entry. Air conditioning comforts occupants, who sit on durable-looking fabric upholstery and listen to a six-speaker AM/FM/CD stereo. The cargo area has its own light, carpet (including on the back of the rear seats, which are 60/40 split fold-down units), grocery bag hooks and a retractable cargo area cover. The rear bumper is protected by a full-width step pad, and the roof rack comes already fitted with cross bars. With the 2.5i Limited ($26,995) come fog lamps, a six-disc in-dash CD changer, dual-zone automatic air, leather-trimmed upholstery and dual-panel power moonroof.

Stepping up to the 2.5 XT ($27,995) forfeits the moonroof but adds body-colored outside mirrors with integrated turn signals and decorative door sill and rear liftgate sill plate covers, along with a four-way power seat with manual lumbar for the front-seat passenger, sport front seats and leather trim for the brake handle and shift lever. A leather-wrapped, Momo-brand steering wheel has integrated Sportshift control buttons if the optional five-speed automatic is ordered. The XT Limited ($30,695) brings perforated leather seat trim and restores the power moonroof.

The 3.0 R sedan ($30,995) gets a tire pressure monitoring system, a rear-seat center armrest with trunk pass-through and a single panel power moonroof but trades the turn indicator-equipped outside mirrors for the base units. A Momo-brand, mahogany-and-leather-wrapped steering wheel has integrated audio controls. Wagon lovers opting for the 3.0 R L.L. Bean Edition ($32,195) enjoy an auto-dimming inside mirror with electronic compass, L.L. Bean floor mats and leather-trimmed seats and a removable cargo tray. Turn indicator-equipped outside mirrors return on the 3.0 R VDC Limited ($33,395), as does the dual-pane moonroof. A three-frequency, programmable remote opener system joins a stereo upgraded with an MP3 player and rear sub woofer.

Standard safety equipment across the line comprises dual-stage frontal airbags, front seat-mounted side-impact airbags and full coverage side curtain airbags. Active front-seat head restraints are standard, too, as are anti-lock brakes with electronic brake-force distribution.

All-wheel drive remains standard across the line, but 2005 sees three systems, one more than in 2004, maintaining the trademark capability but at reduced cost and complexity. The automatic transmission now houses five speeds and comes with Sportshift, a manual-type shift function allowing drivers to select individual gears but without using a clutch pedal.

Buyers can order a number of aftermarket-type options through dealers. Three cargo nets ($42 to $68) are available, one of which attaches to the rear seatbacks and ceiling-mounted hooks, separating the passenger and cargo compartments. An auto-dimming/compass rearview mirror ($183) can be added to those models on which it isn't standard. Other options include an upgraded security system with perimeter alarm ($98); a trailer hitch ($369); a cargo area spotlight ($65); a subwoofer/amplifier ($273); a hood protector ($85); a front bumper underguard ($136); all-weather floor mats ($55); locks for alloy wheels ($41); short-throw shifter for manual transmissions ($339); and a Momo-brand shift knob ($97 for manual, $112 for automatic).