Subaru Outback reviews

2005 Subaru Outback Driving 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 the