Subaru Outback 2.0D CVT 2013 Review

Subaru Outback 2.0D CVT and Outback Premium 2.0D CVT

Subaru Australia has introduced its long-awaited Outback 2.0D CVT (automatic) to the popular large SUV range. The model, which is based on the facelifted MY13 range, introduced late last year, is essentially unchanged from the fourth-generation series that has been with us since 2009.

The new Outback 2.0D CVT variant joins the 2.5 and 3.6-litre petrol and 2.0-litre turbo-diesel manual variants, to take the Outback model portfolio to a total of seven. It is offered with a modified version of Subaru’s ‘Lineartronic’ Continuously Variable Transmission (CVT) mated to a turbocharged horizontally-opposed ‘Boxer’ diesel engine.

Subaru says the offering is set to “expand the appeal of the diesel-powered model”, which already accounts for one-in-five Outback variants sold.

As a guide, Subaru Australia sold 4408 Outback variants in 2012 -- approximately 880 of those were turbo-diesel. Subaru says overall Outback sales will increase to approximately 330 per month with the introduction of its automatic variant. The company has sold more than 82,000 Outback variants in Australia since the model’s introduction in 1996.

The new Outback 2.0D CVT is offered with Subaru’s symmetrical all-wheel drive system, an adaptive shift pattern, second-gear take-off mode (for use on low friction surfaces) and stepped ‘seven-speed’ manual mode.

The CVT itself is strengthened with a larger, twin-damper torque converter to suit the high torque output (350Nm) of the turbo-diesel engine, in addition, the primary reduction ratio is reduced (4.11:1) to compensate for the oiler’s narrow usable power band (1800-3600rpm).

CVT-equipped variants add $2500 to the cost of the entry-level Outback 2.0D manual, placing the starting price of the turbo-diesel CVT in line with that of the high-grade Outback Premium 2.5P (petrol) at $42,490 (MRLP).

The up-spec Outback Premium 2.0D CVT is priced at $45,490 (MRLP). A full breakdown of the 2013 Subaru Outback’s pricing is available here.

Entry-level Outback 2.0D CVT variants are equipped identically to their manual derivative and include 17-inch alloy wheels, satellite navigation, a reversing camera, and Bluetooth telephony as standard. Outback Premium 2.0D CVT variants add an electric sunroof, leather trim, eight-way power driver’s seat with memory and electroluminescent gauges with colour information display.

Like the Outback 2.0D manual, Outback 2.0D CVT provides an output of 110kW at 3600rpm and 350Nm between 1800-2400rpm. The combined cycle fuel consumption figure is listed at 6.5L/100km (we averaged 8.8L/100km on launch) with CO2 emissions of 172g/km.

Towing capacity is unchanged from the manual variant at 1700kg (braked). This is in stark contrast to one other recently released auto diesel SUV (Toyota RAV4) which incongruously significantly limits towing capacity.

Otherwise, the only other notable change in the CVT-equipped model is in a minor modification of the MacPherson strut front suspension, which has been altered to cater for the increase in weight over the front axle associated with the high-torque transmission.

The changes are said to “avoid any front-heavy sensation and ensure great turning”, and include increased damping force and a change in the strut mounting position, as well as a recalibration of the electric power steering system.

Under initial acceleration, the CVT and turbo lag can conspire to cause a momentary delay, and the news doesn’t really improve as the Outback 2.0D CVT accelerates to highway speeds. Overtaking is equally uninspiring. The vehicle offers significantly less torque than other in this class, and these observations made with just two adult passengers and no luggage onboard.

The Outback 2.0D CVT develops just 350Nm from 1800rpm, that figure falling well behind diesel-powered Large SUV (the VFACTS category Outback falls into) rivals like the Hyundai Santa Fe (421Nm), Ford Territory (440Nm) or even the Holden Captiva (400Nm).

Once on-the-go the transmission itself functions with expected levels of refinement. Subaru’s Lineartronic CVT has already been noted by motoring.com.au (and others) as one of the best in the biz. Shifts are smooth and suitably spaced, and when pushed harder (at throttle openings greater than 65 per cent, Subaru says) the stepped increments add purpose to the sensation of acceleration, even if any true benefit to performance is hard to determine.

Shifted manual (via steering wheel-mounted paddles or the shift lever) the transmission responds promptly enough, but unless tackling difficult terrain or towing we’d question their overall value, such is the aptitude of the CVT's auto calibration.

The lower-riding wagon body of the Outback has a clear advantage over its traditionally-styled SUV competitors where dynamism is concerned. The improvement’s made to the suspension and steering of the Outback 2.0D CVT, combined with its relatively low centre of gravity, have served only to sharpen its response to steering input without impacting on the vehicle’s ride comfort over rough dirt roads. Gravel road grip remains top notch.

On sealed road, too, the Outback 2.0D CVT is settled and confident, its road-holding let down only by tyres (Yokohama Geolander) that felt better suited to time spent off the beaten track.

As you’d expect, the CVT-equipped version of the Outback feels just about identical to its manual sibling in most other respects, and remains a sensible option for those chasing the practicality of a wagon with modest offroad credentials.

The Outback is a strong seller in Australia for just this reason, and with the option of a turbo-diesel automatic broadening the model’s appeal even further, we’re sure to see this particular version sell like hotcakes.