Subaru Outback 2.5i 2009 Review

Not so much
>> Needs better tyres
>> Electric handbrake needs better illumination
>> Where's the rear camera?

Overall rating: 4.0/5.0
Engines and Drivetrain: 4.0/5.0
Price, Packaging and Practicality: 4.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

About our ratings

Subaru pioneered the concept of a high-riding station wagon that could more safely negotiate gravel roads. Today, along with burgeoning crop of compact SUVs we call them softroaders, and almost every manufacturer has one.

That's why when a new Outback comes along, the industry takes notice.

This is the fourth generation of the Outback, and it's the biggest, safest and most fuel efficient model yet.

The Carsales Network secured early access to the all-new Liberty and Outback ranges to bring you this first drive on the day of the car's . In the weeks to come we'll publish full launch reviews on the wider ranges.

Our pick of the Outback range was the Outback 2.5i. With a starting price of $37,990 it's $2000 dearer than the entry level Liberty wagon and $500 dearer than the previous model Outback. But it lives right in the meat of novated lease territory -- and is sure to be another top-seller.

As before, the Outback is based on the Liberty station wagon and then given the hiking-gear treatment, with rugged-looking bumpers, wheelarch flares and nobbly tyres. The Outback also rides a little higher than the Liberty so it can clear obstacles on dirt trails.

Looks can be deceiving. The Outback seems to tower over the Liberty but it's only 60mm higher (and the new model is 10mm higher than its predecessor). This also means you have a slightly taller view of the road ahead.

The new Outback has grown in every dimension, especially in wheelbase. This has had the net effect of creating a roomier cabin. And Subaru has done this without sacrificing boot space; the tailgate opening is larger and taller, and the overall cargo carrying volume is greater than before with the back seats up or down.

The body sides of the new Liberty/Outback look quite upright, but this has been done deliberately. The Liberty/Outback scores very well in side impact tests and the more upright body sides are better at protecting occupants against a direct impact by large heavy vehicles.

Of course, airbags abound. Subaru has a history of specifying a high level of safety equipment. The new Outback builds on this, adding a driver's knee airbag, bringing the airbag count to seven across the entire Outback range.

Further, the Liberty/Outback body structure feels like a tank, so it comes as little surprise that the new model scores a high five-star rating (34.8 out of 37, the highest of any Subaru) according to the independent crash test authority Australian NCAP.

One trade-off of this growth spurt is that the Outback now has a slightly larger turning circle (up from 10.8m to 11m). The other is that, at 1465kg, it is 25kg heavier than the previous model. Not that this affects performance or economy.

Incredibly, the new Outback has more urge than before -- and is more fuel efficient, down from 9.5L/100km to an impressive 8.4L/100km -- even though the base model 2.5-litre four-cylinder engine is less powerful.

The previous Outback had 127kW of engine power; the new one has 123kW. However, two significant changes have helped improve performance: torque (the energy that gets you moving) has increased slightly (from 227Nm to 229Nm) but the peak of that energy is now available at lower revs (down from 4400rpm to 4000rpm).

The other change is the transmission. Subaru has replaced the old four-speed automatic with a state-of-the-art continuously variable transmission (CVT) which Subaru calls Lineartronic.

We tested the base model Subaru Outback 2.5i with CVT as it is the biggest-selling variant. A 3.6-litre six-cylinder version is available on dearer models but, quite frankly, the 2.5 will suit most people's needs.

The CVT and the car overall were a pleasant surprise. Typically, CVTs can sound like the car is labouring, or revving too high for two long. But the Subaru CVT (incidentally, it's designed in-house) has a flatter, more even power delivery. In fact, it sounds and feels like a regular automatic transmission. It's a work of genius.

It's one of the reasons the Outback feels nice to drive (the only downside is the below average wet-weather grip of the all-terrain Yokohama tyres). The other is the cabin quality, which has taken a big step up. All the controls are placed in a logical, clear layout and visibility around the car is generally very good. One area of improvement however would be to fit a rear view camera or, at the very least, parking sensors.

A camera is standard on the flagship Outback models when equipped with Subaru's factory-fitted navigation system, but parking sensors are a dealer-fit option on other variants.

One other job for the facelift would be to be to better illuminate the park brake button. Subaru has switched to an electric park brake which works a treat (and also one of the many reasons there's more width in the cabin) but it's hard to locate at night.

Other than these minor points, in our opinion the Subaru Outback deserves top marks.

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