2023 Subaru Outback XT Review
Overview
SUBARU’S stalwart Outback remains a favourite for a reason. As much wagon as it is SUV, the family-friendly five-seater is a proven and capable performer that feels more at home on a mix of city and country roads than many, MANY others in its segment.
Which says a lot about not only the engineering and design work undertaken to make the Outback “work” in Aussie conditions, but also of the buying habits of Australians. Despite the myriad choices in the segment, many return to the Outback time and time again, knowing how well the vehicle is suited to both work and play.
But since the recent(ish) departure of the gutsy 3.6R six-cylinder Outback, performance from Subaru’s largest Aussie model has been, shall we say, lacklustre. Fill the boot with camping gear, load in the kids and hitch up a trailer and that 138kW/245Nm 2.5-litre ‘four’ simply wasn’t up to the task. A more robust engine was needed, stat.
Fortunately, Subaru Australia’s “pull” with HQ resulted in the turbocharged 2.4-litre offered in left-hand drive markets being made available Down Under – and the results are impressive. Not only does the force-fed four make more power and torque than its naturally aspirated sibling, it is also just as economical, having to work less to achieve more.
What we have as a result is a 183kW/350Nm mill that is paired to a smooth-shifting continuously variable transmission driving all four wheels, all the time. It accelerates 22 per cent faster and delivers substantially better braked towing capacity (up 400kg to 2400kg), in part via the reduction of a lower final drive ratio (down to 3.90:1 from 4.11:1).
Topping the Outback line-up, the XT is available in mid-tier Sport and flagship Touring grades with comparative equipment to that found in ‘regular’ Outback variants. The turbocharged engine adds a $5000 premium to the price and is visually differentiated only by dual exhaust outlets and model-specific alloy wheel designs.
The Outback XT Sport is available from $52,190 plus on-road costs with the XT Touring pegged from $55,990 +ORCs.
Driving Impressions
Subaru says one in five Aussies are expected to opt for the turbocharged Outback, and frankly, we can see why. The effortless power and easily accessible torque available from the short-stroke 2.4-litre mill – especially with Sport mode activated – is a far better fit for the bulky wagon than the aspirated 2.5, hustling it from suburban to highway speeds with very little fuss.
The smooth and cooperative operation of the continuously variable transmission maximises the engine’s (2000-4800rpm) torque band to provide effective hill climbing and overtaking performance, and all without shuffling ratios to the same extent as we observed from the atmo engine (we sampled the turbocharged XT and ‘regular’ 2.5 Outback back-to-back).
Fuel consumption remained steady at close to the 8.4-litre mark throughout the loan period, a time we spent in the cut and thrust of city traffic and in undulating rural roads in equal measure.
It is also obvious that the revised front spring and damping of the Outback XT – which are adapted in part to compensate for the additional 70kg carried – provides an altogether better ride and handling arrangement than the standard variant. Body control is noticeably tidier, while the ride lives up well to the Touring moniker stamped on the tailgate.
If Subaru could better address the level of tyre noise present, this would just about be the perfect wagon for sub-par Aussie backroads – especially considering the generous 213mm of ground clearance on offer.
The Outback XT steers and stops as well as it rides, and though we did not observe any variance in pedal progression or steering assistance between the 2.5 and 2.4 (turbo), we do feel that the handling of the latter results in improved front-end feedback translated to a better, more engaged feel at the wheel that is ultimately more suited to the stronger and flexible character of the turbocharged model.
On the grade tested – the XT Touring – we found the LED headlights to be about average for their type but welcomed the cornering function in traversing tight spots in the dark. The climate control operated flawlessly, and offered hard buttons in addition to touchscreen controls, which is great when you’re trying to adjust the temperature without taking your eyes off the road ahead.
Cabin amenity levels are sufficient for the grade with seating accommodation that is suitable for five adults. While we are not a fan of the roof mounted rear centre seatbelt, the inclusion of (three) top-tether and (two) ISOFIX child seat fixings is welcomed, as is the lower window height that offers very good outward visibility for younger children (far better than your average SUV). We also appreciated the USB outlets and air vents in the second row of seats.
Sure, the cabin’s copious amounts of black plastic is a little on the harder, more durable side, but it kind of fits the adventurous attitude Outback owners are said to have. In our opinion, Subaru should offer a lighter coloured trim, as is available in the Sport grade, in the top-spec’ Touring, just to give it, you know, a little more pizazz.
Like most buyers, we appreciated the capacious cargo bay (522 litres with the rear seats in place) and the powered tailgate. School bags, groceries, even the dog fit comfortably here, and for the shorter among us without the need to stand on tip toes to reach things further in.
All Outback variants are covered by a five-year/unlimited-kilometre warranty but, oddly, the turbocharged model is cheaper to service. The XT offers 12-month/15,000km service intervals over the atmo versions 12-month/12,500km arrangement, meaning the five-year capped-price service plan gives owners 75,000km of total coverage, not 62,500km.
The overall cost of servicing during that period is $2579 for XT (turbo) variants and $2675 for the non-turbo.
100 Sound Words – with Richard Eycken
Our resident audiophile lends an ear to the Outback XT’s nine-speaker audio system
The harman/kardon system focuses most of its sound toward the upper dashboard. The front door drivers are decent but lose out to those higher up. The lack of rear speaker output further contributes to a loss of immersion.
Treble is crisp, if somewhat one-dimensional, but appears to fight against a hollow yet overwhelming mid-range and flat bottom-end – mid-range bass is lacking while low-end bass is dominant.
The interface is straightforward but needs more customisation, especially for those whose tastes extend beyond bass-heavy pop and electronica.
That said, I feel the system will satisfy most listeners’ requirements. Six out of ten.
