If you are coming from an SUV and you think moving into a "little wagon" means loss of power, drive this Outback 2.5 XT first. With the variable-valve-timing working in concert with the turbo, traditional off-the-line lag is simply not found. Once under way, the engine's power is easily accessible right up to the redline, which our manual transmission equipped car allowed us to do. For you Escalade owners in rehab, you'll find the flat-four-cylinder smooth and surprisingly quiet at speed.
The five-speed stick is the same as last year's Legacys and Outbacks, except a double-cone synchronizer on first gear and a dual-mass flywheel that Subaru has added in hopes of improving the shift linkage. I still found it notchy. Pedals are properly spaced for heel-and-toe downshifting, and the shifter moves smoothly between the gates.
The other engine choice is the H6 model's 3.0-litre flat-six-cylinder engine. It has similar horses, but less torque and only comes with an automatic. Stick with the 2.5 XT and the manual tranny, and thank me in the morning.
Whether it's either of the fours, or the six, all 2005 Legacys and Outback have had their engines dropped to lower their centre of gravity. Tracks have been widened 25.4 millimetres front and rear. Both changes amplify the car's already stable handling and, says Subaru, cancel out any negative effects of jacking up the Outback's suspension 71.12 millimetres above a Legacy's.
"Subaru" translates to "traction" to a lot of folks. And like any thorough SUV lineup, there are different all-wheel-drive systems between models. Cars with sticks, like our 2.5 XT, get a simple mechanical system with a viscous-coupling center differential that maintains a 50/50 power split in ideal conditions, transferring power when things get slippy.
All Outbacks for 2005 get a quicker steering rack at 16.5-to-1 (the Legacy GT's is even tidier at 15-to-1, hint, hint...). It felt better than last year's car, but the raised suspension and 55 series Bridgestone Potenza RE32as were all-seasons, so a certain amount of vagueness has been left in the steering feel. Where we come to expect added weight with each new car launched, Subaru has actually reduced the curb weight across the Legacy and Outback lineups. The result is a really balanced chassis that can be flicked to under-, or oversteer, based on your wishes at the controls. I would liken the 2.5 XT to a bigger WRX, but I know I would end up with a bunch of unwanted emails.
One of the reasons the first two generations of Outbacks scored well with detoxing SUV addicts was the SUV styling bits. With Subaru's "upmarket" intentions for this year's models, they've tried to tone down the mudbogging look. Bye-bye white-letter sidewalls and there's even some monochromatic paint choices on the pallette.
Is the Outback THE cure for those with a serious SUV addiction? Not if you need to carry more than five peeps. We didn't do any serious offroading except for some mild cottage roads, but the way 95 per cent of SUV owners drive the Outback's all-wheel-drive and added ground clearance will suffice.
If you are ready to appreciate the Outback 2.5 XT's better fuel economy, and refined ride and handling (or ready to really make a break and go for the cheaper, and more fun-to-drive Legacy GT), then go ahead and book some time at your local Subaru SUV Rehabilitation Centre.
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The other engine choice is the H6 model's 3.0-litre flat-six-cylinder engine. It has similar horses, but less torque and only comes with an automatic. Stick with the 2.5 XT and the manual tranny, and thank me in the morning.
Whether it's either of the fours, or the six, all 2005 Legacys and Outback have had their engines dropped to lower their centre of gravity. Tracks have been widened 25.4 millimetres front and rear. Both changes amplify the car's already stable handling and, says Subaru, cancel out any negative effects of jacking up the Outback's suspension 71.12 millimetres above a Legacy's.
"Subaru" translates to "traction" to a lot of folks. And like any thorough SUV lineup, there are different all-wheel-drive systems between models. Cars with sticks, like our 2.5 XT, get a simple mechanical system with a viscous-coupling center differential that maintains a 50/50 power split in ideal conditions, transferring power when things get slippy.
All Outbacks for 2005 get a quicker steering rack at 16.5-to-1 (the Legacy GT's is even tidier at 15-to-1, hint, hint...). It felt better than last year's car, but the raised suspension and 55 series Bridgestone Potenza RE32as were all-seasons, so a certain amount of vagueness has been left in the steering feel. Where we come to expect added weight with each new car launched, Subaru has actually reduced the curb weight across the Legacy and Outback lineups. The result is a really balanced chassis that can be flicked to under-, or oversteer, based on your wishes at the controls. I would liken the 2.5 XT to a bigger WRX, but I know I would end up with a bunch of unwanted emails.
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Is the Outback THE cure for those with a serious SUV addiction? Not if you need to carry more than five peeps. We didn't do any serious offroading except for some mild cottage roads, but the way 95 per cent of SUV owners drive the Outback's all-wheel-drive and added ground clearance will suffice.
If you are ready to appreciate the Outback 2.5 XT's better fuel economy, and refined ride and handling (or ready to really make a break and go for the cheaper, and more fun-to-drive Legacy GT), then go ahead and book some time at your local Subaru SUV Rehabilitation Centre.