Subaru Outback Diesel 2015 Review

The previous generation Outback and its Liberty donor were cars that you appreciated in spite of their looks. Thankfully, the new Outback represents a marked improvement in styling – and owners need no longer explain in endless detail their purchasing decision.

That's not to say that the broad-based rationale no longer applies. There are plenty of virtues – and now more than ever – to justify purchasing the Outback.

In this specification the Outback tested brings together two drivetrain components that have given me reason to cringe in the past – diesel boxer and continuously variable transmission. But in the Outback they work together very well.

In other applications I've found the horizontally-opposed diesel to be peaky and underwhelming as far as diesels go. The CVT in the smaller, Impreza-based XV was very noisy – in fact it was the noisiest CVT I've ever encountered.

So it's pleasing to note that the diesel in the Outback is fairly lively and the CVT is well behaved and reasonably refined. There's still typical turbo lag from a standing start, but the CVT does minimise that and keeps the engine operating in the right band of revs for ideal performance.

Obviously the diesel is not an engine for driving enthusiasts, but its handy (350Nm) torque makes it effortless to drive – especially hooked up to the CVT. If the driver shifts manually (using the CVT's programmed 'steps'), the transmission will automatically change up at 4500rpm. There's no engine braking of course, which is bound to be a concern for those who plan to tow or go off-road.

But all in all, the Euro 6-compliant diesel and CVT in combination have proved to be a pleasant surprise.

Fuel consumption for the week was 8.2L/100km, which I would say is pretty fair for a large wagon that was at different times called upon to transport furniture and family hither and yon. The Outback did spend more time on the open road during the week, but even around town owners can probably expect the diesel to use around 9.0L/100km.

While the engine note is characteristically that of a diesel, there's none of the typical diesel vibration often audible at lower revs (say 1500rpm). Once on the move the Outback was subdued and NVH suppression has been well handled by Subaru's engineers. Whistle from the turbocharger was faintly audible at lower speeds (around 50 or 60km/h) while the engine was under load. At higher speeds it faded out, blanketed by other sources of noise.

Tyre noise on country roads was quelled better than most competitors manage in this segment. At cruising speed wind was the dominant source of NVH in the cabin, despite Subaru claiming the Outback is more aerodynamic than before. Road noise was followed a distant third by the hum from the engine. What was noticeable, however, was the suspension could be heard over corrugations and similar sharper irregularities in the road.

On country roads with lumpy bitumen the Outback's ride was well controlled without being unduly firm, but it was unhappy over patchier bitumen. Ultimately the Outback's suspension is a reasonable compromise – tough enough to cop harder hits without transmitting it all to the cabin, but sufficiently composed for high-speed touring.

Steering is a little slow to respond and uncommunicative, but does transmit more feedback off-centre. The Outback is prone to understeer, and the understeer worsens with power applied, although roadholding is up to standard, and lifting off the throttle – even with the CVT's lack of engine braking – will lessen the understeer.

Might as well admit it then, the Outback is not a driver's car. It is, however, an eminently practical device, with plenty of rear-seat legroom and rear seats that will flip forward flat with a pull of the cable-release levers in the luggage compartment. There's a powered tailgate too, which is still unusual in this segment and at this price. The load floor in the boot is fairly high off the ground, which may be a challenge for owners who are smaller in stature, but that's largely unavoidable, given the Outback's off-road focus.

Headroom was abundant, even with the sunroof fitted, and entering or leaving the Outback is made that much simpler by its higher hip point.

The driving position in every respect is very well designed. The seats are large and well-shaped, providing the necessary level of comfort for Americans, at whom this car is aimed. They're also relatively supportive – the seats, that is, not Americans – and provide additional flexibility in the form of power lumbar adjustment. A large footrest on the left ensures the driver can brace properly in corners.

Initial impressions may suggest the instruments and controls in the dash and centre fascia are busy and complex, but they're really not. Easy to understand and clearly legible, the instruments in the dash binnacle are unobstructed by the steering wheel or spokes, while the soft-damped stalks for wipers and indicators are where they should be in a right-hand drive car. Once you're aware that the starter button is where it is – on the dash to the right of steering column – finding it by feel is never a problem.

Controls for the climate control system are predominantly text-based, rather than graphic, so they're easy to understand at a glance. They're also easy to operate from the respective side of the cabin where they're needed. Placement is very good, in other words.

While there's some brightwork, some dark-panelled decorative trim and very nice leather upholstery, the cabin ambience is arguably a bit sombre, but serviceable.

A couple of weeks ago, I commented in another review that air-conditioning in that vehicle tested was sub-par. No such problem with the Outback. Even on warmer days it quickly cooled the cabin by means of its dual-zone climate control. The cooling is almost too efficient and the thermostat had to be set higher than would normally be comfortable in other cars.

LED headlights were terrific on low beam, and blindingly brilliant on high beam.

The Outback comes with a full-size spare, with the tyre fitted to the same size and design of alloy wheel as the four road wheels. I hardly need explain why that's a good thing in a car designed for off-road work.

For reasons I can't explain, however, the diesel engine doesn't confer any more off-road ability than the 2.5i petrol Outback I had previously tested. One rocky-faced grade proved too hard for the new model to climb, but not for lack of torque from the diesel engine. It seemed to be ultimately a lack of traction that brought the new Outback undone. On the other hand, it is improved in respect of approach angle and now comes with hill-descent control bundled in with the new X-Mode system – and the hill descent control system actually works. So there's good news and bad on that front.

On first impressions, you could be forgiven for thinking the new Outback in this specification has made merely incremental gains from its predecessor. But give the new car its due for improved fuel economy, upgraded packaging and better value – while remaining every bit as easy to live with as the previous generation of Outback.

Also consider:
>> Skoda Octavia Scout (from $32,990 plus ORCs)
>> Volkswagen Passat Alltrack (from $48,290 plus ORCs)