OUTBACK HAS FUNDAMENTALS DOWN
Subaru creates a vehicle that can handle whatever Mother Nature throws its way
If only I hadn’t driven a 2017 Subaru Outback. I can no longer trot out my worn-out criticisms of the continuously variable transmission, a.k.a. the CVT. Thanks, Subaru.
The CVT, as anyone who has ever experienced one will testify, is not generally geared for those who like to drive, not for the driver who needs to experience the car. It’s not entirely engaging like a manual, or dual-clutch gearbox with sport mode. Instead, the CVT, which uses one continuous range of gear ratios, usually feels more like something installed by LG or GE. They might work well enough, but they’re about as exciting as watching pants dry.
Subaru, however, pulled a fast one when it produced its “lineartronic” CVT, longitudinally mated to its AWD system, and used a chain instead of the more ubiquitous belt. Using two hydraulically actuated V-shaped pulleys connected via the chain, the sides of the pulley move in or out, depending on speed, essentially elbowing the chain to move through a changing “valley” created by the pulleys.
Unlike CVTs that use a belt, there’s a firmness to the Outback’s acceleration, with no perceptible lag. Despite only 256 horsepower and 247 pound-feet of torque from the six-cylinder, 3.6-litre boxer engine, speed builds quickly. Yet the rpm remains constant, the transmission keeping pace with the speed instead of getting ahead of itself, tapping the torque at its sweet spot to feel more powerful than it should.
And there, nested behind the steering wheel, sit paddle shifters that allow for what feels like gear changes, should the driver feel so inclined. The paddle shifters trigger the CVT to use preset ratios to make it feel pretty much like a manumatic. Well played, Subaru.
Nor is there anything to object to when it comes to the Outback’s “symmetrical” AWD system. Operating full time, an intelligent converter constantly adjusts torque distribution to all four wheels. Undetectable, it divides the duties of propelling the car, giving 60 per cent of the work to the front wheels, 40 per cent to the back. In deeper snow or mud, the system will adjust to a 50/50 split. (On models with a manual transmission, it’s a constant 50/50 split.) All of which is to say the Outback absolutely clawed its way through all kinds of deep snow and ice in my neighbourhood. Clearly, the Outback has got all the fundamentals nailed down; it’s only on the inside where it slips a little. Inside our 3.6R Premier, which retails for $41,595, the “Java Brown” leather didn’t quite jibe with the attractiveness of the brilliant brown pearl on the outside.
The main instrument cluster is well lit, but the numbers are on the small side. While there is a handy digital readout for speed, the fuel consumption bar seemed backward to me, moving to “+” when being naughty and using more fuel. Fuel use was considerable, too. Although the test was completed in the cold dead of winter with lots of idling and plenty of traction testing, our average of 18L/100 kilometres was way off official figures of 12 city and 8.7 highway.
More welcoming was the keyless entry and ignition, excellent entrance lighting and the HID headlamps. The button to open the tailgate is tiny, but our Premier had a power tailgate option, along with a heated steering wheel, which was divine. Heated rear seats were also a bonus.
The climate control doesn’t use specific buttons for where the air flows, using only two “mode” buttons instead. It probably gets easier to determine with time.
Nevertheless, the cabin — despite an annoying rattle some- where — doesn’t feel cramped and there’s a good, 35.5 cubic feet 1,005 litres) of usable space behind the back seats, even more when the 60/40 rear seat is folded flat.