Outback X marks the sweet spot
Subaru’s newest addition to the Outback lineup brings the X-factor, writes Damien O’Carroll.
Subaru’s current generation Outback is entering the twilight of its lifecycle, but it still makes up a healthy chunk of Subaru’s sales locally, as the distributor’s most popular model.
And it is easy to see why: the Outback slots nicely into the area most people are shopping in these days – a roomy, comfortable SUV-style vehicle with masses of practicality.
Regardless of whether you considered the Outback an SUV or a raised Legacy wagon (what’s the difference these days?), the Outback ticks a lot of the boxes people want. It also adds a good dynamic mix and a good amount of tech for the money.
And that is precisely where the Outback X comes in. Slotting into the local range just above the entry Outback 2.5i Sport and just below the Outback 2.5i Premium, the X essentially brings kit from the Premium model (sans leather, but we’ll get to that later) and adds extra offroad tech in the form of Subaru’s excellent Dual X-Mode system previously seen on the Forester.
Subaru’s X-Mode alters engine output, throttle and transmission mapping, torque distribution and braking to make the vehicle more capable for ‘‘light’’ off-roading. Dual X-Mode adds another layer of ability, essentially taking these functions up another notch from the on-road setting and even more towards extremely loose surfaces, obstacles and steep inclines. And it works impressively well, too.
The idea behind the Outback X is that it is more adventure oriented than your average Outback, hence the lack of the Premium model’s leather – the X gets some cool-looking waterrepellent seat fabric that can handle the odd water spill or wet clothes if you have been adventurous on a less than ideal day.
To set this more adventurous tone, the Outback X also scores a new exterior aesthetic, with blacked-out 18-inch alloy wheels, grille, wing mirrors and rear badges offset by a restrained use of lurid green highlights. It could have been awful, but it works well, especially on our dark coloured test car.
That aside, there aren’t any real changes from a standard Outback: the X packs the same powertrain and suspension setup as the other 2.5-litre cars in the range.
On the inside, the Outback X also gets the green highlights in the form of stitching that is a little harder to swallow, but at least brings a splash of welcome colour to the Outback’s traditionally monochromatic interior.
On the road, none of these changes affect the Outback X whatsoever, and it remains as competent and confident as the rest of the range.
While the Outback may have spawned from the nowdiscontinued Legacy wagon, its higher ride height and compliant suspension means it is built for comfort, not necessarily for corners.
However, its Legacy origins means it still retains more handling panache than a lot of crossover SUVs in its segment and can be an absolute blast on a gravel road where it is completely at home.
And, let’s face it, is likely to be about as far off-road as it is likely to be taken by owners, even though it is far more capable than most would realise.
As already mentioned, the X also retains the Outback’s 129kW 2.5-litre engine, which is a pleasantly characterful unit, albeit lacking somewhat in torque.
This lack of torque is unfortunately exaggerated by the Outback’s continuously variable transmission. CVTs certainly aren’t to everyone’s tastes, but it does have to be said the Subaru’s SLT (Subaru Lineartronic Transmission) is arguably the best of a muchmaligned bunch, using a metal chain/pulley system instead of belts, which makes it more responsive and theoretically more reliable.
It also flares less than a lesser system, largely avoiding that ‘‘riding the clutch’’ sound of revs soaring under heavy acceleration. It doesn’t eliminate it entirely, however, and the need to push the Outback to make up for the torque deficit does result in some flaring.
Still, for the majority of normal, everyday driving, it makes for smooth seamless motoring.
As well as the new Dual X-Mode, the Outback X is also packed with Subaru’s latest and greatest tech, including its excellent EyeSight driver-assist system, lane change assist, blind spot detection, adaptive headlights and side view cameras.
It may be getting ever-so slightly long in the tooth now, but the Outback still holds up exceptionally well to the opposition.
The X adds nicely to the successful formula by bringing a touch of style (and green) to the package, and it is arguably hard to see why you wouldn’t stretch that $2500 further over the 2.5i Sport that Subaru asks for it.
Likewise, it is hard to see why you would want to spend the extra $2500 to get the 2.5i Premium, unless you really want leather, because X really does mark the sweet spot in Subaru’s Outback range.