Subaru uses horizontally opposed engines, otherwise known as boxer types. This design is relatively flat, which is why they’re often referred to as a flat-four or a flat-six. The design helps to reduce a vehicle’s center of gravity for better handling and produces a characteristic grumble and vibration that Subaru fans love.
The Outback sounds and feels like a Subie, but our 3,781-pound test vehicle was begging for more power. The standard engine makes 182 horsepower at 5,800 rpm and 176 lb-ft of torque at 4,400 rpm, and while the continuously variable automatic transmission (CVT) makes good use of it at lower speeds, passing and climbing power is in short supply. Subaru claims a towing capacity of 3,500 pounds, but we’d think twice about tackling that much trailer weight.
Not only that, but the engine isn’t as fuel efficient as we expected. The EPA says our test vehicle should have returned 28 mpg in combined driving, but we got 25.6 mpg both on our evaluation route and over the course of more than 600 miles, many of them spent cruising Southern California freeways. Undoubtedly, this disappointing result was due, in part, to our regular coaxing of something resembling acceleration from this drivetrain.
If you want a crossover SUV that feels responsive to your right foot, can easily pass slower vehicles, and effortlessly climb mountain passes, you’ll want a member of the Outback XT family. They all have a turbocharged 2.4-liter flat-four cranking out 260 hp at 5,600 rpm and 277 lb-ft of torque between 2,000 rpm and 4,800 rpm.
The XT models weigh more and aren’t as fuel efficient. Most are rated at 25 mpg combined, but the Wilderness trim (which gets the turbo engine as standard equipment) carries an EPA rating of 23 mpg combined due to its higher-riding stance and all-terrain tires.
The upgrade to forced induction also costs anywhere from $2,450 (Touring) to $5,100 (Onyx Edition) more than an equivalent naturally aspirated Outback. Though the extra performance isn’t cheap, it will likely result in greater overall satisfaction with your purchase.
Both engines pair to a CVT that Subaru programs to sound and feel like it has eight forward gears like a traditional automatic transmission. Paddle shifters on the steering wheel underscore this for a driver who bothers to use them.
In addition, every 2023 Outback includes an Active Torque Split AWD system as standard equipment. It primarily powers the front wheels under normal driving conditions but continually varies power distribution between the front and rear axles as driving conditions require.
To maximize the Outback’s capabilities on more challenging terrain, an X-Mode traction system optimizes the drivetrain to limit wheel slip. Hill descent control is also standard, controlling the Outback’s speed on steeper hills. Standard Outbacks supply a generous 8.7 inches of ground clearance, while the raised Outback Wilderness supplies 9.5 inches of clearance and a more capable X-Mode system.
We took the Outback off-roading, where it handled mud, ruts, and lumpy trails with greater ease than many crossover SUVs can. We also know from past experience that the drivetrain components and ground clearance make quick work of snow storms. These capabilities are among the Outback’s most appealing traits.
In cities, the Outback’s excellent visibility, tidy size, and high stance pay dividends when parking and navigating tight spaces. Put the crossover into a parallel space or slant parking next to a tall curb, and you need not worry much about hitting a bumper or a door on the concrete.
Unfortunately, when equipped with its standard 182-hp 2.5-liter engine, the Outback delivers the sense of urgency of a sloth. The CVT does its best with the limited power, and at lower city speeds does a pretty good job of making the Outback feel responsive in many daily-driving situations.
However, if you’re traveling on multi-lane freeways and you’re trying to take advantage of holes in traffic to pass slower vehicles, a heavy foot is necessary. Even then, the Outback responds with more noise than forward momentum, adding a sense of defeat to the proceedings.
In addition, if you live at elevation or travel to the mountains frequently for adventure, you’re going to want the turbo. If the Outback feels underpowered at sea level, we can only imagine how dreadfully lethargic it is at elevation.
If the standard engine leaves something to be desired, the Outback’s suspension tuning is spot-on. At lower speeds, the ride is firm to provide proper communication to the driver, while at higher speeds the Outback simply soaks everything up. In all situations, whether blazing over speed humps and bumps, encountering mid-corner pavement problems, or traveling the bouncy carpool lanes on the 405 freeway in west Los Angeles, the ride quality is excellent.
The Outback handles reasonably well, too, and it can hustle down a mountain road with greater confidence than the higher-riding Wilderness on its smaller all-terrain tires. But a sports wagon the Outback is not, despite its decent steering and capable brakes with a new electronic brake booster that improves pedal feel.
After a week and more than 600 miles of driving, only the Outback’s powertrain and fuel economy proved disappointing, which is why we think many people will prefer the Outback XT.