Road Test: Subaru Outback 3.6R-S

Subaru Outback 3.6R-S driven in South Africa 2015

Throughout the five generations of Subaru Outback the styling and drivetrain has evolved at a steady tempo but the person it appeals to and the core competencies it offers, hasn’t . Even if that target group is diminishing and moving to the high-riding SUV, the Subaru Outback stays true to its oblong, ungainly shape that does wonders for interior space.

Sexy is not a term frequently used when describing the lengthy proportions which is significantly longer than the traditional crossover or SUV. For 2015 the Subaru Outback has been widened by 20mm and the windscreen moved forward by 50mm to improve interior comfort. The boot sees a slight improvement too.

Without the height to manipulate all that bulk, the Subaru Outback is unlikely to appeal to young graduates upgrading from the hatchback genre. There’s no chance of off-roading either; low ride height and long overhangs mean you might be able to navigate some sandy tracks but nothing firmer or undulating.

There is method to its bland style and the Outback packs a lot of usability between both axles. This is one of the largest cars you’ll ever drive and because its shape is conventional and square, there is a pleasing simplicity to loading it. Rear seats can be folded by tugging paddles in the boot which increases size from 512 litres to 1801 litres and yet doesn’t attempt any kind of third-row seating. Passengers in the rear are spoilt for legroom.

Driving the 3.6-litre version alludes to the Subaru Outback being a performance estate with unqualified and unknown street cred but that isn’t the case. How Subaru has managed to turn an engine with such brawny potential into a monochrome coma is no less heart-breaking than when Subaru exited WRC. Mated to a CVT only exasperates the problem with the Subaru Outback slinging out rpm to no return in ground speed. The argument that CVT keeps the engine’s thirst in proportion is also no longer a valid mitigation and we rarely managed under 11l/100km and this is the only model in the range not to comply with Euro6 emissions.  Unlikely to sway a decision but yet another nail in the big engine’s coffin. There are different modes for throttle response and so forth but they work on an STI…here they just epitomise the car’s lack of soul.

There are redeeming qualities in the ride. Suspension travel is soothingly modulated, road noise never filters into the cabin and there’s a graceful softness which Subaru’s aren’t always renowned for. On the few occasions where we entered corners deliberately quickly, the symmetrical all-wheel drive and increased torsional rigidity came to the fore and if you really pay close attention, those Subaru handling hallmarks are still intact.

An area of major improvement is the interior although the centre screen, with its wide borders, is deceptively small. Still it reacts quickly and maintains a crisp image in all light conditions and the contrast between black and silver is a classic combination that’s well executed in the Subaru Outback. Fit and finish is precise with reassuring haptics but there are a few items like navigation or heated seats which we’d expect at the price.

The truth of the matter is the 2.0-litre turbo engine in the WRX is a far superior to the dinosaur 3.6-litre boxer engine fitted here. Even with CVT, that combination has already proved itself to work effectively which causes us to wonder just how relevant this engine is.

Then there’s the shortage of innovative technology and an elongated bodystyle that makes the Subaru XV look handsome. Still, priced the same as the diesel and offering greater performance, the Subaru Outback 3.6R-S is probably still the one to choose in the three-model range if you’re absolutely determined to buy over an XV or Forester.

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