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FIRST TEST 2015 Subaru Outback 2.5i Limited
Subaru’s EyeSight system of active
safety features is no longer restricted to
top-trim levels. Subaru has developed a
reputation of scoring high in NHTSA and
IIHS safety tests, and EyeSight could help
inattentive drivers keep their Outbacks
damage-free. Using a two-lens stereo
camera at the top of the windshield that
is 15 percent smaller than the system
in the last version of EyeSight, the
vehicle can audibly and visually warn
you of obstacles ahead and, if absolutely
necessary, bring you to a complete
stop with more braking force than you’d
expect. EyeSight, which is expected to be
sold on 30 percent of Outbacks in 2015,
also includes lane departure warning and
adaptive cruise control systems, while
steering-responsive foglights (pre-aimed,
not pivoting) are included as well. The
power rear liftgate can be programmed to
open to different heights, and a pin code
access system allows Outback owners
to leave keys in the crossover while they
run/kayak/bike, etc.
Paired with a standard CVT, the 2015
Outback 2.5i doesn’t feel as slow as the 2010
model. Yes, you’ll hear a bit of engine noise,
but it’s not that bad on the highway. Most of
the time, the transmission provides a smooth
driving experience, and at wide-open throttle
the crossover mimics a traditional six-speed
automatic transmission. Lead-footed drivers
might have difficulties adjusting to the touchy
throttle tip-in, a minor issue we’ve also noted
in the 2015 Legacy 2.5i and 2014 Forester
2.5i. Around the figure-eight course, the 2015
Outback 2.5i put in a time of 26.3 seconds
at 0.63 g avg, a noticeable improvement over
the 2010 Outback’s 29.1 seconds at 0.56 g
avg. That doesn’t mean the Outback 2.5i is an
optimal winding-road partner, but with its welltuned
steering, it will hold its own as well as
any 3702-pound crossover can. Braking from
60-0 mph takes 120 feet—12 feet longer than
the lighter 2015 Legacy 2.5i and 9 feet shorter
than the 2010 Outback 2.5i long-termer.
Some buyers will insist on going for the
six-cylinder 3.6R model, but it probably won’t
be for the 300 extra pounds of towing capacity.
The 2.5i model is rated at 2700 pounds (with
a 200-pound trailer tongue weight), while the
3.6R tows 3000. On the road, the
six-cylinder Outback definitely feels
stronger than the 2.5i model, but
it takes a few beats to get going.
The 2.5-liter flat-four produces
175 hp at 5800 rpm and 174 lb-ft
of torque at 4000 rpm, with the
3.6-liter flat-six good for 256 hp
at 6000 rpm and 247 lb-ft at 4400
rpm. Expect a 0-60 mph time of just
over 7 seconds for the 3.6R model,
and unless you really want the
3.6R-exclusive HID headlights, we’d
stick with the more efficient 2.5i.
The 2015 Subaru Outback makes
some of its biggest strides inside. The
available faux wood trim looks great,
as does the dark, textured trim on the
center console. An instrument cluster
display screen shows plenty of helpful
info (including navigation directions),
while a cellphone holder just ahead of
the central cupholders is a great idea.
Oh, and maybe you’ve heard: The
Outback and Legacy have some of the
squishiest armrests around. Infotainment
options include 6.2-inch and 7.0-inch
touchscreen systems that work well,
but could be mounted a bit higher in
the center stack. Interior space is very
comfortable for four, with plenty of
headroom and legroom for all, plus rear
seats that recline and fold easily.
The Outback is a well-rounded
crossover, and although you won’t find
a panoramic moonroof, ventilated seats,
or power-folding sideview mirrors on the
options list, this fifth-generation model
borrows from a formula that worked well
enough to earn our 2010 SUV of the Year
calipers. Will the 2015 Outback follow
in its predecessor’s tire tracks? We’re
looking forward to finding out.
45 MOTOR TREND.COM \ October 2014 October 2014 / MOTOR TREND.COM 46