Subaru Outback: It’s that X-factor

This version waves goodbye to the fifth generation line.

Price:  $49,990
Powertrain and performance:  2.5-litre four-cylinder horizontally opposed petrol engine. 129kW/5800rpm, 235Nm/4000rpm. All-wheel drive. 7.3 L/100km.
Vital statistics: Length 4820mm, height 1675mm, width 1840mm, wheelbase 2745mm. Luggage 512 litres. Wheels: 18-inch black alloys with 225/60R18 100V tyres.
We Like: Solid boxer engine performance, all-wheel drive with dual-function X-Mode, excellent safety specification, water resistant seats a great idea for this outdoorsy SUV.
We don’t like: Rear load area not wide enough.

ONE of the great pleasures of long-distance motoring – particularly when you’re alone behind the wheel – is that it is an opportunity to let your mind wander a little.

Experts say it’s actually good for you to let thoughts freely move in and out of your head, as you’re doing something like cruising along the likes of the Canterbury plains.  Apparently it helps improve an individual’s creativity.

So there you go, folks. All that time behind the wheel, considering what you’d do if you won the weekend’s big Lotto jackpot, isn’t fantasising – it’s being creative.

The other day I let my mind wander during a long journey in the latest version of Subaru’s Outback SUV. I was reminiscing to myself about various experiences in all five generations of the model so far, silently congratulating the then Fuji Heavy Industries (now Subaru Corporation) for having the vision back in the early 1990s to simply jack up the ground clearance of a Legacy wagon and call it a crossover.

And naming it Outback.  What a great name for such a vehicle, I mused. Everyone has heard of the Outback, that word originally used in the 1860s to describe anywhere west of the inland New South Wales settlement of Wagga Wagga, but now used to describe the entire Aussie interior.

As the kilometres passed, the mind wandered some more.  Outback hasn’t been the first Subaru to carry an Australian name, I remembered. Back in the 1970s the brand developed a small ute that in USA was called BRAT  - for Bi-drive Recreational All-terrain Transporter, for Heaven’s sake – but thankfully in Australasia it was known as the Brumby, after the feral outback horse.

But the Brumby was never anywhere near as successful as the Outback. The SUV has been a major success all over the world, and in New Zealand it is the biggest-selling Subaru.  In fact it’s so dominant that these days Subaru doesn’t bother selling a wagon version of the Legacy – the brand leaves it all up to the higher-riding and more rugged Outback.

We’re on the verge of receiving a new sixth-generation Outback, and as is usually the case when it comes to vehicle runout time, limited numbers of the current fifth-generation model are now being offered as special edition versions.

The vehicle I was driving was a 2.5-litre Outback X, which the Subaru marketers describe as the most outback Outback yet.  In terms of its $49,990 price it sits right in between the two other 2.5 Outbacks on the Kiwi market, the $47,490 Sport and the $52,490 Premium.

So what’s so outback about this Outback?

For starters it is the first such model to be fitted with the dual-function X-Mode system that was first introduced last year in the latest generation Forester SUV. The X-Mode includes settings for snow, dirt and mud, and it constantly monitors the traction available to each wheel and centralises control of the engine, transmission and brakes.

It really does enhance the all-wheel drive capability of the Outback X, which with its ground clearance of 213mm has the ability to get to plenty of out-of-the-way places. Without being silly about , of course – you wouldn’t want to use such a vehicle for serious off-roading duties. More like getting to a remote surf or fishing spot, or up to a local skifield.

And if you do that, here’s a second unique Outback X feature:  it has water repellent seat fabric. Not 100 per cent waterproof mind you, so you wouldn’t want to drive for too long in your wetsuit after a day in the water.  But Subaru says the fabric is not easily penetrated by small amounts of water, which probably means that sitting on a wet towel should be OK.

Cosmetic differences include black treatment of its 18-inch alloys, front grille, wing mirrors and rear badging, and a nice touch is lime green accents on the side badges and grille, and lime green stitching on the seats, centre console, steering wheel and gearshift.

It all adds up to a really nice vehicle. Safe too, thanks to AWD, and Subaru’s EyeSight crash avoidance technology which is made up of eight features that include brake assist, pre-collision braking, adaptive cruise control, lane departure warning, lane sway warning, and lane keep assist.

From the comfort perspective the Outback X also has electric sunroof, a rear power tailgate, and satellite navigation.

You could say the X adds a little bit of excitement to the Outback as the countdown continues towards arrival of the new sixth generation model later this year. It will initially be available with the normally aspirated 2.5-litre engine only, although power and torque will be boosted slightly to 133kW at 5800 rpm and 238 Nm at 4400 rpm.

The body style remains pretty much the same, even though it will be built on the new Subaru Global Platform that will offer much more torsional rigidity than before. The interior is a lot different to now, notably with a much larger, vertical centre screen.

One major change – and this won’t happen until next year – will be the replacement of the current six cylinder 3.6R model with a version powered by a turbocharged 2.4-litre boxer engine. This is the result of Subaru dumping the six from the Outback in USA, reserving the bigger engine for the seven-seater Ascent which is built only in left-hand drive.

The bad news is that this boxer six will no doubt be sorely missed by fans in New Zealand. But the god news is that despite its smaller cubic capacity, the turbocharged 2.4-litre engine offers superior power and torque.

Whereas the six produces 191kW at 6000 rpm and torque of 350Nm at 4400rpm, the turbo engine develops 193kW at 5600 rpm and 375Nm at a low 2000 rpm.

The new Outback will also be slightly bigger, with its 5mm additional length all going into improving the rear load space.

in case you were wondering … here’s the next-gen car

Skoda Superb Scout: Natural troop leader

Skoda took its sweet time to give its biggest wagon the one last lift it needed. A Scout edition elevates the Superb’s solid status all the more.

SKODA SUPERB SCOUT
Base price: $64,990
Powertrain and economy: 2.0-litre four-cylinder turbo-petrol, 200kW/350Nm, 7-speed automatic, AWD, combined economy 8.1L/100km (WLTP), CO2 180g/km.
Vital statistics: 4862mm long, 1477mm high, 2841mm wheelbase, luggage capacity 660/1950 litres, 18-inch alloy wheels.
We like: Improved ride and styling, comfortable, hugely roomy and practical.
We don't like: Goes a touch light on off-seal assists so less rugged than a Subaru Outback, shame it loses the TwinDoor boot.

THE latest addition to the Superb family was always odds-on to be appreciated – what I hadn’t expected was to feel such a strong twinge of second thought syndrome.

Journalistic integrity - yes, a seemingly outdated concept in this game, yet important to me - demands a straight-up disclosure. We already have a Skoda allegiance, our personal garage space taken by a Karoq. So you’ll fully expect to hear what I don’t mind saying; it’s a great little car.

All the same, going this way asked for a change of thinking, really a reshaping of thoughts. Ticking the box for a model that Mrs B enjoys on strength of its compactness, comfort and fitout and I see as being perfect for our rural and my race car trailer-towing requirement through being diesel and four-wheel-drive came with awareness we were forging a fresh path across familiar terrain.

Like the vehicle it replaced, the Karoq is pretty much a car; except not so much in look. Accepting that required a broadening of my outlook. Call me outdated, but as dominated as the Kiwi "wagon" (to use that term in its broadest possible sense) market has become dominated by SUVs made to look as blocky as possible to (you’d have to think) enforce a sense of enhanced toughness, I remain fond of those that don’t.

Conceivably, then, I should have gone from one kind of jacked-up, plastic-clad crossover editions of a station wagon – a Subaru Outback – to its Skoda equivalent, the Octavia Scout.

That I didn’t was down to timing. Karoq was fresh whereas the Octavia Scout available then was, well, pretty dated; the last car on a discontinued platform, lacking the best tech and, I was sure, on the verge of entering run-out. So, anyway, the Karoq it was, with no regrets. 

And yet, from driving the Superb Scout, there’s an emergent twinge. How might things have gone had I remained wagon-true? Even though it would have been too much in size and price, this car nonetheless muddied the waters through enforcing its brilliance.

Given it’s taken until a mid-life facelift of the third generation Superb to finally spur Skoda to bring its largest model into the Scouting movement, the obvious question is: Why so long?

Certainly, there’s also a strong sense that in finally giving it a high-riding dirt-attuned aspect, Skoda has completed the jigsaw, in that every other relevant component was already in place. It’s been four-wheel-drive for a while now and, of course, has long traded on a principal strength of offering exceptional roominess, very good packaging and basically Audi-esque quality and tech at a sub Volkswagen price.

The only potential off-putting elements until now have been the slightly awkward styling and the Skoda badge; though the first is well rectified by this facelift and anyone who still sees the second as a problem is simply so stuck in the last century they need to be pitied.

So, anyway, if a synopsis in a sentence is sought, well rest assured the Scout format simply improves the Superb and adds extra evidence, if any more were needed, that station wagons with a little bit of off-road attitude remain a decent alternate to a full-on SUV.

Comparison to the Outback works in respect to size and specification, but less so on positioning and price, with Superb sitting $5000 above the priciest Outback, the Premium R (which runs a 3.6-litre six-cylinder petrol engine against Skoda’s 2.0-litre four).

Also flavouring any contest is abiding sense of the European offer being tailored to meet a different mission statement. Regardless that it adds extra cladding and elevation, plus some additional underbody protection, the Superb is more subtle in its outdoors-readiness, a point that hammers home when you see an ‘exclusive’ off-road drive mode only adds hill start assist and hill descent control. Not quite X-mode, right?

Whether that becomes relevant depends, of course, on what you intend to do with the car. In that regard, Skoda is probably on reasonably safe ground, as anecdotal evidence suggests likelihood of going to extreme is rare with these kinds of cars. I have to admit that, despite every best intention to the contrary, I rarely exploited the Subaru’s sludge-side skillset. 

That’s not to say the Superb Scout is so ‘lite’ to be considered a mall-wheel-drive. It certainly had no issues being driven across a paddock and also felt as much nicely at home running on gravel (also an Outback forte); you’d potentially just have to be a bit wary in slush and, perhaps, snow.

Insofar as overall driving appeal goes, it’s very much a matter of relaxing and enjoying a quality of ride that strikes as being more compliant than the settings used by the standard wagon. The bump-soak is definitely welcome on the patchy and lumpy surfaces so prevalent on our secondary, country roads and while there’s some body roll, the suspension is well-judged, focusing, as it should, on passenger comfort.

For sure, it doesn’t take long to be reminded this is quite substantial car in respect to its size and, because of the all-paw drivetrain, its weight. Yet, if handling never approaches athleticism, it’s not so lacking in talent to allow the big body to flop around through a sequence of interesting corners. Overall, there’s a confident ambience as it never falters to the point of feeling as if it is distancing itself from the road.

The choice of engine here reflects the comfort consideration. This turbo four-cylinder is not without fire, but overall it’s the torque that overshadows the power side of things and driving it with that in mind also delivers

best chance to access some pretty decent economy. The ability to deliver decent thrift, plus a sense of emergent anti-diesel sentiment, has doubtless triggered the decision to ditch the diesel from this car. I can understand the logics, but still feel it a pity the oiler has been shelved, as the last (also a 2.0-litre) was a refined unit with another 50Nm.

Compensation for going back to diesel is a change of direct shift transmission; from a six-speed to a seven. It’s a better unit, less prone to hesitancy, and more immediately reactive than a regular automatic or a constantly variable transmission. The facility to more easily drop back to the appropriate gear at the right moment for engine braking into a bend, and therefore be ready to engage positive pull out the other side, is also pleasing. You don’t find yourself having much need to chase ratios on regular basis in this car, so broad is the torque spread. The lack of paddle shifters reminds that it’s not about scintillating performance.

Most of the restyling occurs at the front end and is good news for those who found the old look a bit too confrontational. Viewing the car in profile nonetheless continues to offer best enjoyment. It’s here where you see proportional perfection. The gently sloping roof line and steeply raked rear wind screen are both beautifully designed and help to hide its significant length well. 

The obvious Volkswagen corporate look to the cabin and, in particular, the infotainment screen and switchgear is no detraction. The parent brand’s interior design elements are really solid, now, and there’s nothing about them that suggests a less than modern presentation.  If anything, Skoda’s opportunity for enhancement, through less stylisation and better fonts and LED colours, makes a good thing even better. There’s more warmth to their displays.

What’s also attracts is enough of a genuine luxury feel to undermine the view that premium brands further up the chain are all the better for comfort. That might be true, yet if Skoda is the start point, you’re hardly in cheap seats. The quality of the seat coverings and the abundance of other soft materials, all in dark tones, give real opportunity for owners to play guess-the-price games with those unfamiliar with this car. Fit and finish as good as you’ll find anywhere else in the VW family. 

It takes the usual wealth of fixtures including virtual cockpit, automatic tailgate, heated electric Alcantara and leather seats with memory function, Climatronic triple-zone air conditioning, reversing camera, adaptive cruise control, wireless charging and stainless steel pedal set.

Safety is also up to usual Superb standards with nine airbags fitted as standard as well as Emergency Assist, Passenger Protection Assist, tyre pressure monitoring, Front Assist with City Emergency Brake and Predictive Pedestrian Protection. 

Other features include automatic park assist with manoeuvre assist, Side Assist, Lane Assist and Traffic Jam Assist. 

All this might seem icing on the cake, because the primary reason for looking at a Superb wagon, surely, will be more to do with its genuine capaciousness. It’s hard to reconcile that this model rates as medium wagon because, really, it’s so much larger inside than anything else in that category. It’s as though they’ve taken the blueprint for a VW Passat and upscaled by 10 percent.

Rear legroom is extremely good the rear bench is wide parents that need to get three seats across there may be in luck depending on the sizes of their child seats. It also wins a ‘best in show’ for boot capacity, which has to be a huge win for any family on the move. A pity the old TwinDoor boot door design has gone; yes, it must be complex to engineer, but what a cleverness.

Not that it lacks originality. You can’t discuss Skoda without giving a nod to it dedication to delivering strongly on neat little features: the brolly and ice scraper/magnifying glass, of course, but also a 12-Volt auxiliary power outlet, locating hooks for shopping bags, a first aid kit and brackets that can be positioned anywhere in the boot to keep luggage from sliding around. Having the latest in VW Group driver-assistance equipment shouldn’t be undervalued, either.

So, really, there are no major surprises. The off-road enhancement is mild, yet is enough to add polish to a competent and simply huge family car.