 Maybe
you've heard about the wide variety of people who love Subarus.Yes,
there are those who want to make sure they can
get from here to there no matter
what the weather throws at them, especially in the dead of night. And those who
like to haul a load of bargains culled from an out-of-the-way antique shop. And
of course there are the sports enthusiasts such as skiers who tote a passel of
downhill or cross country gear into untamed territory. But
you'd also have to count among them people whose activities surpass even the ability
of the ample rear cabin of the
Subaru Legacy Outback wagon to haul extra stuff.
Think wave runner. Or small sailboat. Or maybe a hefty piece of furniture snagged
during a shopping foray from someplace with a mandatory "take with"
policy. There's really no way to haul such items unless they're dragged along
behind. With
the ever-expanding interests of RTM readers in mind, the editors decided early
on that a true measure of the Outback wagon's capabilities would have to include
testing its towing credentials as well. So it was delivered for a year of tough
duty testing complete with trailer hitch in tow. Turns out the Subaru has a towing
capacity of 2000 pounds. A
wide range of adventure During
a year of varied use, the Outback had performed superbly. Thanks to the standard
vehicle dynamics control system or "VDC" that instantly corrects any
instability to retain control, we were kept out of trouble through rain and snow
and sudden emergency driving situations. The only apparent casualty was a slight
problem with alignment after plowing along miles of frozen ruts during the mother
of all snowstorms last winter. (That was small change when compared with the trips
into ditches taken by some less capable vehicles.) Long-range,
the Outback gave a stellar performance. During a trip
to North Carolina and back from RTM's home base in Michigan, writer Rachel
Miller had only good things to report, particularly the feeling of security she
had on winding mountain roads. "It
handled great in the mountains," said Miller. "It really was a superb
car for the trip." A highlight during the 1,400 miles of driving was the
Outback's sound system that gobbled up CDs and delivered the eclectic variety
of sounds Miller likes to hear. "I planned different music for every state
I went through," she said. "I loved the sound system. It was a highlight
of the trip." The
appreciation wasn't limited to RTM editors. Another time, while in mountainous
Park City, Utah, Miller said it seemed that every vehicle she saw was a Subaru
Outback. Caldwell noticed a similar population of the vehicles during a stopover
in Vermont. As
our test year wound down, we drove the Outback to a local trailer outlet to be
rigged for the long-awaited towing test. It wouldn't be an exhaustive driving
venture this time, but one far enough to confirm towing credentials. The
first mystery was the wiring. Subaru did such a good job of tucking the wiring
cable out of the way that even an experienced U Haul agent couldn't find it for
the electrical hookup. That temporarily derailed our mission rather than risk
a traffic ticket for lacking functioning brake and running lights on the trailer
being towed. It took a brief distress call to Subaru to learn the wire led out
through an insulated opening hidden in the bottom of the storage area before it
fed back to the trailer connection. The
second mystery -- a missing ball joint for the tow hitch that stored out of sight
when not in use -- was an apparent oversight when the vehicle was being readied.
The problem was quickly rectified with several "George Washingtons"
for a replacement so hitch and wire connections could be completed. The
added heft of the 840-pound, open-top trailer was instantly noticeable as we pulled
out into the street. But the Outback didn't seem burdened by the extra weight.
With nothing inside, the empty trailer bounced and rattled, but the vehicle felt
solid throughout. Any doubts about the capability were dissuaded. Even for a novice
in trailer towing, it began to feel comfortably under control.
Weighing in I
had wondered at the capability of a unibody vehicle, without a truck frame, to
handle some serious towing. The trailer agent, who has hitched up thousands of
vehicles, assured me it would be fine. "This car can handle that weight with
no problem," he said, a prediction based on experience and engine size that
proved to be true. In fact, the only towing problem encountered was a lack of
the tester's experience that made backing up in a straight line nearly impossible. When
RTM first got the Outback, we were all impressed. It was handsome with its sporty
roof rails and dual sunroofs, cladding trim at the bottom for a finished look,
a hint of spoiler, European style center-mounted rear antenna, and husky fog lamps
that defined an authoritative vehicle "face." The only downside in the
appearance of the luscious interior, with toney beige leather bucket seats and
burled mahogany-look trim, was a slight offkey feel between the comfort and McIntosh
premium sound systems. Their different style knobs and trim didn't quite blend
visually, but one could quickly get used to that look while enjoying superior
listening. A
few minor irritants could be mostly overcome. One can mentally tune out the distraction
of wind noise with music or conversation. And warm summer days teach a driver
not to inadvertantly turn on the rather awkwardly situated seat heater control. Handling,
however, was solid, reflecting what Subaru calls the "beauty" of all-wheel
drive. And the Outback's horizontally opposed H6-3.0 liter engine (generating
212 horsepower and 210 lb. ft. of peak torque using premium fuel) had plenty of
guts for passing, although it called for more acceleration from a full stop. In
practice, our testers might have contributed to that. I had cheated several times
in refueling the Outback wagon, opting for midgrade instead of the called-for
high test gasoline, an action that left no perceivable difference in highway performance,
although it might have slightly dulled the 19/26 EPA mileage rating. Apparently
I wasn't alone. "I didn't use premium," said publisher Caldwell, echoing
my admission. "I used regular in it."
Instant recall
With
a year of varied driving experiences, RTM editors found the Outback wagon a capable
and sturdy contender among a growing field of all-wheel-drive crossovers and wagons.
The standard VDC on this well-equipped wagon gave it a sure-footed feel despite
whatever the weather had tossed in our direction. For
someone needing to tow, its 2,000-pound towing capacity had enough oomph to pull
a moderate-sized trailer and cargo with no problem. However, we would caution
one not to overload the interior while hoisting a luggage carrier atop the roof
rails with a maximum-weight trailer in tow. Auto makers list gross vehicle and
axle weights for safety reasons, including the capacity of tires to handle a load.
If in doubt, it's best to tally all elements including its empty "curb weight"
to make sure the total doesn't exceed the Outback's 4,700-pound gross vehicle
weight before hitting the road. While
the sticker price of $33,215 (including $525 in destination and delivery charges)
at the time of delivery a year ago pushed it into the near luxury range, all accessories
other than the optional $295 trailer hitch were included. In
summary, for someone wanting style, function, fun and a solid sense of security
in a good solo or family vehicle with a near luxury feel, we agreed the Subaru
Outback wagon fills the bill -- with room to spare.
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