With the six-cylinder, towing capacity tops out at 3,000 pounds. Even loaded with cargo, our test car had the sort of torque to pull strongly around town, though getting up to highway speeds didn’t leave much extra power on tap. It’s a muscular drivetrain, in part because it trades the CVT for a responsive five-speed automatic that’s not afraid to hold lower gears or kick down on the highway. That’s not the case with the optional 256-hp six-cylinder. (A six-speed manual is standard, but we haven’t tested it.) Loaded with passengers, the four-cylinder drivetrain requires patience reaching highway speeds, and it strains to keep up under hard acceleration. The Subaru Outback’s base engine - a 170- horsepower four-cylinder - delivers leisurely acceleration, in large part because of a continuously variable automatic transmission that’s in no hurry to respond to your right foot. We evaluated the four-cylinder Outback last year this time around we tested a six-cylinder Subaru Outback 3.6R Limited.
The Outback was redesigned for 2010 you can compare that version with the 2011 Outback here. As with all Subarus, all-wheel drive is standard. Trim levels include the four-cylinder Subaru Outback 2.5i and six-cylinder Outback 3.6R, each of which come in three versions: base, Premium and Limited (compare them here). Where others have tried in so many ways to reinvent the crossover concept, the Outback is happy to nail all of its essentials: utility, capability and drivability. The Outback’s formula for success is no secret. Indeed, a year after its redesign, the Outback has sold more than the body-type competitors Toyota Venza and Honda Accord Crosstour combined.
Once merely a version of the Legacy wagon, which has since been discontinued, it’s now a household name among family-car shoppers. Somewhere amid the parade of crossovers and wagon-like vehicles is the Subaru Outback.
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