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The Subaru Outback goes full crossover to be more of what its customers demand

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The Subaru Outback goes full crossover to be more of what its customers demand

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The Subaru Outback goes full crossover to be more of what its customers demand

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The Subaru Outback goes full crossover to be more of what its customers demand

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The Subaru Outback goes full crossover to be more of what its customers demand

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"headline":"Subaru Outback (US) Review 2025"

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"description":"The Subaru Outback goes full crossover to be more of what its customers demand"

# data.attributes.field_cars_driving.value
Out and about on normal roads, the Outback is civil and even-keeled, though there isn’t much in the way of dynamics threatening to throw things into disarray. Power from the turbocharged 2.4-liter certainly won’t intimidate, while the 180hp 2.5-liter boxer is essentially the bare minimum to properly function. We don’t mean that last part to be a dig, it’s to its credit that the Outback demonstrates that just about everything you’d ask of it can be done with less than 200 horses. Then again, meeting the minimum spec requirements for a PC game doesn’t mean it’ll knock your socks off when it’s time to play, just that it’ll run.

More to the point, the Outback is well suited for the short, in-town drives taken for various errands. Once it’s up to speed on the highway, the ride is fairly smooth and the work done to minimize NVH (noise, vibrations, harshness) is evident. You won’t be driving it for the fun of driving, you’ll be driving it because it’s useful.

What about off-road?

Again, super functional, and fun so long as you temper expectations. Moab might be out of reach but a primitive road or rocky, rural trail can be handled with little fuss, so long as it’s properly equipped. The Wilderness trim’s extra smidge of ride height and all-terrain tires add peace of mind while the electronically controlled dampers do their best to smooth out the edges of a bumpy ride. Do the same in other trims and it’s a teeth-rattling experience.

Drive modes are few, though the Outback doesn’t really need them, it’s set up from the start to go from road to rock-crawling, with the Wilderness trim adding a couple of specific configurations for mud and snow. Otherwise, the only real alternative mode is ‘X-Mode’ which is essentially low range mode, with hill descent assist thrown in.

# data.attributes.field_cars_driving.processed
Out and about on normal roads, the Outback is civil and even-keeled, though there isn’t much in the way of dynamics threatening to throw things into disarray. Power from the turbocharged 2.4-liter certainly won’t intimidate, while the 180hp 2.5-liter boxer is essentially the bare minimum to properly function. We don’t mean that last part to be a dig, it’s to its credit that the Outback demonstrates that just about everything you’d ask of it can be done with less than 200 horses. Then again, meeting the minimum spec requirements for a PC game doesn’t mean it’ll knock your socks off when it’s time to play, just that it’ll run.

More to the point, the Outback is well suited for the short, in-town drives taken for various errands. Once it’s up to speed on the highway, the ride is fairly smooth and the work done to minimize NVH (noise, vibrations, harshness) is evident. You won’t be driving it for the fun of driving, you’ll be driving it because it’s useful.

What about off-road?

Again, super functional, and fun so long as you temper expectations. Moab might be out of reach but a primitive road or rocky, rural trail can be handled with little fuss, so long as it’s properly equipped. The Wilderness trim’s extra smidge of ride height and all-terrain tires add peace of mind while the electronically controlled dampers do their best to smooth out the edges of a bumpy ride. Do the same in other trims and it’s a teeth-rattling experience.

Drive modes are few, though the Outback doesn’t really need them, it’s set up from the start to go from road to rock-crawling, with the Wilderness trim adding a couple of specific configurations for mud and snow. Otherwise, the only real alternative mode is ‘X-Mode’ which is essentially low range mode, with hill descent assist thrown in.

# data.attributes.field_cars_editor_title
Subaru Outback (US) review: a legacy left behind 

# data.attributes.field_cars_inside.value
It’s doubtful you’ll want for more room in the Outback, as it was already quite comfortable, even before the designers found a few extra inches to spread around in this latest one. 34.6 cu ft of cargo space is readily available, and with the second row folded, it opens it up to 80.5 cu ft.

Up front, there’s great news for physical button fans. The previous large do-everything tablet screen is gone, with hard inputs around for important, frequently used functions like the parking/trail cameras, HVAC and so on. They’re great to have, though there is plenty to take in, so it tends to bring back the clutter all the in-screen menus were meant to mitigate, but that’s a trade-off we’re sure many people will be fine with.

The tablet is gone, but there’s still a touchscreen interface, naturally, and it’s now a 12.3in display with the usual bells and whistles. This and the digital driver display sit on the dash within an ill-fitting block of piano black plastic and looks hastily packaged. Once you spot the seams, they’re difficult to ignore, and you can’t help but wonder why Subaru couldn’t fit everything together with neat, flush lines.

Oh but the cupholders! Where some interior designs falter, cupholder versatility was given significant attention, with the Subie’s US team hauling suitcases of various drinking containers to Japan for its engineers to scrutinize/shock with our odd hydration habits. What we would give to be a fly on the wall while someone explains a ‘Big Gulp’ to them.

What kind of tech is included?

The 12.1in display is just what’s on the surface of a new suite of Subaru tech. The package has improved system response time, making it 2.5 times as quick as the outgoing version. Google services power things like voice control while Apple CarPlay and Android Auto compatibility remains.

Subaru’s ‘EyeSight’ driver safety suite has been expanded upon, bringing more accurate alerts when it comes to driver attention. Yes, this is a car that snaps at you if you take your eyes off the road for too long. In use, it’s fairly reasonable, and you’ve got to be really distracted for it to truly become a nuisance. Maybe just pull over at that point.

Speaking of, Touring models include a new hands-free highway driving assist that uses the car’s sensors as well as map data to allow Blue Cruise or SuperCruse-like services. It works at up to 85 mph - already a big ask for this car - and will do automatic lane changes when it’s deemed safe. Between this and the driver monitoring system, it can figure out how to take itself to the closest shoulder if it deems the person behind the wheel unresponsive.

# data.attributes.field_cars_inside.processed
It’s doubtful you’ll want for more room in the Outback, as it was already quite comfortable, even before the designers found a few extra inches to spread around in this latest one. 34.6 cu ft of cargo space is readily available, and with the second row folded, it opens it up to 80.5 cu ft.

Up front, there’s great news for physical button fans. The previous large do-everything tablet screen is gone, with hard inputs around for important, frequently used functions like the parking/trail cameras, HVAC and so on. They’re great to have, though there is plenty to take in, so it tends to bring back the clutter all the in-screen menus were meant to mitigate, but that’s a trade-off we’re sure many people will be fine with.

The tablet is gone, but there’s still a touchscreen interface, naturally, and it’s now a 12.3in display with the usual bells and whistles. This and the digital driver display sit on the dash within an ill-fitting block of piano black plastic and looks hastily packaged. Once you spot the seams, they’re difficult to ignore, and you can’t help but wonder why Subaru couldn’t fit everything together with neat, flush lines.

Oh but the cupholders! Where some interior designs falter, cupholder versatility was given significant attention, with the Subie’s US team hauling suitcases of various drinking containers to Japan for its engineers to scrutinize/shock with our odd hydration habits. What we would give to be a fly on the wall while someone explains a ‘Big Gulp’ to them.

What kind of tech is included?

The 12.1in display is just what’s on the surface of a new suite of Subaru tech. The package has improved system response time, making it 2.5 times as quick as the outgoing version. Google services power things like voice control while Apple CarPlay and Android Auto compatibility remains.

Subaru’s ‘EyeSight’ driver safety suite has been expanded upon, bringing more accurate alerts when it comes to driver attention. Yes, this is a car that snaps at you if you take your eyes off the road for too long. In use, it’s fairly reasonable, and you’ve got to be really distracted for it to truly become a nuisance. Maybe just pull over at that point.

Speaking of, Touring models include a new hands-free highway driving assist that uses the car’s sensors as well as map data to allow Blue Cruise or SuperCruse-like services. It works at up to 85 mph - already a big ask for this car - and will do automatic lane changes when it’s deemed safe. Between this and the driver monitoring system, it can figure out how to take itself to the closest shoulder if it deems the person behind the wheel unresponsive.

# data.attributes.field_cars_owning.value
The Subaru Outback starts at $34,995 for the Premium model, which comes with a heap of standard features like X-Mode, the EyeSight safety pack, and much, much more. You’re getting a complete car, is what you’re saying, with very few basic functions gated away within trims. Indeed, the levels build on the base properly by adding amenities or upping the quality, like how the Limited trim adds a moonroof, heated rear seats, leather-trimmed upholstery and a wireless charging pad.

Touring goes even further, adding the advanced driving assists, while Wilderness better equips the Outback for off-road use with a small ride height increase, electronically-controlled dampers and all-terrain tires. Wilderness also comes standard with the 260hp turbocharged 2.4-liter engine. Limited XT and Touring XT also include this powertrain.

If it were our money on the barrel, we’d be compelled to go for the Outback Wilderness, just because our jaws are still rattling from going off-road without that trim’s superior dampers. Depending on what extras you’d like to include, the Wilderness is priced between $44,995 and $49,085 which is the priciest Outback you can get.

If you can get by without the extra off-road goodies, the Limited fitted with the 180hp 2.5-liter pretty much gets the job done at just $41,715.

Cross-shopping the Outback against other wagons? Good luck finding any, first of all. More to the point, its rivals are other small SUVs like the Toyota RAV4, a new version of which has also just debuted. At $33,350, the plucky Toyota will continue to be a thorn in the side of other affordable utility vehicles with all the versatility it brings to the table.

Honda’s CR-V is competitively priced, with a smaller engine that has a slightly higher output of the Outback’s 2.5-liter. It also comes in a hybrid version that’s pricier, but still within reason and offers around 40mpg of fuel economy. What’s the Outback’s rating? We don’t know just yet, but the previous version had a combined 28mpg, and we feel that’s a fair benchmark to use.

Hyundai’s Santa Fe is stylish and charming, though it lacks that extra, rugged edge that Subaru drivers are keen on. Still, it’s got 277hp on tap, with a starting price of $34,800 and available AWD. You might not want to get it dirty, but it would be an alluring alternative for a daily driver.

# data.attributes.field_cars_owning.processed
The Subaru Outback starts at $34,995 for the Premium model, which comes with a heap of standard features like X-Mode, the EyeSight safety pack, and much, much more. You’re getting a complete car, is what you’re saying, with very few basic functions gated away within trims. Indeed, the levels build on the base properly by adding amenities or upping the quality, like how the Limited trim adds a moonroof, heated rear seats, leather-trimmed upholstery and a wireless charging pad.

Touring goes even further, adding the advanced driving assists, while Wilderness better equips the Outback for off-road use with a small ride height increase, electronically-controlled dampers and all-terrain tires. Wilderness also comes standard with the 260hp turbocharged 2.4-liter engine. Limited XT and Touring XT also include this powertrain.

If it were our money on the barrel, we’d be compelled to go for the Outback Wilderness, just because our jaws are still rattling from going off-road without that trim’s superior dampers. Depending on what extras you’d like to include, the Wilderness is priced between $44,995 and $49,085 which is the priciest Outback you can get.

If you can get by without the extra off-road goodies, the Limited fitted with the 180hp 2.5-liter pretty much gets the job done at just $41,715.

Cross-shopping the Outback against other wagons? Good luck finding any, first of all. More to the point, its rivals are other small SUVs like the Toyota RAV4, a new version of which has also just debuted. At $33,350, the plucky Toyota will continue to be a thorn in the side of other affordable utility vehicles with all the versatility it brings to the table.

Honda’s CR-V is competitively priced, with a smaller engine that has a slightly higher output of the Outback’s 2.5-liter. It also comes in a hybrid version that’s pricier, but still within reason and offers around 40mpg of fuel economy. What’s the Outback’s rating? We don’t know just yet, but the previous version had a combined 28mpg, and we feel that’s a fair benchmark to use.

Hyundai’s Santa Fe is stylish and charming, though it lacks that extra, rugged edge that Subaru drivers are keen on. Still, it’s got 277hp on tap, with a starting price of $34,800 and available AWD. You might not want to get it dirty, but it would be an alluring alternative for a daily driver.

# data.attributes.field_cars_stand_first
Subaru says that the new Outback needed to become an SUV to satisfy its fanbase. Was it correct?

# data.attributes.field_cars_verdict.value
In a world where SUVs reign supreme, the sprightly wagon used to be a breath of fresh air, but the Outback has now crossed the utility vehicle Rubicon and joins the pack in an effort to broaden its appeal while still catering to its niche fanbase. What made it a top-notch wagon might not be enough to make it stand out as an SUV, however.

Yes, the look is more chiseled, and some of the charm is faded as it dresses to conform with its new contemporaries, but taken for what it is - whatever it is - the Outback remains a plucky family vehicle suited for accomplishing tasks on and off the grid. Its modest power and versatile interior matched with an accessible price tag make it a smart, value-for-money daily runabout that shouldn’t be overlooked, regardless of its current identity crisis.

# data.attributes.field_cars_verdict.processed
In a world where SUVs reign supreme, the sprightly wagon used to be a breath of fresh air, but the Outback has now crossed the utility vehicle Rubicon and joins the pack in an effort to broaden its appeal while still catering to its niche fanbase. What made it a top-notch wagon might not be enough to make it stand out as an SUV, however.

Yes, the look is more chiseled, and some of the charm is faded as it dresses to conform with its new contemporaries, but taken for what it is - whatever it is - the Outback remains a plucky family vehicle suited for accomplishing tasks on and off the grid. Its modest power and versatile interior matched with an accessible price tag make it a smart, value-for-money daily runabout that shouldn’t be overlooked, regardless of its current identity crisis.

# data.attributes.field_cars_verdict_against
Hum-drum driving experience, questionable interior design choices, another crossover to add to the pile

# data.attributes.field_cars_verdict_for
Roomy interior, rugged design, solid all-rounder 

# data.attributes.field_cars_verdict_text
Some of the charm is faded, but it's a smart, value-for-money daily runabout

# data.attributes.field_cars_what_is_it.value
We’re still sort of chewing on that. This is the all-new Subaru Outback, the rugged wagon-ish vehicle that’s usually a refreshing break from the usual SUV saturation of the automotive landscape. For 2026, Subie made a multitude of changes based on countless customer feedback notes. As it turns out, Outback customers… want an SUV.

But Subaru has those!

Hey, don’t shoot the messenger. For generations, the Outback was intertwined with the Legacy sedan, and with the latter being put out to pasture, the Outback has been untethered and allowed to be its own thing, which now happens to be a small crossover SUV. Not to be confused with the Subaru Crosstrek, a small crossover SUV, or the Forester, a mid-sized SUV, or the…

Okay, point made.

Right. Well, this is a sign to kiss your Impreza on the lips and tell it how much you appreciate it.

So what are the details?

The Outback is an all-wheel drive utility vehicle powered by either a 2.5-liter four-cylinder boxer engine or a turbocharged 2.4-liter boxer-four. The former cooks up 180hp and 178 lb ft of torque, while the latter produces 260hp and 227 lb ft. Power is split between the axles by way of a CVT transmission with eight distinct ratios. It retains Subaru’s signature symmetrical AWD system that varies front-to-rear torque distribution based on the situation.

Suspension-wise, it rides on an independent setup with Wilderness models including electronically controlled dampers and adding 9.5 inches of ground clearance as opposed to the 8.7 inches standard on other models.

What’s SUV about it now?

Mainly its shape, though it endeavors to maintain something of a wagon-like silhouette. Apart from leaning into a more aggressive, rugged design, there’s been improvements to the interior space, specifically in the headroom department, adding another inch or so for both front and rear passengers. This and the boxy nature of the exterior has also led to an increase in cargo volume, upping it from 32.6 cu ft and 75.6 cu ft (rear seats up, rear seats down) to 34.6 and 80.5 cu ft, respectively. With this said, the overall exterior dimensions remain nearly identical, with the only significant change being a 1.4in increase in height.

How does it drive?

Wherever you’re going, the Outback will probably get you there, though it won’t exactly add to the journey. For instance, a sporty grand tourer will define the experience of a long road trip or a rugged off-roader will feel, if not powerful, very adept at negotiating the challenging terrain. Subaru’s ex-wagon is indeed capable and built for adventure, but there are little thrills to be had, on or off the pavement.

On the road, the modest power from either of the engines is just enough to get you to highway speeds, eventually and contingent on how loaded up the vehicle is, leaving the fun stuff to its sportier siblings, the BRZ and WRX. It makes up for this though with more attention to cabin noise reduction, so it’s at least pleasant while you gradually make your way across the landscape.

The Outback’s most prominent legacy (ha) feature from its life as a wagon is probably its car-like suspension, which gets the job done but lacks the travel inherent in a larger utility vehicle’s setup. Dampers on the Wilderness models at least try to make up the difference, but try any proper off-roading in any other model, and the Outback feels like it’s taking you on a Griswold family-style misadventure down the wrong road.

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What’s it like inside?

The Outback’s been strong in the interior comfort department for a while and the extra cabin room goes a long way in affirming this for the current model. Subaru went to great lengths to get the practical details right, including significant cupholder development.

It sounds a little silly but these are the things that matter, at least according to Outback owner feedback. Yes, it’s important to make a car that can potentially shuttle you on a grand wilderness adventure, but it’s just as, if not more, important that it’s easy to load after a hefty supermarket shop.

Safety is part and parcel with Subaru, and its driver monitoring system is standard across all trims. It works with its adaptive cruise control system and will even pull the car over to the shoulder if it senses the driver’s been unresponsive to alerts. Speaking of tech, the Outback is fitted with a new 12.1in infotainment display paired with a digital 12.3in driver display for, well, the driver.

# data.attributes.field_cars_what_is_it.processed
We’re still sort of chewing on that. This is the all-new Subaru Outback, the rugged wagon-ish vehicle that’s usually a refreshing break from the usual SUV saturation of the automotive landscape. For 2026, Subie made a multitude of changes based on countless customer feedback notes. As it turns out, Outback customers… want an SUV.

But Subaru has those!

Hey, don’t shoot the messenger. For generations, the Outback was intertwined with the Legacy sedan, and with the latter being put out to pasture, the Outback has been untethered and allowed to be its own thing, which now happens to be a small crossover SUV. Not to be confused with the Subaru Crosstrek, a small crossover SUV, or the Forester, a mid-sized SUV, or the…

Okay, point made.

Right. Well, this is a sign to kiss your Impreza on the lips and tell it how much you appreciate it.

So what are the details?

The Outback is an all-wheel drive utility vehicle powered by either a 2.5-liter four-cylinder boxer engine or a turbocharged 2.4-liter boxer-four. The former cooks up 180hp and 178 lb ft of torque, while the latter produces 260hp and 227 lb ft. Power is split between the axles by way of a CVT transmission with eight distinct ratios. It retains Subaru’s signature symmetrical AWD system that varies front-to-rear torque distribution based on the situation.

Suspension-wise, it rides on an independent setup with Wilderness models including electronically controlled dampers and adding 9.5 inches of ground clearance as opposed to the 8.7 inches standard on other models.

What’s SUV about it now?

Mainly its shape, though it endeavors to maintain something of a wagon-like silhouette. Apart from leaning into a more aggressive, rugged design, there’s been improvements to the interior space, specifically in the headroom department, adding another inch or so for both front and rear passengers. This and the boxy nature of the exterior has also led to an increase in cargo volume, upping it from 32.6 cu ft and 75.6 cu ft (rear seats up, rear seats down) to 34.6 and 80.5 cu ft, respectively. With this said, the overall exterior dimensions remain nearly identical, with the only significant change being a 1.4in increase in height.

How does it drive?

Wherever you’re going, the Outback will probably get you there, though it won’t exactly add to the journey. For instance, a sporty grand tourer will define the experience of a long road trip or a rugged off-roader will feel, if not powerful, very adept at negotiating the challenging terrain. Subaru’s ex-wagon is indeed capable and built for adventure, but there are little thrills to be had, on or off the pavement.

On the road, the modest power from either of the engines is just enough to get you to highway speeds, eventually and contingent on how loaded up the vehicle is, leaving the fun stuff to its sportier siblings, the BRZ and WRX. It makes up for this though with more attention to cabin noise reduction, so it’s at least pleasant while you gradually make your way across the landscape.

The Outback’s most prominent legacy (ha) feature from its life as a wagon is probably its car-like suspension, which gets the job done but lacks the travel inherent in a larger utility vehicle’s setup. Dampers on the Wilderness models at least try to make up the difference, but try any proper off-roading in any other model, and the Outback feels like it’s taking you on a Griswold family-style misadventure down the wrong road.

What’s it like inside?

The Outback’s been strong in the interior comfort department for a while and the extra cabin room goes a long way in affirming this for the current model. Subaru went to great lengths to get the practical details right, including significant cupholder development.

It sounds a little silly but these are the things that matter, at least according to Outback owner feedback. Yes, it’s important to make a car that can potentially shuttle you on a grand wilderness adventure, but it’s just as, if not more, important that it’s easy to load after a hefty supermarket shop.

Safety is part and parcel with Subaru, and its driver monitoring system is standard across all trims. It works with its adaptive cruise control system and will even pull the car over to the shoulder if it senses the driver’s been unresponsive to alerts. Speaking of tech, the Outback is fitted with a new 12.1in infotainment display paired with a digital 12.3in driver display for, well, the driver.

# data.attributes.field_cars_what_we_say
The Subaru Outback goes full crossover to be more of what its customers demand