2010 Subaru Outback First Drive

No coincidence that when the 2010 Subaru Outback 3.6R was introduced to us, a brand-spanking-new 2009 Toyota Venza 3.5 AWD was not far away. Same idea and almost same price (the Venza is $1,310 more expensive).

In case you hadn't heard, the Venza is a 'tweener, inhabiting a region somewhere between wagon, crossover and mini-minivan. When we tested a Venza several months ago, we had mixed feelings. We liked the clever and zoomy packaging, but wondered if the new, uncategorized Venza-mobile wouldn't step on the toes of either Toyota's benchmark RAV4 or its stalwart Highlander SUV.

And now the 2010 Subaru Outback has us thinking the same kind of thoughts. Is this still the quirky little wagon we've always loved, or is it instead just a downsize Subaru Forester?

Making the Same Mistake Twice?
It's one thing for multipurpose Toyota to introduce an all-new vehicle that hadn't previously existed in order to lure multipurpose buyers in search of a multipurpose vehicle. It's another thing entirely for specialized Subaru to modify the Outback wagon for mass, multipurpose consumption, since the vehicle already has a cultlike fan base. It's true that the 2010 Subaru Outback is now much larger and better equipped than last year, but is this what Outback buyers really want? Last time we checked, their wish list included adult-friendly rear seating, an iPod jack and Bluetooth connectivity. Leave the rest alone, right?

Subaru has gone down this road before, trying to make its sedan more like an Accord back in the 1980s and lately making the Impreza WRX STI more civilized than it needed to be. In both cases, the result diluted Subaru's fundamental nature, and the people in Subaru City went back to the things they do best.

Be that as it may, the Venza is the model for what the 2010 Subaru Outback wants to be. With a new SUV-size scale, the Outback now dwarfs its former competitors in the all-wheel-drive segment, like the Volkswagen Passat Wagon and Volvo XC70. Instead it resembles the Hyundai Santa Fe, which is its true competition in size, price, fuel economy and comfort.

The Lineup
The lineup of 2010 Subaru Outback models has been simplified, although there's sad news for residents of California and Colorado, as the turbocharged 241-horsepower Outback 2.5XT has been sent out to pasture due to a take rate of just 5 percent in the total Outback model mix. (We suspect the availability of the former 2.5XT only as a $32,000 Limited might have had more to do with its limited appeal than the presence of the turbo.)

For 2010, the Outback wagon is available with either the 170-hp 2.5-liter flat-4 or a 256-hp 3.6-liter flat-6, which lend their digits to models designated the Outback 2.5i and Outback 3.6R. There are now three trim levels available: Base, Premium and Limited. Essentially there are six Outbacks from which to choose, with base prices between $23,690 and $31,690.

The four-cylinder engine can be combined with either a six-speed manual or a continuously variable automatic transmission (CVT), while the six-cylinder models are equipped only with a five-speed automatic.

Dimensions of an SUV
While Subaru still wants us to think of the Outback as a wagon, it is equally quick to illustrate the increased size of the 2010 Outback compared to the '09 model. While bumper-to-bumper length has shrunk by almost 1 inch, wheelbase has grown by nearly 3 inches, width by 2 inches and height by 4 inches.

Despite its growth, liberal use of high-strength steel in its uncommonly rigid structure has limited the Outback's weight gain to about 100 pounds, and that means the fuel economy figures remain much the same. This year, however, the six-cylinder runs on 87-octane gas just like the four-cylinder.

Inside the cabin, Subaru has provided what the American populace has been demanding, and that is larger passenger accommodations in the rear. While front-seat legroom shrinks an inch, rear-seat legroom increases by a whopping 4 inches, shoulder room by 2.4 inches and headroom by 2 inches. Seats-up luggage capacity increases by about a cubic foot, and seats-flat maximum cargo capacity grows by a sizable 6.3 cubic feet. Guess what? It's an SUV, folks!

Driving in the Outback
No, we didn't fly to Australia for our driving impressions, but instead visited the rolling country near Missoula, Montana. We spent time in both the 2.5i model with the CVT and the 3.6R with a five-speed auto. Both engines deliver exceptionally smooth and linear power to all four wheels, although passing maneuvers with the four-cylinder/CVT model had to be accomplished with more than a little faith. Luckily, the highways in Montana are lightly traveled and even less patrolled, and all 2010 Subaru Outbacks with automatic transmissions feature standard shift paddles that operate in manual mode or temporarily override Drive for the occasional blast past a logging truck. Phew.

On the other hand, Subaru's better-than-most execution of its Lineartronic CVT is as good as that of Nissan, which, until now, seems to be the only company to figure out the proper calibration of infinitely variable transmission ratios and throttle response. For a CVT, Subaru's is one of the best there is.

On the few twisting mountain highways we encountered, we were convinced that Subaru had switched from hydraulic-assisted steering to electric-assist, as the steering wheel felt completely isolated from the road. Moreover, there was a distinct delay between driver input and yaw-rate changes that reminded us that this is no longer the adroit little wagon it once was. When the Outback takes a set in a corner, the chassis' reaction (almost overreaction) was slightly more than what we expected as well. We were wrong about the electric assist (it's still hydraulic), but it took the better part of a day to get used to the character of the Outback's steering and chassis.

The Continental Divide
As we ascended dirt and gravel roads en route to the Continental Divide, we were now thankful for the Outback's resolute steering isolation. Also, the vehicle's high-strength-steel structure, all-new engine cradle and rear subframe, and new double-wishbone rear suspension all work in perfect harmony to smooth out ruts, washboards and loose stones. Tight as a drum, free of steering kickback or shudder, the 2010 Outback is one of only a handful of crossovers this good.

But as the altitude piled on and the air grew thinner as we climbed into the Rockies, it was obvious the 2010 Subaru Outback 2.5i was working very hard as we approached a rendezvous at 7,000 feet. While there was no doubt the all-wheel-drive system (the center differential is composed of electronic clutch packs on the 2.5i model with the CVT) and appropriate gearing were both up to the task, this Outback didn't offer what we'd call an effortless performance. We were missing that turbo, which would have compensated for the thinner oxygen.

The 3.6R's added torque and beefier all-wheel-drive (planetary gears) system were obviously better for off-highway driving at a high altitude. You've probably seen the footage from one of my journalist colleagues of the Outback 3.6R chugging up a dirt incline that Subaru provided as a way to compare the Outback to a Ford Explorer AWD and the Toyota Venza AWD. (By the way, the Outback 3.6R made it up every time, the Explorer didn't have a chance with its too-tall gearing and the Venza 3.5 made it up about half the time.)

If It Walks Like a Duck
It's obvious to us that Subaru is betting heavily that the 2010 Outback 2.5i and 3.6R will lure new buyers searching for a midsize crossover — because there are so few from which to choose, right? At the same time, Subaru hopes to retain its loyal following, which continues to maintain a love affair with its unique products. The hallmark Subaru all-wheel-drive systems are still here. The smooth boxer engines are still intact — minus the turbo, of course. And the clever attention to detail that Subaru is known for remains.

Subaru has built its good reputation on doing things differently, uniquely and just because "it's the right way to do things." The Outback has already established itself as the wagon of choice in the Northeast, Northwest and Rockies, and this seems like a good base just as wagons are becoming fashionable again. But we still wonder at the wisdom of tiptoeing into the SUV pool with yet another crossover. Subaru has already got the Forester and Tribeca, so why another version of the same thing? Is it all about pricing?

The 2010 Subaru Outback is an excellent vehicle. Now it goes toe-to-toe with the Hyundai Santa Fe and the Toyota Venza instead of the Audi A4 Avant or Volkswagen Passat 4Motion. But if you were hoping this new Outback was going to remain a tidy AWD wagon made smarter for you and roomier for guests, you'll be disappointed with Subaru's newest SUV.

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.