2005 Subaru Outback Sets New Benchmark for Model by Karl Ferguson Weíre traveling fast. Itís late and weíre overdue at our expected destination. The excellent bi-xenon headlights cast large shadows on the surrounding trees and countryside as they cleave a path for us through the night. Ahead, the moon lights up the narrow gravel road as it stretches out before us. The vehicle is supremely stable, cornering neutrally as we negotiate the tighter bendsóour passing marked only by the plumes of dust that billow up eerily in the darkness. We climb hills with consummate ease. I couldnít have chosen a more appropriate vehicle for this journey had I tried. In case you were wondering, the vehicle in question is not the latest offering in the ever-expanding sport utility vehicle market. Even so, it is sporty and would appear to have utility in spades, but there are crucial differences. For starters, it handles much like a car. It doesnít use fuel at the rate of a small jetliner. Itís pretty quick to boot, and it doesnít cost an arm and a leg to purchase in the first place. Subaruís 2005 Outback has certainly come a long way. First launched in the mid-1990s, the Outback effectively created its own niche market now commonly known as the crossover genre. What this means is that Subaru has taken a standard four-wheel drive station wagon and modified it for off-roading largely by jacking up the vehicleís suspension. Not surprisingly, other manufacturers have followed Subaruís lead, most notably Audi with its modified A6 Avant all-road quattro wagon and Volvo with its modified V70 wagon and XC crossover vehicle. The original Outback was an attractive vehicle, but as a package it was ultimately flawed. Much of the problem lay in simple physics. If you raise a vehicleís center of gravity (usually in an effort to improve ground clearance), the trade-off inevitably will always be handling. Taking this to heart, Subaru has worked diligently to ensure that the new Outback delivers both on the utility four-wheel drive front as well as in the handling stakes. The good news is that the company has succeededówell, almost. For the 2005 model year, changes to the Outback and Legacy wagons and sedans have been more evolutionary than revolutionary. But at what point does incremental change become full-fledged radicalism? The body is stiffer, stronger and larger than its predecessor. Itís also lighter, which, given the pressure put on manufacturers to make vehicles more crash resistant, is no small feat. Much of the 200-pound weight savings has been gained by using aluminum on the hood, bumpers and sunroof pieces. More to the point, the new Subaru models have a very European look and feel. The Legacy range has always had its followers, but previously it could have been described as somewhat chunky in appearance. Much of the bodywork that differentiated the Outback and Legacy models also looked a bit tacked onódefinitely to the detriment of the Outbackís overall appearance. The new models have a more flowing, integrated lookóas if the designers looked to Audi and BMW for inspiration. The rear of the car looks especially tidy, while the twin exhaust pipes emphasize the sporty heritage of the brand. Another point of differentiation with the new model is that the Outback can now be bought in either one color or two-tone paintwork, again serving to de-emphasize the extra ride height that the Outback enjoys and making it appear more cohesive on the road. Previously, two-tone paintwork was the only available option. Inside is a similar story. The fit in finish of the new Outback are a definite improvement over its predecessor. Top-quality materials such as the nylon headliner, pliable grained dash and patterned pewter trim add a substantial helping of Euro chic. Front and rear seats are excellent for comfort, while interior head and legroom are also slightly ahead of the previous model (although the actual length of the sedan has been reduced by two inches, and the wagon by three inches). However, remote stereo controls on the steering wheel would have made a nice addition, particularly because they are not uncommon in this market. Changes are also noticeable under the hood. The 2.5-liter, four-cylinder boxer engine of the test car has been significantly reworked, producing around 170 horsepoweróup slightly from the old model. If you want something with a little more get up and go, there will be a 3.0-liter, flat six-cylinder engine available, producing a pretty healthy 250 horses. For the real speed demons, it would be hard to look past the GT (Legacy sedan or wagon models only). The top-of-the-line performance model offers serious power, putting out 280 horsepower from its 2.0-liter turbocharged engine. Expect performance figures in the low six-second mark for the 0 to 60 miles per hour sprint. But even with the souped-up models, performance has improved. The increase in output combined with the weight reduction means improved performance figures across the range. Expect the five-speed manual to perform better than the automatic models. Itís not unrealistic for the new Outback to go from 0 to 60 in 8.5 secondsóan improvement of nearly two seconds over the outgoing model. Overtaking times are similarly improved. However, burying the accelerator in the automatic model can be a slightly unnerving experience. There is a momentary lag as the engine seems to gather itself before the tachometer rushes to 4,000 rpm and acceleration increases accordingly. Popping the transmission into manumatic (pseudo clutch minus the manual) and shifting for yourself is one way around this problem and helps drivers appreciate one of the best aspects of this newly improved engine: the guttural howl that it emits as it runs up to the red line. Not quite as sweet as a well-tuned straight six-cylinder engine, it is distinctively appealing nonetheless. Putting the Outback through its paces, it becomes apparent that road holding and handling have also improved. Grip from the multipurpose-road and cross-terrain tires is good, and the Outback goes around tight corners with confidenceócorners that before would have caused the Outback to heave somewhat with an unnerving body roll. Itís only when you step into the Legacy sedan and traverse similar territory that the Outback starts to look less controlled. The soak-it-all-up suspension of the Outback is replaced in the Legacy with a firmer, shorter-travel arrangement that is somewhere between plush and firm. The lower ride heightónot to mention the road-purpose tiresómakes for much better grip and cornering. And where the Outbackís steering can feel a little woolly at the edges, either unwilling or unable to communicate directly with the driver, the Legacyís ability to change directions in a hurry has improved dramatically. There is also a great deal less tendency to run wide. What that means in practice is that the Legacy, especially the sedan model, makes for an exceptionally good drive, whereas the Outback has to settle for just being good. The unifying factor in both these driving experiences of course is the standard four-wheel drive. With it comes stability, better road holding and an all-around safer driving package. What potential purchasers will have to decide is whether or not the additional ground clearance of the more supple but higher-riding Outback is preferable to the slightly firmer suspension but improved handling and road handling of the Legacy. It may come down to something as simple as whether you need to tow a boat out of the water or simply negotiate the occasional gravel road. So is the new Outback more concerned with incrementalism than revolution? Hard to say, but certainly this Subaru sets a new benchmark for the brand. Whatever your fancy, given the clear and demonstrable advantages that the Outback and Legacy models enjoy over numerous, larger and costlier SUVs, it may well be a clear case of drivers having their cake and eating it too. The 2005 Outback was launched in the U.S. market at the Chicago auto show in February. Confirmed pricing of the new model was not available as of press time. The current base Outback H6 3.0-liter wagon comes with a recommended retail price of $27,095. Karl Ferguson is the automotive reviewer for The Washington Diplomat.