2023 Subaru Outback Sport XT Short Review – What’s New?

Subaru Outback has been a handsome -looking thing from the very first generation. It’s just a Liberty wagon, with a smidge more ground clearance, for those rambunctious stretches of unsealed road and distant camp grounds. The camper the better as far as I’m concerned.

It has symmetrical AWD, as do all Subaru’s except for BRZ. What is symmetrical AWD? Subaru says if you cut the car down the middle longways, the drive shafts on each side are the same length. They make a big deal of it but all AWD systems feel more of less the same to the average driver.

The big-ticket item for the latest outback is the introduction of a much needed 2.4L turbo flat four (boxer) engine. The WRX engine has always been a bit thirsty, and Outback’s detuned version is no different. One wonders why they don’t glue it onto the BRZ in full-strength guise. The turbo only drinks the good stuff too, so you’re up for the extortive 95ron at the very least.

The Boxer has 183kw/350Nm of turbo’d liveliness, and although it is linked to all four wheels through a much-maligned (by me) CVT automatic, it is still a spritely little minx. Although the company doesn’t care much for 0-100 figures, our very un-scientific efforts showed somewhere between 6 and 7 seconds. However, you may as well hold a finger in the air, as we only used our iPhone apps to measure it.

Subaru says Outback is an SUV but in reality, is a high-set station wagon, thus has a lovely svelte profile that no SUV can match.

It has a sport wagon feel, the type a muscled water-sports lover can toss wet gear into the back of without feeling precious about ruining the cabin. The 2023 model has updated wheels, wireless Carplay, rejigged X-Mode for light off-roading, and a range of new alloys. The spare is also an alloy, so Hallelujah, no space saver needed at a distant site for wayward and weary campers. Getting a flat is still painful, but once changed, you’re good to go.

The seats have been tastefully redesigned, and somehow feel firmer yet more comfortable. An hour in the saddle was a doddle. Likewise the 11.6” centre screen has been fettled climate-wise. Subaru reps pointed out the clearer layout, but I had trouble picking from last year’s model. Despite the enormous screen, most of its real estate is taken by permanent controls.

The car’s settings are under the car symbol, at the bottom right hand corner. Infuriatingly, Brake Hold (keeping brakes on at lights without your foot being on the pedal) and stop/start have no memory. If you switch brake hold on, and stop/start off, you need to repeat it whenever you press the starter on the old girl. You have to schlepp into the menu again, and select the 2 options, whereas, most brands have stop/start and brake hold on/off buttons secreted about the dash or console. Apart from anything else, the notion that stop/start saves any fuel is a complete nonsense.

Video Review: 2023 Subaru Outback Sport XT FULL Review. Is the Turbo Engine Thirsty? #gaycarboys

1 Minute Video Review: The 2023 Subaru Outback Sport XT Turbo is quite sexy, but is it worth the money?

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ABOVE: 2023 Subaru Outback XT Turbo

The Drive:

Outback is not about to set a land speed records anytime soon. Instead, the Subaru is about comfort, leisurely. I’ve always thought the drive mode selectors are a bit daft. Whereas most brands have on and off road modes on the same selector, Subaru has the S/I (sport/intelligent) buttons on the steering wheel, and the X-Mode off road controls in the infotainment system. That aside, most other controls are easy to use.

S-mode makes the CVT behave like a normal automatic transmission. I do not know why Subaru changed to CVT, or why the company persists with the horrible transmission. While Subaru’s is one of the best, I’d rather a manual if a regular automatic isn’t an option. Sadly, a car with a clutch is as rare as rocking horse poo.

I-mode saps the big Scoob of most of its fun. The dreary CVT reverts to a painfully turtle-esque pace, making Outback feel like a sad old trollop at a bake-off.

I’m told it is a dab hand in the snow, but that all sounds like far too much exercise for my liking.

Steering is light but has enough resistance to simulate road feel, and I like that. The driver aids aren’t too intrusive, with all the auto-steering helping only when it feels stepping in is required. Lane departure and blind spot use the active assist, but it is the reversing auto brake that can cause code brown moments. It is frightfully sensitive and chucks out the anchors when you least expect it.

One last thing is the AEB which works a treat, so I discovered the hard way.

With all the highway assist features active, Outback was buzzing down the highway minding it’s own beeswax, when the traffic quickly slowed without warning. I don’t trust smart cruise control at the best of times, so applied a little light braking. We’d washed off about 1/3 of the speed when things came to a complete halt. The car was fully in my control so I pressed harder on the brake, but Outback was having none of it. It did a full emergency stop, making some wee come out. My life flashed in front of me, and I was not best pleased.

Full Specs and Brochure HERE. Subaru Outback Brochure

Conclusion:

I’m not going to hate on Outback just because a Facebook rando says so. Subaru lovers will think Outback is the business, and others just won’t get it. It is a clever move to make a wagon into an SUV, and isn’t a bad price considering the size.

The economy is disappointing, very disappointing. We struggled to get below 10L/100k.