The Outback XT is much more fun to drive. The turbo spools up with minimal lag, and when it hits its stride, at a relatively low 3600 revolutions per minute, it comes on in a linear surge that pulls all the way up to redline. Changing up a gear 500 or 600 rpm before that point delivers more power quicker, however, as it drops the engine back into the deep part of the torque curve sooner. Shifting the manual isn't as intuitive or as crisp as it could be, but with acclimation, this should become more reflexive. The five-speed automatic, called Sportshift, is a friendly manu-matic, with gear changes accomplished as they should be: push the lever forward to shift up, pull it back to shift down. It upshifts on its own well before the engine hits its rev limiter, however, depriving manual gearbox lovers a degree of control over their car that they consider essential to enjoying the driving experience.
Steering is light and responsive in the XT, with good on-center feel. The suspension is properly calibrated to absorb pavement irregularities and undulations without disturbing directional stability, whether in a straight line or on winding roads. There's some body lean in hard cornering, but nothing untoward. All of this is a credit to a lower center of gravity in the 2005 over the 2004 achieved by an added inch in track front and rear, by lowering the engine in the chassis about an inch and by a redesign of the rear suspension that lowered the roll center.
The Outback XT accounts for itself surprisingly well off the pavement, especially when fitted with the five-speed automatic. In the XT, the automatic gets the Variable Torque Distribution version of Subaru's three all-wheel-drive systems. The VTD uses a planetary center differential managed by an electronically controlled, continuously variable hydraulic clutch to distribute the engine's power. Ideal conditions see the power split 45/55 front/rear to deliver more of a sporty, rear-wheel-drive dynamic; under less than ideal conditions, the split can reach a maximum of 50/50. And under those less-than-ideal conditions, like in deep ruts around curves over seriously uneven ground, the VTD delivers, catching the rear end just as it begins to drift wide and tucking it back in line. The system is almost counterintuitive, as most drivers will want to lift off the power, while keeping the power on actually helps the VTD do its job.
The 3.0 R sedan and wagon are for people who like to travel, to get where they want to go with minimal fuss and bother. To this extent, these two don't fit the Outback mold, as the original inspiration for the car was to involve the driver, to invite participatory driving, on road and off, or at least in rough, unpaved and slushy stuff. This seeming gap aside, the 3.0 R in either configuration is comfortable, competent and cooperative, and more.
The 3.0-liter flat six-cylinder engine is almost as smooth as a V8 and puts its V8-like power and torque to the road smoothly and willingly, without much ado. Its VTD will take it off road where few will think of going, even to the extent of occasionally hanging a wheel out in the air while transiting an ungraded ridge, and bring it back. It'll gobble up straight stretches of pavement at high rates of speed, then endure hard braking before carving around curves at speeds well above posted advisory limits, with easily anticipated understeer when pushed. But where it shines for the targeted buyer is on the interstate and traipsing to the country club for a round, a set, or dinner. The valet might not park it ostentatiously by the front door, but neither will it be spirited away condescendingly into the night.
The top-of-the-line 3.0 R VDC Limited is more of an image car for Subaru, a showcase for the company's technological advancements. The VDC stands for Vehicle Dynamic Control, a system that combines electronic four-wheel traction control with VTD in a system intended to step in when needed to keep the car under control in emergency maneuvers, or if an overly exuberant driver decides to test the laws of physics.
Nary a buzz, squeak or rattle was noticed in the test cars, comprising a 2.5 XT Limited with manual transmission and a 3.0 R wagon. Little wind noise was apparent, confined mostly to rushing air around the roof rack. More tire and road noise makes its way into the cabin in the 2.5i than in the 3.0 R, but not to any disturbing degree in either. Next Page