2010 Subaru Outback
It was 1996 when Subaru decided to combine station wagon “garagability” with outdoorsy car-like utility. The Legacy Outback became known as “the world’s first sport utility wagon” and helped launch a new category of vehicles called crossovers. Since that time, mainstream crossovers have saturated the market, but the Outback has retained its unique and sporty wagon appeal, not to mention a growing fan base.
For 2010, the Subaru Outback enters its fourth generation and undergoes a full redesign. While Legacy is no longer part of its name, the Outback still shares its new platform with the sedan. This 5-door is wider, taller, yet a hair shorter than before. Wheelbase gains almost 3 inches to 107.9, yielding a larger interior.
And the new Outback isn’t just stouter, it’s more rugged-looking, while also taking cues from the new Legacy. The front end starts with a more upright grille, flanked by expressive-looking hawk-eye headlamps. On profile, scuff-resistant lower rocker moldings and body cladding further convey the Outback’s enhanced capability.
But this is no poser. With 16- and optional 17-inch wheels, ground clearance edges up to 8.7 inches, giving it more off-road potential than many crossover rivals. Up top are standard roof rails, with crossbars that swing into position only when needed, a segment first that helps minimize wind noise.
The body-colored D-Pillars help emphasize the new sectioned taillights, and give the Outback a more traditional rugged utility look than before.
Hands-down, this is the roomiest Outback cabin to date. It’s also decidedly more upscale. Like Legacy, the dash is comprised of a variety of dissimilar shapes, well-drawn lines, and metallic trim.
Controls are laid out in a smart, easy-to-use manner. Ditto the standard electronic parking brake with hill holder, the first among non-luxury crossovers. And, with green motoring in mind, there’s even a gauge for monitoring fuel economy.
Seats are nicely contoured and padded for a high level of comfort. Our test 2.5i Limited had leather trim, 10-way power adjusters for the driver, as well as seat heat. A tilt/telescoping steering wheel with audio and cruise is now standard. This up-level tester also came with Bluetooth, dual-zone climate control, and a 440-watt Harmon-Kardon audio system. Other available high-end amenities include voice-activated navigation, a rear-view camera, and a power moonroof.
The spacious rear seat makes ample room for three and offers a new recline feature. The 60/40 fold adds excellent versatility to the Outback’s abundant cargo space. Room behind the 2nd row swells from 34.3 cubic feet to 71.3 with seats folded down. That’s a gain of 6 cubes over last year, and more than a Jeep Grand Cherokee. A pair of all-wheel drive boxer powertrains are also shared with the new Legacy.
Standard is a revised 2.5-liter single cam four-cylinder with i-Active valve lift, outputting a square 170 horsepower and 170 pound-feet of torque. It pairs to either a six-speed manual or a CVT automatic.
The 3.6R adds the Tribeca’s 3.6-liter 6-cylinder powerplant. This one sends 256 horses and 247 pound-feet through a 5-speed automatic.
Our 2.5 CVT generated Government Fuel Economy Ratings of 22 city/29 highway on regular gas. We achieved the expected 24.7 in real world driving.
The Energy Impact Score is a modest 14.3 barrels of oil consumed per year, while its Carbon Footprint measures a tidy 7.7 annual tons of CO2.
The downside to this environmental awareness is the long 10.1 seconds needed to get to 60 miles per hour. The quarter mile was equally painful at 17.8 seconds at 79 miles per hour. You can feel the boxer’s torque, but the CVT acts like a fire blanket.
The Outback sports a new double-wishbone rear suspension, and stability and traction control are now standard across the board. Still, handling is also no strong suit. Softly sprung, there’s very little feedback through the chassis. Steering is numb and lazy, and the high center of gravity results in lots of sway and body roll.
The Outback’s brakes are 4-wheel discs with ABS and new Brake Assist. Stops averaged a longish 133 feet from 60 to zero. There was good stability, but the Outback still stops like a much larger vehicle.
Fortunately, what the Outback lacks in track performance, it more than makes up for with a smooth, comfortable ride. It’s nice and cushy for long road trips and extended commutes. Pricewise, the new Outback begins at $23,690 for the base 2.5i. The 3.6R starts at $28,690.
The 2010 Subaru Outback returns with a bolder outer show, more utility-like practicality, and plenty of interior refinement. It’s not much of a driver’s car, but it’s ideal for family carting and an outdoor lifestyle. Add in mid-twenties fuel economy, and the Outback becomes an excellent alternative to the conventional crossover-and the main reason, we believe, that Outback’s popularity is bound to keep growing.
Specifications
- Engine: 2.5-Liter Single Cam Four-Cylinder
- Horsepower: 170
- Torque: 170 Lb Feet
- 0-60 MPH: 10.1 Seconds
- 1/4 Mile: 17.8 Seconds @ 79 MPH
- 60-0 MPH: 133 Feet
- EPA: 22 MPG City/ 29 MPG Highway
- Mixed Loop: 24.7 MPG
- Energy Impact: 14.3 Barrels Oil/Yr
- CO2 Emissions: 7.7 Tons/Yr
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft