2015 Subaru Outback

2015 Subaru Outback

Episode 3407
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

While station wagons have long been out of American favor nationwide, drive around New England and you’ll see lots of square-back, Subaru Outbacks. Now maybe it’s because of their standard all-wheel drive, or even that Subaru uses the word “utility” to describe it. All we know is that where Volvo wagons were once king, the Outback now reins. And, this all-new, 5th generation, 2015 Outback shows no sign of surrendering that crown.

While being the “World’s First Sport Utility Wagon” may have started as a marketing tag, there’s no denying that the Subaru Outback has come to embody the rugged, all-weather, all-road station wagon. 

Visually, like the companion Legacy sedan, the new Outback is a little more vanilla and a little bit less “Subaru-unique”. Yet, you still know it’s a Subaru, and perhaps THE Subaru. 

Familiar too is the way it drives, though there is a welcomed amount of steering and road feel added in, and a little bit more noise kept out. Some staffers found the suspension to be firmer than expected, though that clearly fit’s Subaru’s “rugged and livable” image. 

Many other detail changes focused on what owners asked for; like a better navigation system, moving the info center from the dash to the gauge panel, a real temperature gauge, more safety features, and softer materials. It’s mostly all for the good, though some of the useful info has become a little harder to read, and there’s now way too many controls on the steering wheel.

Seats however, have taken a step back. They are a little more supportive, but also harder. Plus, the optional perforated leather rubbed some of our staff the wrong way.

No one can deny the wealth of interior space for the money, both in seating, and in cargo room. The latter climbs to 35.5 cubic-ft. with the seat backs up, 73.3 cubic-ft. with them down. Roof rails with retractable cross bars are again standard, and a power lift gate is now available. 

We’re not sure how many people pony up for the 256-horsepower 3.6-liter boxer-6 with 247 lb-ft. of torque, but it’s very smooth as is the CVT transmission attached to it. Base Outbacks find the CVT fitted to a slightly enhanced 2.5-liter boxer-4 with 175-horsepower.

Regardless of engine choice, this Outback does enhance its rugged ways as the standard all-wheel-drive system now includes X-Mode traction management, with hill descent control, and 8.7-inches of ground clearance. That makes it more capable than most crossover utilities. 

Despite that high ground clearance, there was very little roll through our slalom course. And while the Outback prefers a relaxed pace, there’s very little understeer and only minor computer intervention. New Active Torque Vectoring is standard, using selective braking to the inside front wheel to help the Outback pivot around corners. 

As for acceleration, despite sounding very aggressive and jumping off the line, power build is slow and steady; taking 7.5-seconds to hit 60. The full ¼-mile took us 15.8-seconds, crossing the line at 91 miles-per-hour.

Simulated shifts are added into the CVT transmission. Reaction is better but you still won’t be fooled into thinking it’s a real automatic. Panic braking produced lots of nose dive and an out-of-sorts rear end; as well as average stops from 60 of 133-feet.  

Dimensionally, the new Outback has grown a little bit in all directions, but you’d be hard pressed to notice it. 3.6R Limited models get the highest level of content ever in an Outback; including HID headlights, dual stainless exhaust tips, 18-inch alloy wheels, turn signal mirrors, heated front and rear seats, and both wood and matte finish interior accents.

New safety features include a standard rear view camera, the latest version of Eye Sight, Subaru’s Rear Vehicle Detection System, and front seat cushion air bags. An electric parking brake is carryover. New is Hill Holder and Incline Start Assist.

Government Fuel Economy Ratings are 20-City, 27-Highway, and 22-Combined which we matched perfectly on regular gas. But most buyers will give up some guts and go with the four-cylinder for a 25% economy gain and a combined rating of 28 MPG. That makes for a reasonable Energy Impact Score of 11.8 Barrels of Oil used and 5.2 Tons of CO2 emitted annually.

That 4-Cylinder 2.5i Outback starts at $25,745. Our 3.6R Limited goes for 8-grand more at $33,845.

We think the 2015 Subaru Outback has received the perfect amount of change. It has been upgraded, sure; but it’s still a unique vehicle with great appeal. It’s likely more practical than most crossovers, and definitely more efficient, performing equally well in daily commuting and weekend getaway duties. So yes, Americans are still buying wagons, and most of them are Subaru Outbacks.

Specifications

  • Engine: 3.6-liter
  • Horsepower: 256
  • Torque: 247 lb-ft.
  • 0-60 mph: 7.5 seconds
  • 1/4 mile: 15.8 seconds @ 91 mph
  • EPA: 20 mpg city/ 27 mpg highway
  • Energy Impact: 11.8 barrels of oil/yr
  • CO2 Emissions: 5.2 tons/yr
2025 Honda Odyssey 13

2025 Honda Odyssey

The Ultimate Family Truckster Loses Base Trim, Gains Style

Episode 4434
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in the day, before the dawn of the SUV era, the station wagon evolved into the minivan as the ultimate family vehicle. And there are still plenty of people living in the van ages, with good reason. Not only do they pack more features than ever, but many have even become quite premium in nature. Which brings us to this latest Honda Odyssey.

The Honda Odyssey has been on a people-pleasing crusade to make family life as easy as possible for Americans since 1995, and today exists as a true feature-packed oasis of space and flexibility in the desert of look-a-like SUVs. For 2025, this fifth-generation Odyssey, which has been on the streets since 2018, gets a host of updates to keep it at the top of the segment.

Upgraded style is part of the plan. Up front, there’s a new grille with a chunkier crossbar, along with a slightly different shape to make room for larger headlight lenses. The rear fascia gets its own reshaping; reflectors on the ends move from horizontal to vertical, and there is now a diffuser-style cutout in the bumper. All trims get new wheels ranging from 18 to 19 inches. Everything done to accentuate the Odyssey’s width and to portray a more premium vibe.

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Tech upgrades include a new 7-inch instrument cluster that brings back the look of actual gauges instead of just having a digital speed display. A high-mounted 9-inch touchscreen is now standard for infotainment and works with faster processing speeds. The optional Rear Entertainment System gets a big upgrade with a larger 12.8-inch his-res screen, along with improved functionality and connectivity.

Technically, there’s more standard content here than before, but in reality, it’s because they’ve removed the base EX from the lineup, this comes after removing the base LX 2 years ago. So, clearly Odyssey buyers are looking for lots of content, and that’s what they’ll find in Elite which remains the top option. It comes with two-tone ventilated leather seats, heated steering wheel, premium audio, and hands-free liftgate.

The Odyssey has remained one of the most entertaining [minivans] to drive.

Unlike many family vehicles, Honda doesn’t make you choose between three-place bench or two captain’s chairs, it gives you both with a bench that has a removable center section. There’s a great 32.8 cu.-ft. of space behind the third row, and 86.6 cu.-ft. after easily stowing them in the floor. Max capacity with the second-row seats removed is 140.7 cu.-ft.

Same VTEC single overhead cam version of Honda’s 3.5-liter V6 engine under the hood, with the same 280 horsepower and 262 lb-ft of torque that’s it’s been rocking out since 2018. It gave us plenty to work with at our Mason Dixon test track, feeling fine off the line with a 7.2-second 0-60 trip. Power delivery stayed consistent down the track; no real peaks or valleys, just a steady flow only briefly interrupted by quick gear changes in the 10-speed automatic transmission. Overall, just a smooth and steady quarter-mile experience that lasted 15.6 seconds, ending at 92 mph.

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Throughout the many comings and goings of vehicles in the minivan segment over the years, the Odyssey has remained one of the most entertaining to drive, providing lots of feedback, and responding quickly to steering inputs. But, the suspension is obviously tuned more for long distance comfort, so body roll and understeer will both eventually show up if you push too hard. No problems when pushing the brake pedal hard, as the Odyssey consistently came to well-controlled stops of 115 feet from 60 mph, with moderate nosedive.

For more important family vacation getaway maneuvers, the Odyssey remains a solid highway cruiser, with a quietness to it that rivals many luxury sedans, or just makes all that familia noise from the backseats seem all that much louder. Government Fuel Economy Ratings are 19 City, 28 Highway, and 22 Combined; we averaged a good 25 mpg of Regular. That’s an average Energy Impact Score; with use of 13.5 barrels of oil annually, with CO2 emissions of 6.5 tons.

With a base EX no longer in the mix, pricing now starts with EX-L at $43,670; top Elite goes for $52,630.
The Odyssey continues to dominate its segment. One third of all minivan sales are credited to a Honda dealership. We’re doubtful that will change anytime soon, as the 2025 Honda Odyssey not only packs in more and more of the features that families are looking for, but looks better than ever. It also remains one of the most engaging minivans to drive. Now, that’s a combination that’s hard to beat.

Specifications

As Tested

  • Engine: 3.5-liter V6
  • Transmission: 10-speed auto
  • Horsepower: 280
  • Torque: 262 lb-ft
  • EPA: 19 City | 28 Highway | 22 Combined
  • 0-60 mph: 7.2 seconds
  • 1/4 Mile: 15.6 seconds at 92 mph
  • Braking, 60-0 (avg): 115 feet
  • MW Fuel Economy: 25.0 mpg