2015 Subaru Outback
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 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg