Image Gallery

Exterior Styling

When you see a flash of World Rally Blue, accompanied by a flat-four burble, then you just know it’s a Subaru WRX STI. It is, and always has been, instantly recognisable.

The WRX STI Final Edition is one of the best-looking of the lot, aside from maybe the 3-door 22B and P1 special editions.

Head on, the Final Edition is aggressive and imposing. Angular LED daytime running lights create a striking silhouette at dusk. The corners are broad and pointy, with large grilles and vents to scoop in as much air as possible.

The traditional Subaru bonnet scoop is sunken. That means it doesn’t impose on the driver’s view, but from the front it is big and wide, looking to gobble up chunks of air as you power down the road.

Broad arches give the side profile a muscular feel. Unlike many of its predecessors, the WRX STI Final Edition does not feature gold wheels. The 19-inch multi-spoke alloy wheels are finished in graphite, which looks superb against the World Rally Blue paint.

Hidden behind the graphite wheels are huge, fluorescent yellow brake calipers. It just wouldn’t be a true WRX STI without these in-your-face features.

At the back, you get the humongous rear spoiler we’ve come to know and love. Quad exhaust pipes are prominent, as is the diffuser in the rear bumper. A shark-fin aerial is more subtle, and rounds off the exterior nicely.

The rear of the car is much more rounded than the angular front end. The result is a car with serious poise, like it’s raring to go.

Interior Finish

Step inside the WRX STI Final Edition and you can see the wrinkles starting to show. In recent years we have been spoilt with high-quality interiors on the lowest-model cars, so we come to expect the best.

The plastics are the worst part of the interior. They are terribly hard and scratchy in places, and that just isn’t acceptable any more. The Final Edition mark comes in the form of a sticker near the gear knob. No model number, no debossed headrests. It’s a bit disappointing for what is a last hoorah.

The seats are great, with plenty of side and shoulder bolstering to keep you firmly in place. That being said, they are quite big and cumbersome. The shell style Recaro seats found in previous models were much more visually-appealing.

There is a lot of alcantara featured throughout the cabin, and that’s a good think. Not only does it pay homage to the rallying pedigree, but it is a very modern material to use. Had the WRX STI Final Edition featured an alcantara steering wheel, I think I would have ignored the dodgy plastics altogether.

A chunky, flat(ish)-bottomed steering wheel frames big, red dials which are synonymous WRX STI. Simple yet effective, they allow the driver to reminisce over many hours spent on Gran Turismo as a child.

At the top of the dashboard there is a multi-function display. This features a boost gauge which also shows acceleration percentage use. There are other screens too, but it never left the boost gauge in our week with it, just trying to reach 100% acceleration.

Engine/Performance

The 2.5-litre, turbocharged flat-four petrol is unchanged for the WRX STI Final Edition. It puts out 300PS and 407Nm of torque.

Despite these sizeable figures the WRX STI Final Edition is not a rip-snorting, fire-breathing animal all the time. Low down it has that all-too familiar burble, but this engine relies heavily on its large turbocharger to generate power.

It has an old-school feel to it. This is an engine that needs to be worked to get the power out of it. Peak torque is only available from 4,000rpm.

There’s turbo lag when you put your foot down, but once it spools up the punchy performance is there. 0-62mph takes 5.2 seconds and the top speed is 159mph, which is certainly fast enough to get you into bother.

Power is sent to the symmetrical all-wheel drive system via a 6-speed manual gearbox. The WRX STI Final Edition features a Driver-Controlled Centre Differential (DCCD) which allows you to alter the driving characteristics.

The three-mode SI-Drive system also changes how the car performs. In ‘Intelligent’ mode it’s reasonably relaxed. In ‘Sport Sharp’ the throttle response is sharp, and the WRX STI is chomping at the bit to be let loose.

What is missing from the stereotypical Subaru experience is a stupidly loud exhaust. There’s no exterior noise, and for the WRX STI Final Edition I would have hoped for a sports exhaust.

Rivals of the Subaru – the likes of the VW Golf R or Ford Focus RS – have all the popping and banging going on. The WRX STI has that characterful ‘boxer’ engine, but without aftermarket interference it isn’t audible enough.

The WRX STI Final Edition is an incredibly quick car. The power is additive. It is a fitting swan song to what is a sad end of an era.

Ride/Handling

With all its experience on the world rally stage, it won’t come as a great surprise that the WRX STI Final Edition is very competent through the bends.

The AWD system offers plenty of grip, even on the greasiest roads. The DCCD is incredibly useful. Leaving it in ‘Auto’ mode will allow the car’s computer freedom to send the power where it thinks best.

By using manual mode, you can change the bias more to the front or the rear, depending on the conditions. And you really can feel the difference from behind the wheel. Putting the WRX STI in full ‘minus’ mode makes it rather tail-happy.

The steering has a reassuring weight to it. It’s sharp too, allowing you to point that poised front end where you want it, whilst the AWD system ensures you get round the corner quickly.

Stopping isn’t a problem, thanks to massive brakes. The front brakes are Brembo 6-piston calipers with 340mm discs.

What is a slight problem is the suspension. There is no fancy adaptive damping system here, the WRX STI Final Edition has a harsh, performance-oriented setup all the time.

On the track you would be grateful of the setup. On a B-road blast the Subaru is composed and planted. But on the motorway it’s incredibly bouncy. To the point where it becomes tiresome. Go on a long drive in the WRX STI Final Edition and you will arrive at the other end a broken shadow of your former self.

At low speeds through town you feel every bump. I get that this is a performance car, but to work in the modern world even the most hardcore cars have to be compromised to be able to live with them every day.

Economy

Economy has never been a strength of the WRX STI. Owners will tell you that the quoted combined fuel consumption of 25.9mpg is considerably better than they get out of their cars.

From our experience, it is possible to exceed this figure. On a decent, leisurely run we actually saw 30mpg. But that was, without doubt, the exception and not the rule.

An economy figure in the low-20s is hard to live with, and results in a fuel tank range of just under 300 miles. Get a bit giddy, and you’ll have to plan fuel stops into journeys, as well as becoming great friends with the local petrol station attendant.

The CO2 emissions make for even worse reading. At 252g/km the WRX STI Final Edition carries a first-year VED rate of £1,760. As eye-watering as that may seem, it gets absorbed into the purchase price so becomes less noticeable.

From the second year onwards, VED is fixed at £140 and, as the WRX STI Final Edition costs less than £40,000 there is no supplement to pay.

The WRX STI Final Edition doesn’t even try to hide its severe lack of green credentials. There’s no start/stop technology, or even an Eco mode on the SI-Drive system. That bonnet scoop is the perfect size to swallow small wildlife.

As with the handling and suspension, there is no compromise with the WRX STI Final Edition. It isn’t economical, nor does it pretend to be. So deal with it.

Practicality

Sit the WRX STI Final Edition on the driveway, and you could start to feel it’s a practical car.

Being a decent-sized saloon car there’s plenty of room both front and back. It’s easy to get in and out of, with its 4-door configuration. The aforementioned front sports seats are also easier to get in and out of than the old Recaros.

The boot is generous, but suffers from the limited opening space as found on every saloon car. But you could certainly get a decent amount of shopping or, with a bit of jiggery-pokery, luggage in there.

Even that large rear spoiler is more practical than its appearance would suggest. You see it’s perfectly sized and shaped so that you see right through it in the rear view mirror.

The problems with practicality come when you start the car and go for a drive. For starters that firm suspension will eventually cause rear-seat passengers to vomit. Which isn’t very practical at all. The inherent bounciness of the firm suspension is also fatiguing. So a long drive is far from refreshing.

Not that you’d be able to drive all that far between fuel stops anyway. The range is 200-300 miles depending on how gentle you are with the throttle, so the WRX STI Final Edition is not a car for a distance commuter, unless they have a big wallet.

With a reversing camera and lighter steering in ‘Intelligent’ mode, parking isn’t all too difficult. You have to be mindful on full lock however, as the AWD system is fighting itself and the car can stall if you’re a bit too blasé about it.

Equipment

Subaru has taken the approach of fully loading the WRX STI Final Edition as standard. There are no options to choose from; what you see is what you get.

And there are many things to see. For your convenience the WRX STI Final Edition comes with keyless entry and go. Annoyingly it is set by default with two-stage unlocking, and this can only be changed by a dealer.

One crucial piece of technology that’s missing is satellite navigation. And the fact this isn’t available as an option means there is no opportunity to add it. So your 7-inch touchscreen is missing a seemingly obvious feature.

On the one hand, you don’t need a sat nav because you’ll never get far enough on a tank of fuel to get lost. But on the other hand, if you do get lost you won’t have enough fuel to find the nearest fuel station by chance, so sat nav would have been most useful.

Privacy glass is standard, bolstering those exterior looks. LED headlights, taillights and daytime running lights look good, but also ensure you can clearly see the road ahead. Power fold door mirrors are useful in car parks.

But in terms of ‘equipment’ most of what you are paying for is mechanical. That DCCD and all its whizz-kiddery. The Brembo 6-pot brakes and their serious stopping power. There’s even plenty of safety equipment, including a Brake Override system and Brake Assist System, which help guide the WRX STI Final Edition to 5 Euro NCAP stars.

Heated seats and dual-zone climate control are a nice treat, and there is Bluetooth, USB and AUX connectivity to blare out your favourite music.

Value For Money

As there are no options on the WRX STI Final Edition, the price you see is also the price you pay. And that price is £33,995.

Remember, that includes the monumental first year VED of £1,760. Now £34,000 is no small sum of money. But a Ford Focus RS would cost a few grand more if you put some toys on it. As would a VW Golf R. And don’t even think about the Mercedes-Benz A45 AMG, which will end up almost £10,000 more.

Admittedly, all three of those cars would blow the WRX STI out of the water. But aside from the Ford none have even a fraction of the pedigree to beat the Subaru at a game of rally-legend top trumps. Whilst it isn’t a perfect car, the WRX STI Final Edition represents the final chapter in a love affair for many.

For that reason, it is perfectly plausible that the Final Edition will go on to be some sort of collector’s item. Only 150 are to be sold in the UK, making it a reasonably exclusive proposition.

Aside from that, it can still put up a decent fight against the newbies. There’s no denying that it’s still blisteringly quick, and could get you in serious trouble with the Old Bill. What’s more, its AWD system is robust and reliable. Having proven itself on the World Rally stage, the WRX STI makes light work of a typical British B-road.

So forget the fact it does naff-all to the gallon, and will shake your bones to pieces. Go any buy a WRX STI while you still can. Relive those Gran Turismo days.

Or just lose yourself in a blast down your favourite road, remembering the words of the late great Colin McRae: “if in doubt… flat out”.

Facts and Figures

The post REVIEW – Subaru WRX STI Final Edition appeared first on Simply Motor.

In the world of modern cars, platform sharing is becoming a popular occurrence. When the Subaru BRZ and Toyota GT86 launched a few years ago, there was literally nothing but the badge to separate them. They have both received minor updates for 2017, and whilst you still can’t separate the two, I opted for the Subaru. For me it comes down to two things: the badge, which is more synonymous with sports cars, and the exclusivity of there being fewer around thanks to number limitations on the Subaru. Time to see what those updates are all about…

Looks – 9/10

Subaru has given the BRZ some minor updates, and it certainly looks better for it. At the front the bumper has been sculpted to give a more aggressive stance. The lights are now LED, and that makes a huge difference. To the side the 10-spoke alloy wheels are a new design, and at the back the tail lights have been tweaked, and there’s a new spoiler. If I’m honest, I actually preferred the body-coloured spoiler as it was before, as opposed to this contrasted black one. But overall the exterior styling is still just what you want from a sports car: the large exhausts, those pillar-less doors, and the rounded arches which accentuate how low the BRZ is.

Inside, there are yet more changes. There are more flashes of leather throughout the cabin, with contrasting red stitching. The dials have been enhanced with the addition of a 4.2-inch multi-function display, although the clock and temperature readouts on the centre console have come directly from a 1990’s Legacy. The steering wheel is also new. Some may grumble that it’s got too many buttons and the older, simpler version was better, but I personally think that one looked like it had come from an old Sega Rally arcade game, and I much prefer this chunkier one. The multimedia screen has been updated, and no longer looks like an aftermarket afterthought. The toggle switches look good, but feel a little flimsy. That’s a shame, because on the whole the cabin feels much more robust and high-quality than it did before.

Handling/Performance – 7/10

Despite the cosmetic tweaks, the engine in the BRZ remains unchanged. It’s a 2.0-litre, naturally aspirated flat four – or ‘boxer’ – producing 200PS and 205Nm of torque. Power is sent to the rear wheels through a Torsen limited-slip differential, and you can opt for either manual or automatic gearboxes; both 6-speed. The problem is that for a sports car speed is somewhat lacking. The 0-62mph dash takes 7.6 seconds for the manual, and that’s a full second slower than the small hot hatches. The top speed is 140mph. Being naturally aspirated you have to explore the highest realms of the rev band, but the boxer engine doesn’t rev all that nicely. It sounds harsh, and you can feel the vibration through the gear stick. And 205Nm or torque is less than most lawnmowers, so you will find yourself shaking the steering wheel with rage screaming “more power!” at the top of your voice.

Thankfully the BRZ goes round corners much better than it goes in a straight line. The low centre and wide track keep the Subaru planted through the corners. Despite having reasonably skinny tyres (at 215mm wide) grip levels are good. Steering is weighty and direct, allowing you to point the nose exactly where you want it. The beauty of the lack of power is that the BRZ never feels like it’s going to kill you. Sure, the back end will start to step out when you push too hard, especially in the wet, but it’s progressive, and easily held. Despite your backside being about 2 inches from the tarmac, the BRZ is actually comfortable. I only grumbled in stop start traffic as the clutch isn’t the friendliest, but I enjoyed some long motorway slogs in the Subaru with no drama.

Economy – 9/10

When you hear the words ‘boxer engine’ you automatically fear the worst in the economy department. You see the turbocharged versions found in Imprezas and WRX STis were never exactly frugal. But the engine in the BRZ is not turbocharged. And the BRZ is hardly a heavyweight, with a kerb weight of 1,242kg. The result is a car that’s surprisingly economical, returning 36.2mpg on a combined cycle. And on some longer runs I was achieving a figure in the low 40s. CO2 emissions are 180g/km, and that’s a bit on the high side. Because whilst the subsequent years will be charged at the flat rate £140, the first year rate is £800, and that’s pretty tough to stomach. Oddly, the automatic emits 164g/km, resulting in a first year rate of £500.

Practicality – 7/10

Subaru describe the BRZ as a 2+2, and I can see why they might: there are two seat-like objects in the back. But try and sit in them and you will discover they are as useful as a chocolate teapot. Unless you have no legs. Put it this way, I am 5ft7in short, and with the driver’s seat optimised the rear legroom was approximately 3 inches. With a taller driver even kids would struggle. So if you’re buying the BRZ with a view to having people in the back regularly, then forget it. If you’re not, then you’ll do just fine with the Subaru. The boot is a decent size. Visibility is good, and the standard equipment includes keyless entry and go, dual-zone air conditioning, hill start assist, cruise control, heated front seats and automatic headlights. Frustratingly, a satellite navigation system is an optional extra.

Fun – 8/10

With that sporty styling bringing the kerb appeal, the BRZ makes you want to get in and drive it. When you take your seat, you will be impressed with the low-down, straight-legged driving position. You are at one with the road, and feel like you are an important part of the machinery that separates from the tarmac. On the right road you can enjoy that boxer engine, taking it up to the red line and wringing out every last horsepower. Unfortunately there will be times when you find yourself at the lights next to a little hot hatch, or a German saloon. And you will have to sit there, in your sports car, knowing that you can’t win. Most of the time, the BRZ is great, but you will inevitably wish for more power, and over time I think this could grow to be quite the annoyance.

Concluding Remarks

The changes to the BRZ may be small, but they do make a big difference. In particular the revised instrument cluster makes the interior feel a little more modern, although features such as the clock are straight out of the 1990s. The engine still feels like it needs a little more power, as the performance is not quite as impressive as it should be. But in terms of fun, you can’t go wrong with the BRZ. And providing you don’t have children over the age of 6 – they just won’t fit – then it’s also an easy car to live with. Prices start at a reasonable £26,495, but that puts the BRZ directly in the firing line of the faster, more family-friendly Ford Focus ST. For more information visit the Subaru website or your local dealer. It may not be the obvious choice, but it’s definitely a fun choice: one you won’t regret.

Total Score – 40/50 

The post REVIEW – Subaru BRZ SE Lux appeared first on Simply Motor.

Forgive me, but I’m going to go all nostalgic for a moment. When I first got my PS One, without doubt my favourite game was Gran Turismo 2. And in my garage of a hundred or so cars, were several Subaru Imprezas. This was the car for the PlayStation generation. Fast forward past the 22B, the bug-eye, the hawk-eye and the hatchback, to the car you see before you; the WRX STi. It’s a boxer-engined, 4WD saloon with a bonkers bonnet scoop and an even more bonkers rear spoiler. I was a little bit giddy when it arrived at my house. So I grabbed the keys, and headed straight out on the road.

The Subaru Impreza/WRX STi has changed appearance several times over the years. And I think the current iteration is one of the best. The car seems to suit a 4-door saloon best, although I didn’t mind the hatchback as much as others. The front end is aggressive, and looks daunting as it appears in your rear-view mirror, thanks to an angular front bumper. From the driving seat the bonnet scoop is barely noticeable, but from the front it looks big enough to inhale small children. There are broad arches front and rear, complimented by 18-inch graphite alloys. At the rear you get 4 exhaust pipes, a diffuser and the trademark large spoiler. The shark-fin aerial is a nice touch, and with my test car finished in World Rally Blue Pearl it looked superb. The Subaru turns heads wherever you go.

Inside you get half-leather and alcantara seats, although the front seats are no longer Recaro, which is a shame. The interior has lots of red throughout, from accents on the seats to stitching on the door cards and steering wheel. And the steering wheel is a thing of beauty; flat-bottomed, chunky and brandishing the STi logo it frames the red dials brilliantly. The information screen still looks a little old-hat now, but by the time you put the turbo boost gauge on it you don’t really care. The general feel of the interior is much better than previous years, with nicer plastics and a carbon-fibre effect trim. Sure, it’s not got the same feel as, say, a Volvo, but it feels much more premium than people expect from a WRX STi.

Handling/Performance – 8/10

The engine in the WRX STi is the same as was in the previous model, and that does put it on the back foot against more powerful rivals. It’s a 2.5-litre, turbocharged flat four. That gives you 300PS and 407Nm, accompanied by a familiar boxer ‘burble’. The gearbox is a 6-speed manual, and this is very involving for the driver. Get it off the line properly (easier said than done with 4WD) and you’ll it 0-62 in 5.2 seconds. The top speed is a licence-losing 159mph. There are three drive modes; Intelligent, Sport, and Sport Sharp. The former is useful on the motorway and through town. You don’t end up in the car in front by breathing on the throttle and it almost feel civilised. Put it in sport sharp and the WRX STi is on maximum attack. Throttle response is lightning quick and allows you to haul yourself out of a corner with some force.

The WRX STi is a very capable car. The 4WD system is a proven one, and offers reassurance through ample grip. You can alter the centre differential which can make the car lean towards understeer or oversteer, and if you choose the latter then the Subaru becomes rather tail happy. The steering is nice and weighty, and allows you to point the nose exactly where you want it. Suspension is firm, but is composed on the uneven surfaces of a British B-road. On the motorway you can notice a little bounciness, but (despite being non-Recaro) the seats are comfortable enough to mitigate any spinal injuries. Stopping power is provided by large brakes with 4-piston calipers up front. This is a driver’s car, there’s no doubt about it. Find a good road and just eat up the miles. It’s not for commuters or long motorway hauls.

Economy – 5/10

Now many of you will say that “you don’t buy a Subaru and expect it to be good on fuel” and part of me does agree with you. However, other cars have shown that you can expect some level of economy. The combined fuel consumption for the WRX STi is 27.2mpg. I will admit that on a motorway run I managed to better this figure, but if you’re getting 30mpg then you’re doing well. Worse are the CO2 emissions; at 242g/km the WRX STi is in VED band L. And that means your road tax is a whopping £870 in the first year. Even after this, you will still begrudge the £490 each year. By sticking with the old engine, Subaru have left the WRX STi lacking the refinement of its competitors.

Practicality – 8/10

Fun – 8/10

Total Score – 38/50

The post REVIEW – Subaru WRX STi appeared first on Simply Motor.

Unbeknown to a significant majority of the public, Subaru have been updating their model line-up. Their latest car is called the Levorg. This, apparently, is a combination of the words “Legacy”, “revolution” and “touring”. For the UK, this is the replacement for the Legacy, and shares a platform with the WRX STi. So the DNA is there, but would the Levorg live up to its heritage? It’s certainly not an obvious choice in the estate car market, but that’s not to say it isn’t a good one. I grabbed one for a week to see for myself.

Handling/Performance – 6/10

The Levorg gets an all-new engine, and the headline stats are as follows: it’s a 1.6-litre, direct-injection turbocharged boxer engine with 170PS and 250Nm of torque. This is sent to a classic Subaru symmetrical AWD system via a CVT gearbox. And therein lies the weak link. CVT gearboxes are just not involving or engaging for a driver. Yes, it will go from 0-62mph in 8.9 seconds and on to a top speed of 130mph. At motorway cruising speeds it works well; keeping the revs extremely low. But when you want to drive a bit more enthusiastically is just makes a lot of noise and over-revs. Even switching to the manual paddleshift mode didn’t help. In normal driving the engine is smooth, and there is that familiar boxer burble; albeit a little more muted than its ASBO sibling.

Because of the capable AWD system and relatively low power output, the Levorg never seems to run out of grip. It doesn’t ever spin a wheel, whatever the weather, and gives the impression that it wants more power to deal with. The steering is nicely weighted and the turn-in is good. For a sizeable estate car it corners well, and the suspension copes well with most road surfaces. The issue with the Levorg comes between the corners, with the car feeling a little underpowered, and not helped by the gearbox being too busy picking a ratio to properly get the power down. The Levorg does however come into its own on the motorway, where it is quiet, comfortable and rather pleasant to drive.

Economy – 7/10

On one hand, the new 1.6-litre DIT engine is more economical than previous Subaru petrol engines. Combined fuel consumption is 39.8mpg and the Levorg emits 164g/km of CO2. That leaves the car in VED band G. Road tax is £185 in the first and subsequent years. The Levorg gets start/stop technology to help save fuel in traffic and reduce CO2 emissions. But there’s an underlying feeling that Subaru would have done better simply to fit one of their diesel engines in the car, especially given how well it cruises on the motorway.

Practicality – 8/10

The Subaru is a very nice car to live with. The rear legroom is particularly plentiful, and even tall drivers will find a driving position that suits them, thanks to the various adjustment of the seat and steering wheel. The Levorg comes equipped for the modern generation; with USB ports both front and rear to charge and connect devices. Other standard equipment includes a reversing camera, satellite navigation, dual-zone air conditioning, keyless entry and go, power adjustable driver’s seat and auto lights/wipers. The boot is spacious, and there is a hidden storage compartment owing to the absence of a spare wheel.

Fun – 6/10

I was impressed with the appearance of the Levorg. It looks good, whether it be in a car park or the reflection of a shop window. People glance to double check what it is, as they won’t have se
en many on the roads. I like the standard kit list, as there is more than enough to keep you entertained behind the wheel. What lets the Levorg down is the driving experience. With a lack of real power, and the CVT gearbox, there lacks a sense of driver involvement. Whilst the AWD system is capable it just doesn’t put a smile on your face, and I think that’s a shame. The car has great potential, but just falls short on being a driver’s car. Disappointing considering it has WRX STi DNA in its bones.

Concluding Remarks

The new boy in town will turn a few heads, but unfortunately it looks a lot sportier than it drives. By developing a new petrol engine, Subaru have put the Levorg in a strange market position. It’s not particularly fast, and the petrol engine is not as economical as a diesel would be. The Levorg costs £27,495, and given the level of equipment that’s rather good value. You get a 5-year warranty, and the assurance from Subaru’s reputation for building rugged, reliable cars. For more information visit a dealer or head to the Subaru website. The Subaru Levorg GT is not an obvious choice in the estate car market, but it’s sleek, well-equipped, and has proper Subaru blood running through it.

Total Score – 35/50

The post REVIEW – Subaru Levorg GT appeared first on Simply Motor.

The Subaru Outback is based on the Legacy, but with a more rugged appearance. The Legacy is no longer available in the UK, but if you want a big, capable estate car then it may just appeal. It has the Subaru AWD pedigree, and has undergone a cosmetic upgrade to make it more interesting to look at too. With more of these types of car in the market- from the Skoda Superb Estate to the Audi A4 Allroad- there is definitely demand there. So is the Subaru a good choice? And have the recent tweaks ensured it keeps up with rivals? Well I borrowed one for a week to see for myself.

Looks – 8/10

The Outback has certainly benefitted from its restyling. I like how it looks. The exterior is a magnificent blend of toughness and luxury. Along the bottom edge of the bodywork you get a plastic trim, which suggests a rugged, go-anywhere attitude. The flashy, two-tone alloys are 18-inches in diameter, but still come with plenty of rubber on them so you wouldn’t mind taking them in a field. The chrome front grille, chrome window surround and privacy glass add those premium touches. My test car was Lapis Blue Pearl, which is a deep, sophisticated blue, and really suits the car. What’s more, if you look hard at the front end you can spot some familial lines from the likes of the WRX STi. A nice touch, although most people probably won’t care.

I have been left unimpressed with the interior quality of other Subaru’s, but this has also been updated on the Outback. Being the SE Premium my test car was well equipped, and featured plenty of soft leather throughout the cabin. But what I like more is the variety of finishers used. This isn’t just a gloss black trim. There’s silver plastics, gloss black, a grained aluminium centre console and a lighter coloured roof lining. It creates a balanced, airy interior that pleases the eye. The blue dials catch the driver’s eye, and the touch screen media screen is now integrated, and no longer looks like an after-market afterthought.

Handling/Performance – 4/10

There are two engine options for the Outback; one petrol and one diesel. My test car came with a 2.5-litre petrol engine, which produces a (not so) whopping 175PS and 235Nm of torque. The petrol is only available with a Lineartronic (CVT) gearbox. The result of pushing your right foot into the carpet is a horrid amount of noise. And then 0-62mph in 10.2 seconds. The top speed is 130mph. I don’t understand what point the 2.5i has in the modern world. It’s not that powerful, and the gearbox is not good at all. It makes a big noise like something is going to happen… but nothing ever does. Subaru estimates that over 60% of sales will be the diesel, and I’ve heard good things about it. Oh, and you can have it in a manual too.

Another downside to the 2.5-litre engine is the rate at which it sups fuel from the tank. This is one area the CVT gearbox does try to help, because on the motorway it keeps the revs really low. That results in a consumption figure of 40.4mpg on a combined cycle. That isn’t too bad, but the diesel manual will do 50.4mpg, which is better. Start/stop technology helps keep the emissions to 163g/km, but that still leaves the Outback in VED band G. £180 road tax in the first and subsequent years is not the end of the world, but this engine has no upside. The diesel manual is 145g/km which means £145 tax, but the fuel savings would be larger than this.

Fun – 4/10

The Outback is stylish, and is enjoyable to live with. It has a great level of kit, and makes life easy on a long run. I enjoyed getting to grips with the gadgets, and although I cannot personally vouch for this I reckon it would be a good laugh on some tricky terrain. Unfortunately the 2.5-litre petrol engine and CVT gearbox spoilt the car for me, and meant I could not enjoy driving it. I tried all the different modes, with Sport on the SI-drive system and switching to paddleshift mode, but it didn’t really help. If Subaru were that adamant this car would come with a 2.5-litre, it should have been the one from the WRX STi. That is something I’d happily give a go.

Concluding Remarks

Total Score – 32/50

The post REVIEW – Subaru Outback SE Premium appeared first on Simply Motor.