2026 Subaru Outback Premium Review

The Outback returns for another round, still family-friendly and capable. But it looks a bit different. Is it still likeable? 

There aren’t many cars left quite like the Subaru Outback. Or at least there weren’t. For decades the Outback occupied a unique niche in the market, being a jacked-up station wagon for people who occasionally ventured beyond sealed roads. It was more capable than a conventional wagon, yet it tried not to be an SUV. The latest Outback seems to have admitted defeat, and now wears a more upright stance, having moved noticeably closer to SUV territory.

Previous generations still carried obvious station wagon DNA even though the Legacy wagon vanished long ago. This latest version adopts a bluff front end, chunkier proportions and more visual mass. Proportionally it’s still not too tall, with just a whiff of wagon influence left to remind us of its roots, but we feel it has lost its Outback-ness.

Subaru is still channelling its adventurous side however, the NZ range now includes the Wilderness variant, which is positioned as the ‘most off-road-focused Subaru ever’. It has 240mm of ground clearance, improved approach and departure angles, unique suspension tuning with electronically controlled dampers, tougher styling and a 2.4-litre turbocharged boxer engine.

Outback starts at $54,990 for the base model, climbs through Premium and Touring variants in $5k steps, while the Wilderness and Wilderness Apex top the range at $69,990 and $74,990 respectively. We had the mid-spec Premium on test recently. 

Still family orientated

The Outback remains fundamentally a family car, which is immediately obvious in the second row. The rear doors open wide, making access easy, while rear-seat passengers are greeted by generous legroom, plenty of headroom and a comfortable seating position. Three children across the back doesn’t present any issues, while two adults could happily settle in for a lengthy road trip. There are rear air vents, USB charging ports and a generally pleasant atmosphere as Subaru has made a decent effort with the materials. There’s soft-touch trim on the doors, lined storage pockets and some interesting fabric inserts. The seatbacks don’t recline, which feels a little unusual these days, but overall rear-seat comfort is good. One thing Subaru still refuses to abandon, however, is the roof-mounted centre seatbelt. It’s annoying and always has been. 

The boot is enormous. The load area is long, wide and genuinely useful. Wheel arches don’t intrude significantly and there is a full-size spare wheel underneath the floor. The trade-off is a slightly higher load lip, but we’d happily accept that in exchange for a proper spare. 

Folding the rear seats (once you get that seat belt out of the way) creates a reasonably flat load floor. Then there’s Subaru’s curious new cargo cover arrangement. It’s designed to function as a cargo cover, divider, hammock and even tailgate protector. That all sounds clever, but in reality it’s a fiddly nuisance, a solution trying to do too many jobs at once. One other disappointment is that Subaru’s clever integrated roof crossbars appear to have disappeared. 

Buttons are back

Upfront, you’ll find a cabin that feels like a blend of old and new Subaru thinking. While the touchscreen remains central to the experience, it no longer dominates. Physical buttons have returned in greater numbers so turning the heating up is easy, as is summoning the parking camera. The system itself is good, offering multiple viewing angles and clear image quality. Android Auto paired quickly and remained connected throughout, while general infotainment usability proved straightforward. Sat nav makes the grade here, but there’s no charge pad, about the only thing we missed. And there are plenty of charging sockets about. Digital instruments now sit ahead of the driver, offering a degree of customisation without too many gimmicks. 

The quality is sound. You won’t mistake it for a premium machine but it has a durable, well assembled vibe. The fabric trim across the dashboard works particularly well, reducing reflections and noise. The front seats deserve special mention too, being comfortable, supportive and well suited to long-distance driving. Heating comes standard, while the wheel warmer is a welcome extra.

Smooth, not exciting

The Outback persists with Subaru’s familiar 2.5-litre naturally aspirated boxer four-cylinder engine. Subaru seems to have been refining this engine forever. Every generation brings improvements in efficiency and drivability, and it’s become a polished powerplant. Output stands at 137kW with 254Nm arriving casually at 3400rpm. It’s paired again with the CVT auto, driving all wheels. Those wanting more power will have to progress to the Wilderness, which upgrades to the turbocharged 2.4-litre unit producing a far healthier 194kW and 382Nm, the latter on from an easier 2000rpm.

What you can’t get is a hybrid. In a market where demand is on the up for petrol electrics, Subaru’s decision to launch without any form of electrical assistance feels odd. Especially given the Outback’s positioning as a family vehicle where fuel consumption matters more than ever at present. 

The official figure for the 2.5 sits at 8.1L/100km. During our test the Outback was sitting in the 11L/100km range for urban missions, but settled back to 9.9L/100km after some easy motorway miles. 

The boxer is a pleasant operator. It’s smooth, refined and works well with the CVT, the launch clean and it’s free of shift shock. Around town the powertrain is easy going, though a bit more low down pull wouldn’t go amiss. Ask for moderate acceleration and it responds willingly enough but genuine urgency requires a decent kick in the guts as peak performance lives above 4000rpm. A little electric torque would sharpen response, improve economy and make the entire package feel more modern. It would also improve the restarts of the idle/stop operation.

While the powertrain isn’t the Outback’s standout feature, its overall refinement certainly is. This remains a most comfortable daily mount. Ride quality is excellent. The suspension absorbs rough surfaces/speed bumps without being all floaty. No matter the surface, Outback maintains an impressive sense of composure.

The steering is similarly well judged. It’s light enough for parking duties yet nicely weighted at higher speeds. On winding roads the Outback doesn’t embarrass itself. It remains planted and stable through the bends, where any impending understeer is quelled masterfully by the stability aids. The rubber elicits the occasional squeal, but the chassis remains balanced and predictable. And iffy surfaces don’t faze it, the all-wheel-drive system going about its work.

Still capable and safe

When the pavement ends, the Outback can still keep trucking. There’s enough ground clearance and wheel articulation for what most owners will get up to. There’s the X-Mode to provide additional traction assistance in slippery conditions too. Off piste, we found switching off the stability systems allows for some wheel slip and a little more freedom to let the Outback climb more challenging terrain. But the road-focused rubber will always be the limiting factor. The Wilderness model will let you take things further, its extra torque helping it in tricky situations, along with its enhanced suspension package. An upgrade to a chunky, A/T type tyre will help traction, while adding to the visuals. 

The EyeSight safety suite returns with an upgraded camera system and more computing power. It is yet to be ANCAP tested but. Adaptive cruise control works seamlessly and while the lane departure warning system is beepy, its actual steering interventions are limited. The steering assistance function works best when lane markings are clear, though poor weather and faded road markings can reduce effectiveness. That’s simply the reality of camera-based systems. You’ll find the driver monitoring system a little too diligent. Most alerts are justified, but it could give you a little more leeway. 

Still a favourite? 

The new Outback retains its comfortable, practical, refined and genuinely capable character. We particularly like the way it drives on all the sorts of roads you might come across in New Zealand. The cabin is spacious and there are enough features on the spec list. It’s not stunning value, especially if measured against large SUVs from China, but it is competitive amongst more established rival brands. A lack of a hybrid option is about the only glaring issue, and some might take time to adjust to the new look.  

Subaru Outback Premium 

$59,990  /  8.1L/100km  /  183g/km
0-100 km/h 9.6s
Ambient cabin noise  70.1dB@100km/h
Engine  2498cc / Flat 4 / DI
Max power  137kW@5800rpm
Max torque  254Nm@3400rpm
Drivetrain  CVT / AWD
Front suspension  Mac strut / swaybar
Rear suspension  Wishbones / swaybar
Turning circle  11.1m (2.5 turns)
Front brakes  Ventilated discs
Rear brakes  Discs
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-225/60R18
Wheelbase  2745mm
L/W/H  4880 / 1880 / 1715mm
Track f-1585mm  r-1610mm
Fuel capacity  63L
Luggage capacity  530-1810L
Tow rating  750kg (2000kg braked)
Service intervals  12 months / 15,000km
Warranty  5yrs / unlimited km
ANCAP rating  Not yet rated
Weight (claimed)  1732kg