The totally redesigned, third generation, 2005 Subaru Outback offers a larger, more stylish, and less boxy exterior, plus more room, comfort, and luxury inside than ever before. It’s a winning combination.

Subaru builds the Outback as both a sedan, and a station wagon, which was our test vehicle. The Outback wagon comes in six models — the top of the line 3.0 R L.L.Bean Edition and flagship 3.0 R VDC Limited; the 2.5i and 2.5i Limited Wagon models — both powered by a naturally aspirated 2.5-liter 4-cylinder boxer engine; and the 2.5 XT (our test vehicle) and 2.5 XT Limited models — both which are powered by a 250-horse, intercooled, turbocharged 4-cylinder boxer engine.

Walkaround: The most immediately noticeable change is the pronounced wedge shaped body, which is more rounded on the edges than previous models. Two honeycomb-like bars split the Outback’s grille horizontally, clearly distinguishing it from the Legacy. Large round fog lamps both emphasize and soften the aggressive lower fascia. A low-rise air intake on the XT’s hood hints at the power lurking beneath.

Other redesign details include glass-look D-pillars, a larger color selection with additional monochromatic choices, increased use of chrome, a rear gate spoiler and raised black-letter tires. Outback 3.0 R and 2.5 XT models also feature body-color exterior mirrors with integrated LED turn signals. A functional hood scoop on the 2.5 XT supplies air to the engine-mounted intercooler. The Outback 3.0 R L.L.Bean Edition is distinguished by a front underguard, specific alloy wheel design, L.L. Bean badging, and exclusive exterior colors.

The rear bumper is protected by a full-width step pad, and the roof rack comes already fitted with cross bars.

The wheelbase has also been increased from 104.3 inches to 105.1 inches, with overall length increased by just under two inches, while the center of gravity has been lowered for improved handling and safety. There’s also more ground clearance than the Legacy, making the Outback better suited to gravel roads and deep snow.

 Interior: The Outback 2.5 XT features the usual complement of power windows, mirrors and door locks along with A/C, six-speaker AM/FM/CD stereo, remote keyless entry, dual-zone automatic air, tilt steering wheel, auto-off headlights, control, leather-trimmed upholstery, brake handle and shift lever, and power moonroof.

Front four-way power seats in the XT and above have better overall support; and more comfort than the 2.5i models, and include manual lumbar adjustments. Two rear seat occupants have their own cup holders and storage space located on the back of the front seats. There’s a compartmentalized storage tray hidden beneath the floor and on top of the spare tire, and two covered storage bins in the cargo area.

The dash offers mildly textured, high quality, seamless, low-gloss vinyl to minimize reflected windshield glare. Instrumentation is trimmed in black in the 2.5i and XT models, while chromed in the 3.0 R. But gauges in all models are round and large, positioned directly in front of the driver and easy to read at a glance through the three-spoke steering wheel.

Topping the center stack are two large, tall vents with four-way directional vanes, but no airflow adjustments. Between them is a large storage bin with retracting cover, with the trip computer display positioned directly below. Next down the C-stack are the audio controls, with the climate control panel positioned directly below. Except for the stereo tuner, controls are managed by large, round knobs and intuitive, easy-to-understand and use, buttons and switches.

The wagon’s tailgate has ample room for a six-footer when open. A pull-down handle for shorter folks also spares your hands contact with the exterior’s collected road dirt and grime.

Aided by the sloping hood forward visibility, as well as the side and rear vision, is excellent. All Outbacks equipped with a full complement of safety equipment, including curtain-style airbags.

Options: Outback buyers can order all sorts of aftermarket-type options through dealers. Three cargo nets ($42 to $68) are available — one which attaches to the rear seatbacks and ceiling-mounted hooks, separating the passenger and cargo compartments. An auto-dimming/compass rearview mirror is available for those models on which it isn’t standard. Other options include an upgraded security system with perimeter alarm; trailer hitch; cargo area spotlight; subwoofer/amplifier; hood protector; a front bumper underguard; all-weather floor mats; locks for alloy wheels; short-throw shifter for manual transmissions; and a Momo-brand shift knob ($97 for manual, $112 for automatic).

Under The Hood: As noted, two four-cylinder engines and one six-cylinder engine are available. Our test vehicle boasted the new, 250-horse, turbocharged intercooled four-banger. This powerplant is designed for people who really like to drive. It surges with power at high rpm’s making this car fun to drive on winding mountain roads. The five-speed automatic transmission features Sportshift, a manual-type shift function allowing drivers to select individual gears without using a clutch pedal.

Standard across the line is Subaru’s all wheel-drive, which comes in three versions, each matched to specific combinations of engine and transmission. In the 2.5 XT, the automatic is the Variable Torque Distribution (VTD) version, which distributes engine power via a planetary center differential managed by an electronically controlled, continuously variable hydraulic clutch. Under ideal conditions, power is split 45/55 front/rear for a more sporty, rear-wheel-drive dynamic. Under less than ideal conditions, the split can reach a maximum of 50/50. And under less-than-ideal conditions, like in deep ruts around curves over uneven ground, the VTD delivers, catching the rear end just as it begins to drift, and brings it back in line. The system is almost counterintuitive, as most drivers will want to lift off the throttle; while keeping the hammer down actually helps the VTD do its job.
   Behind The Wheel: The Outback 2.5 XT is great fun to drive. The turbo winds up with minimal lag, hitting its stride, at a modest 3,600 rpm. It comes on in a linear surge all the way up to redline. Upshifting, especially using the friendly manu-matic Sportshift, at 500 to 600 rpm’s before that point, delivers more power sooner and drops the engine back into the deep part of the torque curve quicker.

Steering is light and responsive, with good feedback and on-center feel. The suspension is calibrated to absorb pavement irregularities without disturbing directional stability, be it a straight line or twisty road. There’s some body lean in hard cornering, but thanks to the lower center of gravity, it’s nothing serious.

The Outback 2.5 XT acquits itself surprisingly well off the pavement as well, especially when fitted with the five-speed automatic.
   Whines: Tire and road noise make their way into the cabin, but not as bad as some higher-priced cars either. Optioning out an Outback can get pretty spendy.

Bottom Line: The Outback was already better than good. The redesigned version improves on everything. It’s a practical, fun to drive, go-almost-anywhere wagon with a dedicated following. It’s no bargain, but in “get what you pay for” terms, it’s a good buy.