Nappa leather-accented seat trim is standard, along with dual-mode memory driver’s seat, auto-folding side mirrors with memory, a heated steering wheel, power sunroof, nine-speaker Harman Kardon audio system with sub, gloss alloy wheels, and silver roof rails with integrated, stowable cross bars.Īcross the range, the Outback gets a new 11.6-inch portrait infotainment touchscreen, auto LED headlights, 18-inch alloy wheels, auto stop/start and a full suite of Subaru’s safety tech. The Sport model grade sits between the two, and if you get the Touring, you also get plenty of standard kit. That gets you the base Outback AWD, while the Outback AWD Touring we’re testing here starts from $47,790 before on-road costs. On the subject of buying, the pricing proposition is compelling. Full details are in our pricing and spec guide, and while we have the range-topper as our launch tester, you can get into the Outback from $39,990 before on-road costs. In fact, it’s often a challenge to talk them out of buying another one. It’s why so many people we speak to are onto their third or fourth Subaru. They are safe, reliable, feature a quality AWD system, and they have traditionally been enjoyable to drive. (Photo: Matthieu Lambert/Auto123.Subarus have a solid reputation in this country – and for good reason. When you don’t have navigation, the touch-sensitive LCD screen serves as an information display for radio, climate and fuel economy. You can’t even get the time of day without agreeing to the disclaimer. But every time you start the Tribeca, you have to get past a disclaimer usually found in navigation systems by pressing the AGREE button on the screen. It also shows what the standard-equipment rear view camera is seeing. And when you don’t opt for the navigation system, unlabeled buttons sit on top of the centre console, perpetually reminding you that you didn’t buy all the bells and whistles.Īnd when you don’t have navigation, the touch-sensitive LCD screen serves as an information display for radio, climate and fuel economy. The climate control rotary dials are spring-loaded and irritating to use make them infinitely twistable, which would make adjusting temperature and fan speed quicker. The A-pillars are large, which create blind spots at street corners.
The driver gets a good driving position, and the vast majority of the switchgear is within easy reach.Įverything isn’t perfect, though. The dashboard spills down into the centre console, creating a fluid and organic look. Inside, the Tribeca benefits from a pleasing environment, with good-quality furnishings and attractive styling. Still, you can’t blame Subaru for trying to create a distinctive shape. The rear end is also improved and no longer looks like it could swallow a giant 8-track tape. The second coming of the Tribeca brought a reskin, and the vehicle now looks more conventional than the first version, which was the spitting image of Q-Bert. Called the B9 Tribeca during the first few years, the B9 appellation was dropped when the second-generation model came out for the 2008 model year. Subaru took the long road, though, and fully developed its mid-size sport-ute, the Tribeca. Since 2008, the Tribeca sports a more conventional look. Some were more in a hurry than others, swinging a deal with another automaker to rebadge a model that already existed, which saves times and development costs. Every manufacturer knows it, and has reacted consequently. If you don’t have a mid-size SUV to offer in North America yet, you’re missing the boat.