News & Reviews- Tag: tall

New Car Reviews

2019 Volvo V90 Cross Country T6 AWD Road Test

Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly redesigned models and some entirely new entries as well, Canadian buyers flocked to its full lineup of SUVs instead of this tall mid-size luxury crossover wagon.

The result is the V90 Cross Country’s cancellation in our market as of 2020, this 2019 model year being its last after just three years. Along with the V90 Cross Country’s demise is the end of the regular V90 wagon too, while the beautiful and highly competent mid-size S90 luxury sedan remains in the lineup for at least another year and hopefully longer.

The choice to forgo a crossover wagon for a big flagship luxury sedan flies in the face of convention, with some brands, particularly Volvo’s previous parent Ford (and it’s Lincoln luxury division), eliminating cars almost entirely, but the continuation of the S90 is probably more about maintaining a premium image than adding to the bottom line, because with only 835 combined S90, V90 and V90 Cross Country sales in its peak calendar year of 2018, and merely 295 after a 65-percent plunge in 2019, none of these cars would’ve made much of a difference to Volvo Canada’s profitability.

Standard styling elements include satin-silver bumper garnishes and Volvo’s trademark Thor’s Hammer LED headlamps.

For a bit of background, the V90 Cross Country replaced two generations of XC70 from 2000 through 2016 (it was dubbed V70 XC for the first three years), and by doing so once again brought Volvo’s renowned style, respected quality, sensible pragmatism and turbocharged, supercharged four-cylinder performance to the crossover wagon segment, while upping its luxury quotient to an entirely new level of opulence.

Anyone who’s spent time in a modern-day Volvo knows exactly what I mean, especially when equipped in one of its top R-Design or Inscription trims. The V90 Cross Country doesn’t use the usual trim nomenclatures for the Canadian market, but my tester was nicely outfitted with its Premium package and therefore, together with its generous list of standard features, is quite possibly (or should I say, was quite possibly) the most luxurious crossover wagon available today.

Then again, Audi may have something to say about that. The German brand now offers Canadian urban adventurers their all-new 2020 A6 Allroad in the same rather uncompetitive class, and while the four-ringed contender from Ingolstadt is impressive, Gothenburg’s outgoing alternative looks and feels richer inside despite costing $12,700 less.

The 2019 V90 Cross Country starts at a very reasonable $62,500 compared to the A6 Allroad’s lofty $75,200 price tag, and while Audi’s brand image is certainly more upscale than Volvo’s, and its turbocharged 3.0-litre V6 makes an additional 19 horsepower and 74 more lb-ft of torque than Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that puts out 316 horsepower and 295 lb-ft of torque, the Swede is slightly more pragmatic from a fuel economy perspective, with a claimed Transport Canada rating of 11.6 L/100km in the city, 8.1 on the highway and 10.0 combined compared to 11.8 city, 9.1 highway and 10.6 combined.

The 250 horsepower V90 Cross Country T5 AWD was discontinued at the end of model year 2018, by the way, this previously the base model at $59,500, while the $84,900 Ocean Race T6 AWD also said goodbye to the market for 2019. Now for 2019 there’s just one T6 AWD trim level, but the noted $3,900 Premium package does a good job of making it Inscription-like, thanks to features such as heated windshield washer nozzles, auto-dimming and power-folding side mirrors, LED interior lighting, aluminum treadplates, a heated steering wheel rim, front and rear parking sensors with graphical warnings, Park Assist Pilot semi-autonomous self-parking, a 360-degree Surround View camera system, a HomeLink universal garage door opener, four-zone automatic climate control, a cooled glove box, heatable rear outboard seats, power-folding rear seatbacks and outer head restraints, a really innovative semi-automatic cargo cover, an integrated soft safety net to separate cargo from passengers, blind spot monitoring with cross-traffic alert, and more.

The aforementioned $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, which is included with the Audi incidentally, but the A6 Allroad only provides black and beige leather options inside, and it’s not plush Nappa leather like Volvo’s, which can be had in four no-cost optional hues including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).

It should be noted that despite appearing richly appointed my tester was far from fully loaded, as it was missing the $3,600 Luxury package with its gorgeous tailored instrument panel, sensational upgraded front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage function, and cooling ventilation, plus manually retractable side window curtains in back. My test model didn’t have the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only had 19-inch alloys instead of $1,000 enhanced 20-inch rims, or for that matter body-colour bumpers, wheel arches and sills, $425 Metal Mesh decor inlays (although the hardwood was lovely), $250 black headliner, $1,500 graphical head-up display, $3,750 Bowers & Wilkins premium audio system (with fabulous aluminum speaker grilles), and $600 dual two-stage child booster seats integrated within the rear outboard positions, with all of the above potentially increasing the 2019 V90 Cross Country’s price by $18,375 to $80,875.

While that might sound like a lot for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without a massage, and while it includes that brand’s fabulous “Virtual Cockpit” digital gauge package (the V90 gets a digital instrument cluster too, just not quite as configurable as the A6 Allroad’s), getting said massage, along with upgraded Valcona leather will set you back another $4,050, while adding on all of the V90’s advanced driver assistive systems will cost another $2,400. You can also add the $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, $2,500 for Night Vision Assistant, $500 for quieter dual-pane glass, $350 for Audi Phonebox with wireless charging, another $350 for rear side airbags (some impressive stuff), and $1,000 for full body paint (already priced in to the top-tier Volvo), bringing the German model’s total to $102,650, less an expected $1,000 in additional incentives if you choose to sign up for a CarCostCanada account in order to learn everything you can before speaking to an Audi dealer (see CarCostCanada’s 2020 Audi A6 allroad Canada Prices page).

That’s $1,000 less than a Volvo dealer is prepared to slice off of the V90 Cross Country, or so says CarCostCanada on their 2019 Volvo V90 Cross Country Canada Prices page, but considerable savings aside the Volvo should really impress anyone considering either of these two fine vehicles. They’re both unquestionably handsome from the outside, and come equipped standard with all expected LED lighting tech and brushed metal accents to dazzle owners and onlookers alike. The minimalist Audi cabin is sublime, as is Volvo’s ritzier interior, their materials and build quality never in question, the only differences being a desire to appeal to varying tastes.

Even before sliding into the V90 Cross Country’s enveloping driver’s seat, its high-quality gleaming metal- and leather-wrapped key fob sets the tone. This said its proximity-sensing access means it will most likely remain in your purse or pocket and not be touched at all—such a shame. Once inside, Volvo covers most surfaces with premium soft-touch synthetic or optional contrasting French-stitched leather, plus gorgeous dark oak inlays across the entire instrument panel and all doors. The fancier version gets the previously noted metal inlays instead, but truly there’s enough satin-finish aluminum trim elsewhere that more metal is hardly necessary.

Key areas below the waist are soft to the touch, not so with many premium brands such as Lexus (although they sell nothing in this class), while all pillars are nicely wrapped in the same high-quality woven material as the roof liner. The ritzy details spoken of earlier include much of the switchgear that’s downright jewellery-like. Seriously, the exquisite diamond-patterned edging around the main audio knob, plus the twisting ignition controller and scrolling drive mode selector, not to mention the beautifully formed vent knobs, are gorgeous bits of metalwork, while the digital displays are some of the best in the industry.

Before I continue, I must say that most everything I’m talking about is standard in Canada. Volvo even includes an impressive vertical tablet-style touchscreen on the centre stack, which in my opinion is one of the best in the business. Not only is it brilliantly clear and high-definition, with nice deep and rich colours, plus as easy use of a regular smartphone or tablet, with familiar tap, swipe and pinch functions, but it’s filled with loads of capability, making it one of the most versatile infotainment systems around. I also like that it mostly doesn’t change from one Volvo model to the next, so when you’re stepping up from an XC40 to this V90 or an XC90, you’ll enjoy the same impressive infotainment experience.

The fully configurable digital gauge cluster is standard too, and provides a nice clear display with a slight matte finish so there’s not much glare. While configurable, I wouldn’t go so far to say it’s as versatile as Audi’s aforementioned Virtual Cockpit, being that you can’t maximize infotainment system features to turn the entire cluster into a map, for instance. Audi’s cluster reduces the primary gauges into tiny dials at each corner, whereas Volvo’s dials remain mostly full-size all the time. Still, the V90’s gauge cluster offers excellent usability in other ways, the gauges shrinking slightly when using some features in the centre-mounted multi-info display, and that area quite large and appealing with plenty of attractive graphics and most features from the infotainment system, including a detailed, colourful navigation map.

As impressive as its interior is, one of the V90 Cross Country’s best attributes is the superb drivetrain noted earlier. Its 315 horsepower and 279 pound-feet of torque provide spirited V6-like performance off the line and quick response for passing manoeuvres. It’s mated to a quick-shifting eight-speed automatic with manual mode, but unfortunately no paddles to keep the fingers busy in the more comfort-oriented V90 Cross Country. Rather, those wanting to row through the gears must do so via the shift lever, which is no problem yet not as easy as leaving both hands on the wheel for maximum control. Then again, I almost never bothered to shift the autobox anyway, as it went about its duty with effortlessly quick gear changes needing no prompting.

The Cross Country doesn’t provide the same level of handling sharpness as the regular V90 T6 AWD R-Design tested last year, but it certainly comes within a hair’s width of matching it. It’s 58 millimetres (2.3 inches) taller, causing its centre of gravity to raise upwards somewhat, so naturally it can’t provide the same lateral grip as the more hunkered down sport wagon, but you likely won’t notice much difference unless pushing it extremely hard, and that’s not really what the Cross Country is all about. It’s better at getting you out from within a snow-filled ski resort parking lot, or allowing for greater ease and confidence inspiring control while trekking through a muddy cottage country back road.

The V90 Cross Country is equipped with standard all-wheel drive, but no off-road mode, yet it manages slippery conditions well. I’d even be willing to venture into some light off-roading situations, such as overcoming small stumps and rocks on a logging road, for example, or wading through a shallow river bed, because that’s exactly what Volvo has promised is possible with this all-weather, all-season, multi-activity vehicle.

With standard roof rails on top, plus available cross-members, bike racks, overhead storage containers and more, the V90 Cross Country becomes an ideal companion for outdoor activities such as cycling, kayaking, camping, and more. Volvo provides plenty of other accessories too, such a $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA), allowing owners to take full advantage of this crossover’s capabilities.

While trekking through the wilderness, or merely overcoming the unkempt lanes in most of Canada’s inner cities, you’ll enjoy a wonderful ride, the V90 Cross Country providing even more comfort than the already impressive V90 wagon. This is a car I could drive all day long and never tire of. Together with its fabulous front seats, which are superbly comfortable and provide excellent support, there’s no real reason to spend more for the fancier massaging buckets unless money is no object.

Even more importantly for me, the driver’s position is ultra-adjustable and therefore should be perfect for the majority of body types. I’m a bit shorter than average at five-feet-eight, but my legs are longer than my torso, which can cause a problem if the steering column doesn’t provide enough reach. No such issues with the V90 Cross Country, however, that provides an ideal setup for both comfort and control.

There as an incredible amount of room in back, too, with almost 10 inches in front of my knees when the driver’s seat was set up for my long-legged frame, plus five inches remained from my shoulder to the door panel, another four or so next to my hips, and about three and a half above my head. Stretching out my legs was easy, with my shoes placed underneath the driver’s seat, while comfort was increased yet more via my tester’s four-zone auto climate control that provided a useful panel for controlling each rear outboard passenger’s temperature. The heated rear seats would no doubt be appreciated for winter ski trips with the family, as would the massive standard panoramic sunroof overhead, this completely eliminating any feelings of claustrophobia that can happen for some when seated in back, but then again it seems bizarre to imagine someone feeling closed in while seated anywhere in the spacious V90 Cross Country. Aiding the V90’s open, airy experience are HVAC vents on the backside of that centre console, and more at the midpoint of each B-pillar, while LED reading lamps hover overhead. A complex centre armrest flips down between outboard passengers, complete with pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage container.

The V90 Cross Country’s powered liftgate lets you into the spacious cargo area, while the aforementioned retractable cargo cover automatically lifts up and out of the way. The cargo compartment, which measures 560 litres (19.8 cubic feet) behind the rear seatbacks and about 1,530 litres (54 cu ft) when the rear row is lowered, is luxuriously finished with plush carpets all the way up the sidewalls and rear seatbacks, plus of course the floor, while below an accessorized rubber all-weather cargo mat (part of a $355 Protection package that includes floor trays for four seating positions, a centre tunnel cover, and the just-noted cargo tray), my tester’s floor included a flip-up cargo divider featuring integrated grocery bag hooks. The floor can be lifted further, exposing a shallow carpeted compartment for storing very thin items, such as the carpeted floor mats while the all-season ones are in place.

Aiding versatility, the V90’s 60/40 split-folding rear seatbacks include a small, narrow centre pass-through that’s ideal for a couple of pairs of skis, or alternatively each portion of the seatback can be dropped down flat via powered release buttons attached to the cargo sidewall. These automatically flip the headrests forward too, which incidentally can be lowered from the front to aid rear visibility as well.

If you’re currently driving a four-door sedan or wagon and not quite sure if a tall, SUV-like crossover such as Volvo’s XC90 is the right way to go, this V90 Cross Country is a good alternative. All said, I’m not going to recommend it over Audi’s new A6 Allroad mentioned throughout this review, but I will go so far as say that it measures up in all ways other than high-speed performance, and possibly prestige. Then again, Volvo has been reviving its respectability as of late, and has long enjoyed its own diehard following that would consider nothing less. Comfort is arguably better in the Volvo too, and as noted earlier this V90 Cross Country is a bit stingier on fuel. In the end it will come down to personal taste, and the ability of your local Volvo dealer to find a new one still available. If your interest is piqued, I recommend calling now before it’s too late.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

New Car Reviews

2019 Subaru Outback 3.6R Limited Road Test

The Outback has long been my favourite family-oriented Subaru, unless you consider the four-door WRX STI a family car. I know my son would’ve tried to convince me of its practicality, but he would have done the same for a BRZ back in the day. Now he’s a man and while I’m still his old man, I’m also an aging man, so not surprisingly comfort is starting to matter a lot more than performance, while having somewhere to haul my stuff around is important too.

A quick glance at this mid-size crossover wagon might cause you to question whether or not it’s as roomy inside as one of its slightly taller five-seat crossover SUV competitors, such as Ford’s Edge, Hyundai’s Santa Fe, Chevy’s new Blazer or Nissan’s Murano, or even Jeep’s more 4×4-capable Grand Cherokee, but not so. While the Outback sits lower than any of the just-noted utilities, its cargo capacity, which measures 1,005 litres (35.5 cubic feet) when all seats are in use or 2,075 litres (73.3 cubic feet) when the second row is lowered, is nearly identical to the Edge, Santa Fe and Grand Cherokee, and considerably more spacious than Murano and Blazer, so there’s no practical reason to choose an alternative SUV over the Outback.

In fact, while I’d like to see a centre pass-through or an even more versatile 40/20/40-split second row in the Outback or any of its aforementioned rivals, the Outlook provides handy cargo wall-mounted levers to lower its 60/40 split-folding seatbacks down automatically, plus a nice retractable cargo cover and rugged available cargo mat, making it ideal for all types of hauling duties including winter sports.

Of course, the Outback’s standard all-wheel drive is probably its best all-season asset, its Symmetrical layout renowned for providing an even distribution of torque to each wheel and better weight distribution overall, including a lower centre of gravity thanks in part to its volume brand-exclusive horizontally-opposed “boxer” engine design. I’ve tested Outbacks since I initiated my writing career 20 years ago, and even drove the exact same one as this in white last year, and thanks in part to standard electronic traction and stability control its all-wheel drivetrain provides impressive capability no matter the road conditions, even when the white fluffy stuff surrounding my test car in the photos is on the road. It’ll climb out of much deeper snow than that, of course, something I experienced numerous times in ski hill parking lots and in winter conditions elsewhere, while its flat-four and -six engines maximize torque, which is optimal when dealing with off-road-like conditions.

Incidentally, Subaru refreshed the Outback for 2018 and is currently launching its redesigned 2020 Outback, so if you head down to your local dealer you’ll likely see the new one sitting in the showroom and some 2019s (which are identical to the 2018s) still on the lot, the latter models still needing homes and therefore reduced in price to sell quickly. At the time of writing CarCostCanada is reporting up to $3,000 in additional incentives for 2019 Outbacks, while you can also check this website for trim, package and option prices, plus rebate information and even dealer invoice pricing that could save you thousands when it comes time to negotiate, so for this reason alone it’s a good idea to consider a 2019.

Of course, the decision to choose a redesigned or outgoing model shouldn’t only be based on finances unless one’s limited budget demands, yet I still can’t see 2020 Outback buyers being wooed solely by styling as the new version hardly looks much different than the old one from the outside, despite subtle changes from front to back. See next to each other, the new one looks more refined and sleeker, but I understand why the old model’s chunkier, more rugged design would have more appeal to plenty of buyers.

Open either model’s front door and you’ll see an interior delivering more plush luxury than their exteriors let on, the new version receiving the mainstream volume sector’s biggest centre display at 11.6 inches, while it’s now positioned vertically instead of horizontally, as is done with this 2019 Outback’s generously sized 8.0-inch touchscreen. I’m not about to detail out the 2020 version right now, being that I haven’t even sat inside one yet, but I can appreciate why some would-be buyers will be anteing up just for that mammoth monitor.

This said I wouldn’t be at all surprised if someone chose the 2019 Outback in order to get my tester’s fabulous 3.6-litre six-cylinder engine, which is being discontinued ahead of the 2020 model. Most recently it’s been optional in top-tier Outbacks and loaded up versions of Subaru’s Legacy mid-size sedan, but as soon as I learned that the brand’s newest Ascent mid-size three-row crossover SUV wouldn’t be offering the six-cylinder variant I knew its days were numbered.

For a quick history, the flat six arrived as an option for Subaru’s 1988–1991 XT two-door sports coupe. It was based on the brand’s four-cylinder of the time, and was soon upgraded for that model’s successor, the much more appealing 1991–1996 SVX, a model that I tested and totally blew me away back in 1994. This engine was replaced by the EZ30, a ground-up redesign that was notably almost as compact as the EJ25 four-cylinder of the time, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more potent 3.6-litre EZ36 iteration added as an option for the 2009 and 2010 model years respectively. As a side note, both versions of the EZ engine were used in the new Ascent’s three-row crossover SUV predecessor, dubbed Tribeca, with the 2006-2007 variant getting the smaller variant and 2008-2014 models using the larger.

Enough history? I don’t normally deep dive so far into the past when it comes to engines, but when a relatively small brand makes such a big move, it seems relevant to go over some of the details. It’s also a bit of a shame. Most of us feel a need to help green our planet in some way or another, and altering the way we drive is certainly a less intrusive way than going vegetarian (not that there’s anything wrong with that), but even though 2019 to 2020 fuel economy figures show night and day savings, these don’t fully reflect real-world driving that might have a heavier right foot applied more often than not, causing a smaller four-cylinder engine to rev higher in order to extract the same performance that a larger displacement six-cylinder engine would need to for the same result.

Before comparing consumption, 2019 model year engines include an entry-level 2.5-litre four-cylinder making 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already covered a length except for output numbers that equal 256 horsepower and 247 lb-ft of torque. For 2020, the base 2.5i receives a complete overhaul resulting in 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which combine for a new total of 182 horsepower and 176 lb-ft of torque, while a new optional turbocharged four-cylinder engine displaces 2.4 litres and makes an even more abundant 260 horsepower and 277 lb-ft of torque, which is a nominal increase of 4 horsepower yet a very generous 30 lb-ft of extra torque when compared to the outgoing six.

How about efficiency? The 2019 Outback 2.5i achieves a claimed 9.4 L/100km in the city, 7.3 on the highway and 8.5 combined compared to 9.0 city, 7.1 highway and 8.0 combined for the new 2020 base engine, which is certainly an improvement. Comparing 2019 Outback 3.6R fuel economy to the new 2020 2.4i is even more dramatic, with the outgoing engine managing an estimated 12.0 L/100km city, 8.7 highway and 10.5 combined rating and the new version achieving 10.1 city, 7.9 highway and 9.0 combined.

To Subaru’s credit there doesn’t seem to be any downside with the Outback’s optional move from a six to a turbo-four, and few brands have had more experience building boosted four-cylinder engines, its WRX legendary for multiple world rally championships as well as dependability (those two normally going hand in hand), but I will miss the six-cylinder engine’s smooth, refined operation and throaty growl at takeoff.

Shifts occur via continuously variable transmission, so while it feels much like a conventional automatic swapping its cogs as required, it’s actually Subaru’s High-Torque Lineartronic CVT with an eight-speed manual mode that mimics gear changes very well, unless pushed higher up into the engine’s rev range where it doesn’t pull off the process quite as well. Subaru includes paddle shifters for more hands-on engagement, but after playing with them for testing purposes I never found the need for them again.

While quite quick off the line and plenty capable for passing slower moving vehicles on the highway, plus reasonably agile through fast-paced corners when pushed hard, the Outback hasn’t really been designed for performance buyers. No, this tall wagon is all about comfort, and to that end it’s best just to leave this ultra-smooth transmission in default mode and enjoy the ride, which is, by the way, superb. In fact, it has one of the most compliant suspensions in the industry, making it ideal for bumpy cottage roads and trips to the ski chalet, let alone tooling around town while running errands.

I’ve long found Subaru’s standard full-time symmetrical all-wheel drive system superior to other AWD systems I’ve tested, one of its advantages being an “X-MODE” button on the lower console that when activated controls the engine’s output, transmission shift points, the AWD system’s torque-split, plus the braking and hill descent control systems in order to overcome more challenging off-road conditions than most rivals should ever attempt. I wouldn’t go so far to say the Outback could replace a true four-wheel drive utility, but its advanced AWD and impressive 220 mm (8.7 inches) of ground clearance certainly make it more capable than most car-based crossover rivals.

As you might imagine, I’m looking forward to getting into the 2020 Outback (next week in fact) just to see how it improves on this 2019. Obviously the larger centre touchscreen mentioned earlier in this review will be a night and day upgrade, which I’ll report on at length in a future review, but it’ll be just as interesting to see how Subaru updates the rest of the cabin. I’ll need to be especially good to beat the current Outback’s near premium levels of interior refinement, as it already boasts such niceties as fabric-wrapped A pillars, a soft-touch dash-top and instrument panel that’s contrast stitched and wraps all the way down the sides of the centre stack, padded door uppers, inserts and armrests front to back, and leather upholstery with contrast stitching in my almost top-line Limited model.

The leather-wrapped steering wheel looks good and feels great in the palms and fingers, its nicely carved out thumb indents adding a sportier touch. The buttons and rocker controls on the steering wheel spokes are high in quality and function well, while all of the cabin switchgear is up to snuff, particularly the audio and dual-zone automatic climate control knobs on the centre stack.

It wasn’t long ago that Subaru trailed the segment in electronic interfaces, but the brand has been taking such sizeable strides forward in this respect that as noted earlier it’s now a segment leader, and while the 2019 Outback won’t wow your neighbours like the new 2020 will, it’s still competes well next to its peers. Both models use fairly traditional primary instrument clusters featuring analogue dials to both sides and a tall, vertical multi-information display (MID) at centre, but the 2020 says sayonara to the sportier double-hooded motorcycle-style gauge design currently being used for a more conventional look that’s actually a letdown at first glance, but that said its 5.0-inch MID can now be upgraded to a full 12.3-inch digital instrument cluster.

That means 2019 Outback Limited and Premier trims aren’t much more intriguing ahead of the driver than base 2.5i, Convenience and Touring models, other than the base 3.5-inch MID being replaced by a much nicer colour 5.0-inch version when EyeSight gets added (more on this in a moment), but over on the centre stack it’s a different story altogether.

The 2020 base Outback comes with a 7.0-inch touchscreen, by the way, an upgrade from the 2019’s 6.5-inch centre display, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as mentioned earlier in this review. Unless you just stepped out of the updated car or something premium from Germany, my tester’s infotainment system looks fairly state of the art, thanks to lots of gloss black surfacing around the monitor so that it all just blends together as if it’s a giant screen, while the digital interface graphics simulate a deep blue night sky with twinkling stars for a background and colourful smartphone/tablet-like tiles for selecting functions.

The reverse camera system is very good, aided by dynamic guidelines, while infotainment highlights include Apple CarPlay, Android Auto and Subaru’s proprietary StarLink smartphone integration, plus the usual AM/FM/CD/MP3/WMA audio sources, as well as satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming, all played through four speakers, while Touring trims and above include the 1.5-inch larger touchscreen along with a second USB port and two additional speakers.

I’m tempted to go into detail about trims, packages and standalone options, but it’s not like you’ll be able to order a 2019 Outback anyway. What you see will be what you get, and you’ll probably need to be quick to snag a 2019 anyway, especially one with the inline-six. This said I’d like to cover some as yet unmentioned features found in my Limited trimmed test model, which include 18-inch alloys, auto on/off steering-responsive LED headlights, fog lamps, welcome and approach lighting, proximity-sensing keyless entry, pushbutton start/stop, brushed aluminum front doorsill protectors, genuine looking matte woodgrain and silver metallic interior accents, an auto-dimming rearview mirror, auto-dimming side mirrors, a heatable steering wheel, three-way heated front seats, navigation, adaptive cruise control, a 10-way power-adjustable driver’s seat with powered lumbar support, two-way driver’s seat memory, a four-way powered front passenger seat, a Homelink garage door opener, an excellent sounding 576-watt, 12-speaker Harman/Kardon audio system, a powered moonroof, two-way heatable rear outboard seats, a powered rear liftgate, and more.

Additionally, those EyeSight advanced driver assistive systems noted earlier include pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keeping assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and high beam assist.

The Limited 3.6R with the EyeSight package starts at $41,395, which is $1,500 more than the Limited 3.6R without EyeSight, while that model is $3,000 more than the Limited with the four-cylinder engine. The base Outback 2.5i starts at only $29,295 by the way, while other 2019 trims include the $32,795 Touring 2.5i, and the $39,295 Premier 2.5i that comes standard with EyeSight. You can add the Eyesight package and engine upgrade to Touring trim, although the six-cylinder is the only option available to Premier customers, other than colour choices of course, but exterior paints won’t cost you any more no matter the trim.

While the 2019 Outback might range in retail price from $29,295 to $42,295, remember that CarCostCanada was claiming up to $3,000 in additional incentives at the time of writing, so be sure to check out their 2019 Subaru Outback page for more info, which also provides detailed pricing, info on the latest rebates, plus otherwise hard to get dealer invoice pricing that could save you thousands.

As mentioned at the beginning of this review, the Outback provides mid-size SUV-levels of cargo carrying capacity, so it only makes sense there’d be no shortage of room for full-size adults up front and in back too. It’s comfortable as well, the front seats nicely shaped to provide support in all the right places, particularly at the lower back, while side-to-side bolster support is also good for this comfort-first segment. Rear seat spaciousness is generous too, especially when it comes to headroom.

Another bonus in back is refinement, with its surfaces and details finished just as nicely as those in the front compartment. A big, wide centre armrest folds down to an ideal height for average-sized adults, and better yet it features large cupholders with grippy rubber clasps to keep drinks secured in place. What’s more, a covered compartment on the backside of the front centre console incorporates a duo of USB charging ports as well as an auxiliary plug, while rocker switches for the aforementioned rear seat warmers sit right beside, and rear vents are housed just above. Back seat readers will appreciate the spot lamps overhead, while the door panels get nice big bottle holders.

It feels right to wrap up a Subaru Outback review on a practical note, despite how upscale its interior looks and feels, and how luxurious its smooth six-cylinder power and even smoother ride is. It’s a car that’s even better than advertised, and that’s something truly special in today’s sensationalized world. Whether you choose to go with this superb 2019 Outback or choose the updated 2020 model, I believe you’ll be fully satisfied.