HEALDSBURG, Calif. —Subaru of America is really good at differentiating its model variations.
Case in point: the Subaru Outback Wilderness.
I drove the Subaru Outback Touring XT on a first drive program in mid-November in Sedona, Ariz., and was skeptical that the Wilderness variation would be much different. After all, the first drive for that model included a rigorous 2-hour off-road route lined with sharp rocks and slippery surfaces, and climbing more than 3,000 feet.
What could Subaru possibly offer that would show that the Wilderness variant is even more capable?
The Wilderness is definitely roadworthy. But its point of distinction is actually its comfort. It handled a rigorous off-road course full of mud, hills and plenty of whoops while maintaining creature comforts for all occupants. And the NVH is noticeably improved. Subaru says there’s a 10% improvement in wind noise reduction and quietness.
Compared to other Subaru owners, Wilderness owners over-index on going on driving trips where they hike and camp. This highlights why the combination of on-road finesse and off-road capability is so important for Subaru Wilderness models, according to the OEM.
A little cushioning isn’t a bad thing
Subaru chose Sonoma County wine country to show off the Outback Wilderness, but it wasn’t severe mountain switchbacks. Instead, we traversed a combination of Northern California’s ribbons of well-maintained roads, with plenty of gentle twisties to put the revised power steering system and improved suspension to the test.
The handling was somewhat loose but adequately responsive. The 2.4-liter DOHC turbo Boxer engine is standard on the Wilderness and is paired with a chain-driven high-torque Lineartronic CVT with 8-speed manual shift mode, which gives the model a bit of a boost compared to the 2.5-liter engine which is standard on other Outback models.
Our destination was Cooley Ranch. At over 19,000 acres, it is one of the largest privately-held cattle ranches in northwestern California. The property includes vineyards, grazing lands, natural habitats and scenic vistas.
Over the river and through the woods
We had dry weather during our test drive, but parts of the property were still soaked from the rain the week before, so there were still plenty of puddles to splash in. The off-road course was a one-way trail through trees, mud, rocks and more than a few hills.
The Wilderness trim level includes dual-function X-Mode. When activated, it uses the same sensors that are part of the AWD system but makes additional adjustments, allowing for better traction and stability.
We chose snow/dirt, which is used for general slippery conditions. Our terrain didn’t warrant the deep snow/mud setting.
X-Mode is meant to be used at low speeds; the system will not function above 18 mph. X-Mode’s hill descent control component is only operational at speeds up to 12 mph.
New bells AND whistles
The seventh-generation Outback is no longer a wagon in appearance, instead adopting a much boxier, more SUV-like profile.
However, there were minimal changes to the vehicle’s overall dimensions, per owner requests, according to Jerry Wright, carline planning manager at Subaru of America.
Interior upgrades across the lineup include better ergonomics, quieter cabin and restored physical HVAC buttons thanks to consumer demand, Wright says. Owners no longer have to swipe through multiple slow-moving screens to adjust temperature.
Speaking of which, system response is much improved on the new 12.1-inch multimedia system. The new platform delivers approximately 2.5 times faster computing performance. Map swipe performance is up to three times faster, audio screen transitions up to six times faster and scroll response is up to twice as fast.
The display offers higher resolution, improved brightness and anti-glare enhancements for clear visibility in all lighting conditions, reducing external light reflection by approximately 80% compared to the previous generation’s 11.6-inch center display.
Wilderness vs. non-Wilderness
The Outback was the very first model to receive the Wilderness treatment, launching for the 2022 model year as the foundation for the off-road sub-brand, with models like the Forester and Crosstrek following later.
It’s typically about a 13%-15% share of the mix within each carline, according to Wright.
The new model offers unique front and rear bumpers with Wilderness-exclusive cladding. Unlike the previous-generation Outback Wilderness, these bumpers don’t have to be cut to accommodate a tow hitch — another customer pain point that the company listened to, he says.
“The Wilderness has a design that's purposeful, and not just different,” Wright says.
The competitive set of the Subaru Outback Wilderness includes the Toyota RAV4 Woodland, Honda CR-V TrailSport, Hyundai Santa Fe XRT, Jeep Cherokee Overland and Ford Bronco Sport Badlands edition.
If you like an easy-to-clean interior and copper accents, you’re in luck
Other Wilderness-exclusive design touches include anodized copper exterior and interior accents, rear reverse lamps with anodized copper accents and raised ladder-type roof rails with anodized copper accents.
The interior is designed for someone who isn’t afraid of a little dirt on the seats; surfaces are made for easy cleaning.
About 60% of Wilderness owners own dogs and the many rubber-coated interior surfaces reflect that.
By the numbers: Key vehicle specifications
The 2026 Subaru Outback Wilderness edition offers increased ground clearance up to 9.5 ins. (vs. 8.7 ins. on other Outback trim levels).
To compare the Wilderness with the base Outback, it is about an inch taller (68.3 ins. vs. 67.5 ins.) and has almost an inch more minimum road clearance (9.5 ins. vs. 8.7 ins.) The angle of approach — the steepest incline a vehicle can climb without its front bumper or undercarriage hitting the obstacle before the tires can grip — is 20 degrees vs. 18 degrees on the base model.
The base price of the Wilderness is $44,995 plus $1,450 destination and delivery, which is surprisingly low for the amount of standard features, not to mention all that copper.
