Skip to main content

2022 Subaru Outback

Change year or car
$27,645

starting MSRP

Key specs

Base trim shown

SUV

Body style

29

Combined MPG

5

Seating capacity

191.3” x 66.4”

Dimensions

All-wheel drive

Drivetrain

Overview

(38 reviews)

The good:

  • Comfortable ride
  • Spacious interior
  • Respectable fuel economy
  • Many standard safety systems
  • Ease of entry, exit
  • Overall value

The bad:

  • Jumpy X-Mode acceleration off-road
  • Engine stop-start defeat buried in menus
  • Front overhang limits off-road capability
  • Inconsistent lane departure warning system

8 trims

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 2022 Subaru Outback trim comparison will help you decide.

See also: Find the best SUVs for 2024

Notable features

  • New Wilderness trim level available
  • Five-seat mid-size crossover wagon
  • 2.5-liter flat-four or turbo 2.4-liter flat-four engine
  • Continuously variable automatic transmission
  • All-wheel drive standard
  • Automatic emergency braking standard
See also: How Do Car Seats Fit in a 2022 Subaru Outback?

2022 Subaru Outback review: Our expert's take

By Aaron Bragman

Subaru has a bit of a problem: What do you do when half a dozen automakers have stolen the formula for your most popular product: the Subaru Outback, a lifted, beefy, quasi-off-road-ready, mid-size family station wagon? Seems competitors from Audi to Volvo have a similar product these days, and even Buick got in on the action for a while with the Regal Tour-X. Well, the answer Subaru has put forth is to take the things that make the Outback so popular with its intended audience and turn those up a notch. And that has generated the 2022 Subaru Outback Wilderness.

Related: 2022 Subaru Outback Wilderness: 4 Things to Know About the Most Capable Outback

The Wilderness trim is new and will be to Subaru’s crossovers what the STI trim is to the company’s sports cars: more of what customers love about their Subarus, but instead of go-fast bits and rally-inspired styling, we’re getting lifted suspensions, more capable tires, rugged styling and modified parts meant to emphasize the outdoorsy attitude so many Subie owners jive to. We took a new 2022 Outback Wilderness for a spin in Southeast Michigan for an afternoon driving it over a mixture of suburban streets, interstate highways and some aggressive off-road terrain to see if the changes to make this new “Outback Plus” have turned an already capable family wagon into something more.

subaru outback wilderness 2022 02 angle  camping  exterior  front  white jpg subaru outback wilderness 2022 19 bumper  exterior  green jpg subaru outback wilderness 2022 16 exterior  front  green jpg subaru outback wilderness 2022 20 exterior  front  green  grille  logo jpg subaru outback wilderness 2022 23 exterior  front wheel  green jpg subaru outback wilderness 2022 21 exterior  green  loogo  wilderness badge jpg subaru outback wilderness 2022 22 exterior  green  roof rack jpg subaru outback wilderness 2022 24 exterior  green  model emblem jpg subaru outback wilderness 2022 25 exterior  green  model emblem  rear jpg subaru outback wilderness 2022 26 bumper  exterior  green  rear jpg subaru outback wilderness 2022 18 angle  exterior  front  green jpg subaru outback wilderness 2022 02 angle  camping  exterior  front  white jpg subaru outback wilderness 2022 19 bumper  exterior  green jpg subaru outback wilderness 2022 16 exterior  front  green jpg subaru outback wilderness 2022 20 exterior  front  green  grille  logo jpg subaru outback wilderness 2022 23 exterior  front wheel  green jpg subaru outback wilderness 2022 21 exterior  green  loogo  wilderness badge jpg subaru outback wilderness 2022 22 exterior  green  roof rack jpg subaru outback wilderness 2022 24 exterior  green  model emblem jpg subaru outback wilderness 2022 25 exterior  green  model emblem  rear jpg subaru outback wilderness 2022 26 bumper  exterior  green  rear jpg subaru outback wilderness 2022 18 angle  exterior  front  green jpg

It Looks That Way for a Reason

The most obvious changes to the Outback Wilderness are the styling modifications that set it apart. Almost all the chrome is gone, inside and out, replaced with blacked-out trim, “anodized copper” plastic bits and flat plastic trim on the bumpers, wheel arches and side sills. I don’t know that the Outback needed oddly shaped, massive plastic wheel arch trim, but that’s exactly what it has now. A careful look at the new trim reveals thought behind the actions. The foglights are now hexagonal pattern LEDs and they’ve been moved inboard to the center of the new bumper, away from the corners where they’re more likely to be damaged. Those wheel arches have flares that considerably stick out from the body to deflect rocks and stones from the paint. It also helps emphasize the new height at which the Outback Wilderness sits, nearly an inch taller than the regular Outback thanks to new shocks and springs.

There’s a host of off-road goodies attached to the new Outback Wilderness that aim to better preserve it in challenging off-road situations. An aluminum skid plate has been affixed up front, and you can choose from a host of additional steel underbody bits to protect the rest of the Wilderness’ tender parts, like the gas tank. The tires are actual all-terrain Yokohama Geolandar A/T rubber, with much more aggressive tread patterns than you’ll find on a typical Outback or on many other crossovers and SUVs for that matter. They wrap unique black-painted 17-inch wheels of which there are five on the Wilderness, including a full-size spare under the cargo area that’s identical to the other four wheels and tires on the car. If you puncture a tire on the trail, you can throw on the spare and get back to where you came from without an issue.

Up top is something that Outback owners have been clamoring for: a roof rack strong enough to mount a rooftop tent. It’s a ladder-type rack, not the swing-away crossbar version seen on lesser Outbacks. It has a dynamic maximum load rating of 220 pounds, which is a considerable amount, but it has a static max load rating of 700 pounds. That means you can mount your tent up there, and when you’ve reached your remote campsite, unfold it and sleep two full-sized humans without risk of damaging the roof. Note the difference between static and dynamic load ratings, however — you cannot leave anything more than 220 pounds up there if you plan to drive anywhere, as it will damage the rack, the roof and make the car much more susceptible to tipping over in an emergency situation.

subaru outback wilderness 2022 04 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 05 angle  dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 06 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 12 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 07 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 08 angle  dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 09 angle  dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 14 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 10 angle  dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 11 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 13 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 15 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 04 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 05 angle  dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 06 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 12 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 07 dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 08 angle  dynamic  exterior  front  green  off road jpg subaru outback wilderness 2022 09 angle  dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 14 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 10 angle  dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 11 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 13 dynamic  exterior  green  off road  rear jpg subaru outback wilderness 2022 15 dynamic  exterior  front  green  off road jpg

It Does Not Drive Like a Regular Outback

Sum up all the changes to the Outback Wilderness over a standard Outback or an Onyx Edition XT and you come up with a car that’s clearly meant to be more capable in the muck. Even Subaru admits that the changes do take their toll on the on-road driving experience, trading on-pavement sophistication for a much more capable dirt-road experience. As such, on the pavement around suburban Detroit, the Outback Wilderness feels decidedly taller, softer, more roly-poly in the corners. It’s cushier than the more buttoned-down, almost European-feeling regular Outback. I’ve likened the lesser Outback to a budget Volvo V90 Cross Country — tight, refined, with an excellent balance of ride and handling. The Outback Wilderness is clearly skewed toward specialty rough-road driving. It feels more like the taller Subaru Ascent crossover than a family wagon. It’s not unpleasant or unsettling, just clearly a different animal than the basic Outback.

But then you get off the pavement and the Wilderness really shines. The Wilderness is indeed the Outback Plus you’ve been waiting for if you live on a dirt road, if you’re a frequent outdoor adventurer, if you camp in truly out-of-the-way spaces or if your commute involves logging trails. Washboard dirt road surfaces don’t faze it in the slightest thanks to the softer suspension, tall sidewall tires and highly damped steering. It might be slightly louder on-road because of the more aggressive all-terrain tires, but their extra grip is welcome in the dirt. The Outback Wilderness will power up or down some extraordinarily steep hills, and it can climb over some significant obstacles with its extra ground clearance that has increased its ride height and dramatically improved its approach, breakover and departure angles.

While it doesn’t have true four-wheel drive or a mechanical torque-vectoring system, the electronic enhancements it does have amplify its mountain goat feel, including the revised continuously variable automatic transmission ratios that boost low-end torque. The only engine available is the turbocharged 2.4-liter boxer four-cylinder that’s optional on lesser Outbacks; its 260 horsepower and 277 pounds-feet of torque is more than adequate to keep the Outback moving smartly. The new gearing, extra weight and all-terrain tires catch up to you at the pump, however: The Outback Wilderness gets the worst EPA-estimated fuel economy out of the Outback lineup: 22/26/24 mpg city/highway/combined. Compare that to other turbocharged Outbacks’ 23/30/26 mpg get or the non-turbo models’ 26/33/29 mpg.

Changes have also been made to the Subaru X-Mode. There are two levels: Snow/Dirt and Deep Snow/Mud, and each one changes tuning of the throttle response, wheel-slip allowance, all-wheel-drive response, automatic hill descent control and more. The Snow/Dirt selection is the one I preferred on my romp around Holly Oaks ORV Park just north of Detroit. Despite the Subaru staff’s suggestion to use the Deep Snow/Mud setting to help keep the revs up, I found the far less jumpy throttle response of the Snow/Dirt setting to be a much smoother, more controllable experience. The throttle response for Deep Snow/Mud is far too twitchy and sensitive when trying to climb a rutted, bumpy grade as the terrain causes your foot to jerk on the pedal, setting up an unsettled and unpleasant pogoing motion to the powertrain. Better to use Snow/Dirt on most terrain, unless you’re actually facing deep snow or lots of slippery mud.

subaru outback wilderness 2022 27 cockpit shot  dashboard  front row  interior jpg subaru outback wilderness 2022 28 front row  interior  steering wheel jpg subaru outback wilderness 2022 29 center stack display  front row  infotainment system  interior jpg subaru outback wilderness 2022 30 center console  front row  gearshift  interior jpg subaru outback wilderness 2022 33 backseat  interior jpg subaru outback wilderness 2022 31 front row  interior  seats jpg subaru outback wilderness 2022 32 front row  head restraint  interior jpg subaru outback wilderness 2022 27 cockpit shot  dashboard  front row  interior jpg subaru outback wilderness 2022 28 front row  interior  steering wheel jpg subaru outback wilderness 2022 29 center stack display  front row  infotainment system  interior jpg subaru outback wilderness 2022 30 center console  front row  gearshift  interior jpg subaru outback wilderness 2022 33 backseat  interior jpg subaru outback wilderness 2022 31 front row  interior  seats jpg subaru outback wilderness 2022 32 front row  head restraint  interior jpg

Outdoor-Ready Insides

Like the Outback Onyx Edition XT, the Wilderness trim features Subaru’s StarTex wetsuit-like neoprene material for the seats. It’s water resistant, wipeable and looks good with the contrasting copper accents that will be a Wilderness signature element. Like the outside of the Wilderness, the interior is almost entirely devoid of shiny chrome, replaced instead with anodized copper and dark gunmetal accents. Rubber floormats are standard, and there are thoughtful, useful ruggedized touches throughout the interior, such as a black headliner that won’t show dirt scuffs if you rub a mountain bike tire against it or vinyl second-row seatbacks that can be washed off if your dirty gear touches them. The rest of the interior is the typical comfortable, well-made, relatively spacious and easy-to-see-out-of Outback design, one that’s proven popular with families.

Subaru’s massive vertically oriented multimedia system is also present, but navigation is still an option. We’re of mixed opinion on Subaru’s big touchscreen and icon system — it’s quite similar to a smartphone interface with all the good and bad that portends. It has a lot of information in a small space, but it can often be tricky to find what you’re looking for in quick fashion. All of Subaru’s standard safety equipment is also present, again for better and worse. The trademark EyeSight forward collision safety system is still overly sensitive, the automatic cruise control still beeps annoyingly at seemingly everything, the lane keep assist still feels like it fights you on the highway. I continue to find myself disabling half of the automatic safety system minders in any Subaru I get in just so that I can peacefully drive the car, which is not really something you want customers to do when they get in one of your vehicles. Suffice it to say, they’re all there if you want them.

subaru outback wilderness 2022 17 interior  rear cargo jpg subaru outback wilderness 2022 34 backseat  folding seats  interior jpg subaru outback wilderness 2022 17 interior  rear cargo jpg subaru outback wilderness 2022 34 backseat  folding seats  interior jpg

It Doesn’t Cost As Much As You’d Expect

So what‘s the Outback Wilderness’ pricing? Not as plus as you’d think. The starting price for the new 2022 Outback Wilderness is just $38,120 including destination charge. Moonroof, navigation and reverse automatic braking safety system will run you $1,845, making a loaded Outback Wilderness just $39,965. That’s a screaming deal for a highly capable, off-road-ready, unique adventure vehicle that already comes with a lot of specialized equipment and purposeful modifications that others would need to add to competitor vehicles.

So yes, while purists may lament that the Outback isn’t a proper four-wheel-drive adventure vehicle, Subaru customers are likely going to snap up the new Outback Wilderness in record fashion. It’s a little more capable, a little more rugged, a little more specialized and a little more useful for people who do go off into the wilderness with their Outback. For those customers, the new Wilderness will be spot-on perfect.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Photo of Aaron Bragman
Detroit Bureau Chief Aaron Bragman has had over 25 years of experience in the auto industry as a journalist, analyst, purchasing agent and program manager. Bragman grew up around his father’s classic Triumph sports cars (which were all sold and gone when he turned 16, much to his frustration) and comes from a Detroit family where cars put food on tables as much as smiles on faces. Today, he’s a member of the Automotive Press Association and the Midwest Automotive Media Association. His pronouns are he/him, but his adjectives are fat/sassy. Email Aaron Bragman

Consumer reviews

(38 reviews)
Rating breakdown (out of 5):
  • Comfort 4.4
  • Interior 4.1
  • Performance 4.1
  • Value 4.1
  • Exterior 4.3
  • Reliability 4.1
Write a review

Most recent consumer reviews

Most unreliable car ive ever driven.

Most unreliable car ive ever driven. Has died more than five times with battery and eyesight issues with only 50k. The dealer cant figure out how to fix it; stay away.

Rating breakdown (out of 5):
  • Comfort 4.0
  • Interior 3.0
  • Performance 2.0
  • Value 3.0
  • Exterior 3.0
  • Reliability 1.0
  • Does not recommend this car
3 people out of 3 found this review helpful. Did you?
Yes No

Great car if you like taking your eyes off the road for a

Great car if you like taking your eyes off the road for a great length of time for any simple adjustment you want to make. For example, having to adjust the heat/AC in the car is a nightmare. I hate it. I spend 3 years trying to get used to all the multi-step technology and I have finally realized I never will, so I am selling it.

Rating breakdown (out of 5):
  • Comfort 4.0
  • Interior 3.0
  • Performance 4.0
  • Value 3.0
  • Exterior 5.0
  • Reliability 4.0
  • Does not recommend this car
3 people out of 5 found this review helpful. Did you?
Yes No

I hate this car, prefer driving my minivan over this.

I hate this car, prefer driving my minivan over this. The "safety" features make this car undriveble and dangerous. And the center console doesn't like to work all the time, will just go black amd nothing works. Waste of money, can't wait to get rid of it.

Rating breakdown (out of 5):
  • Comfort 2.0
  • Interior 1.0
  • Performance 4.0
  • Value 3.0
  • Exterior 3.0
  • Reliability 3.0
  • Does not recommend this car
3 people out of 7 found this review helpful. Did you?
Yes No
See all 38 consumer reviews

Safety

Based on the 2022 Subaru Outback base trim.
Combined side rating front seat
5
Combined side rating rear seat
5
Frontal barrier crash rating driver
5
Frontal barrier crash rating passenger
4
Overall frontal barrier crash rating
5
Overall rating
5
Overall side crash rating
5
Risk of rollover
18.5%
Rollover rating
4
Side barrier rating
5
Side barrier rating driver
5
Side barrier rating passenger rear seat
5

Warranty

New car and Certified Pre-Owned programs by Subaru
New car program benefits
Bumper-to-bumper
36 months/36,000 miles
Corrosion
60 months/unlimited distance
Powertrain
60 months/60,000 miles
Roadside assistance
36 months/36,000 miles
Certified Pre-Owned program benefits
Maximum age/mileage
5 years/80,000 miles
Basic warranty terms
Coverage available for purchase
Powertrain
7 years/100,000
Dealer certification required
152-point inspection
Roadside assistance
Yes
View all cpo program details

Have questions about warranties or CPO programs?

Compare the competitors

Latest 2022 Outback stories

See all 2022 Subaru Outback articles