The Subaru Outback is proof that modern wagons can be fun to drive.

The Outback 2.5i models deliver sufficient performance for commuting and daily driving, but don't offer the responsiveness of the more powerful XT turbo and 3.0R six-cylinder engines. But with the five-speed manual and optional short-throw shifter, the 2.5i is quite enjoyable to drive on winding roads. With the automatic, it's a solid commuter and weekend workhorse. The 2.5i gets an EPA-estimated 19/26 City/Highway miles per gallon with the manual, 20/26 mpg with the automatic, which is better than the more powerful models.

All five-speed manual transmission cars get a viscous-coupling center differential that distributes power where it can best be used; the default is 50/50 front/rear but can reach 100 percent to either end if conditions warrant.

With the four-speed automatic comes an electronically managed, continuously variable transfer clutch that splits the power as needed, but only up to a maximum of 50 percent to the rear wheels. XT and 3.0R models use Variable Torque Distribution, an open center differential and electronically controlled variable hydraulic transfer clutch.

We had the opportunity to test 2.5i and 2.5XT Limiteds with both transmissions and a 3.0R with the automatic. We couldn't hear a squeak or rattle in either model, indicating their build quality. Little wind noise was apparent, confined mostly to rushing air around the roof rack. More tire and road noise makes its way into the less well-insulated cabin of the 2.5i, but not to any disturbing degree in either.

The turbocharged Outback 2.5XT, with the intercooler tucked under a distinguishing hood scoop, is much more fun to drive than the 2.5i or the 3.0R models. This turbocharged version of the four-cylinder engine makes 243 horsepower at 6000 rpm for more sporting performance. The turbo spools up with minimal lag and comes on in a linear surge that pulls all the way up to redline. Changing up a gear 500 or 600 rpm before that point delivers more power quicker, however, as it drops the engine back into the deep part of the torque curve sooner. Automatics tend to maintain boost pressure better while shifting so you don't lose a lot of performance; however, to get the best of it you'll be using the Sport or Sport Sharp settings of SI-DRIVE more than on the manual. The four-cylinder turbo develops an impressive 241 pound-feet of torque at 3600 rpm, which is more peak torque than the six-cylinder engine offers. Torque is that force that propels you from intersections and up hills, and there's lots of that here. The turbo is EPA-rated 18/24 mpg with either transmission.

The action of the five-speed manual shifter is a little vague, a characteristic of Subaru gearboxes. The five-speed automatic is easy to shift manually: push the lever forward to shift up, pull it back to shift down. Using the Intelligent position on SI-DRIVE changes engine programming to economical, up to 10-percent better, Subaru claims. It's good for puttering around town or snow, but feels like pulling teeth trying to get the automatic to downshift for more power. That's the advantage of having multiple engine outputs switched by the driver.

The steering is light and responsive, with good on-center feel. The suspension is properly calibrated to absorb pavement irregularities and undulations without disturbing directional stability, whether in a straight line or on winding roads. There's some body lean in hard cornering, but nothing untoward. Outbacks don't roll on sporting rubber and aren't sport wagons, rather they take what you throw at them and make the best of it.

The Outback XT accounts for itself surprisingly well off the pavement, especially when fitted with the five-speed automatic. In the XT, the automatic gets the Variable Torque Distribution version of Subaru's three all-wheel-drive systems. Ideal conditions see the power split 45/55 front/rear to deliver more of a sporty, rear-wheel-drive dynamic; under less than ideal conditions, the split can reach a maximum of 50/50. And under those less-than-ideal conditions, like in deep ruts around curves over seriously uneven ground, the VTD works effectively, catching the rear end just as it begins to drift wide and tucking it back in line. When driven at the limit, keeping the power on actually helps the VTD do its job. On more serious terrain the XT's 8.7 inches of ground clearance comes in handy; it's more than many 4WD trucks and SUVs and the low point is the exhaust pipe, a more expendable piece than most underneath.

The 3.0R is a good choice for driving long distances, as it minimizes fuss and bother, and is comfortable, competent and cooperative. A 3.0-liter flat six-cylinder engine makes 245 horsepower. The six-cylinder is not as much fun as the four-cylinder turbocharged XT, nor does it generate as much acceleration-producing torque as the four-cylinder turbo. But it is smoother, freer-revving and very linear, it simply makes more power the faster you rev it. It offers smooth, responsive power around town, and is more tractable and, therefore easier to drive than the turbo. It demands less of the driver. The 3.0R gets an EPA-rated 17/24 mpg. For most people, it's a better choice than the turbo.

The 3.0R will gobble up straight stretches of pavement at high rates of speed, then endure hard braking before carving around curves at speeds well above posted advisory limits, with easily anticipated understeer when pushed. Its VTD all-wheel-drive system will take the 3.0 models off road where few would think of going. But with the upgraded trim and smooth power delivery, the 3.0 models really shine on the interstate or through a blizzard to the opera rather than slogging through mud to a campground.

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