Here Are the 2022 Subaru Outback Wilderness’s Coolest Upgrades

The regular Outback sits 8.7 inches off the ground, which is more than many SUVs and full-size pickup trucks. The Wilderness raises its cladded body to 9.5 inches, a tenth higher than a Tacoma TRD Pro. It won’t bite off the biggest boulders, but its breakover and departure angles are about equal to the Toyota’s. And on the street, it looks mean.

Subaru equips several models with the Yokohama Geolander, but this is a genuine set of all-terrains. These tires have tread compounds that bite harder in dirt, mud, and on loose gravel. They trade some on-road grip and are generally noisier, though this particular Yokohama is among the more street-friendly A/T tires. We love the contrast of the white-letter sidewalls against the 17-inch gloss black wheels.

An Outback hallmark since 1995, plastic body cladding is an off-roader’s critical armor against brush and branches that would scratch uncovered paint. On the Wilderness, the cladding extends to the headlights and frames the exclusive mesh grille. Below are two LED foglights in a Gatling-gun pattern, orange caps for the integrated tow hooks, and a metal skidplate to protect the underbody.

Technically, this matte decal is positioned to reduce sun glare off the hood. Sure. Like a Durango Hellcat, we’d like to see this graphic stretch across the roof.

Here’s something functional up top: a sturdy metal rack that’s rated for 700 pounds. The four yellow covers on each corner indicate the tie-down hooks for various accessories, like a rooftop camping tent roomy enough for several adults (which is why Subaru guarantees that weight only when parked). Else, while moving, the Wilderness can move 220 pounds atop its beefy rails. Kayakers note: To achieve max weight, the Wilderness loses the integrated crossbars that swivel out from the main rails.

Like the front, the rear bumper cladding extends to the taillights and is similarly reshaped for nearly two more degrees of departure angle. The reflectors move from the lower bumper to the very top below the brake lights. There are two more tow hooks, covered in orange, another skid plate under the rear differential, and the wheel arches have so much extra cladding that the right rear side almost covers the gas cap. The Subaru equivalent of Jeep’s Trail Rated badge sits proudly on the tailgate and each front fender.

A set of custom rubber mats at all four seats means a visit to the aftermarket isn’t needed. No doubt Subaru designers were inspired by their kids’ scouting organizations when creating the badge and the patterns surrounding it.

Despite the rugged outside, the Outback is plush inside. The leather-wrapped steering wheel and gear selector have orange accents, while orange stitching covers the dash, door armrests, and seats. Those seats and most of the other touch points are covered in StarTex, Subaru’s name for synthetic leather. It’s water-resistant, easy to clean, and feels upscale with a unique honeycomb texture. Bonus: The rear seatbacks have a similar texture and fabric so when folded, the usual carpet isn’t there to get dirty.

The Outback’s languid steering and floaty suspension remain, though tire grip is notably worse at the limit. Comfort is king in this car. We haven’t yet measured acceleration at the track, but it feels a bit quicker. Subaru shortened the final drive ratio from 4.11:1 to 4.44:1 and retuned the CVT. This helps on the trail, because the Wilderness doesn’t have a low-range transfer case. The turbocharged 2.4-liter flat-four is the engine we recommend all Outback buyers order, as its 277 lb-ft of torque comes on at 2000 rpm. It’s standard on the Wilderness.