2021 Subaru Outback

Naturally aspirated flat-4 is the standard engine across Base/Premium/Limited/Touring; modest output relative to the wagon band which extends to performance wagons near 500 hp.

Peak torque of the standard 2.5L engine, the volume configuration across Base/Premium/Limited.

Single instrumented test from a reputable outlet; consistent with contemporaneous reviews describing the 2.5L as adequate but unhurried.

The 2.5L flat-4 delivers smooth, predictable power around town but reviewers (Car and Driver) called it 'adequate at best' under hard acceleration, with the CVT allowing engine drone at full throttle; no turbo lag or hybrid-transition roughness since it's a simple NA engine.

Subaru's Lineartronic CVT is smooth and unobtrusive in normal driving with eight simulated 'steps' under hard acceleration (SI-Drive) to reduce droning; among the better-regarded CVTs in the class, though still exhibits some rubber-band feel under full-throttle passing.

Subaru Symmetrical All-Wheel Drive is standard on every 2021 Outback trim (no FWD option), with X-MODE dual-function terrain response and hill descent control included on Limited and Touring trims — genuinely sophisticated for a wagon-class vehicle.

Two gas engine choices across the range — 182-hp 2.5L NA flat-4 (Base through Limited) and 260-hp 2.4L turbo flat-4 (Onyx Edition XT, Limited XT, Touring XT) — but no hybrid, PHEV, or EV variant was offered for MY2021.

EPA combined rating for the standard 2.5L AWD CVT powertrain, the volume configuration.

EPA city rating for the standard 2.5L AWD CVT powertrain.

EPA highway rating for the standard 2.5L AWD CVT powertrain.

Computed from EPA combined MPG (29) and the 18.5-gallon fuel tank capacity for the 2.5L AWD volume trim.

EPA annual fuel cost estimate at 15,000 mi/yr and standard fuel-price assumptions for the 2.5L AWD volume trim.

Both the 2.5L and 2.4L turbo engines run on regular unleaded gasoline with no premium requirement, keeping running costs low and simple.

The 2021 Outback holds NHTSA's top 5-star overall rating, with 5 stars in both the frontal and side crash programs and 4 in rollover — the usual result for a tall wagon, since the rollover star is a calculated risk figure rather than a crash outcome. Only the frontal passenger sub-score (4 stars) sits below the top grade.

The 2021 Outback is a 2021 IIHS TOP SAFETY PICK+ with Good in every crashworthiness evaluation — both small overlap tests, moderate overlap front, both the original and IIHS's much harder updated side test, roof strength and head restraints. Clearing the updated side test with a Good is the standout: when IIHS introduced that harder 4,200-lb-barrier evaluation, most midsize vehicles of this era struggled to match it. Held just short of a perfect score only because IIHS's later-revised rear-seat protection criteria (introduced for this same unchanged generation's structure a few model years on) eventually marked this platform's rear occupant protection down — information not yet reflected in the 2021-model-year award itself.

EyeSight with Advanced Adaptive Cruise Control and Lane Centering is standard on every 2021 trim including the $26,795 Base, so the forward-facing half of the suite is complete on the cheapest car: pre-collision braking, lane keep assist, and lane departure/sway warning. Everything behind the driver is a trim walk — Blind-Spot Detection with Lane Change Assist and Rear Cross-Traffic Alert is not offered at any price on Base, is an option package on Premium, and only becomes standard from Limited up, so a Premium as commonly ordered has no blind-spot coverage at all.

IIHS rates the 2021 Outback Superior in both front crash prevention programs it evaluated that model year — vehicle-to-vehicle and daytime vehicle-to-pedestrian — the top grade in each. IIHS had not yet added its nighttime pedestrian evaluation for this model year (that arrived in 2022), so there is no night-time result to weigh against the clean daytime sweep.

Where fitted, the system does the job — mirror-mounted Blind-Spot Detection with Lane Change Assist, Rear Cross-Traffic Alert, and Reverse Automatic Braking as a genuine intervention behind the car — but availability is the problem. It cannot be bought at any price on Base, is a costly option package on the volume Premium, and only becomes standard from Limited up. Coverage is alert-only, with no steering intervention (Automatic Emergency Steering arrives with a later model year of this generation) and no trailer-aware mode.

Lane departure and sway warning plus lane keep assist are standard on every trim, and EyeSight adds lane centering whenever adaptive cruise is engaged — a real advantage at the Base price, since rivals routinely gate centering behind a package. Execution is the weak part: 2021 owners consistently report the centering ping-ponging between lane markings, hugging the left line, correcting hard enough to trip the lane departure warning, and behaving erratically wherever the striping is discontinuous — enough of them switch it off to keep this in the middle band rather than the top one.

Advanced Adaptive Cruise Control is full-speed-range with stop-and-go traffic capability and is standard on every trim including the $26,795 Base — there is no trim walk to reach it, which is the most valuable thing about the system and the reason it clears the middle band. What it is not is an integrated highway-driving mode: centering is hands-on and the two functions are stacked rather than blended, and the same camera calibration draws owner complaints about wandering and abrupt corrections in curves that keep the lane function short of trustworthy.

Subaru offered no hands-free highway driving on any 2021 Outback trim. EyeSight is hands-on throughout, and the DriverFocus camera fitted in top-tier option packages watches for distraction and drowsiness rather than granting hands-off permission; Subaru's Highway Hands-Free Assist did not arrive until the next generation of this car.

IIHS rates the 2021 Outback's headlights Good, and 2021 is the model year Subaru made Steering Responsive LED Headlights standard across the entire trim range for the first time — previously a trim-gated feature, and the usual way a car loses points here. Short of the very top only for the absence of an adaptive-driving-beam/matrix system.

The wagon body is the advantage — a low beltline, tall side glass, an upright rear window and slim pillars give sightlines that crossovers of this size cannot match, and reviewers consistently rate this generation's Outback among the best in its class for outward visibility. Camera compensation is the thin part: a rear-vision camera with adaptive guidelines is standard, but the 180-Degree Front View Monitor is confined to Touring and Onyx Edition XT, and no true 360-degree surround view is offered at any price.

IIHS rates the Outback's LATCH ease of use Good with extra anchor positions — its top grade, awarded for usable positions beyond the two required outboard sets. Wide rear door openings, a flat floor and the wagon's low load height make rear-facing installs straightforward, and the rear bench has the width to take multiple seats without a fight.

Standard five-seat configuration across all 2021 Outback trims.

Manufacturer interior dimension for the volume Premium trim without the optional moonroof.

Manufacturer interior dimension for the volume trim.

Manufacturer interior dimension for the volume trim without the optional moonroof.

Manufacturer interior dimension for the volume trim; roomy for a wagon body style.

Manufacturer-published cargo volume behind the second row; leads the wagon segment band by a wide margin thanks to the Outback's raised-wagon SUV-adjacent body.

Competitive everyday storage — deep center console, front and rear door pockets, rear seatback pockets and standard rear USB/AC outlets — but nothing standout or innovative versus segment rivals.

Front seats are consistently praised as soft yet supportive with good long-haul comfort; owner reviews cite multi-hour road trips with no aches.

Widely praised ride comfort for the class — composed over broken pavement, reviewers note it outshines some luxury SUVs, aided by generous suspension travel and 8.7 in ground clearance.

Mixed reviewer sentiment for the volume 2.5L NA engine: wind and road noise are well controlled, but the CVT-paired 2.5L becomes noticeably loud under acceleration/hard throttle; upper trims with added sound-deadening fare better.

Heated front seats and dual-zone automatic climate control are standard from the Premium trim up, with rear A/C vents; heated steering wheel is reserved for Limited and above, ventilated seats for Touring only — so key comfort features are present on the volume trim but the richest set is upper-trim-gated.

Subaru raised 2021 base pricing just $150 over 2020 while adding standard steering-responsive LED headlights across the line, so the entry car lands at $27,845 delivered with Symmetrical AWD and EyeSight already included. It is the second model year of the sixth generation and the cheapest entry point the generation would see before further annual increases.

Premium is the Outback's volume trim, pairing the 11.6-inch portrait touchscreen, All-Weather Package, dual-zone climate and power driver's seat with standard AWD and EyeSight. At $30,095 delivered it undercuts every other AWD wagon on sale and most comparably equipped compact crossovers, and is the lowest Premium sticker the generation would carry.

The hardware is conventional and well understood — a naturally aspirated boxer four and a Lineartronic CVT on ordinary service intervals — but standard all-wheel drive means four matched tires and a driveline the front-drive wagons don't carry, and Subaru of America includes no factory scheduled maintenance to offset the early years. Published estimates disagree by roughly a factor of two, so this is a blended figure toward the middle of the spread.

Retention is one of the Outback's real strengths, and the 2021 car had an especially favorable path to its 5-year mark: a low pre-inflation MSRP sold into the 2021-2023 chip-shortage used-vehicle boom that propped up 3-5-year-old values across the market. KBB recognized this generation's Outback as a Best Resale Value and 5-Year Cost to Own segment winner every year it has been eligible, including 2021.

Subaru's standard 3-year/36,000-mile basic coverage, unchanged for 2021 and sitting at the floor of the segment band. Hyundai, Kia and Genesis all beat it on the basic term and nothing about the Outback's positioning earns any of it back here.

The standard 5-year/60,000-mile powertrain term is the bottom of the band and half the mileage Hyundai and Kia offer. The one genuinely above-average line is corrosion coverage — 5 years with no mileage cap — which matters for a car sold heavily into salt-belt states, but that is not what this item measures.

Subaru of America offered no factory complimentary scheduled maintenance for 2021 — every oil change is out of pocket from day one, unlike Toyota's 2-year ToyotaCare (some individual retailers ran their own maintenance promotions, but that is a dealer program, not brand coverage). What the buyer does get is 3 years of roadside assistance running with the basic warranty, a STARLINK Safety Plus trial (automatic collision notification, SOS emergency assistance, enhanced roadside, maintenance notifications and diagnostic alerts), a shorter Safety and Security Plus trial, and a SiriusXM trial. That is basic roadside plus connected-services trials and nothing more, which lands just under the mid band.

$30,095 volume-trim price minus its estimated resale value after 5 years (59% retained, or about $17,756) leaves about $12,339 in depreciation. Add the projected $4,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $16,639 in total.

2021 is a carry-over year in the sixth-generation (2020-2025) Outback — the second model year after launch, with the FA24 turbo now spread across three trims and the launch-year CVT chain issue already the subject of a recall. Consumer Reports rates it "about average reliability compared to other cars from the same model year," naming in-car electronics, exhaust (turbo models), body hardware, electrical accessories, engine-minor and brakes (premature pad/rotor wear at 20-34k miles) as trouble spots. J.D. Power's 2024 Vehicle Dependability Study, surveying original owners of 2021 model-year vehicles at three years, put Subaru at 198 PP100 against a 190 industry average — below average. NHTSA's own field record for this exact model year is comparatively contained: 296 complaints, down sharply from the launch year's 896 but still well above 2023's 88.

The studies contemporaneous with a 2021 Outback actually flatter the brand more than the following model year would. Consumer Reports' November 2021 Annual Auto Reliability Survey / Brand Report Card placed Subaru in the top five — behind Mazda and BMW, ahead of Porsche and Honda — a genuinely strong showing versus the 7th place it would fall to a year later. But J.D. Power's contemporaneous Initial Quality Study told a worse story: 182 PP100 against a 162 industry average, a proportionally wider gap below par than the following model year's, and J.D. Power's 2021 Vehicle Dependability Study separately put Subaru four points below the industry average. The long-run verdict on this exact model year lands the same way: the 2024 VDS (2021 MY, three years) has Subaru at 198 vs a 190 industry average.

NHTSA lists four recall campaigns against the 2021 Outback. One is 2021-specific: a CVT select-lever cable nut that may not have been tightened, risking loss of gear-selector retention (WRA-21, free inspect/tighten). A second is a 2020-2021 TCU programming error that could let the drive chain engage before it is fully clamped (WRK-22, an expansion of the earlier 21V-955 campaign) — a genuine, if remedied, chain-drive concern specific to this and the prior model year. The other two are broader: a 2021-2023 inhibitor-switch weld that lets water in and kills reverse lights/the backup camera, and the 2020-2022 occupant-detection-sensor defect that can disable the front passenger airbag. Complaint volume for this year is comparatively contained at 296 — roughly a third the launch year's 896 — dominated by visibility/wiper (86) and electrical system (45), with airbags (14) and forward collision avoidance (6) further down; 9 complaints allege a crash and 1 a fire. The windshield-crack defect is present here too (96 of 296, about a third) and 2021 Outbacks are covered by the same class-action settlement as 2020 and 2022.

The volume Premium trim's FB25 2.5-liter naturally aspirated boxer is the same long-proven unit carried since 2011, and the FA24 2.4-liter turbo — offered on Onyx Edition XT, Limited XT and Touring XT for 2021, its second model year in the Outback after launching for 2020 — was engineered specifically to correct the earlier FA20DIT's weak points (thicker connecting rods, direct injection, a factory oil cooler), with an expected service life around 200,000 miles, though the oil-pan's RTV-silicone seal rather than a gasket is an early-flagged long-term watch item. The Lineartronic CVT itself is well clear of the 2010-2015 chain-and-pulley problem years, but 2021 is one of the two model years directly touched by the TCU chain-slip recall — a real, if remedied, chain-drive durability flag. NHTSA's field data does not yet show this as a major complaint category: only 4 engine and 4 power train/engine complaints of 296.

2021 carries the same sixth-generation cabin the rest of this generation uses, with soft-touch dash and door plastics, stitched simulated leather on the dash, doors and console even on lower trims, StarTex water-repellent upholstery mid-range and Nappa leather at Touring/Touring XT — a real step up from the "penalty-grade black plastic" of earlier generations. What keeps it mid-band is that the design reads as plain rather than distinctive, and 2021 still splits the lineup between the base dual-7-inch-screen infotainment and the larger 11.6-inch portrait Starlink unit standard from Limited up.

Assembly itself draws few complaints — reviewers describe the cabin as solidly screwed together — but the initial-quality evidence for this exact model year is worse, proportionally, than the following one: J.D. Power's 2021 Initial Quality Study put Subaru at 182 PP100 against a 162 industry average, a 20-point gap below par versus the roughly 11-point gap the 2022 study would show. Owner forums for this model year report the same categories of defect the recall and complaint data confirm: dash and headliner rattles, sunroof squeaks, and — the largest single NHTSA category — windshields cracking without impact (96 of 296 complaints), the same defect behind the 2020-2022 class-action settlement. Road and wind noise remains the standing press criticism across this generation.

Subaru's US network sat at roughly 640 retailers through 2021, per the company's own recurring sales-release boilerplate, dense in the Northeast, Pacific Northwest, Mountain West and Colorado where the Outback sells best and thinner across the Deep South and rural Texas — the same geographic pattern that holds across this generation. But the satisfaction study that actually samples 2021-model-year ownership experience, J.D. Power's 2022 Customer Service Index (fielded Jul-Dec 2021 on 2019-2021 model-year owners), does not place Subaru among the mass-market top five — MINI, Buick, Mazda, Mitsubishi and GMC lead against an 848 industry average — a step below the "highest of all mass-market brands" result Subaru would post a year later in the 2023 CSI.

Outback volume keeps OEM and aftermarket parts stocked everywhere and unscheduled-repair frequency low, but running costs sit a shade above average rather than cheap: RepairPal puts average annual repair and maintenance at $607 against roughly $573 for the midsize-crossover set, with standard symmetrical AWD and a boxer layout adding modest labor time to routine jobs like spark plugs versus an inline-four peer. The 2021-specific cost is glass: with EyeSight's stereo camera mounted to the windshield, the many crack-related complaints on this model year need a calibrated OEM replacement rather than a cheap aftermarket one, and 2021 owners are among those covered by the 2020-2022 class-action settlement that opened reimbursement in early 2025.

The volume Premium trim carries Subaru's 11.6-inch vertical STARLINK Multimedia Plus touchscreen; only the entry Base trim keeps the smaller 6.5-inch unit.

The tablet-style vertical interface is visually distinctive and easy to read on the move, but period reviews consistently flag laggy touch response and occasional system crashes/freezes, keeping it a step behind class leaders.

Wired Apple CarPlay and Android Auto are standard across the range, but wireless projection was not introduced to the Outback until the 2023 model year — so 2021 buyers are USB-cable only.

Built-in voice control and native navigation (on the Multimedia Navigation-equipped trims) are functional but unremarkable, and most owners default to CarPlay/Android Auto voice assistants and maps instead.

The standard 6-speaker system on Premium is adequate but unremarkable; the Harman Kardon 11-speaker premium audio upgrade is reserved for Limited XT and Touring trims, above the volume Premium.

The Outback pairs traditional analog gauges with a small multi-info TFT display (roughly 4.2 in) rather than a full configurable digital cluster; there is no full-digital gauge option across the 2021 lineup.

Subaru's STARLINK system in this generation had no meaningful over-the-air update program for vehicle software; map/software updates of the era typically required a dealer visit or USB update.

The MySubaru/STARLINK Connected Services app offers remote start, lock/unlock, and vehicle locate, but functionality is behind a subscription after an initial trial period and the app is not considered class-leading.

Premium trim adds two rear-seat USB ports to the standard front USB/12V outlets, but wireless phone charging is reserved for higher trims and USB-C is not broadly deployed in this generation.

Proximity key with push-button start is standard from the Premium trim up, and a hands-free power liftgate is available on Premium and standard above it — solid but not full phone-as-key convenience.

A rearview camera is standard across the lineup; front/side proximity sensors and a front-view monitor are available on higher trims, but the Outback does not offer a true 360-degree surround camera in 2021.

No head-up display is offered on any 2021 Outback trim.

Wide-opening rear doors, a raised ride height that eases car-seat installs and buckling, standard LATCH anchors, and a low, flat load floor make daily family logistics manageable, though it lacks the wide-open access of a minivan.

EyeSight driver-assist (adaptive cruise, forward-collision warning, automatic emergency braking, lane-centering) is standard on every CVT-equipped trim including the base model, and the 2021 Outback earned IIHS Top Safety Pick+ — a strong safety proposition at family-friendly price points.

39.5 in of rear legroom, rear climate vents and USB ports on Premium and up, and a comfortable ride give the Outback strong multi-hour comfort for a family of four-plus, though rear-seat entertainment/amenities are thin versus minivans.

The CVT delivers smooth, low-fatigue low-speed manners, the raised seating position aids visibility in traffic, and standard AWD adds confidence in poor weather — an easy, relaxing daily driver overall.

26/33/29 MPG city/highway/combined for the standard 2.5L AWD is average for a mainstream AWD wagon/crossover — solidly mid-pack, not a standout on running costs.

A 36.1 ft curb-to-curb turning circle and mid-size wagon footprint are manageable but not tiny; a standard backup camera helps, though the lack of front/side sensors on lower trims means care is needed in tight urban parking.

The volume 2.5L NA Outback tows just 2,700 lbs (270 lb tongue weight) — modest even among mainstream wagons/crossovers — though its 75.7 cu ft max cargo volume gives it reasonable hauling utility for light-duty use.

Subaru's boxer/AWD platform has a solid reputation for holding up to regular hard use (ranching, trades, ski-area commuting), but the Outback is not marketed or built as a fleet/work vehicle and lacks heavy-duty running gear.

Standard roof rails support cargo boxes and racks, but the Outback offers no onboard power outlet for tools, minimal cargo tie-downs, and essentially no upfit ecosystem — it is not designed as a jobsite vehicle.

Comfortable, praised seats, standard EyeSight adaptive cruise with lane-centering to ease highway fatigue, and roughly 500+ miles of range at 29 MPG combined on an 18.5-gallon tank make it a strong mile-eater, tempered slightly by some engine noise under load.

8.7 in of ground clearance, standard AWD with X-MODE traction management, and a raised-wagon design built around outdoor use make the Outback a genuine adventure enabler within the wagon class, praised in trail testing for gravel, grass and rutted two-track capability.

75.7 cu ft of max cargo volume with the 60/40 split rear seats folded, standard raised roof rails for bikes/kayaks/boxes, and a low liftover height give the Outback excellent gear-hauling flexibility for its class.

The Legacy-derived unibody gives the Outback more car-like composure than a typical taller crossover, with responsive steering and secure AWD grip in accident-avoidance testing; described as 'fairly athletic' though not outright sporty.

Electric power steering is accurate and appropriately weighted for a family wagon, described as responsive, but offers little genuine road feedback — precise rather than engaging.

No major complaints surfaced about pedal feel or stopping distances for the 2021 Outback; brakes are adequate and consistent for the class without being singled out as a highlight.

The CVT pairs smoothly with the 2.5L NA engine at cruise, but reviewers note the standard engine 'becomes loud under duress' during hard acceleration, with the CVT allowing engine speed to flare — a step behind the optional turbo's effortless response.

The volume 2.5L NA engine produces noticeable drone/coarseness under load through the CVT, an intrusion reviewers specifically flag versus the quieter turbocharged option.

Manufacturer-published curb-to-curb turning diameter for the 2021 Outback.

A raised, wagon-appropriate seating position gives good outward visibility, controls are logically laid out, and the low step-in height (28.4 in liftover, modest ground clearance step-up) eases ingress/egress versus a taller SUV.

Pleasant and secure to drive but not exciting with the standard naturally aspirated 2.5L — reviewers reserve genuine driving enjoyment for the turbocharged XT models, leaving the volume trim appliance-like but competent.

Every 2021 Outback, including the $27,845 base car, carries Symmetrical all-wheel drive and the EyeSight driver-assist suite standard — pre-collision braking, adaptive cruise and lane centering — content most rivals charge for or gate behind a trim walk. New for 2021, steering-responsive LED headlights became standard line-wide, along with a front/rear passenger seat-belt reminder and a rear-seat reminder. The base trim is genuinely spare elsewhere, though: dual 7.0-inch screens rather than the 11.6-inch portrait unit, cloth seats, no heated seats, and blind-spot detection reserved for Premium and up; this is the pre-refresh car, so phone mirroring is wired rather than wireless.

One of the strongest value years of the generation on sticker: a $30,095 Premium buys standard AWD, an 11.6-inch touchscreen, the All-Weather Package, a top-tier standard driver-assist suite, wagon cargo space and 8.7 inches of ground clearance, undercutting every equivalent rival wagon and most compact crossovers by a wide margin. KBB's cost-to-own and resale-value awards back the dollar case. Held short of the standout band because the value case thins at the top of the range — XT trims run past $37,000 where stronger base engines and sharper infotainment exist elsewhere — and because the chip-shortage inventory squeeze that hit hardest in the back half of 2021 made near-sticker deals harder to find than the price list alone suggests.

Seven published trims from $27,845 to $40,995 with two engines — the 182-hp 2.5-liter and the 260-hp 2.4-liter turbo XT — spanning base comfort to Touring luxury with reasonable spacing and no large gaps. A point below the following two model years, which added the off-road Wilderness variant (2022) and the naturally aspirated Onyx Edition (2022) that further filled the ladder; 2021 has one body and one drivetrain layout, no FWD, no hybrid, no dedicated off-road trim.

The Outback remained the best-selling wagon-bodied vehicle in the United States by an order of magnitude and finished 2021 essentially tied for Subaru's own best-seller — 154,623 units versus Forester's 154,723, a gap of just 100 vehicles. Held just short of the top band because volume was demand-constrained rather than a clean rise: production lost roughly 23,882 units to the chip shortage during the year and deliveries fell as much as 58% in a single month (September) as the backlog grew, so the final tally understates real buyer interest.

Subaru's image — all-wheel drive, safety, outdoors, dogs — is unusually coherent and converts into some of the highest brand loyalty and owner-satisfaction scores of any mainstream marque, and the Outback is the nameplate that image is built on. It stops short of the top band because the pull is affection and trust rather than aspiration: there is no premium halo, and the badge does not command a price premium the way Volvo's does.

A year that started normally and ended tight. Early 2021 still saw ordinary Subaru incentive levels, but the chip shortage hit Outback production hardest of any Subaru nameplate in the back half of the year, deliveries cratered in Q3-Q4, and the growing order backlog left little room for discounting by year-end. The mitigating facts — enough to keep this out of the floor band — are that Subaru's national incentive spending stayed comparatively low rather than being replaced by dealer markups, and Subaru retailers sold closer to MSRP than most competing brands through the shortage; the lineup-wide $500 medical-professional and PreK-12 teacher rebates also applied all year.

Second model year of the sixth generation, which launched for 2020 — genuinely current, with a full model cycle ahead of it before the 2023 mid-cycle refresh and the seventh-generation redesign that followed years later. 2021 added real, if incremental, updates: steering-responsive LED headlights standard line-wide, front/rear seat-belt reminders and a rear-seat reminder. Redesign risk for a 2021 buyer was minimal — this generation would run for six more model years.

A well-decorated year. The 2021 Outback earned IIHS TOP SAFETY PICK+ — the institute's top award, 13 consecutive years of Outback recognition — with a Superior front-crash-prevention rating from standard EyeSight. Car and Driver named it to the 2021 Editors' Choice list as best station wagon, and KBB added its 2021 5-Year Cost to Own and Best Resale Value segment awards, the latter a sixth segment win in the award's 19-year history. Held out of the top band because it wins a category of two or three rather than head-to-head comparison tests against the crossovers it actually competes with.