A Car Drives Straight Down Toward The Bottom – In 1982, my parents replaced their Buick Regal sedan with a four-wheel-drive Subaru GL Wagon, which made a big difference in my winter driving at Dire. You don’t ask for ashes from the neighbor’s wood-burning stove to throw under the shelves – just drag the dust to the left of the switch and you’re on your way. The GL’s deep snow acumen meant it was invincible all distance. And as soon as summer came, my father took the car out of the nearby roads and it sat upright, straight up, on a log on the side of the road. That day, Dad learned that when it comes to roads, a four-wheeler is still a car.
Despite the ads promoting river crossings and dirt roads, I don’t recall early 1980s Subaru promising its limited four-wheel drive. Forty years later, Subaru’s humble wagon has evolved into something more than a true SUV, in the form of the 2022 Outback Wilderness. More than cosmetic, the Wildness brings official equipment: a raised suspension that gives 9.5 inches of clearance, a front skid plate, revised bodywork to increase the starting and starting paths, and Yokohama Geolandar A/T G015 tires. All-terrain tires sport raised white lettering, which has been scientifically proven to increase road performance and the likelihood that motorists will ask for your CB handle. Under the hood, a 260-hp turbocharged 2.4-liter flat-four is standard equipment, and low-speed trail pickin’ is facilitated by a short final drive ratio: 4.44:1.
A Car Drives Straight Down Toward The Bottom
To test it all out — along with, perhaps, Wildness water-resistant upholstery and rubber floor mats — I point the black Outback’s hood at Broken Nut Off Road Park, 350 acres in Jefferson, South Carolina. There is little online about Broken Nut except for a few Google reviews that refer to a lot of mud and “random stuff in the woods.”
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When I walk into the driveway, I’m not sure I’m in the right place. The car passed through a place full of unexpected things—trucks carrying tractors, heavy equipment, broken ATVs. A rusty forklift lines the entrance to a carwash made of steel I-legs, complete with credit card processing machines (none of which work). There are a surprising number of portable port-a-potties. If you want to buy auto parts and accessories, this is your one stop shop. The woman who watches me (admission: $15) is very good. It also represents the last time I will face any kind of surveillance.
Further down the road, trees and derelict machines lead to the parking lot in front of a 50-yard mudflat.
Piped quads echo from the hills as the morning crowd unloads trailers and makes the first forays into the grounds. Most of the ATVs are models with big tires and snorkels, a wonderful insight into the kind of terrain that awaits you back.
Water hazards in places like this are always tricky because you never know if it’s 10 inches or 10 inches deep. I watch a few quads go by in a nearby yard before deciding to put the Subaru through its first challenge. The water doesn’t seem more than a foot deep, apparently with a lot of pressure on the ground, so I pull over to the end of the hole and select deep snow/mud on the Wild’s X-mode terrain-management system. . I would have expected the ATV crowd at the real estate to be anti-Subaru in their seats, but just as I steeled my nerves, a guy walked up and excitedly shouted, “You can do it! No problem!” I really like sarcasm, but if I’m not mistaken, it’s just encouraging me. I know it. And the engine immediately stops.
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According to my recon, the water is not deep, maybe down to the bottom. It cannot be sealed with water. So I restart and plow forward another 50 feet, push the bow wave a little lower – and stand up again. Uh-oh. One restart is out, but the wild ones don’t seem to like a little deeper water. I open the hood and open the airbox to find a dry filter, as expected. It’s no coincidence that Subaru doesn’t take pride in the depth, like Jeep, Land Rover and, uh, Ford. Well, we will avoid ‘sippy holes’ from now on. Many other places here.
At the center of the site, the trail is unexpectedly beautiful, winding through tall pines as it descends to a beautiful river. At one point, I found a log and took advantage of a good place to pass it, exact revenge instead of all Subaru wagons against all logs in the last forty years.
Down by the river, the swampy area faces steep mountainsides, so I decided to test the trail with some basic trails and Subaru’s claim that the Desert can handle up to 40 percent rock. The slope I chose is not steep, but steep, winding and criss-crossed with eroded tree roots. After one failed attempt, another speed jumps ahead of me, the turbo four’s 277 pound-feet of torque combined with a short gear to break the Outback’s 3973 pounds on top. When going downhill, the CVT starts to sense feedback, and applies engine braking when the car is headed downhill. As the nose pulls back, I see that several members of the Carolina Mudders ATV Club have parked their mud and water wheels to check out the performance of the Subaru Flex. I think they are entertained, although I don’t follow them in the local arena. I am brave but not all.
I have yet to find a place that really gives me the “is this a bad idea?” Stomach acid is a common problem for anyone of advanced age. Soon I find such a path, a winding path along the river, with a steep hill on the left and about 20 meters of water along the shore. There is mud and rock and nowhere to turn. When I go in, there is no way to get through it but to do it.
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I make it about 100 yards before the Outback plate hits a pumpkin-shaped rock hiding under the mud as the rat sends two tires almost airborne. The ATV rider jumps out and jolts the truck, helping it to hold for a while, but it has nowhere to go.
Time to put on my waders and join the Raptor. Did I fail to mention the Ford Raptor? My bad. You see, when you’re on the road, it’s wise to use your friends system, especially if your friend has 450 horsepower and 37 inch tires. Unfortunately, I gambled that my comp would include a front exit, so I had a tow eye and belt ready to go to the wrong end of the car – planning to pull the Subaru deep rather than mess it up. that. I blasted around the front, mud trying to absorb the waders from my feet, and moved the rear eye from the front left to the right back. With the Raptor backing up the last 50 feet of travel, I find the Outback at the head of the road. Some warning lights are on. I don’t know why, because nothing seems to be wrong with the machine. Maybe Subaru didn’t want to be stuck – “check the engine” as I was injured.
But the desert is running and I’m driving really well, so I’m off on the two-hour drive home. Along the way, I stop at three carwashes to make sure the Outback doesn’t harden into a South Carolina clay brick. Close to my house, there’s no impressive evidence that this car has previously fallen into the mud with the likes of Can-Am high-lifters and trail-rat XJ Jeep Cherokees.
And it’s amazing. As my dad discovered by accident in his 1982 GL Wagon, getting into the wilderness is easy. The hard part is going back.
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