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Subaru XT
Subaru XT
Subaru XT
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Subaru XT
Overview
ManufacturerSubaru (Fuji Heavy Industries)
Also called
  • Subaru Alcyone (Japan)
  • Subaru Vortex (Australia & New Zealand)
Production1985–1991
AssemblyYajima Plant, Ota, Gunma, Japan
DesignerTetsuya Hayashi, Kiyoshi Sugimoto, Hiroshi Yako (interior)
Body and chassis
ClassSports car
Body style2-door coupé
Layout
RelatedSubaru Leone
Powertrain
Engine
Transmission
Dimensions
Wheelbase2,464 mm (97 in)
Length4,511 mm (177.6 in)
Width1,689 mm (66.5 in)
Height1,336 mm (52.6 in)
Chronology
SuccessorSubaru SVX

The Subaru XT is a 2+2 car[1] manufactured and marketed by Subaru from 1985 till 1991, with a facelift in 1987. It is a two-door coupé with a front-mounted engine and either front-wheel drive or all-wheel drive. When the XT debuted, it was the most aerodynamic car in the US market.[1]

Marketed as the Alcyone in Japan; as the Vortex in Australia and New Zealand; and as the XT (with the EA-82 four-cylinder engine) or XT6 (with the ER-27 six-cylinder engine) in North America and Europe, all XT cars were assembled at Subaru's Yajima Plant in Ota, Japan. Over its single generation, production reached just over 98,000.[2]

The XT was conceived in the United States for the US market, and thus debuted globally in the US.[1] After sales began in February 1985 in the US, the XT Turbo 4WD's debuted in Europe at the March 1985 Geneva Motor Show,[3] followed by its Japanese debut in June 1985.[4]

The XT was noted for its pronounced wedge shape, low coefficient of drag; aviation influences from the aircraft division of parent company Fuji Heavy Industry; and its host of features, either innovative or uncommon in the XT's class — including height-adjustable pneumatic suspension, digital dash, central locking system, op-art upholstery, fold down rear seat, pod- and center console-mounted HVAC controls, advanced trip computer, and instrument cluster which tilted with adjustment of the steering column. With available front-wheel drive or four-wheel drive, depending on the model year, the XT offered three trim levels, DL, GL (non-turbo, front-drive only), and GL-10 Turbo.[1]

The Alcyone name was derived from Alcyone, the brightest star in the Pleiades star cluster, which is also included in the Subaru logo with some stylisation. The model was succeeded by the Subaru Alcyone SVX in 1992.

Design

[edit]
Subaru XT Turbo (USA)

The XT featured a pronounced wedge shape, sharing a common "folded paper" design approach with the Type AA Subaru Leone. When introduced, the New York Times called it "the ultimate in jazzy design",[5] in contrast to Subaru's other offerings. Though derived from earlier Subarus, it was less overtly practical or commodious. The 2.7-litre flat-six engine exceeded 2000 cc in the Japanese Domestic Market, thereby exceeding government engine displacement regulations, and incurring higher annual road tax.

The XT's exterior design team was led by Kiyoshi Sugimoto, with the interior team led by Hiroshi Yako, under the guidance of Tetsuya Hayashi. Some sources credit Kyuchi Akari with the final design, with notable inspiration from American designer Alex Tremulis, who had instructed Akari in aerodynamic principles and noted areas of possible flow separation.[1]

Aerodynamics

[edit]

Subaru's trademark boxer engine with its flat, horizontally opposed cylinder configuration, enabled the bodywork's pronounced wedge shape, and extensive wind tunnel testing further lowered the XT's coefficient of drag. Pop-up headlights contributed to the wedge shape, and retractable button-like flaps allowed opening the door while keeping the handles flush with their adjacent bodywork. The XT used a single 22 inch windshield wiper which tucked under the hood when not in use, and rubber spoilers ahead of each wheel opening settled the airflow past the tires and wheels, while doubling as "mud guards." The result was the most aerodynamic production car sold in America at the time of its release with a coefficient of drag of 0.29,[4] improved fuel economy, and a quieter ride due to reduced wind noise.

Features

[edit]

The XT's interior used numerous aviation-like features, reflecting influences from the aircraft division of Subaru's parent company, Fuji Heavy Industries. The instruments featured pod-mounted controls for lighting, HVAC and wipers. The instrument panel moved with the standard tilt-telescope steering to keep the instruments oriented to the driver, recalling the same feature on the Isuzu Piazza and the Ford Probe introduced earlier in the 1980s and the Porsche 928 in the late 1970s. The joystick-shaped shifter integrated a thumb trigger interlock for the "on-demand" four-wheel drive. Turbo models featured a quasi-artificial horizon orange backlit liquid crystal instrument display with the tachometer, boost indicator, temperature and fuel gauges seen as three-dimensional graphs oriented to the quasi-horizon.

The XT featured a turbocharger, computer-controlled engine and transmission, adjustable height suspension[4] and an optional digital instrument cluster. The pneumatic with height control recalled the use of Hydropneumatic suspension by Citroën, and Mercedes-Benz. Other uncommon features included an electronic in-dash trip computer, headlight washers (XT6 only), alloy wheels featuring an inset rectangular shape, pass-through folding rear seats, sporty front bucket seats and available push-button four-wheel drive (later changed to all-wheel drive).

The XT featured a speed alarm at 55mph, that could be activated with a separate key.[1]

1985–1987 (Pre-facelift)

[edit]
Subaru XT EA82T

The XT was launched initially as the XT in North America, Alcyone in Japan and Vortex in Australia and New Zealand. The pre-facelift XT was only powered by an H4 and was produced from 1985 to 1987.

Drivetrain

[edit]

The 1985 XT was fitted with one of two engines for the US market:

  • EA-82: 1781 cc H4 producing 97 hp (72 kW) at 5200 rpm and 103 lb⋅ft (140 N⋅m) at 3200 rpm (9.5:1 compression ratio).
  • EA-82T: 1781 cc turbocharged H4 producing 112 hp (84 kW) at 4800 rpm and 143 lb⋅ft (194 N⋅m) at 2800 rpm (7.5:1 compression ratio; some sources say 7.7:1.) in North American specifications. In Europe the power of the XT Turbo was 136 PS (134 hp; 100 kW) at 5600 rpm and 197 N⋅m (145 ft⋅lb) at 2800 rpm;[6] the naturally aspirated model was not sold there. Starting in 1987, power for North American cars increased to 115 hp (86 kW).

These engines shared the following equipment and specifications:

Subaru Vortex Turbo (New Zealand)

The XT was available with both manual and automatic transmissions. 85-87 XT Turbos were available as either front-wheel drive or part-time four-wheel drive, while the 85-87 XT non turbo cars were only available as front-wheel-drive. The part-time four-wheel-drive system, titled "On-Demand", was selectable by a push button atop the shifter.

Markets

[edit]

Like other Subaru models of the same vintage, the North American market XT was sold in four models: the base-model XT DL, the better-equipped XT GL, the top-of-the-range FWD XT GL-10 Turbo and 4WD XT GL-10 Turbo-Traction. Many of the options mentioned above were available only on the GL-10 models.

In Japan it was only available as 2 turbocharged models: the Alcyone 4WD VR Turbo, and the Alcyone FF VS Turbo.

Australia and New Zealand also got 2 models, the turbocharged Vortex Turbo and the non-turbocharged Vortex XT. Initially the Vortex was only available as the non-turbocharged manual Vortex XT, but the turbo version and automatic gearbox came the following year.

European markets generally only received the XT Turbo and the XT Turbo 4WD (XT Turbo Allrad in Germany), where the car was sold in small numbers as a halo model.

Models

[edit]
Model Name Engine Transmission Drivetrain Market
XT Coupe DL EA-82 1781 cc H4 5-sp. M/T FWD USDM
XT Coupe GL EA-82 1781 cc H4 5-sp. M/T

3-sp. A/T

FWD
XT Coupe GL-10 Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

FWD
XT Coupe GL-10 Turbo-Traction EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

"On-Demand" 4WD
Alcyone FF VS Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

FWD JDM
Alcyone 4WD VR Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

"On-Demand" 4WD
XT Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T FWD EUDM
XT 4WD Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

"On-Demand" 4WD
Vortex XT EA-82 1781 cc H4 5-sp. M/T FWD ANZDM
Vortex XT 4WD Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

3-sp. A/T

"On-Demand" 4WD

1987–1991 (Facelift & XT6)

[edit]
Subaru Alcyone VX

The XT received a minor update in 1987 for the second half of the 1987 model year roughly corresponding to the 1988 launch of the XT6, a new 6 cylinder model. Where earlier models featured bumper-mounted reverse lights, 19871⁄2-up models had the reverse lights in the center taillight panel. The front and rear bumpers were also redesigned. In Japan, the original bumpers were used for the VS and VR while the VX received the new facelift. In the US, all new models received the facelifted bumpers.

All wheel drive turbo and six-cylinder models were distinguished by their headrests; base models had solid headrests, where the turbo AWD and six-cylinder models had a large rectangular hole through the center.

Drivetrain

[edit]
Subaru XT6 ER-27

The 1987 XT was fitted with one of 3 engines

  • EA-82: 1781 cc H4 producing 97 hp (72 kW) at 5200 rpm and 103 ft·lbf (140 Nm) at 3200 rpm (9.5:1 compression ratio).
  • EA-82T: 1781 cc turbocharged H4 producing 115 hp (86 kW) at 4800 rpm and 143 ft·lbf (194 Nm) at 2800 rpm (7.5:1 compression ratio; some sources say 7.7:1.).
  • ER-27: 2672 cc H6 producing 145 hp (108 kW; 147 PS) at 5,200 rpm and 156 ft⋅lb (212 N⋅m) at 4,000 rpm.

6 cylinder models were fitted with stiffer suspension to compensate for the new heavier engine.

Markets

[edit]
Subaru XT6

In North America the updated XT was sold in 2 models: The base 4 cylinder model GL, and the new 6 cylinder model XT6. The turbo models were dropped from the North American market after the update.[7]

In Japan, the updated XT was sold in 3 models: The turbocharged FWD VS, the turbocharged 4WD VR, and the new 6 cylinder 4WD Alcyone VX.

In New Zealand, the new 6 cylinder model was marketed as the Vortex ZZ6. However, few were sold due to New Zealand's fuel options, which were 91 octane unleaded fuel or 96 octane leaded fuel. The ER27 required 96 octane unleaded petrol. Today, there are only two NZ new 6 cylinder Vortexes registered according to NZTA fleet data.

In Japan, the part-time 4WD system was replaced entirely by the new full-time 4WD system. In the US, the XT6 was available in either FWD or with the new full-time 4WD system while the XT GL was available with either FWD or the old "On-Demand" 4WD.

Features and options

[edit]

The XT6 was fitted with a unique Cybrid adaptive electrohydraulic steering system that changed the level of assistance based on the vehicle's speed. This system did not use a conventional belt-driven power steering pump, freeing up much-needed space in the XT6's already cramped engine bay. The Cybrid system also uses hydraulic fluid that is incompatible with conventional power steering fluid (which is usually automatic transmission fluid). This fluid is still available directly from Subaru at a significant premium over more common types of hydraulic fluid.

The XT6 has two electric fans to also help performance, compared to one electric fan and one belt driven fan on all other XTs. With these changes, the XT6 was given a higher amp alternator.

The XT6 was not available with the digital instrument cluster of the turbo XT models.

Special editions

[edit]

A special "30th Anniversary" version of the Alcyone VX was produced in 1988, limited to 30 units. This version had a white and gold paint job with "30th Anniversary" side decals and a red interior.

2 prototype versions of the Alcyone VX were made in Japan for the 27th Tokyo Motor Show. The "Junko Shimada" was one that included a full black paintjob with black smooth wheel caps and a bright red leather interior, designed by Japanese fashion designer, Junko Shimada. The other was the "FICCE Special" which was a convertible version of the Alcyone with special hubcaps and interior graphics designed by Yoshiyuki Konishi. The FICCE is allegedly sitting in the Ibaraki Prefecture in need of restoration.[8]

Models

[edit]
Model Name Engine Transmission Drivetrain Market
XT GL EA-82 1781 cc H4 5-sp. M/T

4-sp. A/T

FWD

Part-time 4WD

Full-time 4WD

USDM
XT6 ER-27 2672 cc H6 5-sp. M/T

4-sp. A/T

FWD

Full-time 4WD

USDM
Alcyone VS EA-82T 1781 cc turbocharged H4 5-sp. M/T

4-sp. A/T

FWD JDM
Alcyone VR EA-82T 1781 cc turbocharged H4 5-sp. M/T

4-sp. A/T

Full-time 4WD JDM
Alcyone VX ER-27 2672 cc H6 4-sp. A/T Full-time 4WD JDM
XT Turbo EA-82T 1781 cc turbocharged H4 5-sp. M/T

4-sp. A/T

Full-time 4WD EUDM
Vortex XT EA-82 1781 cc H4 5-sp. M/T

4-sp. A/T

FWD ANZDM
Vortex ZZ6 ER-27 2672 cc H6 4-sp. A/T Full-time 4WD ANZDM

Market appeal and production

[edit]

Overall production of the XT remained low throughout its lifespan. Although the fuel crisis of the late 1970s and ever-tightening emissions regulations had severely limited power figures from all manufacturers in the mid 1980s, the XT's paltry 134 hp (100 kW) wasn't enough to attract serious attention from the automotive racing crowd.[9] One of Subaru's ads from the 1980s read, The kind of car Mercedes might have built if they were a little more frugal and a lot more inventive. The car's extra features, which certainly had some novelty appeal, were uncharacteristic of this class of car and may not have contributed much to the XT's sales. In the 1980s, consumers with surplus cash in search of a better-equipped vehicle did not generally start shopping at Subaru.

Subaru produced 98,918 XTs, XT6s, and Alcyone's.[10] Surprisingly, only 8,170 of these were sold in the Japanese market.

While the XT was an interesting design exercise, it did little to grow Subaru's sales. The company has seen much more widespread success in the significantly more mainstream Legacy, Legacy Outback and Impreza WRX models introduced in recent years.

The Subaru XT Turbo was the official car for the Most Valuable Player for Super Bowl XXII presented by SPORT magazine in 1988, eventually won by Washington Redskins quarterback Doug Williams, and The Subaru XT6 was the official car for the Most Valuable Player for Super Bowl XXIII in 1989, eventually won by San Francisco 49ers wide receiver Jerry Rice.

Motorsports

[edit]

The XT was almost never officially used for racing. One exception is the 1985 Wynn's Safari Australia where one XT competed, however it received damage and was not able to finish.

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Subaru XT

View on Grokipedia
from Grokipedia
The Subaru XT is a compact sports produced by the Japanese automaker Subaru from 1985 to 1991, renowned for its futuristic wedge-shaped design by Subaru's internal design team led by Kyuchi Akari, aerodynamic efficiency with a as low as 0.29, and innovative features like optional all-wheel drive and aviation-inspired interior elements. Known as the Alcyone in Japan and the Vortex in select markets like Australia and New Zealand, the XT was conceived primarily for the North American market to appeal to a more upscale audience, blending Subaru's signature boxer engine layout and symmetrical all-wheel-drive system with sporty coupe styling derived from extensive wind-tunnel testing. Total production reached approximately 98,918 units over its six-year run, with the model undergoing a facelift in 1988 that introduced the higher-output XT6 variant. Powertrains evolved across the model's lifespan, starting with a base 1.8-liter horizontally opposed four-cylinder engine producing 94-97 horsepower in naturally aspirated form, while turbocharged versions delivered 115 horsepower and 134 lb-ft of for improved in the North American market. From 1988 onward, the XT6 variant featured a 2.7-liter rated at 145 horsepower, marking Subaru's first production car to exceed Japan's 2.0-liter displacement limit and incurring higher road taxes as a result. Transmission options included a five-speed manual or three-speed automatic, with the turbo models offering part-time , height-adjustable , and electronic instrument clusters for enhanced driver engagement. Notable for its flush door handles, adjustable instrument panel, and multi-port , the XT represented Subaru's bold entry into the personal luxury segment, though its unconventional aesthetics and handling quirks limited mainstream appeal; it was succeeded by the more curvaceous Alcyone SVX in 1991. Today, the XT is celebrated by enthusiasts as a quirky '80s icon, embodying Subaru's early experimentation with performance-oriented design and all-weather capability.

Overview and Development

Introduction

The Subaru XT is a 2+2 sports manufactured by Subaru from 1985 to 1991, with a total of 98,918 units assembled at the company's Yajima Plant in Ota, , . Marketed under different names regionally, it was known as the Alcyone in , the Vortex in and , and the XT or XT6 in and , depending on the engine configuration. This model represented Subaru's venture into more stylish, performance-oriented vehicles while retaining the brand's signature boxer engine and optional all-wheel-drive system. The XT stood out for its innovative design, featuring a distinctive wedge-shaped "folded paper" aesthetic inspired by origami and aviation themes, complete with pop-up headlights and flush-mounted door handles to minimize drag. At launch, it achieved a drag coefficient of 0.29, making it the most aerodynamic production car available in the United States market and Subaru's first vehicle to prioritize such advanced aerodynamics. Initial powertrain options included a naturally aspirated 1.8-liter EA-82 producing 97 horsepower or a turbocharged EA-82T variant delivering 112 to 115 horsepower, paired with either or Subaru's part-time four-wheel-drive system. The XT served as a bridge in Subaru's lineup toward more premium offerings, paving the way for its successor, the Subaru SVX, introduced in 1992.

Development History

The Subaru XT was developed in the early 1980s by Fuji Heavy Industries as Subaru's entry into the premium coupe segment, largely at the urging of Subaru of America executives who sought a sporting flagship to appeal to a more affluent U.S. audience and elevate the brand beyond its reputation for affordable, practical vehicles. Harvey Lamm, then-president of Subaru of America, played a key role in convincing Fuji Heavy Industries to prioritize this project, aiming to position the XT as a "gentleman's sports car" that combined Subaru's engineering strengths with upscale styling. The overall concept was guided by designer Tetsuya Hayashi, with the exterior led by Kiyoshi Sugimoto and the interior by Hiroshi Yako, drawing on influences from aesthetics—reflected in the cockpit-like —and origami-inspired angular folds for a distinctive, futuristic wedge shape. Subaru's established rally heritage, which had honed its all-wheel-drive technology since the , informed the XT's drivetrain integration, while the design targeted competition against luxury coupes from brands like by emphasizing refinement and performance. The project progressed from conceptualization in 1982–1983 and prototyping in 1984 to the production model's unveiling at the (Detroit) in January 1985, followed by market launches in the United States in February 1985 and Japan as the Alcyone in June 1985. Development faced significant challenges in packaging a practical 2+2 seating layout alongside Subaru's symmetrical all-wheel-drive system within an aerodynamically efficient body, requiring compromises between visual drama and functional space. Initial testing emphasized wind tunnel evaluations at Fuji Heavy Industries to optimize airflow, achieving a low drag coefficient through iterative refinements to the body's contours and features like pop-up headlights.

Design and Engineering

Exterior Styling

The Subaru XT was characterized by its bold, low-slung wedge-shaped , which emphasized a sporty and futuristic aesthetic uncommon for Subaru's lineup at the time. This profile featured a sharply angled rising toward a higher rear deck, creating a dynamic visual flow that highlighted the car's proportions. The overall design drew inspiration from elements, including flush-mounted door handles that retracted to maintain a smooth exterior surface. Key exterior accents included pop-up headlights that concealed the lamps when not in use, contributing to the clean lines of the front , and a single large windshield wiper that swept across the expansive glass for efficient clearing. Integrated spoilers positioned ahead of the front wheels added subtle aggression while aiding in airflow management. The body utilized unibody construction typical of Subaru's approach, built primarily from for and rigidity in a two-door configuration. Dimensions for the base model measured approximately 4,450 mm in length, 1,690 mm in width, and 1,300 mm in height, providing a compact yet spacious footprint. Color options spanned standard solid and metallic palettes, with special editions offering two-tone schemes such as Liberty White over Gull Gray to accentuate the wedge contours. Over the production run, the exterior saw minor evolutions through a 1987 facelift, including revised taillight designs for a refreshed rear appearance, while preserving the core styling ethos. These visual elements not only defined the XT's unique identity but also supported aerodynamic efficiency, as explored further in dedicated analyses.

Aerodynamics

The Subaru XT achieved a notably low of 0.29, making it one of the most production vehicles available upon its debut. This efficiency stemmed from targeted engineering solutions, including smooth underbody panels that reduced turbulent airflow beneath the vehicle, a tapered nose derived from its distinctive profile to minimize frontal resistance, and a rear design that truncated the body to optimize airflow separation while maintaining practicality. Subaru conducted extensive testing at its facilities to refine these elements, focusing on minimizing aerodynamic lift and across various speeds and configurations. The development process balanced drag reduction with considerations for cooling, levels, , and debris management, ensuring the design's real-world viability. Key aerodynamic aids included a fixed rear spoiler that helped control rear-end lift for enhanced high-speed stability, alongside specially shaped side mirrors designed to reduce drag and vortex formation. These features contributed to the XT's superior compared to contemporaries, such as the with a 0.34 Cd or the standard E30 3 Series at approximately 0.38 Cd. The aerodynamic optimizations directly influenced performance, enabling reduced fuel consumption—particularly beneficial for highway driving—and supporting higher top speeds, with turbocharged models reaching up to 124 mph. This low-drag profile also resulted in minimal wind noise, measured at 69 dBA at 70 mph, enhancing overall efficiency and comfort.

Interior and Features

The Subaru XT featured a distinctive 2+2 seating configuration designed for sporty driving, with form-fitting high-back bucket seats upholstered in bold-patterned cloth as standard across most trims, though leather upholstery was available as an option on higher-end models like the GL and Turbo variants. The front seats offered adjustable cushion rake and were positioned lower than those in contemporary Subaru sedans for a more dynamic feel, providing ample space with 37.4 inches of headroom, 43.3 inches of legroom, and 52.8 inches of shoulder room. Rear seats were compact, suitable only for small passengers or children, and could fold down to expand cargo capacity to 12 cubic feet in the trunk. This layout prioritized front occupant comfort while maximizing practicality for occasional rear use or storage. The dashboard and controls embodied the XT's futuristic, aviation-inspired theme, particularly in pre-facelift models from 1985 to 1987, which utilized analog gauges including a , fuel level, and temperature readouts, complemented by a quartz digital clock and full instrumentation. Controls were integrated into ergonomic pods with touch switches for functions like climate, , lights, and the single articulated , while the gear shift resembled a fighter jet topped with a red 4WD engagement button. A tilt and telescoping with an asymmetrical wheel enhanced driver adjustability. The 1987 facelift introduced an optional electronic digital instrument cluster on non-XT6 models, featuring a pictograph display with , (on Turbo variants), and an artificial horizon-style layout, though analog gauges remained standard. Comfort options emphasized convenience and refinement, with standard power windows and door locks on GL and Turbo trims, an optional power , and that was standard on Turbo models but optional on base DL and GL versions. The audio system varied by trim, from a basic two-speaker AM/FM on the DL to a 20-watt four-speaker AM/FM receiver on the Turbo, often integrated with a center console. The facelift models benefited from improved HVAC performance, including dual electric cooling fans for better cabin ventilation and efficiency in varied conditions. Safety features were basic by modern standards but aligned with 1980s expectations, lacking anti-lock brakes (ABS) across all variants; instead, the XT relied on a reinforced body structure and Subaru's symmetrical all-wheel-drive system for enhanced traction in wet or slippery conditions. Three-point seatbelts were standard for front occupants, with a speed alarm that activated at 55 mph to promote safer driving, and tinted glass along with a rear contributed to visibility. The XT6 variant introduced unique technology with its Cybrid system, a computer-controlled electro-hydraulic setup using an electric motor-driven independent of the engine, providing quicker response with just 3.2 turns lock-to-lock and variable assist. Additionally, the XT6 equipped a higher-output 90-amp to support its array of electrical accessories without straining the system.

Drivetrain Specifications

The Subaru XT featured a range of boxer engines typical of Subaru's engineering philosophy, emphasizing a low center of gravity for improved handling. The base model utilized the EA-82 SOHC flat-four engine, a 1.8-liter (1,781 cc) unit producing 94 horsepower at 5,200 rpm and 101 lb-ft (137 Nm) of torque. The turbocharged variant, EA-82T, also 1.8 liters, delivered 111 horsepower at 4,800 rpm and 134 lb-ft (182 Nm) of torque in automatic guise, with manual versions reaching up to 134 horsepower and 145 lb-ft (196 Nm) depending on market tuning. From 1988, the XT6 introduced the ER-27 DOHC flat-six engine, displacing 2.7 liters (2,672 cc) and generating 145 horsepower at 5,200 rpm alongside 156 lb-ft (212 Nm) of torque, marking Subaru's first use of a six-cylinder in a compact sports coupe. Transmission options prioritized driver engagement with a standard five-speed manual gearbox across all models, featuring gear ratios such as 3.545:1 in first, 1.947:1 in second, 1.366:1 in third, 0.972:1 in fourth, and 0.738:1 in fifth, paired with a 4.111:1 final drive for balanced and cruising. Pre-facelift models (1985–1987) offered a three-speed automatic as an alternative, while the 1987 facelift and XT6 upgraded to a four-speed automatic for smoother shifts and better efficiency. These transmissions were longitudinally mounted, integrating seamlessly with the boxer engines to maintain Subaru's symmetrical layout. Drivetrain configurations began with on base GL models for cost efficiency, but most XT variants emphasized all-wheel drive capability. The part-time four-wheel-drive system, known as "On-Demand," employed a in the center differential to engage the rear wheels automatically under slip, typically distributing up to 50% rearward as needed. The XT6 elevated this to a full-time four-wheel-drive setup with a 50:50 front-rear split under normal conditions, utilizing a bevel-gear center differential and viscous limited-slip elements for constant traction without driver intervention. Suspension was independent at all four corners, employing MacPherson struts front and rear with coil springs and anti-roll bars for composed handling in a . Braking used ventilated front discs and solid rear drums on base models, upgrading to four-wheel discs on turbo and XT6 variants; the turbo model's setup enabled a 0–60 mph time of approximately 8.7 seconds, underscoring its sporty credentials despite modest power. Fuel economy reflected the era's technology, with non-turbo models achieving 22–25 mpg combined per EPA estimates, while turbocharged versions dropped to around 20 mpg combined due to the added boost and weight.
EngineDisplacementHorsepowerTorqueConfiguration
EA-82 SOHC1.8L flat-four94 hp @ 5,200 rpm101 lb-ft @ 2,800 rpmNaturally aspirated
EA-82T Turbo1.8L flat-four111–134 hp @ 4,800 rpm134–145 lb-ft @ 2,800 rpmTurbocharged
ER-27 DOHC2.7L flat-six145 hp @ 5,200 rpm156 lb-ft @ 4,000 rpmNaturally aspirated

Model Generations

1985–1987 Pre-Facelift

The Subaru XT pre-facelift models marked the debut of Subaru's innovative sports coupe, first unveiled at the 1985 Tokyo Motor Show as the production evolution of the ACX-II concept. Designed for the North American market, U.S. sales began in February 1985, positioning the XT as a stylish alternative to mainstream coupes with its aerodynamic wedge shape and advanced features like optional digital instrumentation. The initial lineup offered four trim levels: the entry-level DL, mid-range GL, and performance-oriented GL-10 Turbo (front-wheel drive), with the GL-10 Turbo 4WD adding optional part-time four-wheel drive for enhanced traction. These models were exclusively powered by the EA82 1.8-liter horizontally opposed four-cylinder engine, available in naturally aspirated or turbocharged forms, paired with five-speed manual or three-speed automatic transmissions; full-time all-wheel drive and flat-six engines were not introduced until later iterations. The base DL and GL trims featured the naturally aspirated EA82 engine producing 97 horsepower and 103 lb-ft of , emphasizing and everyday usability with as standard. In contrast, the GL-10 Turbo variants utilized the turbocharged EA82T, initially rated at 112 horsepower and 143 lb-ft of in 1985, providing a modest performance boost suitable for the era's expectations but notable for its responsive low-end delivery when equipped with the manual transmission. By 1987, minor updates refined the lineup, including revised badging for improved visual distinction and a slight power increase to 115 horsepower for the turbo models through optimized fuel mapping, without altering the core drivetrain architecture. The part-time 4WD system, available only on turbo models, engaged the rear wheels manually via a switch, aiding in slippery conditions but adding approximately 200 pounds to curb weight.
Trim LevelEngineHorsepowerDrivetrain Options1985 MSRP
DL97 hpFWD$8,139
GL97 hpFWD$10,149
GL-10 Turbo112 hpFWD$12,776
GL-10 Turbo 4WD112 hpPart-time 4WD$13,621
Early XT models faced some reliability challenges, particularly with the turbocharged variants, where noticeable turbo lag affected acceleration predictability in urban driving, exacerbated by the three-speed automatic transmission's less precise shift mapping compared to the manual. Additionally, the automatic transmission occasionally exhibited hesitation and overheating issues under heavy load, contributing to broader concerns about long-term durability in high-mileage examples, though proper maintenance mitigated many problems. These traits, while not unique to the XT, highlighted the trade-offs of Subaru's early turbo implementation in a compact platform.

1987–1991 Facelift and XT6

In 1987, the Subaru XT underwent a mid-cycle facelift that introduced several refinements to enhance its market positioning and performance. Key updates included a revised front with updated grille and headlight surrounds for a more contemporary appearance, the addition of a four-speed option across models, and the discontinuation of the turbocharged variant in the U.S. market by the end of the year. These changes aimed to broaden appeal while maintaining the XT's aerodynamic profile and innovative features. The facelift also marked the introduction of the XT6 variant in late 1987, initially for the 1988 model year, positioning it as Subaru's flagship sports coupe with a focus on refined power delivery and all-wheel-drive capability. Powered by the new ER-27 2.7-liter horizontally opposed six-cylinder engine producing 145 horsepower at 5,200 rpm and 156 lb-ft of torque at 4,000 rpm, the XT6 replaced the previous turbo four-cylinder setup. This engine was paired exclusively with full-time all-wheel drive, a significant upgrade over the part-time system in earlier models, contributing to improved traction and handling stability. The XT6 featured the innovative Cybrid electro-hydraulic power steering system, which used a dedicated electric motor to vary assist levels based on vehicle speed, providing lighter effort at low speeds and firmer response at highway velocities for enhanced driver control. Priced starting at approximately $17,716 for the all-wheel-drive automatic version, the XT6 targeted buyers seeking a premium, performance-oriented alternative in Subaru's lineup. Interior updates during the facelift included the replacement of the pre-facelift's digital instrument cluster with conventional analog gauges on the XT6, simplifying maintenance while retaining the distinctive asymmetrical for ergonomic comfort. Suspension enhancements comprised recalibrated self-leveling air springs, upgraded shocks, and larger wheels with tires, resulting in sharper handling and better ride compliance. Braking was improved with four-wheel discs standard on the XT6. With the introduction of the XT6, the turbo models were no longer available in the U.S., leaving the XT6 as the top offering, with minor interior refreshes in such as updated trim materials for a more upscale feel. Production of the XT series concluded in 1991. The XT6's full-time all-wheel drive and increased power addressed earlier criticisms of underpowered acceleration, though its curb weight of approximately 2,800 pounds tempered outright sportiness. Independent testing recorded 0-60 mph times of 9.0 seconds for the five-speed manual version and 9.8 seconds for the four-speed automatic, aided by the H6 engine's smoother delivery and the drivetrain's grip in varied conditions. These attributes made the XT6 Subaru's most sophisticated to date, praised for its balanced dynamics despite the added mass.
Model VariantEnginePower/TorqueTransmissionDrivetrainCurb Weight0-60 mph
XT6 (1988-1991)2.7L H6 (ER-27)145 hp / 156 lb-ft5-speed manual or 4-speed automaticFull-time AWD~2,800 lbs9.0 sec (manual); 9.8 sec (auto)

Markets and Variants

North American Models

In North America, the Subaru XT was introduced as an entry-level luxury , available in the United States and from 1985 to 1991, with trims adapted to local preferences and regulations. The initial lineup for the U.S. market included the front-wheel-drive (FWD) XT DL and XT GL models, powered by a 1.8-liter non-turbocharged boxer-four , while the performance-oriented GL-10 Turbo trim offered a turbocharged version of the same in both FWD and part-time four-wheel-drive (4WD) configurations. The facelifted models from 1987 onward retained the DL and GL trims in FWD, with the turbocharged GL-10 phased out after 1987 with the introduction of the XT6. The top-tier XT6, introduced in 1988, featured Subaru's new 2.7-liter H6 engine and all-wheel drive (AWD) as standard, positioning it as a more refined flagship with optional sport suspension packages for enhanced handling. Base pricing for pre-facelift models ranged from approximately $11,000 to $13,000, with the GL-10 Turbo topping out near the higher end, while the XT6 started around $18,500, making it an affordable alternative to European luxury coupes like those from . Canadian models mirrored the U.S. offerings in trims and drivetrains but included adaptations such as metric instrumentation, bilingual labeling on controls and , and compliance with standards, resulting in lower sales volumes compared to the U.S. due to the smaller market size. Subaru marketed the XT series as an accessible entry into premium motoring, emphasizing its aerodynamic design and AWD capabilities over competitors, with high-profile promotions including the 1988 MVP award of an XT Turbo to Doug Williams and the 1989 MVP gift of an XT6 to . Regulatory adaptations for focused on federal safety requirements, including reinforced bumpers to meet U.S. 5-mph impact standards without altering the XT's signature wedge-shaped styling, ensuring broad availability across both countries.

Japanese Models

In , the Subaru XT was marketed exclusively as the Alcyone, targeting premium domestic buyers with its futuristic design and advanced features. Launched in June 1985 following its concept preview at the 25th Motor Show earlier that year, the Alcyone debuted as a high-end emphasizing luxury and performance. The initial lineup consisted of two trims: the base Alcyone VS, a front-wheel-drive model with the naturally aspirated 1.8-liter boxer-four engine, and the performance-oriented Alcyone VR Turbo, which featured all-wheel drive and a turbocharged version of the same engine producing 120 PS (88 kW). The VR Turbo included exclusive domestic features such as a standard digital instrument cluster for enhanced visibility and a more advanced full-time all-wheel-drive system introduced earlier than in export markets. Following the 1987 facelift, Subaru added the Alcyone VX trim, equipped with the new 2.7-liter and full-time AWD, serving as the Japanese equivalent to the XT6 with higher refinement for local luxury positioning. Pricing for the Alcyone ranged from approximately ¥2.5 million for the base VS to ¥3.5 million for higher trims like the VX, positioning it as an aspirational vehicle for affluent Japanese consumers seeking innovative engineering. In 1988, Subaru released a limited 30th Anniversary edition of the Alcyone VX, producing just 30 units with unique white-and-gold styling to commemorate the company's automotive milestone. Total production for the Alcyone across all trims reached an estimated 8,170 units, reflecting its niche appeal in the home market.

International Models

The Subaru XT was offered in primarily as the left-hand drive XT Turbo 4WD, featuring the emissions-compliant EA-82T turbocharged 1.8-liter producing 136 PS (100 kW) at 5,600 rpm and 197 Nm of torque at 2,800 rpm. This model, available with a five-speed manual or four-speed , was largely limited to pre-facelift versions from to 1987, with adaptations including metric instrumentation and compliance with European emissions standards. Sales in were niche, with low volumes reflecting the model's futuristic styling and all-wheel-drive focus in a market dominated by rear-drive coupes, resulting in fewer than 5,000 units imported across the region. In and , the XT was marketed as the right-hand drive Subaru Vortex, emphasizing its part-time four-wheel-drive system to appeal to rally enthusiasts and buyers seeking in varied terrains. Base models like the Vortex XT and SE used a naturally aspirated 1.8-liter , while the Vortex Turbo variant retained the EA-82T turbocharged powertrain with adjustable boost, paired with a five-speed and available through 1991. Regional adaptations included unique badging, metric gauges, and a stronger push on all-wheel-drive performance for wet climates and off-road capability, contributing to comparatively stronger sales in where the model's AWD found broader appeal among approximately 2,000-3,000 units sold over the production run. Exports to other international markets were minimal, with brief low-volume shipments to the under the XT name and no significant presence in or additional Asian regions beyond . These limited distributions highlighted the XT's primary focus on core markets, with adaptations like local compliance tuning ensuring viability where imported.

Production and Reception

Production Details

The Subaru XT was manufactured exclusively at the Yajima Plant in Ota, , , where assembly occurred from 1985 to 1991. This facility, part of Subaru's Gunma complex, handled the complete vehicle assembly for the model throughout its production run. Production volumes peaked in 1986 with approximately 24,000 units, following an initial year of over 10,000 units in 1985, before declining to under 10,000 annually by 1991. Overall output across the single generation totaled just over 98,000 vehicles globally. Engines for the XT were sourced from Subaru's Oizumi Machinery plant in nearby Oizumi, Gunma, while transmissions were primarily produced in for both domestic and export models; the facility, which later handled some transmission assembly for exports, did not contribute to XT production as it opened in 1989 for other models. Production ended in 1991 due to declining demand for the model, with Subaru shifting resources to the new SVX as its in the luxury segment; no direct replacement appeared until the Impreza-based models in the mid-1990s. The XT earned for its high build quality, though early turbocharged variants faced reliability concerns, including isolated reports of failures, which contributed to owner maintenance challenges but did not result in widespread recalls specific to those components. Two NHTSA recalls were issued for the : one for potential corrosion of rear suspension inner control arms (NHTSA campaign number 92V001000; affecting vehicle control) and another for aftermarket filters prone to leaks (NHTSA campaign number 05E065000; posing a risk if installed).

Sales Performance and Market Appeal

The Subaru XT achieved modest commercial success primarily in the North American market, where it recorded total U.S. sales of 84,062 units from to , with peak annual figures of 23,947 units in 1986 before a steady decline to 1,309 units in . This performance reflected its niche positioning as an all-wheel-drive sports coupe, though it fell short of broader mainstream appeal amid intensifying competition from established rivals like the and , which offered more conventional front-wheel-drive layouts and stronger performance at competitive prices. Global sales were limited, with production totaling around 98,918 units across all variants, underscoring the model's specialized rather than mass-market draw. Consumer and critical reception highlighted the XT's innovative design and all-wheel-drive capabilities as key strengths, earning praise for its "futuristic" and unconventional styling that set it apart in the coupe segment. Publications like noted its bold, aerodynamic wedge shape and Subaru's pioneering integration of AWD in a personal luxury coupe, which appealed to buyers seeking differentiation from typical sports cars of the era. However, the base model's underpowered 94-horsepower engine and relatively high starting price—around $12,000 in , comparable to pricier imports—drew criticism for lacking the refinement and acceleration of competitors, contributing to slower adoption. The 1988 introduction of the XT6 variant with a more potent 145-horsepower aimed to address these shortcomings but arrived too late to significantly boost volumes. Marketing efforts positioned the XT as Subaru's entry into the upscale sports coupe arena, emphasizing its aerodynamic innovation and all-season traction to attract affluent, adventure-oriented buyers, though the campaign struggled against the brand's reputation for economy cars. Factors such as poor resale value retention, exacerbated by the model's quirky aesthetics and limited aftermarket support, further dampened long-term market appeal, with used examples depreciating faster than more conventional rivals. The U.S. economic from 1990 to 1991, which saw overall new vehicle sales drop by about 20% from 1989 peaks, compounded these challenges by reducing on niche imports. In retrospect, the XT has gained status as a among enthusiasts for its forward-thinking design and Subaru's early embrace of turbocharging and AWD in a format, as noted in analyses that celebrate its role in the brand's evolution toward performance-oriented vehicles. Despite underwhelming sales, its cultural positioning as an "inexpensive alternative to European luxury s" endures in modern reviews, influencing Subaru's later successes with models like the SVX.

Special Editions and Motorsports

Limited Editions and Prototypes

The Subaru Alcyone VX 30th Anniversary edition, released in 1988 to commemorate the 30th anniversary of the (Subaru's first production car launched in 1958), was a Japan-exclusive limited run of 30 units. These vehicles featured a white and gold two-tone paint scheme with "30th Anniversary" side decals, unique commemorative badges, a red interior, and were powered by the 2.7-liter flat-six H6 engine. Among the prototypes showcased by Subaru, the 1987 Junko Shimada edition stood out as a fashion-themed concept displayed at the 27th Tokyo Motor Show. Designed in collaboration with Japanese fashion designer Junko Shimada, it boasted a full black exterior with color-keyed wheels paired with a luxurious red leather interior featuring a vintage pattern, highlighting experimental styling influences from the era's trends. It was powered by a 2.7-liter boxer-six engine producing 150 PS. Neither this prototype nor the following one entered production. Another notable prototype was the FICCE Special, also unveiled at the 1987 Tokyo Motor Show. This concept, created with input from fashion designer Yoshiyuki Konishi of FICCE, was a version featuring special hubcaps and interior graphics emphasizing innovative materials and ergonomic design elements tailored for forward-thinking aesthetics. In international markets, special dealer editions of the XT appeared , often equipped with sport wheels and minor cosmetic enhancements to appeal to performance-oriented buyers. Today, low-mileage examples of these limited editions and prototypes command significant collectibility, with values typically ranging from $10,000 to $20,000 depending on condition and .

Racing Involvement

The Subaru XT had limited involvement in motorsports, with its most notable appearance being a single entry in the 1985 Wynn's . Prepared as a potential rally contender, the XT competed against established competitors in the demanding stages but suffered damage during one of the events, resulting in a did-not-finish (DNF) classification. This isolated rally attempt did not lead to broader competition, as the XT was never homologated for (WRC) events under or subsequent regulations. Subaru's official motorsports efforts began in earnest later, with the Legacy entering the WRC in 1993 and the Impreza following in 1997 under the banner. Lacking factory-backed racing programs, the XT saw only sporadic use in amateur and club-level events in the United States, such as occasional entries in (SCCA) Showroom Stock classes and competitions. Enthusiasts often modified turbocharged models with aftermarket upgrades, including larger turbos boosting output beyond the stock 145 horsepower to over 150 hp, along with stiffened suspensions for better handling, though no significant victories or championships are recorded for the model. Despite its minimal competitive success, the XT's all-wheel-drive system aligned with Subaru's emerging rally heritage, influencing that positioned the brand as capable in rugged conditions even as production models prioritized road use.

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