Is the Subaru Crosstrek the same as the XV or better? Review

If you think the Subaru Crosstrek looks familiar, then you’re not wrong. Yes, the Crosstrek badge on the tailgate might be new, but Subaru’s new small SUV-cum-crossover was formerly known in Australia and other markets as the Subaru XV.

Only North America is familiar with the badge, the XV having been marketed in the US and Canada as the Crosstrek.

Subaru Australia says the name change is to bring the Crosstrek into line with other SUVs in its range – Forester and Outback – while also streamlining naming conventions. This third-generation Crosstrek (aka XV) is now marketed globally only by that name.

What hasn’t changed is the Crosstrek’s very essence, which remains essentially an Impreza hatchback but with taller suspension and some added body cladding.

Now in its third generation, the Crosstrek sits on Subaru’s new-generation vehicle platform that underpins several models including the Impreza (from 2016), XV (2017), Forester (2018) and Outback (2021), a solid starting point.

Prices have increased over the outgoing and equivalent XV models, between $1800 and $3000 (depending on grade). But with more room inside (despite identical exterior dimensions to the XV) and a new level of standard equipment, Subaru is hoping those price rises are justified.

The Subaru Crosstrek range comprises five variants, three exclusively petrol-powered, and two petrol-hybrid.

All five variants share the same 2.0-litre non-turbocharged horizontally opposed (boxer) four-cylinder engine married to a continuously variable transmission sending drive to all four wheels.

That 2.0-litre four is slightly detuned in the two hybrid models, their outputs boosted instead by a 12.3kW/66Nm electric motor that, Subaru claims, reduces fuel consumption by around 10 per cent. 

The range kicks off with the entry-level 2023 Subaru Crosstrek 2.0L. It’s priced at $34,990 plus on-road costs, around $1800 dearer than the equivalent 2022 Subaru XV model it replaces. It’s the car we have on test here.

The mid-spec Crosstrek 2.0R is priced at $38,490 before on-road costs and adds niceties like a 360-degree camera, smart headlights, power-adjustable driver’s seat, and bigger (18-inch) alloy wheels.

Stepping into the range-topping (non-hybrid) Crosstrek 2.0S brings extra garnish like a 10-speaker Harman Kardon premium sound system, leather-accented seat trim, satellite navigation and an electric sunroof. It is priced from $41,490 plus on-road costs. 

The entry-level Crosstrek we have here features a reasonable level of standard kit, even if there are some base-model touches like cloth seat trim and a six-speaker sound system.

Standard equipment highlights include 17-inch alloy wheels, dusk-sensing LED headlights, an 11.6-inch portrait-orientated infotainment touchscreen with wireless Apple CarPlay and Android Auto, wireless smartphone charging, dual-zone climate control, power-folding door mirrors, and keyless entry push-button start.

There’s also a full suite of Subaru’s advanced safety technologies – dubbed EyeSight – detailed in full later in this review.

There are no options to be had across the range, other than a choice of 12 different hues of paint – from solid, mica, metallic and even pearl. But, unusually in this day and age, Subaru doesn’t charge extra for paint, so you can colour your Crosstrek in one of 12 shades for no additional cost. Our test car was finished in a metallic shade of Ice Silver.

Rivals abound, but look closely and you’ll note the Crosstrek is almost in a field of its own. The Subaru’s circa $35K (before on-road costs) seems a little steep when compared with other entry-level rivals such as the Toyota Corolla Cross GX ($33,980), Mazda CX-30 G20 Pure ($32,990) and Hyundai Kona ($32,000) – all before on-road costs. But, all are front-wheel drive, while the Crosstrek is all-wheel drive (AWD).

Adding AWD to those rivals sees prices quickly escalate. The Hyundai Kona starts from $40,000 in all-wheel-drive form, while the Toyota Corolla Cross GXL AWD is priced at $43,230, which seems like a steep jump over its rivals, until you factor in it’s powered by the Japanese brand’s hybrid system. Mazda’s recently refreshed CX-30 range now states the high-spec G25 GT SP model as the first available with AWD from $44,190.

The Subaru Crosstrek can also be had with a hybrid drivetrain, and in entry-level L trim ($38,590 before on-road costs) undercuts the cheapest Corolla Cross AWD hybrid, and by some margin. Might be worth taking a look if you’re after a hybrid, though Subaru’s fuel savings in the longer term may not be as great as Toyota’s.

For now, though, the focus remains on the most affordable Crosstrek your money can buy to find out if the Japanese brand’s successor to the popular Subaru XV still represents good value.

The interior of the Subaru Crosstrek L makes a statement of function over form. It’s clear some thought has gone into the design, like the way the infotainment touchscreen is nicely integrated into the dash, but the quality of materials err on the side of entry-level. Hard scratchy plastics abound with only a few key surfaces yielding ever so slightly to the touch.

The seats, manually adjustable, are upholstered in cloth of varying shades and textures, lending them a busy look. Still, they are comfortable and decently bolstered.

The steering wheel highlights the Crosstrek L’s entry-level status. There’s no fancy leather with contrast stitching. Instead, the three-spoke wheel is crafted from polyurethane, aka plastic, lending it a decidedly cheap feel.

The steering wheel frames a pair of analogue instruments – tachometer and speedometer – which flank a small but serviceable digital display that can be scrolled through various driving and trip data including, crucially, a digital speed readout.

Up-front storage amenities include the obligatory pair of cupholders joined by a deep storage bin located under the padded central armrest. The glovebox is nicely sized, while the door pockets can accommodate bottles. There’s no lining in those door pockets, however, so things can get a little rattly when on the move.

The second row is where the Crosstrek reveals a noticeable improvement over its XV forebear. Simply, there’s more space back there, meaning those travelling in row two will enjoy a modicum of extra comfort. The big beneficiaries are knee and leg room.

A large and solid transmission tunnel does impinge on the comfort of the middle occupant in row two, but that’s the trade-off for having an all-wheel-drive platform underneath you. The back seats themselves feel a little firm, and certainly a touch harder than the front pews.

In terms of second-row amenities, there’s not a whole lot going on back there, reminding you this is the entry-level variant. A pair of cupholders are revealed in the fold-down centre armrest, while the door pockets can take bottles.

There are no air vents back there, however, meaning second-row citizens will need to rely on climate controls emanating from the front.

For those with little kids, the outboard seats are equipped with ISOFIX child seat anchors, while all three seatbacks are fitted with top-tether points.

Of course, that extra space in the second row doesn’t come for free, and the trade-off for passenger comfort has come in the form of cargo capacity. Subaru quotes 291 litres with the second row in use by people. That’s down 19L on the XV that claimed 310L.

Fold the second row away in 60:40-split fashion and the Crosstrek’s load-lugging ability increases to 883L, which is perfectly adequate for the segment. Access to the boot is via a manual tailgate and reveals a flat floor under which lives a space-saver spare wheel and tyre.

Subaru has trodden the path least travelled when it comes to its in-car infotainment set-up. The screen itself, measuring 11.6 inches, is generous especially at this entry-level end of the segment. It’s integrated into the dash portrait-style and cuts an imposing figure.

While the app-like display is easy to follow and use, even on the move, its aesthetic hasn’t quite travelled into the 2020s, with graphics and a clarity that look a decade, or even more, older. Still, it is functional and easy to follow; a big plus in an age where these set-ups sometimes aren’t.

Standard even in this base model are things like wireless Apple CarPlay and Android Auto, as well as a wireless smartphone charging pad. One of each USB-A and USB-C points up front add to the charging options, although the second row misses out entirely, a big plastic blank where they would normally be located in variants higher up the food chain a stark and scratchy-plastic reminder this is the entry-level model.

There’s a full gamut of mainstream radio bands – AM/FM/DAB+ – played through a tinny-sounding six-speaker audio system.

There’s no satellite navigation at this level, so you’ll need to rely on your smartphone for route guidance. No biggie, in our opinion, with Google Maps or Waze almost always better options than native sat-nav.

Subaru has opted for a blend of old-school and digital-age climate controls with a series of buttons for adjusting things like temperature or activating the front and rear demisters. But fan speed can only be accessed through the touchscreen. Still, Subaru has ensured those touchscreen-based climate controls are permanently on display and located at the bottom of the screen.

And kudos to Subaru for offering good old-fashioned knobs for volume and radio tuning. Nice one.

The Subaru Crosstrek remains untested by Australia’s independent safety body ANCAP. Nor has ANCAP’s European counterpart, Euro NCAP, crash-tested Subaru’s newest small SUV.

Subaru’s full suite of active safety technologies is bundled into every Crosstrek, including the entry-level variant we have here.

Dubbed EyeSight, the suite includes forward and reverse autonomous emergency braking, adaptive cruise control, lane-keeping assist, speed sign recognition, tyre pressure monitoring, blind-zone warning, lead-vehicle departure alert, and rear cross-traffic alert.

There’s also a driver attention monitor that alerts you when the system deems you’re not paying attention to the road by tracking your eye movements. We found it a little overeager at times, firing its alert during scenarios like checking your rear-view mirror or when looking left or right while waiting to effect a turn.

A suite of nine airbags covers both rows of occupants, including an ‘anti-submarining’ airbag located under the front-seat passenger that decreases the chances of an occupant sliding forward in the event of an accident.

A rear-view camera is standard, although this base-spec Crosstrek L misses out on a 360-degree camera found higher up the range. And while rear parking sensors are standard across the range, no Crosstrek of any persuasion is fitted with front parking sensors, which we’d argue – thanks to the prevalence of rear-view cameras – are more useful.

The Subaru Crosstrek is covered by the brand’s standard five-year, unlimited-kilometre warranty including 12 months of free roadside assistance.

Services are required every 12 months or 15,000km, an improvement over the outgoing XV’s 12,500km distance intervals.

Servicing isn’t cheap, however, certainly not for the segment. Under Subaru’s capped-price plans, a three-year or 45,000km pack will set you back $1240, while five years and 75,000km asks for $2373.

In comparison, the Toyota Corolla Cross costs just $250 per service for the first five years or 75,000km.

Comprehensive insurance for the Subaru Crosstrek 2.0L comes in at $1181 per annum. This is a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates will vary based on your location, driving history, and personal circumstances.

Subaru claims the Crosstrek 2.0L will use just 7.2 litres per 100 kilometres on the combined cycle, a mix of urban and highway running. Our week with Subaru’s small SUV returned an indicated 9.3L/100km split over around 60 per cent urban and 40 per cent motorway running.

That’s not a great return against the manufacturer’s claim.

The Subaru does, however, get by on regular 91-octane unleaded. The fuel tank measures in at 61L.

One genuinely interesting function is the Crosstrek’s idle stop/start system, which displays the time and fuel saving on the small digital display nestled between the analogue dials on the dash.

Over our week with the Crosstrek, we spent 37 minutes stationary at lights and in general traffic for an indicated saving of 1L of fuel.

The Subaru Crosstrek 2.0L is powered by, as the name suggests, a 2.0-litre, four-cylinder petrol engine. Eschewing today’s trends, the horizontally opposed (boxer) four-cylinder is not turbocharged.

Outputs are rated at 115kW and 196Nm, not ground-breaking numbers by any stretch. An ‘eight-step’ continuously variable automatic transmission (CVT) sends drive permanently to all four wheels. Subaru’s AWD set-up differs from the mainstream in that it’s constant, against the more common ‘on-demand’ systems found in other brands.

Performance is best described as adequate. There’s no gut-punching acceleration from take-off. Instead, the 2.0-litre boxer is at its best in traffic, reasonably brisk to around 40km/h before running out of steam. That’s partly down to the elastic CVT transmission that seems to prioritise fuel consumption over performance, leaving you scrambling for more acceleration, and partly down to peak power not coming on song until 6000rpm while torque maxes out at 4000rpm.

Things improve out on the motorway, the rev-happy nature of the boxer-four coming into its own, helping to get the Crosstrek up to cruising speed reasonably quickly, albeit very noisily. The latter is the work of the drone-like qualities of the CVT, which rise in crescendo as the revs build.

Once at cruising speed, however, the Crosstrek is a comfortable small SUV with decent road manners thanks to a supple, yet not overly soft, suspension tune. Minor road imperfections are easily dealt with, while bigger blots on the surface do little to unsettle the Crosstrek.

Road noise remains prevalent, though, and when added to the cacophony of sound made by the CVT, it makes for a less-than-relaxing experience behind the wheel.

The Crosstrek’s constant AWD underpinnings do pay dividends, offering a sure-footedness under wheel that its many and varied front-wheel-drive counterparts simply can’t match. And while we didn’t hit any unsealed surfaces this time around, other recent tests of the Crosstrek have shown it’s more than capable on gravel trails, while also sparking confidence from behind the wheel when the going gets wet and slippery on sealed roads.

While the Subaru Crosstrek has benefited from some significant upgrades when compared with the outgoing XV it replaces, it’s hard not to think it could have benefited even more with a more powerful, and maybe even turbocharged, engine.

At its heart, the 2.0-litre non-turbo boxer remains underwhelming, as does the noisy and sometimes frustratingly recalcitrant continuously variable automatic transmission.

The one ace up its sleeve, however, is Subaru’s excellent all-wheel-drive system that provides a surety on the road its front-wheel-drive rivals simply can’t match.

And Subaru not holding back on safety technologies, even in this entry-level grade, is a welcome boon.

Subaru buyers tend to be a loyal bunch, and for those looking to upgrade, the Crosstrek 2.0L will feel familiar. It’s certainly worth adding to your consideration list.

We’ve been in touch with Subaru Australia that confirmed dealerships have good stock levels of petrol-only variants of the Crosstrek. The news isn’t so rosy for those after petrol-hybrid variants, which are currently experiencing wait times of, according to Subaru, three to four months, and possibly even longer depending on trim level and colour choices.

The next steps on the purchase journey are to check the Subaru Australia website for stock in your state. You can also find Subarus for sale at Drive.com.au/cars-for-sale.

Of course, we suggest taking the Subaru Crosstrek for a test drive, and perhaps even try the Toyota Corolla Cross and the new Hyundai Kona to gauge the differences. Find your nearest Subaru dealer via this link.

If you want to stay updated with everything that’s happened to this car since our review, you’ll find all the latest news here.