2023 Subaru Crosstrek (XV) review: First Australian drive

Here’s something you probably didn’t know: Subaru’s smallest SUV – formerly known here as the XV and reborn as the Crosstrek for 2023 and beyond – is a uniquely Australian construct that was so well received, it was exported to the rest of the Subaru world.

Neat, eh?

“It was a Nick Senior initiative,” Subaru Australia’s managing director Blair Read tells Wheels over a picnic lunch in the Watagan National Park, north of Sydney. “The project at the time was named XV, and the name stuck.”

Senior, of course, is a former managing director of Subaru Australia, and the product plan to increase the ride height of a third-generation Impreza hatch and adorn it with now-industry ubiquitous black plastic over-fenders resonated so well with HQ that the XV soon became part of the global line-up.

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After logging some 108,000 Australian sales since its launch in 2010, the XV moniker has been benched for 2023, in favour of the US-created Crosstrek badge.

Changing names midstream can be fraught with peril – Nissan Tiida, anyone? – but Read is unconcerned about any potential impact.

“With the launch of the third generation, it was the perfect time to reposition and relaunch,” he says. “We did our research and talked to dealers, talked to customers and committed to it.

“Name-wise, it also aligns better with the rest of the range, too.”

The name may have changed, but there are lots of commonalities between the MY22 XV and MY23 Crosstrek. Those over-fender plastics have been sharpened up, the front end is more aggressive with narrower LED headlamps and the rear bumper wears chunkier trims, while the interior has scored the same vertical tablet centre console screen as the Forester and Outback.

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It’s a case of carryover for the powertrains, once again running Subaru’s 115kW/196Nm FB20 2.0-litre four-cylinder boxer engine, backed by a continuously variable transmission and bolted to an updated version of Subaru’s all-wheel-drive layout.

The mildest of mild hybrid systems remains in the line-up as an option, as well, with Read telling Wheels that “advancements in the evolution of the hybrid system are coming”. Our guess is that the Crosstrek won’t benefit from it until the fourth generation drops.

Even though the content carryover is significant, by no means have Subaru engineers been sitting on their hands; a raft of incremental changes to the Crosstrek make a marked difference to its on-road manners.

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The Subaru Global Platform, which has underpinned every new Suby since 2016, has been tweaked for the third-gen Crosstrek.

As well as reinforced suspension mounting points, there’s a new full inner frame construction, longer runs of structural adhesive and beefed-up suspension and seat mounts. Even the roof skin has been massaged to reduce interior thrum. Subaru claims the Crosstrek’s body rigidity is now “almost the same” as that of the WRX.

More sound-deadening material has been added throughout the car as well, while new aluminium engine mounts and a more rigid oil pan help to muffle the noise from the boxer motor.

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It’s worth noting, though, that the Crosstrek is yet to have an ANCAP rating applied to it

The AWD bias has changed from a 50:50 split to a front-biased 60:40 split, while the chassis computer has been updated to make for a better, calmer urban drive experience, according to Subaru engineers. The company’s X-Mode off-road modes are also carried through, while the Crosstrek is the first Suby to run the company’s upgraded EyeSight camera array.

Formerly running two stereo cameras mounted atop the windscreen, Subaru has added a third eye (as it were) to the array, which has a much wider viewing angle to complement the longer focal point of the two stock lenses.

It’s worth noting, though, that the Crosstrek is yet to have an ANCAP rating applied to it. It’s unlikely that the 2017 five-star rating awarded to its predecessor will carry over, either, given the lack of a front-central airbag.

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All of these incremental changes – plus the fact it’s 2023, the Year of the Hiked Price – means the Crosstrek is a slightly dearer proposition than it once was.

The range kicks off with the cloth-upholstered 2.0L at $34,990 before on-road costs, an effective jump of $1800 over the outgoing XV 2.0L.

Likewise, the 2.0R – which gets two X-Mode settings, 360-degree cameras, 18-inch rims, heated front cloth seats and external mirrors, better LED headlamps and LED DRLs – is up $2700 over what was the XV Premium.

The leather- and sunroof-equipped 2.0S is, at $41,490 before on-road costs, a $3700 more expensive proposition again.

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As Subaru is keen to point out, the Crosstrek’s ability when the terrain toughens up is an ace in its sleeve

And if you want the hybrid version, add $3600 to the 2.0L and 2.0S for the privilege of a more complex drivetrain with arguably very little advantage (a claimed 1L/100km, to be precise) over the stock unit.

On paper, at least, the 2.0R looks to be the sweet spot in the range, with a decent balance of spec at a not-unreasonable cost, particularly considering the competition in the space. Think Toyota Corolla Cross GX (on par price-wise, smaller rims and 2WD only, but a more modern build), Hyundai Kona AWD (arguably sharper and more modern design, traditional auto but dearer) and Mazda’s CX-3 sTouring (on par price-wise, with a proper auto and a digital dash), and the Crosstrek is well in the game.

And as Subaru is keen to point out, the Crosstrek’s ability when the terrain toughens up is an ace in its sleeve. Our press drive route includes a couple of kilometres of terrain that lesser SUVs would fear to tread – and even though the Crosstrek lacks dirt track niceties like underbody protection for its more valuable bits, the computer-controlled X-Mode system is surprisingly accomplished.

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Active only under 20km/h, the two-mode system helps all four corners find grip when there isn’t much to be found, and commands a lower ‘ratio’, as it were, from the CVT, allowing the Crosstrek to ratchet its way across steep washouts and rock fields with surprising aplomb, though throttle modulation could definitely be improved.

Our drive route also includes a lot of flood-damaged country tarmac – the type of terrain most car companies would prefer not to traverse if they could help it. It’s here that the Crosstrek showed off its quieter side, with truly impressive NVH suppression for occupants when the road got rutty.

The way it keeps out road thrum and small-frequency bumps would be impressive for a large car, let alone a small SUV with a reasonably short wheelbase. There’s impressive isolation and sophistication in the first part of the suspension’s travel, too, which lifts the Crosstrek’s overall demeanour from both the driver’s and passenger’s seat. Tyre roar is admirably muted as well.

The way it keeps out road thrum and small-frequency is impressive for a small SUV with a reasonably short wheelbase

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But those same roads also exposed the Crosstrek’s inability to double down on more complex bumps. A lack of rebound control on the rear axle, in particular, is obvious on larger, more loaded undulations, which would definitely draw the driver a sharp glare from their passengers.

There’s also a disconnected, fuzzy feel to the steering, particularly off-centre, which in concert with the Crosstrek’s higher centre of gravity means more attention needs to be paid to changes of direction to ensure smooth passage.

The Crosstrek also bears the same cross as its predecessor; the relatively lacklustre FB20 flat-four engine and CVT combo. It’s adequate and more than competent in and around surburbia, offering good throttle response and an unfussed air, but it’s all at sea when the pace picks up.

Progress towards higher speed limits is best described as steady, while overtaking manoeuvres should be planned well in advance.

It’s reasonably frugal, though; over some 220km of mixed terrain, we posted an indicated 8.4L/100km against a claimed combined average of 7.2L/100km. It’s also happy running 91 RON.

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On-board accommodations, too, are still relatively modest. The addition of an 11.6-inch vertically orientated centre multimedia screen is positive, as is an induction device charging pad that’s big enough for even the largest of smartphones. There’s also a mix of USB-A and USB-C ports, which is a nice touch, along with decent wireless Apple CarPlay.

While a brace of functions have been assigned to menus inside the screen, a combination of steering wheel controls and centre console buttons – not to mention a proper T-bar shifter – means the Crosstrek won’t be a daunting prospect for most to drive.

However, the front seat bases are mounted very high in the cabin, which doesn’t combine well with the sunroof-equipped 2.0S’s lower roof line.

Rear seats are typical of a small SUV (flat and relatively comfortable over a short distance), but the Crosstrek’s rear doors are quite small and the door sill quite pronounced, making ingress and egress a bit of a trick. And while there are rear USB ports, there is still no sign of rear vents.

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VERDICT

All in all, the Crosstrek is a solid, sensible little SUV that will definitely appeal to the rusted-on Subaru faithful, as well as to those looking for a small SUV with proper ability off the beaten track.

The 50-year-old company does have its work cut out, though, when it comes to bringing new blood into the fold in the face of new and hungry rivals offering up value by the boatload.