Buying a used Subaru XV (2012-2017)

Subaru’s desire for an all-new compact SUV was heralded in 2011 by the Subaru XV concept on display at Auto Shanghai in China.

Production versions aimed at the US market were launched a few months later and Subaru’s successor to the Impreza XV G3 made its Australian debut in January 2012.

This new standalone Subaru XV model line was to all intents a taller, tougher version of the Impreza-badged crossover model which had struggled previously to excite Australian buyers, using the same 110kW version of the newish FB20 2.0-litre engine.

Minor updates were announced during the XV’s first five years of Australian release, but it took until 2017 before significant change occurred with the second-generation model.

The shape wasn’t much different, but that sameness masked a longer wheelbase and entirely new structure that lowered the XV’s centre of gravity while maintaining plenty of ground clearance.

The 2.0-litre engine gained 5kW of power and that would remain the only mechanical change until early 2020 when a heavier but more fuel-efficient hybrid version was added.

Buying Used: Subaru XV (2012-17) – Quick Checklist
• These cars have 4WD but were not designed to be an off-roader. Some owners fail to understand this, so check the underside for dents and scrapes.
• Complete service history and use of correct lubricants are important to engine longevity. So is checking the engine oil at least monthly between services and topping up if needed.
• Several electrical issues and a problem with valve springs (only affecting 2012-13 cars) resulted in several manufacturer recalls. Check service history to ensure all required work has been completed.

The Subaru XV launched early in 2012, hoping that interest in a new model would bring buyers back to dealerships that were suffering after an earthquake and tsunami in Japan curtailed production.

Subaru predicted annual sales for the new model of between 4800 and 6000 units, and during 2014 it exceeded those numbers to finish second in its segment behind the Hyundai ix35.

Three versions were initially available: the entry-level 2.0i, mid-spec 2.0i-L (Luxury) and the not-quite-flashy 2.0i-S (Sport). Pricing was going to have a big influence on the XV’s success, so it commenced at an enticing $28,490 plus on-road costs.

That was some $4000 below 4WD manual or automatic versions of the Mitsubishi ASX and the Hyundai ix35. However, Subaru did charge $2500 extra for its continuously variable (CVT) automatic transmission, whereas Mitsubishi didn’t.

The engine fitted to this and all XVs was typically Subaru; a horizontally-opposed four-cylinder with overhead camshafts, 110kW of power and nothing too stressful happening below the cylinder heads.

Design conservatism enabled the XV to happily run on regular 91RON unleaded petrol or E94 ethanol blend. In today’s era of $120 tank fills, those few bucks saved each time will add up.

Basic XVs ticked a lot of boxes, with the main inclusions being 17-inch alloy wheels, climate-control air-conditioning, cruise control, a trip computer and six-speaker stereo with CD player and USB connectivity.

Plus, of course, the less obvious benefit of all-wheel drive and fuel-saving engine start-stop when idling.

All XV models at launch were fitted with a 4.3-inch screen and a reversing camera. Numerous safety features including front, side, head and driver’s knee airbags ensured the entire range qualified for a five-star ANCAP rating.

Paying $3500 extra put a 2.0i-L into the frame, the additional money bringing faux leather upholstery, dual-zone climate control, a power sunroof and sat-nav with voice command capabilities.

Jump all the way to $36,990 plus ORCs for a CVT-equipped 2.0i-S and the package would include genuine leather coverings on seats that adjust electrically (driver) and were heated, plus Xenon headlights, alloy pedals and silver roof rails.

Early in 2015, Subaru announced revised pricing which it claimed was made possible by the signing of a free-trade agreement between Japan and Australia. Nothing to do with a sudden and significant sales slump.

Whatever the reason, from May 2015 it was possible to climb aboard a manual-shift XV for just $26,490 plus ORCs, or collar yourself the top-spec XV 2.0i-S for $34,990.

Changes accompanying the price shifts were minimal, with the most obvious being bigger infotainment screens – 6.2-inch on the 2.0i or 7.0-inch if you chose the 2.0-L or 2.0-S version.

Also distinguishing these versions was silver leather stitching and a revised instrument cluster with digital speed display.

More changes were in the pipeline and MY16 cars boasted a new front bumper fascia, revised tail-lights with LED inserts and startling new Hyper Blue exterior colour.

Back in the dim past, when ‘family’ cars had six cylinders and bench seats, 3.7-litre engines that produced around 110kW (147bhp) were thought to be pretty powerful stuff.

Today, though, that quantity of kilowatts is deemed pretty ordinary even for an under-stressed 2.0-litre and throughout reviews of the XV we find grumbles about lack of power and stodgy low-end performance. The real culprit, however, is weight.

Those old Aussie sedans weighed 1250-1350kg and had nothing of substance inside them. The XV in manual transmission form weighs 1420kg and is loaded with safety and driver assistance systems.

Its structure also does a far better job of protecting the occupants in a crash than designs from the 1970s. But, yes, in some situations the XV could use a tad more power and potential buyers will need to decide if they might more than occasionally be in such situations.

The CVT system is smooth and more fuel efficient than the manual, but sluggish at lower engine speeds. Paddle shifters are provided but any benefit they provide is notional because the CVT isn’t designed to operate that way.

The clunky manual with its six well-spaced ratios will provide faster response and a greater level of driver involvement. Plus there is the certainty of some engine braking when diving into a bend that suddenly tightens or heading downhill on a slippery surface.

The tallish stance is said to affect cornering stability and steering inputs are greater than with lower-set Impreza passenger cars.

In some situations when entering a bend, the XV will kneel on its nose but with decent-quality rubber and correct tyre pressures the Subaru should be stable and predictable at sensible speeds on all kinds of surfaces.

For a vehicle of its size, the XV offers decent space and a practical layout. However, the underlying design does date back several years and shows its age. The dash is unremarkable and you need a top-spec model to brighten it with the bigger display screen.

Plenty of equipment accompanies reasonable seats, and again the S version’s leather chairs are best, with lots of storage areas for minor items.

One negative forced onto Subaru by the XV’s design constraints was a downsized spare wheel, and none at all in later mild-hybrid versions that came with the second generation.

XV luggage space is tight, but if you intend travelling to isolated areas or running interstate at night, head to the wreckers and get yourself a full-size second-hand wheel and tyre.

People in the back sit higher than do those in the front. If they are short, that’s fine, but it’s not so good though for lanky adults whose heads might rub the roof lining.

Folding the seats produces a useful luggage platform but be mindful of what you stow there because there is a gap between the front seats and luggage area into which objects can fall.

Limiting engine output, using an efficient CVT transmission and switching the engine off when idling at the lights are costly and complex ways of minimising XV fuel use and they do seem to have an effect.

Manual versions have a combined-cycle consumption figure of 7.3L/100km while the CVT is slightly more frugal with a 7.0L/100km average.

The XV’s large 60-litre fuel tank allows an easy 700km between stops when running on the highway and 550km around town.

At a time of outrageous oil prices and market stress, the Subaru XV is a versatile vehicle with a good reputation for reliability and decent economy.

Where it suffers is in being a tad too compact for its own good and pinching some extra legroom for rear seat occupants by shrinking the load area.

Parents with children of walking age will find the XV okay, but those who need space for a pram plus change bag plus shopping may find the available space inadequate.

The obvious benefit of the XV’s compact shape and minimal rear overhang, plus that useful rear camera, is that it’s easy to parallel park in spots that defeat drivers of slightly larger models.

With its trendy styling, attention-grabbing colours and wild wheels, an XV also isn’t going to get itself lost in a carpark overwhelmed by bland-looking small or medium SUVs from the likes of Toyota or Hyundai.

Subaru XV (2012-17) – What to check when buying used
• Continuously variable transmissions (CVTs), especially those that are 10-plus years old, suffer problems that are hard to predict until they occur. Be suspicious if the transmission takes more than two seconds to select reverse and if the car feels reluctant to move backwards when the throttle is depressed.
• Rust should not yet have affected a well-maintained XV, but poor-quality crash repairs and underbody damage might let rust bugs find their way aboard.
• Have the vendor run through major functions on the touch-screen, watching for flickering and whether tabs need to be pushed more than once or with increasing force before the screen responds.
• Oil consumption is normal for these engines (up to one litre every 2000km, Subaru says) but some owners will neglect maintenance. Be wary of cars that rattle at start-up in case they have been run low on oil and are being sold ahead of a major engine failure.

Used vehicle grading for Subaru XV (2012-17)
Design & Function: 15/20
Safety: 14/20
Practicality: 15/20
Value for Money: 12/20
Wow Factor: 12/20
Score: 68/100

Also consider: Honda HR-V, Hyundai ix35, Mitsubishi ASX