Subaru XV 2017 Review - International

If a global automotive illustrated dictionary existed, chances are the entry for ‘crossover’ would be furnished with the image of a Subaru XV. A high-riding twin of the Impreza hatch, the XV perfectly encapsulates the concept.

To date it has been quite literally a version of Subaru’s all-wheel drive hatch riding on taller suspension -- with a few extra pieces of plastic tacked on. And yet this simple formula has done nothing to dilute success.

Since its introduction as a standalone model in 2012, XV has consistently been among Australia’s best-selling SUIVs and firmly placed in Subaru Australia’s top three. Almost 50,000 have already found a home Down Under.

The introduction of a new Impreza family on a new global platform in 2016 was always going to evolve to include a new XV. And here it is…

Almost.

Ahead of the car’s local introduction in June (2017), we sampled the new XV on a very brief drive in Japan this week. And I mean very brief – the test loop was 5.4km. Don’t then consider this a comprehensive road test – more a taste test.

But it’s a taste we’re partial to. Like the Impreza that donates so much to the new XV, this is more refined, more grown-up car from the little Japanese brand that could.

We’ll have to wait to drive Aussie spec XVs a decent distance to deliver a proper verdict but there’s every reason to believe the new car will be just as much of a success as the one it replaces.

Shared beginnings
XV is based on Impreza. That means it’s built on the new Subaru Global Platform that will underpin all the marque’s mainstream models from now until 2025. The new XV platform is stiffer, safer and smarter than any previous ‘component set’ ever offered by Subaru. And its benefits are manifest and obvious if you’ve driven the new Impreza.

The XV is no less a step forward from its predecessor.

The new XV is just 5mm longer than the Impreza and therefore 15mm longer than the XV generation it replaces. In this new generation, the Impreza family’s wheelbase has grown to 2670mm – the result is noticeable improvement in cabin space, especially for rear-seaters.

The generational change also delivers improvement in interior quality, fit and finish. What was once hard is now soft. Brittle plastics replaced with tactile surfaces.

Subaru claims the new car has an extra 26mm of rear legroom. There’s been an increase in shoulder room of a similar the order. Indeed, the cabin feels almost a class larger than the last car when sampled back-to-back.

Also noticeable is the new model’s increase in track – 30mm at the front and 40mm at the rear. Viewed side-by-side with the last XV, it’s clearly a more substantial vehicle.

Under the bonnet
Like Impreza, all the XVs offered Down Under will be powered by the same 2.0-litre horizontally-opposed direct-injected four-cylinder petrol engine

The 115kW/196Nm engine is matched exclusively to Subaru’s Lineartronic CVT automatic transmission and runs on 91RON standard unleaded.

In XV the new generation Boxer four is a smooth, willing engine but no firebrand. It’s enough, but only just.

Given Subaru’s performance heritage and the appeal of performance versions of SUVs in Australia, a powered-up turbo version is surely only a matter of time. We’d put money down that an STI or perhaps tS XV will eventually hit the road – but not before the next-generation WRX due sometime in 2018.

For the time being there will be no manual XV in the new generation – Subaru Australia claims less that 12 per cent of buyers have opted for manual XV in the last 12 months. In the XV’s lifetime, the local manual percentage is circa 18 per cent. Of course, only offering manual in the base grade skews this figure – but don’t expect Subaru Australia to change its mind in a hurry.

The CVT offers a ‘manual’ mode with seven pre-determined steps, a la Impreza. Even after our short drive I’d suggest you forget any ideas of using the paddles. Let the CVT do its thing – it’s not perfect but it’s better than many of its ilk.

Diesel’s days are numbered also at Subaru. The low-emission option for XV and Impreza eventually will be hybrid petrol variants with plug-in capability.
Extending capabilities
With a ‘Fun Adventure’ brief, XV’s engineering team sort to widen the capability of this gen of the vehicle. More SUV-ness needed to be delivered.

Accordingly, the new XV borrows the Forester’s more capable X-MODE all-wheel drive system. This is about the only area where XV’s mechanical package significantly departs the Impreza norm.

X-MODE uses brake traction control and a smarter centre differential to provide better traction in slippery conditions up to 40km/h. It’s operated by a button on the centre console.

We tried it on a slippery, snowy and muddy slope (albeit not too challenging), even stopping mid slope. And the car performed perfectly – and continued to chug on up the hill. The conditions did not faze the XV in the slightest.

Hill descent control is also included and operates at up to 20km/h. There seems to be some confusion (even among the Subaru engineers) exactly whether (and how) it’s adjustable. That variable and the system’s operation needs a decent test on Ken Gratton’s favourite slippery soft-roader hill once the car arrives Down Under.

As noted above, X-MODE and added ride-height aside, the XV is otherwise all but mechanically identical to its Impreza hatch stablemate. The new XV’s 220mm ride height matches the outgoing generation and is delivered via longer coil springs and dampers. Suspension arms are carry-over. Other detailed suspension changes include larger diameter stabiliser bars front and rear.

Four grades
If you like the look of Subaru’s 2017 Impreza chances are you’ll like the XV. The styling changes are subtle, but successfully beef-up the car.

There’s a slightly deeper grille (when compared to Impreza) and wheel-arch flares toughen up the look. Accessories side skirts and rear valance will be offered give it an even more aggressive SUV-tuff stance.

Inside the changes are much more subtle. There’s a couple of extra switches in the centre console (for X-MODE, etc) and the XV gets orange feature seat and dash stitching. Cloth seats feature contrasting technical weave panels.

The leather-upholstered upper grade model looks particularly ‘premium’ based on the Japanese domestic versions we drove. So too the carbon-fibre style detailing. Although I still don’t get why the front part of the cabin gets gloss ‘panels’ and the rear matt.

Local pricing and specification will be announced next month but expect them to closely follow the Impreza’s lead – very closely.

A base 2.0i will kick off the XV line-up with two mid-grades offered, 2.0i-L and 2.0i-Premium. The top of the range XV will be the 2.0S which is expected to arrive with leather upholstery, sunroof, LED headlights and a range of other goodies.

The shared electronics platform means XV gets Subaru’s Eyesight autonomous braking, lane and safety system for the first time. The system will not be offered on the base grade but will grace the three other models as per Impreza.

Even the base grade XV gets a rear camera, however, along with 6.5-inch touch-screen infotainment system with Pandora, Apple CarPlay and Android auto functionality. All higher-grade models feature an 8.0-inch screen, with satnav set to be standard on L-Premium and S.

The top of the line XV 2.0S also gets Reverse Automatic Braking – a system which stops the car if it detects objects (or beings) in the path of the car.

In Japanese crash testing (JNCAP) XV scored a record 199.7 out of 200 to take out that authority’s grand prize – displacing Toyota’s Crown rear-drive large sedan. That stat included a near-perfect score for pedestrian safety courtesy, in part, from an external pedestrian airbag unique to the domestic model.

Aussie XVs are nonetheless expected to gain five stars from ANCAP.

Behind the wheel
As I noted in my intro, such a short drive is a taste test only. But the overriding opinion is positive – positive that the XV presents very much like the new Impreza which is one of our favourite small cars.

More suspension travel and slightly softer springs means the XV handles bumps better than most hatches. Indeed, the ride may be one of its top qualities. A bit of extra beef in the stab-bars means body roll is also well controlled. This is a crossover that won’t rock your boat.

Steering is nicely weighted and there’s the right amount of feel. All-wheel drive ensures that none of the relative modest amount of kW or Nm are wasted.

Australian’s are flocking to SUVs and the XV has every chance of accelerating that acceptance. And with a range that’s all all-wheel drive it’s at least one up on many of its ‘competitors’ when it comes to ticking the crossover box. For now, it’s a cautious thumb up.
2017 Subaru XV pricing and specifications:
Price: $26,000-$34,000 (estimated)
Engine: 2.0-litre four-cylinder petrol
Output: 115kW/196Nm
Transmission: Seven-speed continuously variable automatic
Fuel: 6.6-7.2L/100km (Impreza, ADR Combined)
CO2: 152-163g/km (Impreza, ADR Combined)
Safety rating: TBC