Subaru XV 2.0i-S 2017 Review

The second-generation Subaru XV compact SUV is apparently 95 per cent new. It doesn’t look it.

A side-by-side comparison with a first-gen XV confirms sleeker headlights and tail-lights, a more upright grille, different foglight surrounds and a slightly changed treatment of the lower rear bumper.

Even the cladding around the wheel arches looks the same and the fundamental shape is, well, very familiar. Believe it or not, the sheetmetal, which is shared with the latest Impreza small car, is all-new too.

Check the vital measurements and the new XV is 15mm longer, 20mm wider and has a 30mmm longer wheelbase than its predecessor. Overall height is exactly the same.

Boot space is identical at 310 litres, although split-fold the rear seat and it grows to 765 litres, 24 litres more than before.

Clearly, Subaru has decided not to mess with a successful formula – visually at last.

There are changes where you can’t see them
Under the skin, it’s a different story. The latest XV is based on the new Subaru Global Platform, which Impreza debuted late in 2016. It’s claimed to deliver all sorts of benefits in terms of dynamics, refinement and safety. On the latter point, the XV is a five star ANCAP performer.

The latest version of Subaru’s FB20 2.0-litre direct injection four-cylinder engine drives all four wheels via a continuously variable transmission. This is now the only transmission available as manual models have been dispensed with.

Underneath, the XV picks-up Subaru’s updated constant all-wheel drive system featuring active torque vectoring handling assistance and the Forester’s X-Mode system to bolster low speed off-road capability. Mike Sinclair went in to this in some detail in his first drive of the new XV in Japan earlier this year.

Output is up to 115kW and 196Nm, a bump of five kilowatts (but zero Newton-metres) over the previous XV. Considering the top specification 2.0i-S model we’re testing here is 34kg heavier than its predecessor at 1484kg, it’s fair to suggest you won’t be noticing the power boost.

So let’s start with the drivetrain
Yep, it’s familiar and sadly, a bit underwhelming. If ever an engine could use a turbocharger for some low-rev torque assistance this is it. Or swap it for the 2.5-litre boxer from the Forester.

The engine does perk up from about 4000rpm and by then it’s starting to get pretty noisy… not unruly but intrusive. Mundane, earnest, uncomplaining, uninspiring. That’s Subaru’s FB20.

It’s saved from being a deal-breaker by the CVT. Yes, you read that right. Where the old XV’s four-speed auto struggled to match gear ratio with torque sweet spot, the Lineartronic smoothly ebbs and flows up and down the range. It can’t overcome the engine’s lack of guts, but it can at least shield us from hyperactive gear changing.

Even so, you’ll find yourself quite frequently manipulating the seven pre-determined computerised steps – either via paddle shifters or the gear lever - to get the XV moving along with a bit more speed. For instance, if you want a bit more motivation out of a tight uphill corner.

All this revving doesn’t help fuel economy of course, but the good news is it never blew out beyond 8.6L/100km, versus Subaru’s unchanged 7.0L/100km claim, during our testing. An unobtrusive start-stop system helps keep fuel use under control, while fuel cost is aided by the XV’s use of the cheapest 91 RON fuel.

Now here’s some better news
Subaru isn’t telling porkies when it gets all excited about the improvements delivered by its new chassis architecture. Just like the latest Impreza, the new XV really is a more enjoyable and quieter car to drive than its predecessor.

The real achievement is in the ride, which is nicely balanced between comfort and ride control. It’s not soggy like the Forester, nor as harsh and jittery as the Mazda CX-3. Take a bow Subaru chassis engineers, for such a nice tune of the XV’s combination of MacPherson struts and double wishbones.

Underscoring that impressive ride, the XV delivers light, direct steering and handling which is forgiving and confident. Around town it’s easy to manoeuvre and on the open road it settles down without fuss. It handles winding roads without drama, or elan for that matter. It just gets on with the job.

On gravel, the XV displays a similar surety. Grip during accelerating braking and cornering is composed.

More good news
From the driver’s seat, the XV is not only pleasing because of the way it, er, drives. Like the Impreza, it also provides a definite step-up in cabin quality.

Materials quality and trimmings, ergonomics, front seat support and the infotainment technology - including an 8.0-inch colour touch-screen which dominates the centre stack of the 2.0i-S – are all significantly improved.

In the rear, legroom is stretched, meaning the XV can fit four adults in comfort. There are plenty of storage spaces all-round and multiple USB ports, two of which support Apple CarPlay and Android Auto (they’re the ones hidden in the bin in the centre stack, not the ones in the lidded bin between the seats).

The design of the XV also ensures visibility is terrific for the driver all around the car, something helped by a reversing camera and parking sensors.

Issues? Sure. The steering wheel is a busy convention of buttons, stalks and paddles, the rear seat is pretty flat and the boot, most disappointingly, has a high load lip and lacks any real under-floor wet bin storage. C’mon Subaru, aren’t you brand for the adventurous - the folk who frequently load damp, muddy gear in the rear?

The equipment wrap-up
Retailing at $35,240 plus on-road costs, the 2.0i-S sits at the head of a four-model XV range. That pricing pitches it right up against the all-wheel drive CX-3 Akari and Toyota C-HR Koba as well as the front-wheel drive Nissan Qashqai Ti and Honda HR-V VTi-L.

For more on the other models in the XV range, check out Andrea Matthews’ launch review.

Headline safety gear includes a full-suite of driver assist systems marketed by Subaru under the Eyesight package. Included are blind spot monitoring, high beam assist (which works really well), lane change assist, rear cross traffic alert and reverse automatic braking.

Other unique 2.0i-S gear includes 18-inch alloy wheels, leather accented seat trim, a power driver’s seat and LED headlights. Stuff it shares with other XV variants includes seven airbags, lane keep assist, an electric sunroof, satellite navigation, dual zone climate control and cruise control.

What’s missing? A proper full-size tyre is a surprising omission considering Subaru talks about this vehicle’s off-road credentials. At least the temporary is not one of those horrible donuts.

The verdict
You may not pick it at first sight, or even after a short test drive around the block, but the new XV is a significantly improved vehicle.

It has a level of refinement and interior smarts which frankly blows away its predecessor. Unfortunately, what it doesn’t do is blow it away in a straight line. The drivetrain is undoubtedly this car’s weakness

For now, we like the XV. But add some low to mid-range engine response and we could end up loving it.

2017 Subaru 2.0i-S pricing and specifications:
Price: $35,240 plus on-road costs
Engine: 2.0-litre four-cylinder boxer petrol
Output: 115kW/196Nm
Transmission: Seven-step continuously variable
Fuel: 7.0L/100km (ADR Combined)
CO2: 162g/km (ADR Combined)
Safety rating: Five-star ANCAP