AWD, tried and true
Re-engineered Crosstrek no pretender in crossover segment
Iwas feeling very confident during the first week of winter, despite the significant snowfalls and frigid temperatures. The reason was Subaru’s redesigned-for-2018 Crosstrek.
Not all all-wheel drivetrains are created equal, but the “symmetrical” AWD system the company employs throughout its product lineup is one of the best. The fulltime system provides instantaneous traction in the snow and excellent communication with the road. Not even a Subaru can immute the laws of physics though, so I always practise the “if it snows, go slow” approach to the drive. The only downside is also having to practise patience with timid — as opposed to cautious — motorists.
At first glance very similar to its predecessor, the second-generation Crosstrek is built on Subaru’s new Global Platform and rides on a 30-millimetre longer wheelbase, with smaller increases in width and length. Room inside the compact-sized crossover gets a bump up as well. The exterior design has some subtle revisions, with more prominent wheel arches and an overall more chiselled look. The black side and wheel-arch cladding, lower rocker panels and roof rails carry over.
Under the hood is more seeming similarity — a 2.0-litre four-cylinder boxer engine. But Subaru says the FB-series direct-injection engine is new, and has a little more oomph: 152 horsepower compared with 148 in its predecessor. Transmission choices include a new sixspeed manual for the Convenience, Touring, and Sport trim levels, with the option of the Lineartronic CVT, now with driver-selectable X-Mode with hill-descent control (the CVT is standard on the top-line Limited trim). On all but the Convenience trim, the CVT comes with a seven-speed manual mode with steering-wheel paddle shifters.
Admittedly, I didn’t have the warmest of feelings toward the first Crosstrek iteration. Despite its rugged looks, which created the impression it was some sort of jacked-up sports car ready for adventure, the driving experience put me in deep slumber. More specifically, the crossover was bog slow.
OK, with the new engine putting out only four additional horsepower, the new Crosstrek isn’t going to scorch the tarmac, yet it does feel peppier around town. Put your foot into it and it will get to speed in a reasonable time, although it still sounds a little breathless doing so. So, yes, this Subaru would benefit from an extra 20 or 30 hp, something to lessen the impression it is something other than an Impreza hatchback with more ground clearance.
In other regards, though, the Crosstrek feels more substantial, a lot of which can be attributed to the new platform and its framework of cross-sections and highly stiffened joints, which has resulted in a structural rigidity improvement of more than 70 per cent over last year’s model. Subaru touts straight-line stability, agility, and ride comfort improvements. What I noticed was less noise, vibration, and harshness, making for a less tiring drive on longer trips.
Progress was also made with revised suspension systems, especially the double-wishbone independent rear suspension, which now mounts its rear stabilizer bar directly to the body, improving body control and stability. The Crosstrek tracked reasonably well over rougher patches of pavement, and glided along stretches of highway feeling like a much larger vehicle. Full disclosure: My wife has been the happy owner of a five-door Impreza for the past several years. I’ve driven it enough to recognize where Subaru has put its R&D dollars to work.
The tester was the top-line Limited with EyeSight Package ($33,195), which, along with all the features of the lesser trim levels, includes 18-inch alloy wheels, leather seating surfaces, a heated steering wheel, dual-zone automatic climate control, an eight-speaker Harman Kardon audio system, and an eight-inch infotainment system with GPS navigation. Subaru is not exactly known for extravagant interiors, but the layout is ergonomically correct and the stitched leather seats and dash area are nice touches. A trip to Ikea to pick up a Klingsbo, a Kallax, a Gothem and a couple of other strangely named items highlighted the crossover’s generous cargo capacity of 588 L behind the rear seats and 1,565 with the seats folded flat.
For those who put vehicle safety at the top of their list, the comprehensive EyeSight Package ($1,500 and offered with the Sport and Limited trims) might be a consideration.
Subaru’s lane-keep assist provides gentle steering inputs if the system senses the vehicle is departing its lane. I didn’t find the tug of the steering wheel all that gentle and it was more than a little disconcerting, as it’s unexpected. Also, whether it was the result of the frigid weather, snow on the road that obscured the lane markings, or glare, but occasionally the EyeSight system and the lanekeep assist would switch off.
With the first-generation model, I wanted it be a genuinely sporting crossover, something with a WRX driving vib. I can’t say I care as much about that with the new Crosstrek; I’m satisfied that a thorough re-engineering has made it a skilled player in the compact crossover segment, one that will handily compete with the Honda HR-V, Mazda CX-3, Nissan Qashqai and others. Other than less ground clearance, the Impreza Sport hatchback offers the same looks, power and performance while saving a couple of thousand bucks. But that’s your business.