Capable against wide range of adversaries
Subaru’s engineers were also able to use the new architecture to add space inside the Crosstrek without increasing its overall size all that much. While the wheelbase, at 2,665 millimetres, is longer than before, the Crosstrek’s bumper-to-bumper length has only grown marginally, to 4,465 mm. It’s the same story elsewhere, with the Crosstrek measuring only slightly wider than before, while its overall height stays static.
Despite those small increases to the exterior measurements, space in the second row has been improved to 926 mm of legroom and 966 mm of headroom. Likewise, shoulder room in the front has been increased by a little more than 29 mm. None of those new measures are especially noticeable compared to the last version of the Crosstrek, but they only add to what was already a fairly roomy cabin.
Behind the tailgate, the Crosstrek now boasts 588 litres of cargo room with the rear seats upright and 1,565 L with them folded. Just like the Impreza on which it’s based, those numbers are enough to compete with compact hatchbacks such as the Honda Civic and Chevrolet Cruze, among others, while offering more space than compact crossovers such as the Toyota C-HR and Chevrolet Trax. It also features a rear cargo opening that’s almost perfectly square, allowing it to handle larger items with ease. Nearly new At least on paper, the Crosstrek’s powertrain looks largely unchanged in its second generation, though it has been thoroughly reworked. The same horizontally opposed fourcylinder engine is nestled under the hood, though the 2.0-litre unit has had 80 per cent of its components swapped out for improved performance. Output hovers near where it was before, with 152 horsepower and 145 pound-feet of torque on tap, though peak power comes online about 500 r.p.m. sooner.
Sending that output to the allwheel drive system is the choice of manual or automatic transmissions, both of which have seen their fair share of changes. The manual gains a much-needed forward gear, bringing the total to six, while the continuously variable transmission that most buyers will opt for has been overhauled for smoother operation.
Torque split varies depending on transmission choice, with manual models distributing it evenly between the front and rear wheels, and automatic ones having a slight bias to the front wheels. Regardless, it’s the same full-time all-wheel drive system that Subaru has become famous for, with automatic models gaining the brand’s X-mode drive selector.
The X-mode system works by optimizing the engine, transmission and all-wheel-drive system to maximize traction, while also offering hill descent control capability. A brief test on a steep, grass-covered hill provided predictable results. The Crosstrek was able to make it up and down the roughly 40-per-cent grade with ease, quelling wheel spin quickly on the way up and offering pedal-free driving on the way down. Dynamic drive Having spent most of the day in a manual model, the Crosstrek’s performance proved itself a bit of a mixed bag. Acceleration was slightly sluggish, while the same old vague clutch and tight shifter gates made the setup a little tricky to master. Out on the oval track, where speeds reached in excess of 130 km/h, our tester felt bogged down somewhat and often needed to drop two gears to keep up with the rest of the CVTequipped pack under acceleration.
Switching to an automatic model, acceleration felt far more linear, if not a little peaky. Much of the rubber banding has been dialed back this time, though it’s impossible to eliminate it altogether. It is, however, the better of the two transmissions, and offers far better fuel economy, too. The Crosstrek with the CVT is rated at 8.8 L/100 km in the city and 7.2 L/100 km on the highway compared to10.5 L/100 km in the city and 8.1L/100 km on the highway with the manual gearbox.
When it comes to performance, again, the new architecture is the big story here. While the stilted suspension means it isn’t quite as engaging to drive as the Impreza, the Crosstrek feels far more composed than its predecessor. With the increased torsional rigidity and a revised suspension setup, the Crosstrek’s on-road manners have definitely improved, with far less slop in the overall feel.
Slight bouts of body roll were noticeable when the Crosstrek was pushed through corners, but that’s to be expected given the 220 mm of ground clearance afforded by its long-travel suspension. Turn-in response has also been improved through the use of a quicker steering ratio and the adoption of a torquevectoring system. Additional amenities The design language both inside and out builds on the clean look introduced with the Impreza, with some additional elements playing to the Crosstrek’s adventurous personality. Like before, the exterior enhancement package is made up of a bunch of body cladding that, while mainly for show, provide protection out on the trail.
Inside, the Crosstrek’s layout and design are far superior to its predecessor’s, with an inviting layout that features plenty of different materials and textures. There’s still plenty of hard plastics to be found throughout the cabin, but the seats are comfortable, even when clad in cloth, and all controls fall readily to hand.
And just like the Impreza, the updated infotainment options are vastly improved. Either of the two touch screens offered — a 6.5-inch unit is standard, while an eight-inch one is available — run a new version of Subaru’s Starlink interface that’s as fast as it is easy on the eyes, and is a massive leap forward. It also includes Apple CarPlay and Android Auto compatibility across the trim range.
The available EyeSight safety suite has also been improved on the 2018 Crosstrek and now includes adaptive cruise control, pre-collision braking, lane-keep assist and reverse automatic braking. It was only the lanekeep assist system that we were able to test during our time with the Crosstrek in Japan, though based on how Subaru’s safety suite has performed in the past, there’s no reason to doubt the other features will work as advertised. The verdict The 2018 Subaru Crosstrek is kind of like the automotive equivalent of a weekender bag; no, it won’t work for everything, but it’s versatile enough to suit most situations. That it finds itself competing with everything from compact cars to subcompact crossovers means that versatility is invaluable, with the Crosstrek capable of going up against any of its wide range of adversaries.
It’s also capable of competing across segments when it comes to pricing. With a starting price of a shade less than $25,370, including destination charges, it’s priced more closely to a small CUV than a small car, and rightfully so. With its tall stance and standard all-wheel drive, the Crosstrek is more crossover than car while offering a car-like ride in an attractive package.